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ANNUAL REPORT ANDACCOUNTS 2016/17

RAILWAY HERITAGE TRUST · ANNUAL REPORT AND ACCOUNTS 2016/17

1 RAILWAY HERITAGE TRUST 2017

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 opportunitythat can be taken to make its quality and diversity better known. So our illustratedproject reports also serve to attract potential new partners to work with us in thisimportant and challenging field.

Front cover: Bury St Edmunds StationInside front cover: Ingatestone StationInside back cover: Liverpool: Hamilton SquareStationBack cover: Cambridge Station

ACKNOWLEDGEMENTS

Photography by Paul Childs, Spheroview Ltd,Tunbridge Wells, Kent

Other photographs as individually credited

The Trust is grateful to the following forpermission to publish photographs:Hege HernæsJimmy James

Research and text by Andy Savage andMalcolm Wood, assisted by Claire PicktonDesign by Geoffrey WadsleyPrinted by Kingsley Print & Design Ltd,Egham, Surrey

CONTENTS

Chairman’s Statement 3The Hon Sir William McAlpine Btintroduces the Report; details the Trust’scommitment to improving railway builtheritage through its grants and attractingcontinuing high levels of external funding;considers the current grant-fundingsituation country by country; describes theon-going work of using Department forTransport funding to assist in convertingclosed viaducts to pedestrian and cycleroutes, and using the Maber legacy tocommemorate the railway’s contributionto the Great War; announces a rare changein staff with the Company Secretary’sretirement; thanks the Trust’s sponsors fortheir support; and commends the Trust’spersonnel for their dedication.

Review of Projects 4-29Reports on the Trust’s grant-aided projects,including: restoration work to stations,turntables, lodges, a milepost, stonebenches, war memorials and historicdocuments; conversions to a restaurant,heritage centre, and coffee shop; provisionof a waiting shelter, routes over closedviaducts, and Victoria Cross plaques; withdiverse grant recipients including achildren’s nursery, an armed forcesveterans’ association and a charity fordisabled people.

National Railway Heritage Awards 28The Railway Heritage Trust ConservationAward for 2016 is won by Network RailCommercial Property for the restoration ofCorrour Station and Signal Box.

Grants and External Contributions30-31

A detailed list of grants awarded andexternal partners’ contributions.

The Trust’s Accounts 32A summary of the audited accounts.

ANNUAL REPORT ANDACCOUNTS 2016/17

Coventry Station: Remodelled ticket office

RAILWAY HERITAGE TRUST · OFFICERS AND ADVISORY PANEL 31st March 2017

RAILWAY HERITAGE TRUST 2017 2

EXECUTIVE BOARD

Chairman: The Hon Sir William McAlpine BtDeputy Chairman: Jim CornellExecutive Director: Andy Savage Director: Marcus Binney

ADMINISTRATION

Company Secretary: Malcolm WoodPersonal Assistant: Claire Pickton

ADVISORY PANEL

Robert Baldwin Stanley HurnGordon Biddle Sir Simon JenkinsJohn Boyle David LawrenceRichard Broyd Chris LeahTimothy Bryan Adrian LyonsAnthony Byrne Geoff MannProfessor Dugald Cameron John MartinJamie Coath Frank PatersonSir Neil Cossons Oliver PearceyPhilip Davies Dr John PrideauxIan Hay Davison Malcolm ReedPtolemy Dean Simon RiggeDenis Dunstone Martin RobertsonLord Faulkner of Worcester Paul SimonsDr William Fawcett Theo SteelChristopher Fildes Jerry SwiftRobin Gisby Robert ThorntonDr Ann Glen* Peter TrewinChris Green Dame Margaret WestonChris Heaps Adam WilkinsonCharles Howeson

* Appointed to the Advisory Panel during 2016/17

ANNUAL MEETING OF THE ADVISORY PANEL

The Advisory Panel Annual Meeting was held on 10th October 2016, at 1Eversholt Street, London. Guest speaker was Dr Roger Bowdler, Director of Listing atHistoric England, who gave a presentation on ‘Thematic Listing’, with specificreference to the railways. On 17th October the Trust again held a successful secondmeeting in Glasgow, with Panel members and Scottish industry partners present.Here guests enjoyed a presentation on the Forth Bridge, by Dr Miles Oglethorpe,Head of Industrial Heritage at Historic Environment Scotland, followed by a tour ofGlasgow Queen Street Station.

London Euston Station: New window in the EastLodge

IAM PLEASED TO REPORT that, for a32nd year, the Trust has continuedto deliver improvements to the

national railway built heritage across allof Great Britain. In 2016/17 we funded51 grants using Network Rail’ssponsorship, plus two from HighwaysEngland (Historical Railways Estate)’ssponsorship, and nine from the Maberlegacy, making a total of 62 grants, aslight increase on 2015/16. The grantswere worth £2.01 million in total, anddrew in £3.54 million of externalfunding. This latter figure remains at ahigh level, and continues to show thebusiness benefits for Network Rail andHighways England (Historical RailwaysEstate), as well as social ones.

In England we gave 40 Network Rail-funded grants, to a total value of £1.62million. The biggest grants were for£250,000, towards restoring MorpethStation, a project we have had in mindfor many years, and are most pleased tosee going ahead, and for £240,000,towards further restoration of historicfeatures at London Bridge Station. At theother extreme, we gave a grant for justover a thousand pounds for properglazing in the station clock atCleethorpes.

situation would change for the better:although this did not happen, we arenow awarding substantial grants inScotland for 2017/18, and I hope wewill at last see an upturn north of theborder.

Sadly, despite on-going work withcolleagues in both Network Rail WalesRoute and Arriva Trains Wales, theposition there also remains poor: indeed,we did not give a single grant in Wales in 2016/17.

On the non-operational estate theposition is happier: we have continuedour work to convert closed viaducts intopedestrian and cycling routes, thanks tothe Department for Transport’s on-goingfunding, for which we are most grateful.This year we have worked with Sustransand its subsidiary, Railway Paths Ltd, tocomplete a new bridleway across theRiver Calder at Castleford, which usesthe redundant Wakefield Viaduct of theLancashire & Yorkshire Railway. Inaddition, we are also finally makingprogress with Bennerley Viaduct, andwe hope that in the next few years wewill at last see it restored and opened asa cycle route, an objective we havesought ever since the Trust was formedin 1985.

With the Maber legacy our focus hasmostly remained on our commemorationof the railways’ contribution to theGreat War. Our project to recognise andhonour the railwaymen awarded theVictoria Cross has continued, and all ofthese plaques will be unveiled by the endof 2017. We have also funded an extraname (of a VC recipient) on the GreatCentral Railway memorial at Sheffield,and a replacement for the lost

Manchester London Road memorial, thelatter being unveiled by Michael Portillo,and continue to work on a book on therailway contribution to the Great War, topublish in late 2018. We have alsofunded a board interpreting the Devon-shire Tunnel at Bath, of which wefunded the reopening some years ago.

As far as the organisation of the Trustis concerned, we are approaching thefirst change in our staff for eight years.After nine years with us Malcolm Woodhas decided to retire at the end of 2017.His contribution to the Trust has beenmassive, and we are most grateful for allthat he has done, with his design skills,his work in producing the AnnualReport, and his grip on our financial andadministrative management. I wish himwell in his retirement, and am sure thatwe will still see him from time to time.Malcolm will be a hard act to follow, andI am delighted that Paul Childs, who hastaken the photographs for our AnnualReports for the last seven years, willhave joined us, in preparation to succeedMalcolm, by the time that this Report ispublished.

I conclude, as ever, by thanking oursponsors, Network Rail and theDepartment for Transport, throughHighways England (Historical RailwaysEstate). I must also thank Andy Savage,Malcolm Wood and Claire Pickton fortheir dedication and determination inrunning the Trust. Without theircommitment we would not be able toachieve the results that we do. Icommend the 32nd Annual Report andAccounts of the Railway Heritage Trustto you.

The Hon Sir William McAlpine BtChairmanLondonJuly 2017

CHAIRMAN’S STATEMENT


Scotland saw only 11 Network Rail-funded grants, totalling £0.16 million.This very low figure is half that for2015/16, which itself saw a 50% fallfollowing the change of the franchisetwo years ago, which brought allprogress on Stations CommunityRegeneration Fund-supported projects toa halt. That our grant figures inScotland have fallen by 75% in twoyears is a grave disappointment. Lastyear I said I was optimistic that the

Nottingham Station: Repaired terracotta

The Chairman unveils a plaque at WickhamMarket Station

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CAMBRIDGE STATION

In our 2015/16 Report we describedhow train operator Greater Anglia (GA)was rationalising the cable managementsystem on Sancton Wood’s fineCambridge Station. We had agreed afurther sum for this work in 2016/17,but as the project continued it becameclear that GA had reduced its cost bycombining it with other works on thestation, and would not require theadditional grant for the second year.Happily, as a result, we were able todevelop a further project with the trainoperator that we have long wished to seehappen.Although the large porte cochère is

the dominant feature of the streetfrontage of Cambridge Station, it is farfrom being the whole station, which isseveral hundred metres in length.Towards its southern end is a relativelysmall building, which may have oncebeen a residence for the station master.Unfortunately, this building had beenmodified by a previous railway company,with a most unhappy extension beingadded at the front to accommodate a leftluggage/lost property facility, which inturn had been long abandoned. Overseveral years we have discussed with GAand its predecessors the possibility ofremoving the extension to recreate theoriginal lines of the building, and thewiring underspend has finally permittedthis work to get under way. GA hasselected Bread & Meat Ltd, anindependent, local, modern Britisheatery, to operate a restaurant in thebuilding, and with their investment,funding from GA and the redirectedgrant from the Trust, work is well in

hand to deliver this project. CambridgeCouncil is most happy with the removalof the extension, and we are delighted tobe able to restore the originalappearance of the station front, and tohopefully see a successful new businessattracting more people. This project is not the end of the work

at Cambridge. GA has been carrying outa £4.15 million refurbishment andimprovement scheme, with major

LEEDS STATION: DARKARCHES

In our 2015/16 Report, the Trust toldhow the long-hidden Dark Arches, onthe south side of Leeds Station, werebeing transformed by a series ofinitiatives, in particular the opening ofthe new south side entrance to thestation, and the Trust-funded lightingwithin them. This scheme has beenamazingly successful, and theimprovement from the new lighting issuperb, with multi-coloured waves oflight moving up and down the arcade.Network Rail also did a major tidy up ofthe cabling in the space, with muchredundant material removed, and thesurviving cable runs combined to

REVIEW OF PROJECTS

RAILWAY HERITAGE TRUST 2017

alterations in the porte cochère toimprove the flow of passengers into thestation. These changes have made aconsiderable difference to the internalstate of the porte cochère, which wegreatly welcome. However, the internalimprovements highlighted the poor stateof the 32 roundels on the front of thestation, each one representing the crestof a Cambridge college. The Trustfunded a restoration of these roundels in1988/89, but the years had taken theirtoll on what was a relatively superficialscheme, and we very much wanted tosee a further, full, refurbishment. Thereis little or no commercial benefit to therailway industry from this work, so theTrust has borne the majority of the costof the work, with GA finding theremainder.

Sponsor: Greater Anglia, LondonSouth BuildingDesigner: KMB Ltd, Stockport, ManchesterContractor: Hollywell Building Services, StAlbans, Hertfordshire

RoundelsContractors: Alfred Bagnall & Sons (Leeds) Ltd,Leeds, West Yorkshire (general work & painting)& Stonewest Ltd, Crystal Palace, London(stonemasonry)

improve the visibility of the brickquadripartite arches.By very good project management,

Network Rail delivered a 6% saving onthe originally-estimated cost of thelighting works, and we agreed that wewould allow this to be used, with asecond grant, to resurface the roadswithin the arcade in a lighter material,so as to brighten the arches still further.After discussion with the local authority,the design of the paving has beenchosen to match that used immediatelyoutside the arches, in Little NevilleStreet, thus increasing the links betweenthe station and its southern surrounds.

Sponsor: Network Rail London North EasternRoute, York

Contractor: Not yet appointed

Left: Repainting the roundels

Illumination of the Dark Arches

MARGATE STATION

The South Eastern Railway (SER) builtthe first station in Margate in December1846 (closed 1926). The London,Chatham & Dover Railway (LC&DR) alsoopened a station here, on its Herne Bayroute, on 5th October 1863. In 1880this second Margate Station wasrenamed Margate & Cliftonville and in

1899 it was renamed again as MargateWest. In 1923 the Southern Railway(SR) took over the arrangements atMargate which included activities byboth the SER and the LC&DR. As aresult, the Thanet lines were given anupgrade between 1924 and 1926, withnew station buildings at Ramsgate (seepage 22) and Dumpton Park, whilstMargate West was also redesigned andreverted to its original name of Margate.All these new designs were overseen byJames Robb Scott, Chief Architect of theSR, with the architectural work carriedout by his Chief Assistant, EdwinMaxwell Fry. Maxwell Fry had trained under

Charles Reilly at the Liverpool School ofArchitecture, and his solution for thedesign at Margate was a very strikingexample of Art Deco. The buildingfeatures a single-storey, stylish brickfrontage with Portland stone details anddressings. A large, round-headedwindow illuminates the main interiorwhich has a high, barrel-vaulted ceilingand a large decorated clock which

DURHAM STATION

The first building on the site of today’sDurham Station opened in 1857, as partof a branch line to Bishop Auckland. In1871 the station was reconstructed,with a new building on the northboundplatform, whilst the original structurelargely remains on the southboundplatform, albeit with modern additions.Since the beginning of 1872 the linethrough Durham has been part of theEast Coast Main Line, from London toNewcastle and Edinburgh. Durhamremains a major station on that route,and is currently served by InterCitytrains of three companies.Both buildings are neo-Tudor in

concept, and, although separated by 15years, match well together. They aregenerally credited to Thomas Prosser,the North Eastern Railway’s architect formany years, and go well with DurhamViaduct, looking over towards the townand the cathedral. The Trust has previously given ten

grants towards work on the station,between 1992 and 2007, and thesegrants covered projects on both thenorth and southbound platforms.


appears to be a survivor from an earlierperiod. To each side of the entrance arematching low wings, with elevationsdecorated with circular bas-reliefplaques featuring designs related to therailway and its various activities. The entrance hall was in need of

attention, and problems with wateringress from the high-level gutters hadnot helped preserve the quality of theinterior. The Railway Heritage Trustjoined with train operator Southeasternto support refurbishments, includingrestoration of the timber parquet floor,and work to the entrance doors and matwells. Improvements have also beencarried out to the wall areas, includinghiding unsightly service cables, and theclock and its surround have beenrestored to an appropriate standard. This has enhanced the quality of

Margate Station and its customers’experience and is a fine complement toother works, carried out in associationwith the local authority, to improve thestation’s forecourt and setting.

Sponsor: Southeastern, LondonArchitect: Clague Architects LLP, Canterbury,Kent

Contractor: Redec Ltd, Ashford, Kent

During 2016/17 Virgin Trains EastCoast approached the Trust about thepossibility of putting a bar in the formerparcels office on the northboundplatform. We debated this with thepotential tenant, but the building wasbadly affected by water leaks from theroof and guttering, a problem thataffected all the downside structure, notjust the section over the proposedtenancy, despite the Trust having fundedBritish Rail for previous works on thisroof in 1992/93. We worked withVirgin to develop a scheme to upgradethe roofing and rainwater goods, andgave a grant towards this work, whichwas completed in the financial year. The Trust also awarded a grant to the

potential tenant, but unfortunately hewas eventually unable to proceed withhis scheme, and Virgin Trains East Coastis now seeking a new tenant, to whomwe expect to transfer the funding.

Roof WorksSponsor: Virgin Trains East Coast, YorkContractors: Everlast Rail, Pudsey, Leeds, WestYorkshire (roofing) & Colt Industrial ServicesLtd, Hull, East Yorkshire (drainage)

Right: Location of proposed barBelow right: Northbound platform canopy

Left: Station forecourt & frontageBelow left: Booking hall interior

REVIEW OF PROJECTS

MORPETH STATION

George Hudson’s Newcastle & BerwickRailway opened Morpeth Station inMarch 1847. It was designed by therailway’s first architect, BenjaminGreen, and was one of a fine suite ofTudor-style buildings along this stretchof line, although no two stations wereidentical. The building has a two-storeycentral section, with two gable roofs setat right angles to the main structure,and has single-storey extensions at bothends. Green’s involvement on the

railway was limited, as he left, never toreturn, after Hudson’s downfall andbankruptcy. The building has survived largely as

built, and is justifiably listed at Grade II,although in recent years only theBerwick end of it has remained inrailway use. In 2007/08 the Trustfunded roof repairs, and encouraged arestaurateur to take it over, but sadlythis project did not stack up enough toprogress. Subsequently we have worked

HALTWHISTLE STATION

The Newcastle & Carlisle Railway wasone of the earliest railways authorised,receiving its Act of Parliament in 1825,before even the Liverpool & ManchesterRailway. However, its construction waslong drawn out, and it did not open itsstation in Haltwhistle until 1838.Although the original HaltwhistleStation building from this time survives,it has long since ceased to have any

REVIEW OF PROJECTS


with the Greater Morpeth DevelopmentTrust (GMDT), which has a fine recordof building restoration in the town,including the 2009 renovation of SirJohn Vanbrugh’s 300-year-old TownHall. GMDT has put together a fundingscheme that will restore the wholestation building, and, as well asreinstating the portico entrance forpassenger use and improving the publicareas, will also provide several newbusiness units and a café. The packageincludes Heritage Lottery Fund support,one of the first times that the Fund hassupported a project on Network Railproperty.The Trust has awarded a substantial

grant towards this project, and hasmade an initial payment, which hashelped in the design of it. Although thegrant was accounted for in 2016/17,the majority of the work will take placein 2017/18, and we look forward toseeing the finished product of thescheme.

Sponsor: Greater Morpeth Development Trust,Morpeth, Northumberland

Architects: Curtis Architecture & NapperArchitects, (both) Newcastle upon Tyne

Engineer: Patrick Parsons, Newcastle upon TyneContractor: Not yet appointed

railway use, and is now privately owned.The booking office moved from thisbuilding into a small, new, single-storeystructure in 1856, where it remaineduntil closure in the 1970s. This buildingwas restored, with Railway HeritageTrust support, as a Tourist InformationCentre in 1998, but it does not seem tohave prospered, and when we visited thesite in early 2016 it was abandoned,albeit in not too bad a condition.We have already worked with the

Tyne Valley Community RailPartnership to provide café facilities atHexham Station so, when it suggested tous that it might take over the formerHaltwhistle booking office as officepremises, we were very happy to providesupport. From its first approach to us tothe opening ceremony has been lessthan 13 months, a very fast delivery of aproject from a community organisation,and we are very glad to see the structureback in use.

Sponsor: Tyne Valley Community RailPartnership, Hexham, Northumberland

Contractor: B. L. Scarth Ltd, Haltwhistle,Northumberland

Above: Benjamin Green’s station building

Left: Booking office counterBelow: Booking office exterior

EDINBURGH HAYMARKETSTATION: HISTORIC MILEPOST

The Railway Heritage DesignationAdvisory Board advises the Trustees ofthe Science Museum Group on thedesignation of railway heritage relicsthat are worthy of preservation in thenational collection. Among the itemsthat it has designated are the eightremaining cast-iron mileposts (of theoriginal 46) from the Edinburgh &Glasgow Railway (E&GR). Thesesubstantial posts were placed every milealong the line when the railway openedin 1842. They are almost unique in thatthey show the distance to both ends ofthe railway, rather than to a single zeropoint. As far as we are aware, theFfestiniog Railway’s original slatemileposts are the only other case wherethis happened. Whilst four posts still remain in situ

pending removal to allocated museums,two are part of museum collections andtwo are on display on the originalterminal stations of the E&GR. One ofthese, at Glasgow Queen Street, has beenon display for many years, but the 5milepost (from Cowlairs) was recoveredand stored at Bo’ness for a long period,whilst Haymarket Station, the originalEdinburgh terminus and its agreeddestination, was being redeveloped.With the completion of this work theTrust gave a small grant to fund therelocation of the milepost from Bo’nessto its final resting place. Since its arrivalat Haymarket the milepost has beenclassified as one of the 101 key objectsthat tell the story of Edinburgh as a city,and has helped to attract more visitorsto this historic station.

Sponsor: ScotRail, Glasgow

EDGE HILL STATION

The station at Edge Hill is one of themost significant historic stations on thenational rail network. Opened by theLiverpool & Manchester Railway on15th August 1836, the buildings on thenorthern island platform consist of anoriginal 1836 two-storey structuredesigned by Joseph Franklin and ThomasHaig, and two other structures datingfrom 1849. These latter two buildingsformed the engine and boiler houses forthe cable-winding mechanism whichwas originally employed to haul trains toand from Waterloo Docks, through theWaterloo Tunnel, to Edge Hill, wherelocomotives waited to be coupled to thecarriages to take the trains on towardsManchester. Adjacent to the boilerhouse is a tall hydraulic accumulatortower in red brick with a slated pyramidroof. This later structure dates from the1880s, and forms part of the suite ofrooms used by the arts centre run byMetal Culture Ltd. The Trust gave grants in 2009/10

and 2013/14 for heritage restorationwork to enable the centre to be set upwith its administration offices,workshops and performance spaces. Oneelement which was never fully exploitedwas the accumulator tower, but asignificant issue was that the north-western corner of the roof had lost itsweather-tightness due to the flashingsover the hipped roof being ripped awayduring heavy weather. The slates hadalso been damaged and this sorry stateof affairs had lasted for a considerabletime. It all came to a head at the end of

REVIEW OF PROJECTS


2016, when the management of MetalCulture Ltd decided to pursue the verynecessary repairs. They arranged for acontractor to undertake the works andthe slates and flashings have beensuperbly restored. The Trust felt that theuse of correct materials and retention oforiginal details were important enoughto warrant modest grant support, andthe result is very satisfying, albeit that itcannot readily be seen from platformlevel.

Sponsor: Metal Culture Ltd, Edge Hill, LiverpoolContractor: Heritage Roofing and BuildingServices Ltd, Liverpool

Top: Accumulator towerCentre: The slate pyramid roofBottom: Interior view of tower

Andy Savage

DUMBARTON CENTRALSTATION

The 1896 Dumbarton Central Station isone of our favourites, Category A listedand with a McAlpine connection goingright back to the firm having built thestation, with its ground-breaking red-coloured concrete used alongside thelocal sandstone. In 2010/11 and againin 2014/15 we reported on projects thatwe had sponsored to bring abandonedrooms back into use, initially for a caféon the northern platform, and then forthe Armed Forces Veterans Association(AFVA) on the southern platform. Bothprojects have done well, and, indeed, theAFVA has been so successful that it hasrun out of space in its present location(Room 2). With support from the Trustand the Stations CommunityRegeneration Fund, it has taken on theadjacent Room 1 for heritage displaysand storage. In previous Reports we have touched

on how this station is rather unusual,with its Art Nouveau feel at platformlevel, and extensive use of stained glass.Room 1 is rather unusual even withinthis station. It was built as a gents toilet,and is primarily circular in plan, with

porcelain urinals having been installedagainst the curved wall; a squared offeast end gave space for the water closetsand associated screens. The urinals,water closets and partitioning have alllong since been removed and, as a result,considerable areas of the floor and lowerwalls are patched with cement mortar,although elsewhere there are some verypleasant features. AFVA and itsdesigners have done the best they canwith this. Sadly, the floor, much ofwhich was (and is) mosaic, is not readilyrepairable, so the AFVA has installed anew timber floor over the present one,keeping the mosaic untouched, to berestored if an opportunity arises. A newpartition has also been installed roughlywhere the cubicle fronts were, to createa storage area, and the lower part of thecircular wall has been covered withbespoke display units, hiding where theurinals have been removed.The upper reaches of the wall are

covered in glazed tiles, and these havebeen cleaned and restored as far as ispossible. The upper windows all used tobe infilled with stained glass, but thishad been badly vandalised, so the AFVArestored them. Above all this sits asplendid ceiling, plastered in its outerreaches, and then with fanned timberboards leading from a moulding in themid-point of the ceiling to a stainedglass dome. Again, AFVA is restoring thestained glass, and, because the dome sitsbelow the station roof, has also installedlights around it to give illumination.We congratulate the AFVA, its

architect and its contractor for all thework they have done to restore this room.

MARKET RASEN STATION

Market Rasen Station opened in 1848,as part of a Manchester, Sheffield &Lincolnshire Railway line running northfrom Lincoln towards Grimsby. Thenorthbound station building is a finesingle-storey structure, in red brick withstone details to the gables andarchitraves. However, the building wassold out of railway ownership manyyears ago, and the northern end, theformer public areas, had been allowed tofall into disrepair. In 2014 Market RasenStation Community Project CIC acquiredthis part of the station, and set out torestore it for both office space andcommunity use. The CIC approached the Trust to see if

we could help with grant funding, butunfortunately the fact that the buildingwas no longer in railway ownershipprecluded us from giving substantialgrant support. However, we were happyto give a small grant towards meetingthe Network Rail asset protection coststhat the CIC incurred in erecting ascaffold on the platform face of thebuilding.

Sponsor: Market Rasen Station CommunityProject CIC, Market Rasen, Lincolnshire

Contractor: PMC Scaffold & Access, Grimsby,North East Lincolnshire (scaffolding)

REVIEW OF PROJECTS


The Trust hopes that it is not finishedwith this station – there are other roomsthat we can help restore if the demand isthere, and we are already debating thedeteriorated state of the clay roofcappings on both buildings withNetwork Rail, and whether it would beappropriate to renew them all. If it isdecided to do this, we will be giving afurther grant here to achieve this goal.

Sponsor: Armed Forces Veterans Association,Dumbarton, Dunbartonshire

Architect: Gordon Harrison, Dumbarton,Dunbartonshire

Contractor: Advanced Building Contractors Ltd,Glasgow

Left: The domed glazingBelow: New shelving & stained glass

SOUTHPORT: 57A PORTLANDSTREET

Southport Eastbank Street Station wasopened on 24th July 1848, as theoriginal terminus of the Liverpool,Crosby & Southport Railway. It wasclosed on 22nd August 1851, to bereplaced by Southport Chapel Street,which later became Southport Station.All that remains of the original station isthe station house, a simple, single-depth,two-storey building in brown brickwork,constructed in Flemish bond, beneath agabled slate roof with decorative bargeboards. The building has a central doorset in a Tudor-style archway, and sashwindows to each floor either side of theentrance. Above the doorway is a raisedsquare stone plaque, painted over, andthere are two tall chimneys at each endof the gabled roof.Forming part of the Network Rail

Commercial Property estate, thebuilding had been used as a base for alocal railway club, but Network Rail hasnow undertaken a restoration of theproperty to bring it up to currentstandards, so that it can continue toearn its keep through appropriate use.The specification for the project hasincluded the refurbishment of the slatedroof, and also works to the windows anddoor, together with repointing andworks to the chimneys. Internally, thebuilding is being restored and appropriatedetailing is being incorporated.A grant from the Railway Heritage

Trust has been provided to ensure thatrestoration can be carried out in amanner which befits this small, butsignificant, survivor of the early railwayin Southport.

Sponsor: Network Rail Commercial Property,Manchester

Designer: Capita Property and Infrastructure,Cheadle Hulme, Cheshire

Contractor: CPMS Ltd, Manchester

KILMARNOCK STATION

Kilmarnock Station has been a long-time favourite of the Trust, and issteadily moving from being a problemchild to a major success story. Havingfunded the stripping back of the buildinginterior to bare stone in 1985/86, andthe renewing of rotten windows in1995/96, we have been delighted tomove forward in recent years, initiallyworking with the Kilmarnock StationRailway Heritage Trust as it led therestoration of the rooms on the upperfloor through 2014/15 and 2015/16.We are now working with the StationTrust on schemes to recommission thelower level of the station, but these havenot yet come to fruition. However, thesubway that links the platforms and thetown has always been one of the lessappealing features of the station, and in2016/17 ScotRail delivered a dramaticimprovement. This mainly consisted oflining the subway walls and ceiling in awhite melamine finish. This slightlyreduced the space available, but madethe subway appear both lighter anddrier. Whilst the Trust is happy to seethis work done, it does not meet ourobjectives, and we did not give any grantfor the lining element of the work.However, we were able to give assistanceto the changes in and around the portalsat both ends; here the generalappearance of the heritage structureswere greatly improved by the workcarried out, including interior andexterior painting, and limited cleaningactivities.

REVIEW OF PROJECTS


HELMSDALE STATION

In 2013/14 we reported on theHelmsdale Station CIC’s successfulrestoration of this historic, concrete-built, station for holiday lets. This hasproved to be a thriving business, whichhas now been in operation for somethree years, and is going from strengthto strength. The CIC had always hopedto reinstate a station clock, the site forwhich sat most visibly on the platformface of the building, and this year theTrust was able to give a small grant toenable it to achieve this.

Sponsor: Helmsdale Station CIC, SutherlandContractor: Dr Christopher Edwards, Chapel ofGarioch, Inverurie, Aberdeenshire

Sponsor: ScotRail, GlasgowArchitect: IDP Architects LLP, GlasgowContractor: Luddon Construction Ltd, Glasgow

Top: Subway steps from west entranceAbove: Exterior view of west entrance

Works in progress at Southport

ABERDEEN: FERRYHILLTURNTABLE

In last year’s Report we described thereasons why the Ferryhill turntableneeded restoration, and the preliminarywork that had been done to resolve

NETWORK RAILARCHIVES

Once again the Trust has beenpleased to support the archiveteam at the Network RailNational Records Centre with itswork on the conservation ofhistoric drawings and records.In her report to the Trust,Archivist Vicky Stretch describesa varied amount of work whichhas been undertaken this year.One significant project was the

conservation work undertaken on abook known as ‘The Family Bible’.Compiled around 1856 by JosephSowerby, a surveyor for the Stockton &Darlington Railway (S&DR), it is a recordof land purchased for the constructionof the S&DR and its branches.Restoration work has been undertakento clean and repair the pages, and to re-sew the text block, and the decayedoriginal leather binding has beenpreserved separately and kept with thevolume. Drawings requiring conservation,

encapsulation and photography includefive rare 1874 contract drawings of YorkStation from the North Eastern Railway,showing platform elevations.A drawing from the North British

Railway (NBR) of Edinburgh WaverleyStation, dated 1878, and three NBRdrawings of Edinburgh Haymarketdating from between 1872 and 1892have also been conserved. A coloured lithograph of Charing

Cross Station, from c1864, has beencleaned and remounted, and threedrawings and a specification documentfor additional waiting rooms and abooking office at Bath Spa Station, bythe Great Western Railway, dated 1842,have also received attention. Finally, work has been undertaken on

drawings of the Tees Bridge, from 1842,as designed by Robert Stephenson andbuilt to replace an earlier S&DRsuspension bridge. The National Records Centre has

begun implementation of an archivecatalogue and management softwaretool known as Adlib, enabling informa-tion to be catalogued to internationalstandards and making it more widelyavailable, so that the public can searchthe database. The grant from the Railway Heritage

Trust has once again been used to verygood effect in conserving this fragilematerial.

Sponsor: Network Rail National Records Group,York

DONCASTER STATION

In our 2014/15 Report we covered thepreparation of a conservationmanagement plan for Doncaster Station,and described the 1877 Great NorthernRailway buildings on the islandplatforms as ‘basically very utilitarian’.However, the passage of time hasrevealed a hidden gem, indicating thatwe might have been slightly toodismissive.On the northern part of Platform 3B

was a room, which had been used as atelecommunications facility, and towhich nobody had paid much attention.Although its doors, clearly of muchmore modern design than the buildingitself, had a strong Art Deco theme, theroom itself was assumed to be prettyworthless. The walls were tiled, but thetiles had been painted over in cream,and looked awful. There were alsointernal partitions that made the roomlook even more decrepit.Research showed that the room had

been a catering facility in the past, andthe station operator, Virgin Trains EastCoast, advertised it as a potential let forsuch use again. A local builder, RussThompson, whose father had worked inthe railway’s Doncaster Works as adraughtsman, leased the room with a

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view to operating a small bar, and theTrust awarded a grant towards therestoration. Russ’s early investigationsrevealed that the horrendous paintconcealed a superb set of Victorian tiles,and, after weeks of hard work, hemanaged to remove all the offendingpaint without damaging them. With thedemolition of the partitions, and the

installation of a new bar and associatedfurniture, Russ has created a wonderfulnew facility on the station, named ‘TheDraughtsman Alehouse’ in honour ofhis father, but also a nice pun on therange of ales on tap. The Trust has,purely out of duty of course, carried outa quality check, and thoroughlyrecommends both the surrounds andthe product.

Sponsor & Builder: Russ Thompson, Doncaster,South Yorkshire

flooding in the turntable pit. At thattime the Ferryhill Railway HeritageTrust was seeking further funding toenable the restoration to go ahead, andwe’re pleased to report that it wassuccessful, with funding from theFerryhill Trust itself, Historic

Left: The new Platform 3B barInset: Tiling detail

‘The Family Bible’

BURY ST EDMUNDS STATION

It is surprising that such a fine station asBury St Edmunds has not featured inthese Reports for almost a quarter of acentury, the last time the Trustsponsored work here being in 1994/95.The station dates back to the earliest

days of railways, and opened in 1847,having been built by the Ipswich & BuryRailway (I&BR) as the terminus of itsline from Ipswich. However, by the timethe station opened that company hadmerged with the neighbouring EasternUnion Railway, which in turn merged in1862 with the Eastern Counties Railwayto form the Great Eastern Railway(GER). The I&BR was only 26 miles long,and it is something of a mystery why itsouter terminus was so massive, whenserving a relatively small town. It iscertainly one of the finest stations inEastern England, and has served all therailway’s needs throughout the ensuing170 years of growth, retrenchment, andregrowth. The original design has beencredited to different architects, but isnow generally accepted as having beenthe work of Sancton Wood. Two longscreen walls form the edges of the

station, which is elevated above streetlevel. There was space for four tracks,although only two remain, and thedesign allowed for conversion to athrough station (in 1854) withoutmajor alteration. Initially there was an overall roof

between the two walls, but the GERreplaced that with canopies in 1893, theonly substantial change in the station’sappearance. The station is generally in aTudor style, and there are largebuildings to the north and south. Thesestructures are currently disused, apartfrom platform-level facilities in the northbuilding, and the Trust is seeking newuses for them both. The state of thesouth building is particularlydisappointing, as it has deterioratedbadly since the Trust helped fund itsrestoration, by the British Rail PropertyBoard, in the early 1990s, with grantsof over a quarter of a million pounds.

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Environment Scotland and TheArchitectural Heritage Fund, as well as afurther grant from the Trust, allowingthe work to proceed.The turntable was removed from site

in September 2016 to a works at nearbyKintore, and by late February 2017 themajority of the reconstruction of thedeck had taken place. Only the paintingof the deck was then outstanding. However, the removal of the deck

from site allowed a proper inspection ofthe cast-iron pivot spigot and carryingblocks that take the whole weight of theturntable, and this revealed a sorrystory. All three components wereseverely cracked, and a third of the baseof the main spigot was fractured offcompletely. The Ferryhill Trust hasinvestigated the fabrication of new steelcomponents, and we have given afurther grant in 2017/18 towards these.The original castings will, we hope, bedisplayed by the Ferryhill Trust to showhow the turntable is mounted, and howhistoric materials can deteriorate beyondbeing functional.

Sponsor: Ferryhill Railway Heritage Trust,Aberdeen

Contractor: e-blast Ltd, Kintore, Inverurie,Aberdeenshire

This shows just how essential it is to havea proper use for a restored listed building.This year the Trust has not been

involved in work within the disusedbuildings, but has supported a project onthe main structure itself. Train operatorGreater Anglia has carried out a majorrefurbishment of the station, and theTrust has helped fund particularheritage elements. Our grant has beenused to restore the GER canopies, withnew, glass-reinforced, plastic fasciaboards to the original design, clean thebrick and stonework, particularly of theoperational, south side, building and thetowers that mark the entrance to the oldoverall roof, and restore the guttering.The appearance of the station is muchimproved as a result. Now all we have todo is to work with those partiesinterested in restoring the abandonedparts of the station, if they can find asustainable use, and matching funding.

Sponsor: Greater Anglia, LondonDesigner & Contractor: H.A. Marks Construction,London

Top: South side entranceAbove: Eastbound platform canopyBelow: Restored brick & stonework

LINCOLN STATION

Lincoln Station is the surviving stationstill in use in that city, the MidlandRailway’s 1846 St Marks having closedin 1985. Known as Lincoln Central fromnationalisation until St Marks closed,the station opened in 1848. It was partof the Great Northern Railway’s originalline to York; the present day linethrough Grantham and Newark camesomewhat later.

The station was built to a Tudoresquedesign, in contrast to St Marks’Italianate, and it is credited to LewisCubitt, who went on to design hismagnum opus, Kings Cross Station,three years later. It features a largeamount of stonework, to the tower, thegables and the window mullions, and in2001/02 the Trust gave a grant torepair much of this detail. This year ourgrant went towards a wider scope ofroof works, with new leadwork, cast-iron rainwater goods replacing pvc,renewal of slating and further stone-works. The Trust gave a small granttowards this, but Network Rail bore thebrunt of the financial cost of thisextensive project itself, almost a millionpounds, and is to be congratulated ondoing so well with the restoration andon-going maintenance of this station.The Trust is now discussing a further

phase of internal restoration with trainoperator East Midlands Trains, and wehope to report on this in the near future.


Designer: Network Rail Building Design Group,York

Contractor: Colt Industrial Services Ltd, Hull, EastYorkshire

Executive Committee, amongst others.More recently he has also investigatedunion archives and the Imperial WarMuseum records. Fortuitously, all thisresearch has also been of benefittowards the Trust’s recent workdocumenting and restoring railway warmemorials from the Great War, and alsocommemorating the small number ofrailwaymen who were awarded theVictoria Cross during that conflict.In the course of our research we have

had considerable assistance from theGreat Central Railway (GCR) Society,particularly in seeking information onformer Mexborough fireman ThomasNorman Jackson, who was awarded theVictoria Cross for the bravery that costhim his life on 27th September 1918 atGraincourt in France. Whilst our primeaim in researching Jackson’s life was tohonour him with a plaque atMexborough Station, we were surprisedto see that, although he is named on theGCR memorial plaque at that location,his name was not on the main GCRmemorial from Sheffield VictoriaStation. This memorial, now outside theHoliday Inn which sits on the site of thatformer station, was restored in 2003/04and 2004/05 with help from the Trust,so we know it well. The GCR Societycarefully analysed the names on thememorial, and found that there was an‘out-of-sequence’ Jackson where onewould expect T N Jackson’s name to be.However, the society was not able toclearly establish whether this was atranscription error when the nameswere moved from the original stonememorial to the present bronze one, or apositioning mistake. After discussionwith the society, the Trust agreed that itwas wrong that the only man from theGCR awarded the Victoria Cross shouldnot be on that company’s memorial, butthat we could not risk removing a namethat could be correct. Accordingly, wefunded an additional name plaque forJackson, now located at the end of thelist of names. The new plaque wasunveiled by relative Mike Jackson, on25th September 2016.The Trust has developed a consistent

design for a series of plaques to recognisethe award of the Victoria Cross to sevenrailwaymen, for valour during the GreatWar. The plaque to Lance CorporalThomas Norman Jackson has beenproduced and will be unveiled atMexborough in September 2017.

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COMMEMORATION OF THE CENTENARY OF THEGREAT WAR

Last year’s Annual Report presented aprogress update on the text of a bookdescribing the heroism of therailwaymen and railwaywomen whofought for, or otherwise supported, thecountry during the Great War. The bookis being written by Anthony Lambert,

who is using a variety of sources forresearch, and who is on target tocomplete the text during the early partof 2017. We intend that the book will bepublished in time for the centenary ofthe Armistice in November 2018.Previously, we reported that Anthonyhad utilised records from the NationalArchives at Kew and archives of theRailway Clearing House, the Director ofRailway Transport, and the Railway

Above: Restored chimneys & copingsBelow: View from the car park

Two other plaques have been unveiledthis year. The first was to Sergeant JohnMeikle and is located at Nitshill Stationwhere Meikle worked as a clerk untilenlisting at the age of 16 in February1915. The new plaque replaces anoriginal granite memorial which wasmoved to Dingwall, and has beeninstalled on a granite boulder, alsofunded by the Trust, in a similar form tothe original. The unveiling, on 18thOctober 2016, was attended bymembers of the Meikle family, as well as

representatives of the railway, localcommunity, and army cadets. The second plaque to be unveiled this

year was to Private Jacob Rivers, whoworked for the Midland Railway as alabourer from 1911. Jacob had aprevious military career, enlisting in1899 and serving in India until hisdischarge in 1907, and then re-enlistingat the outbreak of war in 1914. Jacob’splaque was unveiled at Derby Station on12th March 2017, 102 years to the dayafter he was killed in action at NeuveChapelle in France. The research into hishistory involved some extensiveinvestigations into his family tree, andan extraordinary number of hisrelations attended the unveiling event. In our 2015/16 Report we briefly

mentioned the project to provide areplacement memorial at ManchesterPiccadilly Station. Conclusion of thatproject allows for a longer report thisyear. After the Great War the London &North Western Railway created a mainmemorial at London Euston (see our2014/15 Report), but also allowed localmemorials to be erected where the staffso wished. One such was a fine bronzeplaque commemorating the Fallen fromManchester London Road Goods Depot.Although well recorded by photographs,this memorial was, disgracefully, allowedto vanish during the redevelopment ofthe station in the 1960s, although animmediately adjacent World War IImemorial did survive and was moved tothe new station.The Trust had long hoped to restore

the missing memorial, but it was theefforts of Virgin Trains staff WayneMcDonald and Andy Partington thatfinally brought this project to fruition,and we were able to facilitate it with a

grant, split over last year and this year,with a separate grant this yearspecifically for installation. The newmemorial commemorates the same menlisted on the original, but is of a totallydifferent, stone, design. It is installed inthe circulation area adjacent to Platform10 at Piccadilly Station, and was jointlyunveiled by our Executive Director andMichael Portillo at a ceremony on 4thMay 2016, which subsequently featuredon the ‘Great British Railway Journeys’programme. Many relations of those

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named on the memorial were presentand all felt that it was a worthyconclusion to this most unhappy saga.

BookSponsor: Railway Heritage Trust, LondonAuthor: Anthony Lambert, LondonSheffield: Great Central Railway MemorialSponsor: Great Central Railway Society, Glossop,

Derbyshire Contractor: Leander Architectural, Dove Holes,

Buxton, Derbyshire Mexborough, Nitshill & Derby Stations:

Victoria Cross Memorial PlaquesSponsor: Railway Heritage Trust, LondonContractors: Leander Architectural, Dove Holes,

Buxton, Derbyshire & James Hay & Son LtdMonumental Masons & Designers, Falkirk,Stirlingshire (Meikle plaque base)

Manchester Piccadilly Station: MemorialSponsor: Virgin Trains, ManchesterManufacturer: Mossfords, CardiffInstaller: Strategic Team Group, Glasshoughton,

Castleford, West Yorkshire

Above: The new Manchester Piccadilly memorialTop left: The GCR memorial & (inset) the addedname plaque for T N JacksonCentre left: John & Alan Meikle (l&r) at the plaqueto John Meikle VCBottom left: Andy Savage (l) & Michael Rivers (r)at the plaque to Jacob Rivers VC

Andy Savage

Malcolm

Wood

BOURNEMOUTH STATION

The current station at Bournemouthopened on 20th July 1885 and wasdesigned by William Jacomb, engineer ofthe London & South Western Railway, toreplace the original terminus buildingdating from 1870. The red brick,110metres-long, train shed was, for sometime, at risk of demolition, but wasreprieved in 1995. Between then and2000 the station was refurbished withsupport from the Trust. On either side ofthe main building are projectingpavilions, the northern two-storeyexample was refurbished with a Trustgrant in 2000/01. The southern pavilion is a single-

storey block which was once fronted byan iron-framed glazed porte cochère.The frontage has been heavily modifiedover time, with a cantilevered metalcanopy replacing the porte cochère andthe parapet to the building beingsignificantly reduced in height. Recentwork, undertaken by the local authorityto improve the bus and taxi circulationin the southern forecourt, has been

DOWNHAM MARKET STATION

Gordon Biddle, railway historian,describes the Ely & Lynn Railway’s 1846Downham Market Station as one of themost attractive small stations in theEastern Counties, and we would notdisagree. It has featured three timespreviously in these Reports: in 1990/91and 1991/92, when the Trust fundedreroofing of the station, and structuralstrengthening of the canopies, andagain in 2014/15, when we supportedimprovements to the toilets. However, wehave hoped to do a further, moregeneral, improvement on the station,

and this year we have managed toachieve this, working with GoviaThameslink Railway.

The work that we have funded includesnew fences, lining up signage on thefront of the main entrance, andimproving the state of the northboundwaiting room and stores building.However, one thing that did not end upas we had expected was the colourscheme for the station. Everyone agreedthat the somewhat non-descript blackand white scheme could be bettered, andthat a suitable historic livery should be

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followed by an initiative by South WestTrains with improvements to the canopy,alterations to create a better bookinghall including a new gate line, andimprovements to the rooms associatedwith the southern entrance building. The Railway Heritage Trust has

provided grant funding this year toenable the brick parapet to be returnedto its original style and height, including

the reintroduction of missing ball finialdetails, and other work related to thecanopy and the reordering of thefrontage.

Sponsor: South West Trains, LondonArchitect: WSS Construction Consultants,

Folkestone, KentContractors: Taziker Industrial, Horwich, Bolton,

Greater Manchester & Procter Cast Stone,Garforth, Leeds, West Yorkshire (specialistdetails)

chosen. Local preference was for arepetition of the blue and gold used atnearby Kings Lynn, but that scheme,developed without our input, wasincorrectly based on the dark bluecolour used by the Great EasternRailway (GER) on its locomotives, butnever on buildings. Either GER brownand cream, or London & North EasternRailway green and cream, as used onthe signal box, would have beenappropriate, but eventually we werepersuaded that as British Rail’s NetworkSouthEast Division (NSE) had electrifiedthe line from Ely to Kings Lynn, it wouldbe appropriate to use the NSE colourscheme. This led to a considerableamount of research, including consultingAdvisory Panel member and formerManaging Director of NSE, Chris Green,to get the NSE brand correct, as well asproviding the station signage with thecorrect fonts and logos. Happily, the NSEbranding sits well with the buildings,and, as a result, we have recreated adistinctive piece of modern railwayheritage on a historic station.

Sponsor: Govia Thameslink Railway, LondonDesigner: Character Signs Ltd, Aston, Stevenage,

HertfordshireContractors: JDP Contracts Ltd, Goring-by-Sea,

Worthing, West Sussex & Prodec Decorating &Building Services, Stevenage, Hertfordshire

Below: The station in its new NSE colours

previously been the case. The buildinghad suffered from the first floor externalelevations on three sides being paintedin white masonry paint, whilst theremaining frontage elevation, with itsorderly semi-circular, arched-topwindows, exhibited some poor brickwork,where previous repairs had been carriedout using inappropriate mortar. Inspection of the frontage revealed

that the elevation had originally beenfinished in white tuck pointing, atechnique which has been in existencefor at least two centuries. This requiresthe pointing to be brought to a commoncolour with the brickwork, after whichfine white mortar pointing is applied tothe face of the building, giving aconsistent brick coursing pattern. The Trust considered that the quality

of the refurbishment at Snodland was

GLENFINNAN STATION

The Trust has a long association withGlenfinnan: indeed, the viaduct there, ifbest known today for Harry Potter’santics with a flying Ford Anglia, wasbuilt by our Chairman’s greatgrandfather, Sir Robert McAlpine, whowas the main contractor for the WestHighland line.The inevitable demanning of local

stations left Glenfinnan with no railwayuse for its buildings, and localenthusiasts John Barnes and HegeHernæs have restored them as amuseum. As well as being roadaccessible, the museum is also served bytrains running on the West HighlandExtension line between Fort William andMallaig: these include the famous steam-hauled Jacobite train, which stops for abreak at Glenfinnan every day, allowingits passengers sufficient time to visit theattraction. Part of the museum collection was an

old lattice signal post, which hadformerly been the distant signal fornorthbound trains. The signal had beenleased to the museum, but remained insitu by the trackside. A local NetworkRail engineer, unaware of the lease, andhaving suitable plant available in thearea, decided to remove the signal post,so as to prevent it becoming a hazard tothe operational railway. Happily this wasdone properly, with the signal beingexcavated from the ground and carefullylowered in one piece, rather than the alltoo usual ‘gas axe’ treatment. A rapiddiscussion between the museum,Network Rail and the Trust ensured thatthe post was returned to the museumintact, and the Trust was able to fund itsgrit-blasting and painting before it wasre-erected within the museum site – apotentially most unfortunate event thatbecame a win-win for everyone.

Sponsor: Glenfinnan Station Museum,Glenfinnan, Inverness-shire

Contractor: Oban Ales Ltd, Fort William,Inverness-shire


SNODLAND STATION

Last year we reported on works torefurbish the elegant, two-storey, GradeII station building at Snodland, Kent,which was constructed in 1856 by theSouth Eastern Railway. The worksincluded the reordering of the bookinghall and ticket office, which hadpreviously been used as a cateringtenancy. The building had deterioratedas a result of that former use, and thetransformation following therefurbishment has been spectacular. One of the key elements of the project

was the reordering of the stationforecourt and car park, in conjunctionwith the local authority, and as thiswork progressed it became apparent thatthe station frontage would becomemuch more of a visible feature than had

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significant enough to justify furtherwork to restore tuck pointing to thefrontage, and a grant was given to trainoperator Southeastern to enable this tobe done. The finished restoration hasbeen lifted to an even higher level andcredit is due to both Southeastern andthe contractors for achieving this.Good attention to detail in bringing

weary historic buildings back to life is akey factor for the Trust, and this projectemphasises the value of that approach.

Sponsor: Southeastern, LondonDesigner: WSS Construction Consultants,

Folkestone, KentContractors: Hollywell Building Services, St

Albans, Hertfordshire; Apollo SpecialistBrickwork, Chatham, Kent (brickwork pointing)& Georgian Brickwork, Ramsgate, Kent (tuckpointing)

Top: Refurbished booking hallAbove: Window detailLeft: Restored tuck-pointed façade

Hege Hernæs

The signal being replaced

LANCASTER STATION

Lancaster Station, designed by SirWilliam Tite for the Lancaster & CarlisleRailway in a Tudor Revival style,comprises rugged buildings constructedof squared sandstone rubble with ashlardressings. The roofs are slated withcopings to the gables and kneelers andtopped by tall chimneys. The station wasextended in 1852 and again in 1900when more bays to the south, andoutbuildings to the north, were added. The Trust supported works to restore

the former buffet on Platform 4 during2010/11 and this year a modest granthas been awarded towards therefurbishment of a small tenancy space

on Platform 3 as a café. This area was inpoor condition but conversion works,supported by the Trust, have includedexposing and refurbishing the originalceiling, which features dentil-mouldedcornices and a supporting beam carriedon brackets. The rest of the layout of theretail space is modern, but thepreparation area has also beenrefurbished, although little originaldetailing remained.

Sponsor: Caterleisure Services Ltd, Wilsden,Bradford, West Yorkshire

Architect: GIA Ltd, Dunnington, YorkContractor: AJN Refurbishment Services Ltd, Little

Hoole, Preston, Lancashire

COATBRIDGE SUNNYSIDESTATION

Coatbridge lies some 15 kilometres tothe east of Glasgow, and originally hadtwo fine stations, reflecting the wealth ofScottish railways in the late 19thcentury, and the intense competitionbetween the different companies, aboveall that between the North British andthe Caledonian Railways. Coatbridge Central was situated on

the north-south line from Motherwell toCumbernauld, which allowed theCaledonian to serve the northernScottish towns from the south withoutgoing into Glasgow. This ratherwonderful station saw a long decline inthe 1960s and 1970s, and was sold offand allowed to deteriorate – we wereglad to see it recently restored as acopying business.Coatbridge Sunnyside was a North

British station on the line to Airdrie, andeventually to Edinburgh. The stationopened in 1863, but the presentbuilding, a brick structure withterracotta banding, and woodenpanelling on the platform face, datesfrom 1888, if the roundels on its end areto be believed. Regrettably, the linebeyond Airdrie was closed to passengersin 1956, and to freight in 1982, andalthough the Airdrie service remained,and Sunnyside Station has always had amanned booking office, much of thebuilding had been allowed to lie derelict. Since the start of the millennium the

station’s fortunes have changed for thebetter. In 2007 the Scottish Governmentauthorised the rebuilding of the linefrom Airdrie to Bathgate, and the linereopened in 2010, greatly increasing thetrain service and the usage of thestation. In 2016 train operator ScotRailadvertised the station as a possiblestarter unit, and, as a result, localentrepreneur Lindsey Milne developed ascheme for the listed building; withfunding from the Trust and ScotRail’sBusiness Start-Up Fund she has restoredthe largest empty room in the stationand opened it as a coffee shop. There isno other similar facility in the immediatearea, and we expect that the businesswill do well.

Sponsor: Sunnyside Coffee Company, Coatbridge,North Lanarkshire

Contractors: W Keenan Scotland Ltd, Airdrie,North Lanarkshire & Victorian Sash WindowsLtd, Shettleston, Glasgow

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Left: The new café

Below: The refurbished ceiling

LONDON BRIDGE STATION

London Bridge is the biggest singleproject with which the Trust is currentlyinvolved. In our Report last year wedescribed how the 1860s’ C H Driver-designed roof had been removed, andhow the key parts had been sent toAberystwyth, where we hope to beinvolved in paying towards theirrestoration to form a railway museum.We also described how we had fundedthe restoration of Driver’s south wall, awonderful piece of gothic design.This year our main funding focus has

been on the quadripartite arches thatform the support for the central part ofthe station. These arches are in the

concrete the quadripartite arches thatwere so brutally removed in the 1970sremodelling of the station. The eventualarcade will lead as far as the formerStainer Street, and will provide a fineroute between the Underground andmain line platforms.At the north end of the Joiner Street

subway, the former South EasternRailway tracks pass over the street by aseries of ‘warren truss’-style cast-irongirders. These girders have beengradually hidden as the years have goneby, with both drainage and electricalservices obscuring the structures. Withfunding from the Trust, the project teamis now removing these services, so that

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the trusses become more visible, and isalso cleaning and painting thestructures, so that they will become afeature of an area where they werepreviously somewhat disguised by theirsurrounds.Although the London Bridge project

has had its bitter-sweet moments,particularly with the removal of theTooley Street ‘flat-iron’ building, and ofthe Driver roof, we are convinced thattaking both structures away wasnecessary, and that the remodelledstation will be a much betterenvironment for passengers, with manyheritage features highlighted.

Sponsor: Network Rail London Bridge Project,London

Architect: Donald Insall Associates, LondonContractors: PAYE Stonework and Restoration,

London (brickwork cleaning) & TazikerIndustrial, Horwich, Bolton, GreaterManchester (painting)

middle of the arcade that originally ledfrom Joiner Street, and hence theUnderground platforms, to an escalatorup to the Brighton-side platforms.Although they are splendid structures,the insertion of retail pods in the outerarches of the arcade had reduced thevisibility of the brickwork, so that it wasdifficult to see the quadripartite arches,and also led to congestion in the stationin rush hour. During the last yearNetwork Rail has cleaned the arches,and carried out brickwork repairs. Moreimportantly, it has removed the retailpods, and the new retail premises will beset permanently behind the side arches,so the full glory of the arcade will oncemore be visible. A useful by-product isthat there should be many less suchpods, to ensure that the new shops’glazed fronts are not blocked. In an additional piece of work that

really shows Network Rail going theextra mile, the company has alsoremoved the escalator that led to theBrighton platforms, and recreated in

Above: A new quadripartite arch approachescompletionLeft: Restored complex original brickworkBelow: Cast ‘warren trusses’ in Joiner Street

CASTLEFORD: WAKEFIELDVIADUCT

The railways of Castleford have alwaysbeen complicated. At the height of therailway era there was a mix of linesinvolving the Midland Railway, theNorth Eastern Railway (NER) and theLancashire & Yorkshire Railway (L&YR).The L&YR and the NER each had itsown station in Castleford, with parallellines from there to Methley, where bothjoined the Midland’s route to Leeds.Inevitably the parallel routes wererationalised, and the L&YR line closed topassengers in 1968 and to freight in1981.Methley and Castleford lie on opposite

sides of the River Calder, and the L&YRcrossed it on a fine three-span,sandstone, skew viaduct. This has, aswith so many others, been transferred toRailway Paths Limited’s (RPL)ownership. In conjunction with that

BATH: DEVONSHIRE TUNNEL

In 2009/10 we gave a grant to BRB(Residuary) Ltd (which has since closeddown) to excavate the cutting leading tothe southern portal of the DevonshireTunnel, located in the southern suburbsof Bath and part of the long-closedSomerset & Dorset Joint Railway(S&DJR). This project was a first step in


company, we have sponsored a schemeto put a pedestrian and cycle route overthe bridge, as part of a larger scheme tocreate a link between the two towns. Thework is largely concerned with surfacingand fencing, but a small length of theoriginal coping was missing, and RPL

has had new copers made and installedto maintain the original appearance ofthe viaduct. Sponsor: Railway Paths Ltd, BirminghamContractors: Ram Services Ltd, Burnley,Lancashire (string course reinstatement) &Calder C.A.D. Ltd, Bradford, West Yorkshire(deck waterproofing)

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creating the five kilometre-long TwoTunnels cycling route along the disusedrailway line, from Bath to the MidfordValley, which opened in 2013 and hasbeen most successful in encouragingcycling and walking in the area. 2016 marked the 50th anniversary of

the closure of the S&DJR, and a group offormer railwaymen suggested to thelocal council that it would beappropriate to erect boards at the keyfeatures along the route to tell andinterpret its railway history. The Trustwas happy to give a small grant toprovide one of these boards at themouth of the Devonshire Tunnel.

Sponsor: Bath & North East Somerset Council,Bath

Manufacturer: Shelley Signs, Harlescott,Shrewsbury

LONDON EUSTON STATION:BENCHES

Situated on the front concourse ofEuston Station are four stone benches,between the metal tables that serve thevarious food kiosks in this area and thestation itself. The benches wereoriginally commissioned by British Railfor the Gateshead Garden Festival in1990, and Montreal-born sculptor Paulde Monchaux designed them. Thebenches are made of four differentEnglish stones, each one representing adifferent geological age, and hence thestructures are known as the TimeBenches. The benches, from west to east,are:Merrivale granite, from Dartmoor,dating from the Palaeozoic age

Dark Red sandstone, from nearWhitehaven, Cumbria, dating fromthe early Triassic age

Green Elterwater slate, from Amblesidein the Lake District, and dating fromthe Ordovician age

Portland Roach limestone, from the lateJurassic Age.

After several decades in use at Euston,the benches were in need of somerestoration. At some stage the bronzeinformation plaque had been removed,and the base of the Jurassic bench, inPortland limestone, had been damagedand poorly repaired. De Monchauxapproached the Trust, and we put themforward for designation by the ScienceMuseum, as an interesting piece ofrailway industry public art. Happily ourrecommendation was accepted, givingthe benches a degree of statutory

protection. We have since worked withNetwork Rail to develop a project so thatthe benches have been cleaned, themissing bronze plaque reinstated, andthe damaged Portland stone basereplaced.Both HS2 and Network Rail are now

well aware of the importance of thebenches, and have given assurances that they will be retained in anyredevelopment of the station.Sponsor: Network Rail London North WesternRoute, Birmingham

Designer: Paul de Monchaux, LondonContractor: Colt Construction Ltd, Hull, EastYorkshire

Andy Savage

WICKHAM MARKET STATION

In last year’s Report we described howWickham Market Station building wasbeing restored, and how we weresupporting that restoration with fundingtowards a new canopy. Since then thecanopy has been completed, albeit withconsiderable anguish about the cost of

NOTTINGHAM STATION

Between 2012 and 2015, the Trustsupported the restoration of themagnificent 1904 Midland Railwaystation at Nottingham, designed byarchitect Charles Trubshaw in the BeauxArts style, with external detailing bylocal architect Albert Edward Lambert. One of the most important portions of

the station is the extensive porte cochère,topped by a dominant clock turret,which was Lambert’s tour de force andhas been described as being EnglishBaroque in style. One of the features ofthis element is its terracotta-clad, steel-framed structure with supporting detailsfor the large, glazed hipped roof. Overthe years there has been an on-goingissue with water ingress to the moreobscure corners of this upper structure,which has resulted in corrosion of someof the metal elements. This, in turn, hascaused failures in the terracottaelements, some of which form the high-level balustrade and some of which areconstructed hollow pot units, resultingin fractures and bringing the stability ofthe corners into question. The work toreplace the failed terracotta required astructured and time-consuming processto record the failures which was thenused to formulate a repair scheduleincorporating the requirements for themanufacture of bespoke terracotta

REVIEW OF PROJECTS


screening the work from the adjacentoperational railway: this issue was onlyresolved by the Trust giving a furthergrant towards protection costs. This ledto significant delays in the work, whichwas only completed in the spring of 2017.However, this delay has uncovered an

additional fact about the station.Looking at its building, it is clearlyreminiscent of the work of the well-known railway architect FrancisThompson. The building is rectangular,and its visual balance, overhanging roof,mid-level string course and windows allspeak of Thompson’s involvement in, orinfluence on, its design. One mightquery what it is doing in deepest Suffolk,far from the Midland and the Chester &Holyhead Railways, with which he ismore normally associated. However,there is a connection: Thompson wasborn in Woodbridge, the next stationsouth of Wickham Market and, as a‘local lad’, he may well have designedthe stations around his family home:

elements. Whilst the main station workswere underway a series of metal ‘basket’structures were installed to stabilise the corners but, now that the failedterracotta has been successfully replaced,these have been removed. The Trust was pleased to support this

work which completes the refurbish-ment of Nottingham Station.


Designer: WSP Parsons Brinckerhoff, ManchesterContractors: Galliford Try plc, Derby; BonsersRestoration, Kirklington, Newark,Nottinghamshire (heritage sub-contractor) &Darwen Terracotta Ltd, Blackburn, Lancashire(terracotta supplier)

indeed, as his father was a builder, itmay be that he was doing a favour to thefamily firm.

Sponsor: Station House Community ConnectionsLtd, Campsea Ashe, Suffolk

Designer: Cross Surveys Ltd, Framlingham,Suffolk

Contractor: Elliston Steady & Hawes (Building)Ltd, Great Blakenham, Ipswich, Suffolk

NEWARK CASTLE STATION

In our 2015/16 Report we described thelatest developments in the long-drawn-out restoration of this station. That reportconcluded with mention that train oper-ator East Midlands Trains had identifieda tenant for the café in the building.We are pleased to relate that

subsequently the new tenant has fittedout the interior and opened for business.Although we do not support tenant fit-out costs, we were able to give a grantfor further heritage features restorationwithin the building. We hope that wehave now reached the proverbial happyending of this saga, and that Newark

Castle will no longer feature in theseReports.

Sponsor: Carriages Ltd, Newark, NottinghamshireDesigner: William Saunders, Newark,Nottinghamshire

Contractor: Wilson Construction, Arnold,Nottingham

Above: Station frontage with steelwork removed

Andy Savage

LONDON EUSTON STATION:LODGES

The built heritage of London’s EustonStation was always ill-served by thecompanies that owned it. Although theLondon & Birmingham Railway createdtwo wonderful structures when it firstbuilt the station, the Euston Arch andthe Great Hall, it unwittingly sowed theseeds for much of what happenedsubsequently, placing both structureswell to the north of the Euston Road,and in such a position that together theyneutralised almost a third of theavailable station width. Thus from itsearliest days the station was too narrowand too short.In 1870 followed the one action that

really did improve the station, when theLondon & North Western Railway builttwo lodges on Euston Road. Theselodges, engraved with the names of thestations that the railway served, framedthe view of the Arch from Euston Road,and formed the start of a 300 metre-long grand entrance up Euston Grove.Sadly this was not to last, and just over adecade later that company rebuilt its twohotels in a way that permanently cut theview of the Arch off from the main road.In 1921 the Lutyens-designed war

memorial was added to the approach:had the Arch still been visible it wouldhave sat magnificently in the centre ofthe grand parade.The London, Midland & Scottish

Railway tried to grasp the nettle, andwas about to start a majorredevelopment of the station, with amassive new Art Deco office blockstretching right across the site, and theArch and Great Hall removed, when theoutbreak of World War II prevented itfrom happening. Only Euston House,part-built on Eversholt Street, remainsfrom this plan.

When British Railways came back tothe station in the late 1950s it proposedto relocate the Arch, but governmentwas not prepared to fund the cost ofdoing so, and it was lost. The newstation was not architecturally inspired,but what merit it did have, from itssetting as viewed from Euston Road, wassoon lost as a series of office blocks wasinterposed between it and the highway.Again, a government decision at thetime of the 1960s rebuild, not allowingoffice development above the station, ledto this rather sad result. Throughout thisperiod the two lodges stood marking theentrance to a much-reduced EustonGrove. A statue of Robert Stephenson,originally placed between them, wasrelocated to the concourse to allowbuses to pass through the gap, and thewindows of the lodges themselves wereat some stage infilled with blockworkand mortar, making the insides verygloomy.After this chapter of disasters, we

were delighted when, a few years ago,our friends from Pivovar took over thelodges and reopened them to public useas the Euston Tap and the Cider Tap.Since then we have worked with Pivovarto reinstall the missing windows, aproject that came to fruition in2016/17. The new windows, along withan interior refit, have totally transformedthe buildings. With the lodges nowrestored, we hope to relocate theStephenson statue back to its correctposition, which should be possible oncethe HS2 developments start.

Sponsor: Pivovar Ltd, YorkDesigner: Collective Design, Newcastle upon TyneContractor: One Concept, Middlesbrough, NorthYorkshire

YATTON STATION

Yatton was constructed by the GreatWestern Railway (GWR) but opened aspart of the Bristol & Exeter Railway inJune 1841 as Clevedon Road Station,being renamed Yatton in July 1847. It isa rare survivor of the design of linesidestation developed in the office ofIsambard Kingdom Brunel in the earliestyears of the GWR, and was constructedin local Mendip stone with ashlarwindow and door surrounds in a Tudorstyle. It sits at the entrance to a cuttingheading northwards and long approachroads rise on either side of the station to


meet a main road, with the roads fencedoff from the lineside for many years bypost and wire livestock-style fencing. Between 2010 and 2012 the Trust

supported works to improve the stoneand timber downside building, andconvert it into a community café. As thefinal part of that work the Trust gave amodest grant to enable correct-styleGWR spear-top fencing to be installedaround the yard to the café. This yearthe Trust has returned to Yatton withanother modest grant to enable thecurrent train operator, Great WesternRailway, to install a substantial length ofGWR spear-top fencing to the upsideapproach road. It is to be hoped thatfurther fencing can be installed at a laterdate, to complete the improvedprotection of the access routes from theoperational railway.

Sponsor: Great Western Railway, SwindonContractors: John Sisk & Son, Avonmouth, Bristol& Steelway Fensecure, Wolverhampton, WestMidlands (fencing)

Above & top: Traditional spear-top fencing

Left: Interior of East Lodge

REVIEW OF PROJECTS

KNARESBOROUGH STATION& SIGNAL BOX

Knaresborough lies on the line betweenHarrogate and York, and the stationoriginally opened in 1851. The presentstation dates from 1866, and wasdesigned by the North Eastern Railway’sarchitect, Thomas Prosser. The buildingis typical of its period, and a later 1892extension fits in well. Although thestation is unmanned, the buildingremains in use, with a range of tenantsoccupying much of the space, and itssetting, between a tunnel to the east anda viaduct to the west, helps justify itslisting. The station also has anunusually complete set of auxiliarystructures, with its water tower andlamp room still present, and a uniquefive-sided signal box, dating from 1872,

ABERDOUR STATION

The stations of Fife have attracted aconsiderable amount of interest fromthe Trust in recent years, especiallythose which are the work of David Bellbeyond Burntisland. The opening of theForth Bridge in 1890 led to the creationof several new lines to serve it, including

REVIEW OF PROJECTS

one linking the bridge to Burntislandand the original route onward to Cuparand Dundee. This line included a stationat Aberdour. Although built in thestandard style of the North BritishRailway of the time, the combination ofthe two passenger buildings, one oneach platform, the unique signal box(see page 26), which follows the style ofthe station buildings, and the latticefootbridge, makes Aberdour one of themost attractive stations in Scotland. The superb station gardens particularlyemphasise the charm of the location.The main station building includes an

office that was used for parcels,although this feature had fallen intodisuse many years ago. However,Aberdour Community Council had longsought to create a local heritage centre,and approached the Trust for help inrestoring that room. With furthersupport from the Stations Community

Regeneration Fund and the Councilitself, the project finally came together in2016/17. Work started on site in March2017, and was completed by May.

Sponsor: Aberdour Community Council, FifeContractor: John Smart & Son, Kirkcaldy, Fife

and built in stone onto the end of aterrace of houses. The Trust has sponsored work to the

station, on its chimneys in 1990/91,and reglazing of the canopy in 1998/99,but had never funded a generalrestoration, and so we were delighted to

be able to help do so this year. The workswere essentially minor, but wideranging, and the condition of the stationis greatly improved as a result, withstone cleaning and lime washing,restored rainwater goods, floor andskirting replacements, reinstallation offireplaces, repointing in lime mortar,rebuilding of the signal box chimney,and an overhaul of the lamp room. The Trust is also supporting train

operator Northern in obtaining tenantsin the vacant part of the station. This project is a good example of the

total restoration of heritage features ona station for public and commercialbenefit.


Designer: Network Rail Building Design Group,London

Contractor: C R Reynolds Group, Hessle, EastRiding of Yorkshire


Above left: Station building & canopyAbove right: Lamp roomRight: Signal box

Above: Station frontageLeft: New heritage centre

RAMSGATE STATION

On page 5 we report on works carriedout at Margate Station. We have alsogiven grant support to similar works atRamsgate Station, which is anotherexample of the Art Deco style adopted byEdwin Maxwell Fry, working as ChiefAssistant to James Robb Scott, ChiefArchitect of the Southern Railway (SR).The station was built in 1926 to replacethe South Eastern Railway’s RamsgateTown Station, which had lasted from1846 and was originally namedRamsgate. Maxwell Fry based the design around

a large central booking hall with curvedfrontages running away from the centralentrance doors. The building is a tallimposing structure with three fullheight, semi-circular-headed windowswith moulded surrounds, and theelevation is capped with a dentilled,moulded cornice. The parapet originallybore the legend ‘Southern Railway’.

INGATESTONE STATION

Ingatestone Station lies on the Londonto Norwich railway, and was opened bythe Eastern Counties Railway in 1846. Itwas not an easy station to build, as thelocal landowner, Lord Petre, insisted ona specially designed building thatreflected the Tudor style of his nearbyhome, and a substantial cash settlementas well. The railway historian Gordon

Biddle considers it ‘the most celebratedcase of an influential landowner gainingan extortionate price from an Englishrailway company’. The station was, and is, delightful,

and in 1988/89 and 1989/90 wesupported its restoration, with externaland internal works on the downside(north) platform building. However,although the booking office area, in thecentral part of this building, hasremained well looked after, the other


structures (the house on the downside,country end, and the former offices andwaiting rooms on the up) haddeteriorated badly, and, even in thecentral, used, area of the station, therewas an atmosphere of genteel decline.We were able to persuade our

colleagues at train operator GreaterAnglia that the footbridge, which neededsome attention, was better repaired thanrebuilt: fortunately both platforms aredisabled accessible from the highway.Masonry repairs were needed on thedownside building, where there hadbeen 27 more years of weather attritionsince our last intervention, and, mosthappily, we were able to work withGreater Anglia to remove the builders’merchant who had rented the upsidebuilding, and to restore this internallyand externally, with facility for a café,which now provides a much-neededboost for the London-bound commuters.Today the station itself is in fine form.

We hope that Greater Anglia can find atenant for the main station house, andwe are in on-going discussions aboutwhether or not it is possible to restorethe former crossing keeper’s house,which is in a sorry state.

Sponsor: Greater Anglia, LondonDesigners: Crayside Consulting, Basingstoke,Hampshire & Dovetail Building ConsultantsLtd, Sevenoaks, Kent

Contractor: Amalgamated Construction Ltd,Aberford, West Yorkshire

The frontage is furnished with aprojecting canopy which is partiallysuspended on iron tie bars, and fourstone escutcheons, each with a stylised‘S’(for SR), are located between thewindows on the main block.Internally, the booking hall has a high

barrel-vaulted ceiling, with brown brickwalls below the springing line, and atimber parquet floor. The Art Decoentrance doors are plain hardwoodpanels with glazing and are located inclassically detailed surrounds. The endelevations of the hall are decorated withcoats of arms of the SR and the town.

The Trust supported refurbishmentwork to the parquet floor and mat wells.Brickwork cleaning, redecoration andworks to the suspended lighting unitshave also been undertaken, and theentrance doors have been restored alongwith missing and damaged details to thesurrounding frames. This work complements a scheme

carried out by the council to improve thelayout of the station forecourt. Sponsor: Southeastern, LondonArchitect: Clague Architects LLP, Canterbury, KentContractor: Redec Ltd, Ashford, Kent

Above: South building & footbridge

North platform building

Restored south building exterior

Station frontage & (inset) booking hall

HELSBY STATION

Helsby Station is a wonderful example ofmid-Victorian, Tudor-style architecture,and was almost certainly contemporarywith the nearby Ellesmere Port Station,with which it shares many features. Thiscommonality tends to date both stationsto 1863, when the joining line betweenthem opened, although Helsby itself firstopened a dozen years before.The Trust has gradually worked to

restore both stations, with projects atHelsby in 2013/14 and 2014/15, bothfocussed on the southern platform,served by trains to Chester and beyond.However, we have always had our eye onthe triangular plan island platformbuilding. This structure consists of threeelements, two rooms with a corridorbetween them. The corridor provides SETTLE STATION

One of the features of the constructionof the Settle & Carlisle line, undertakenby the Midland Railway (MR) andopened in 1875, was the consistentapproach taken by engineer J S Crossleyand architect J H Sanders. They createda range of building styles, typical of theMR, with a Cottage Orné designincorporating transect gables to themain buildings, glazed screens made byRichards of Leicester, and elaborate,pierced barge boards. In 2002/03 and2006/07 the Railway Heritage Trustgave grants to the Settle & CarlisleRailway Trust to develop a design guidebased on these features to inform anyfuture maintenance and developmentwork, to preserve the style of the route. The guide has been used by the

Friends of the Settle-Carlisle Line(FoSCL) to develop much-needed waitingshelters for key stations. One has nowbeen completed at Settle, a stationopened by the MR in 1876. This has

REVIEW OF PROJECTS


shelter for passengers, and the room atthe apex of the triangle is used by theMid Cheshire Community RailPartnership (CRP) as a base, although ithas not had any serious maintenance fora very long time. The triangle basecontained a waiting room with attachedtoilet, but this space had fallen intodereliction, with the ceiling having comedown, and the floor collapsed. The CRPwould like to take over this space, andalso see its present room restored, but itclearly does not have the money to do so.An essential first step to any restorationwas for Network Rail to completelysurvey the building. With no sign of acommercial let, this was difficult tojustify, but the provision of a grant bythe Trust enabled this to go ahead, andwe hope that, as a result, we will soon beable to help fund the restoration of thislast unused building on the station.

Sponsor: Network Rail Wales Route, CardiffPrincipal Contractor: Peter Cox Ltd, Liverpool

Above: The Helsby island platform building

been supported by a Trust grant, usingkey elements from the guide to producea simple, stone structure, with a slatedgabled roof and an open frontage,protected by a modern glazed screen, toaid security and visibility. The bargeboards on this structure are not piercedin the manner of the adjacent originalbuilding, but the modern addition is of acompatible style without resorting topastiche. FoSCL is now moving on with its next

shelter proposal for Appleby Station.

Sponsor: Friends of the Settle-Carlisle Line, Settle,North Yorkshire

Designer: Stephen Craven Building Design Ltd,Giggleswick, Settle, North Yorkshire

Contractor: G I Hopley Ltd, Settle, North Yorkshire

HERTFORD EAST STATION

Hertford East Station has featuredregularly in these Reports, most recentlyin 2014/15, when the Trust fundedrestoration of the portes cochère andstation frontage. This year’s Reportfeatures a different aspect of the station.As with so many other stations there

was spare space at Hertford East, andthe train operator let an unused sectionto The Right Track Nursery, which hasbuilt a flourishing business looking afteryoung children whose parents areemployed. Inevitably, child protection isan issue, and the external play area had

to be fenced so that it was notoverlooked. Whilst the initial fencinginstallation was in timber, the localConservation Officer made clear that thenursery would have to install a suitablebrick wall, towards which the Trustawarded a grant. Unfortunately,contractual issues have so far preventedconstruction from taking place, but thenursery owner is determined to see thisproject through and the work will befinished during the current financialyear.

Sponsor: The Right Track Nursery, Hertford,Hertfordshire

Both: The new Settle shelter

STAMFORD STATION

Stamford Station dates from 1848, andwas designed by Sancton Wood for theSyston & Peterborough Railway, whichwas rapidly taken into the MidlandRailway’s (MR) growing empire. It is afine piece of Tudor-style design, with agabled three-storey house, and a single-storey booking office, topped at its eastend by a tower with an octagonal belfry.The buildings are, unusually, roofed inthe local Collyweston slates (actually alimestone). On the platform side of thestation there has been, for well over ahundred years, a four-bay canopy.Although the supporting pillars and themain girders are classic MR design, theroofing and fascias were anything but.The roof had been replaced with acorrugated-iron, barrelled, structurethat was most unsuitable for thebuilding, and left the passengers indarkness. We know from a survivingdrawing that this roof pre-dated 1907,so it shows that inappropriatedevelopment on stations was not just aBritish Railways feature. The fasciareflected this structure, but mostunusually had a constant upper level,which did not follow the rise and fall ofthe canopy.

The line through Stamford carriesincreasing numbers of container trainsbetween Felixstowe and the WestMidlands, and in recent years the height

of containers has increased. It is not,with hindsight, surprising that thecanopy moved with the aerodynamiceffects of the passage of these trains,and unfortunately this movementrevealed weaknesses in Sancton Wood’soriginal building. Before long thedamage became so great that NetworkRail had no option but to take thecanopy down before the buildingbecame irreparable. As the station waslisted, it was obvious that the canopywould have to be replaced, but equallyits design, although over a century old,was totally unfit for purpose. NetworkRail consulted the Trust on possibleoptions at an early stage, and wesuggested that the canopy roof bereplaced by a ridge and furrow design,reflecting the typical MR pattern, but inthis case retaining the heritage fasciashape. The local Conservation Officerenthusiastically welcomed the proposal,and, with the assistance of a substantialgrant from the Trust, Network Raildesigned a new structure in the stylethat we had suggested, also moving thecolumns back to reduce the aero-dynamic effects. The new canopy rooflooks the part, and the restored fasciameans that the differences are onlyvisible to someone standing close up.The new canopy is much lighter to standunder, and it is no longer structurallydamaging the main building: generalreaction has been most positive.

At the same time as the canopy wasrebuilt, Network Rail also did an excellentjob of overhauling the main building,including rebedding all the Collyweston

HEADINGLEY STATION

As predicted in last year’s Report, theTrust has returned again to thischarming 1849 station, situatedbetween Leeds and Harrogate on theformer Leeds & Thirsk Railway. Our firstgrant for this unique survivor of thatline was as far back as 1990/91, whenwe helped the then British Rail PropertyBoard restore the building for letting.Three years ago it was leased to thecharity Sensory Leeds, and since thenwe have given three grants to improvethe building’s suitability for thatcharity’s purposes. In this year, we havecontributed to two new features: aninterior lift, allowing the charity’sdisabled customers to access the upper

REVIEW OF PROJECTS


‘slates’. We were most impressed at thequality of this work, which Network Raildid without support from the Trust.


Designer: Network Rail Building Design Group,York

Contractor: Colt Construction Ltd, Hull, EastYorkshire

floors of the building for the first time,and a floatation tank, which againincreases the range of treatments thatthe charity can offer, as did the reboundtherapy room last year.

We expect that this will be our lastgrant to Sensory Leeds for some time, aswe have now funded all the schemesthat it had proposed to us. We have beenreally happy to work with this relativelysmall charity and help it reach itsobjectives, giving dignity and enjoymentto some of the most seriously disabled.

Sponsor: Sensory Leeds, Headingley, Leeds, WestYorkshire

Contractor: Ben Marriott, Thirsk, North Yorkshire

Newly installed canopy & (inset) the station frontage

COVENTRY STATION

The intense bombing of Coventry duringthe Second World War left a legacy ofblighted areas around this historic,industrial city and post-warredevelopment proposals included theintroduction of a new station to providea gateway to promote its rejuvenation.

The solution proposed by W RHeadley, Regional Architect, BritishRailways Board London Midland Region,and Project Architect Derrick Shorten,was in line with the modernist approachbeing taken by planners throughout thecity centre. The station design, inreinforced concrete finished in whiteceramic tiles, was very much arelationship of horizontal planesintersecting glazed vertical elements.This gives a feeling of spaciousnesswithin the booking hall and platformareas, to the extent that this spatialquality and detailing is specifically notedin the listing description. The projectaddressed all aspects of the designincluding detailing minor elements ofironmongery and signing.

The station was completed in 1962,and is listed Grade II which, as withmany ‘modern’ listings, has not beenwithout controversy. The style haserroneously been described by some asBrutalist, but it is far from that. Therehave naturally been some issues withthe development of the facilities over the

years, and some work has not beencompleted with the original detailingfully considered. Signing and replace-ment ironmongery are cases in point.

Virgin Trains has recently redefinedthe ticket office areas, to incorporatemodern ticket machines. The originalline of ticket office windows along theflank of the booking hall has beenreplaced with a glazed frontage leadinginto a vending space, whilst retainingthe original upper elevation. Beyond is anew travel centre. Externally, thebuilding has been modified to takeaccount of future proposals, whichinclude relocation of high-voltageservice rooms, and a cycle hub. Thearchitectural work has been carried outsensitively, with brickwork, windowframing and ceilings all following theoriginal details. One welcome feature isthat the period style of ironmongery hasbeen replicated where necessary, andcare has also been taken to match theoriginal ceramic-tiled cladding on themain structure.

The Trust has given grant supporttowards heritage details, and it ispleasing to be able to acknowledge thatmodern listed buildings deserve thesame attention to detail as those of theVictorian pioneers.

Sponsor: Virgin Trains, BirminghamArchitect: AHR Building Consultancy Ltd,

Huddersfield, West YorkshireContractor: The Input Group, Derby

CLEETHORPES STATION

Cleethorpes Station is a classic seasideterminus and, although many othersuch stations have closed, it remains,with its original buildings largelyuntouched. There are two main rangesof structures, the original 1863Manchester, Sheffield & LincolnshireRailway (MS&LR) buildings on the southside of the main platform, and the later1885 edifice, much modified by BritishRailways in 1961, across the head of thetracks. The 1885 building includes twovery distinctive structures, a veryslender clock tower and a cast-ironrefreshment room, both built byLockerbie & Wilkinson, a firm betterknown as a supplier of ‘penny in theslot’ machines.

In last year’s Report we described theproposed conversion of the centralportion of the MS&LR building to a cyclefacility: we are very relieved that, aftermany bureaucratic delays, this work isfinally under way.

However, the condition of much ofthe 1885 structure, and in particularthe clock tower, had also been a cause ofsome concern, and we were pleased tosee Network Rail carry out a thoroughrestoration of it, especially as the workwas funded from its own resources. Wewere able to offer a small piece ofsupport to its efforts, a grant to replacethe Perspex cover to the four clock faceson the tower with strengthened glass.This small detail should make the towerlook much more attractive.


Contractor: Colt Construction Ltd, Hull, EastYorkshire


REVIEW OF PROJECTS

Left: Remodelled barrier linetrading unitBelow: Concourse & new tickethall

Below: The restored clock tower

LIVERPOOL: HAMILTONSQUARE STATION

Hamilton Square Station was opened in1886, as part of the Mersey Railway andMersey Railway Tunnel construction.The station, and its sister station atJames Street (featured in last year’sAnnual Report), are the oldest deep lineunderground stations in the world.Hamilton Square was designed by G EGrayson in red brick, with red terracottadetailing. The inclusion of circularwindows, and a top-lit booking hall witha splendid timber and iron queen-post

ABERDOUR SIGNAL BOX

In last year’s Report we described theTrust’s frustrations, but ultimatesuccess, in finding a use for AberdourSignal Box. In 2009/10 we gave a granttowards a feasibility study for its reuse asa café, but various issues eventuallycaused this scheme to be abandoned in2015. However, in 2016 our artistfriend Lynette Gray, who restored nearbyKinghorn Station as a teaching studio,was looking for another location and wewere delighted to introduce her to theAberdour box. Our account concludedby noting that, with a Trust grant,Lynette was converting the building intoa further studio.

Although our grant was issued in2015/16, the work took place after thatyear’s Annual Report was published.Because of this, and because the projecthas been so successful, we have brokenwith tradition and revisited this locationfor a further report.

The box is an unusual building, madeof stone, with its footings at ground levelso that the platform level is halfway up

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roof, complement the adjacent, solid-looking, 37 metre-high brick tower,second only to one at St Pancras Stationin height (a similar tower at James Streetwas demolished many years ago). Thetower, which exhibits a variety of brickdetailing as it rises to the balustrade andcorner turrets at its topmost level, wasconstructed to hold 10,000 gallons ofwater for the operation of threehydraulic lifts, each capable of holding100 persons, linking the street levelentrance hall with the platforms over 30metres below.

The work which Merseyrail undertookthis year to the station includedrefurbishment of the glazed frontagecanopy, cleaning of the brickwork, andrestoration of the windows, togetherwith the rationalisation of services onthe station frontage. The entrancedoorways and interior were alsoaddressed. The Trust was able to supportthe work to the external heritageelements, and the transformation, whilstrelatively modest, has greatly improvedthe appearance of the station.

Sponsor: Merseyrail, LiverpoolConsultant: TSS Infrastructure Services,

ManchesterContractor: Morgan Sindall Construction &

Infrastructure Ltd, Rugby, Warwickshire

the lower storey of the structure.Architecturally the box is of the samestyle as the main station, reflecting theirlate, and simultaneous, construction in1890, for the opening of the ForthBridge.

To convert the box to a pottery studioLynette and her team have restored thewindows to the lower storey, allowinglight into it (these windows were blockedup in most boxes as an anti-bombingprecaution in the Second World War).As a result, she has created twofunctional rooms, and been able toprovide toilet and catering facilities in avery small space. With a modernstairway allowing entrance to the upperstorey, and an access stair directly fromthe car park, this scheme has given anew purpose to a very attractive, buttotally redundant, building, a classiccase of meeting the Trust’s objectives.

Sponsor: Lynette Gray, Kinghorn, FifeArchitect: IDP Architects LLP, GlasgowContractor: CPMS Ltd, Glasgow

Right & below: Signal box as restored, externally& internally

Left: Station frontageBelow: Brickwork detail above main entrance

BENNERLEY VIADUCT

Bennerley Viaduct is one of twosurviving examples of the great metalviaducts that carried many railwaysacross deep valleys in the later part ofthe 19th century. The earliest railwaystended to follow valleys where possible(although Sankey Viaduct on theLiverpool & Manchester shows how thatwas not always the case!), but later,frequently competitive, routes often ranagainst the grain of the land, and manyused iron or steel viaducts to bridgevalleys at high levels. Bennerley was oneof the longest of these structures.

Initially, the Midland Railway was themonopoly railway provider in themassive coalfields that lie betweenNottingham and Derby, and its ErewashValley line ran up the bottom of thevalley floor, with the first sectionopening in 1847. That line remainsopen as a busy passenger and freightroute. The Great Northern Railway(GNR), which operated the East CoastMain Line from London to Doncaster,hoped to gain access to the Erewash coaltraffic, and in 1852 acquired theNottingham to Grantham line. It thenbuilt a branch to Mansfield, and in thelate 1870s extended that line to give asecond route from Nottingham to Derby,and eventually on to Uttoxeter andStafford! Whilst the Midland line fromNottingham to Derby follows the valleysof the Trent and the Derwent, and henceis absolutely flat, the GNR route wasfurther north, and had to cross theErewash Valley at sufficient height to notonly avoid deep excavations to the eastand west, but also to cross over theMidland’s Erewash line on the valleyfloor. The result was a 19-span latticeviaduct, some 440 metres long, andwith its rails over 18 metres above theMidland’s.

The GNR route was expensive tobuild, and, doubtless, to operate, andwith the contraction and rationalisationof the 1960s it stood no chance ofsurvival in railway use. The line finallyclosed in 1968, and the track was lifted.However, when the demolition of theviaduct was put out to tender the quoteswere too high to be affordable – allegedlybecause the structure would have had tobe dismantled rivet by rivet. As a result,it remained in situ, albeit with theapproach ramps at each end havingbeen removed. The viaduct was thenlisted in 1974, and further applications

to demolish it were subsequentlyrefused. In 1998 Rail Property Ltdtransferred the bridge to the ownershipof Sustrans’ subsidiary company,Railway Paths Ltd (RPL), and since thenRPL has sought a way to reopen it tocycle and pedestrian use. The Trust hasgiven four grants over the years towardsholding the condition of the bridge,totalling some £152,000. Althoughthese helped maintain it, they did notallow reopening. The Trust is nowworking with RPL once more to try andfacilitate this long-held objective.

During 2016/17 the Trust has fundeda detailed survey of the viaduct’scondition, which allows RPL tounderstand the works needed to restoreits heritage value. The grant has also


ramps at either end. This project will alsoinclude further remedial works to thedeck, and the Trust is planning an extragrant in 2017/18 to support this.

We hope that all this work will finallyprovide a 21st century use for thismagnificent viaduct, and create a newnetwork of routes linking thecommunities on either side of theErewash Valley.

Sponsor: Railway Paths Ltd, BirminghamContractors: Atkins, Derby (condition survey);

Down to Earth Demolition Ltd, Ilkeston,Derbyshire (access gantry removal) & CurrallLewis and Martin (Construction) Ltd, Oldbury,West Midlands (brickwork repairs)

permitted the removal of the formermaintenance gantry, and brickworkrepairs to the column bases, which weresuffering from weather and vandalism.

RPL is working towards a full HeritageLottery Fund bid in late 2017, whichwill finally create the long-sought cycleand walking route across the viaduct byadding a new surface and recreating the

GARELOCHHEAD STATION

Garelochhead Station, on the WestHighland Railway, had a large andimposing building for the community itserved, but it has been disused for manyyears. Various issues have conspired tomake it the last listed station in Scotlandfor which the Trust has not been able todevelop any scheme, and we remainkeen to find a use for it. During 2016 weheld a series of discussions with acharity about taking on the building. Aspart of this we supported a water

dowsing survey that established thelocation of water and drainage serviceswhich we knew existed, but whose routeand connection/outfall were unknown.Sadly, the scheme did not progress, butthe survey information is carefullystored for any future project that wecome up with. We do not intendGarelochhead to be the one that gotaway!

Sponsor: ScotRail, GlasgowContractor: Grahame Gardner, Western

Geomancy, Glasgow

Above: The viaduct from the north & (inset) itscolumns

CARLISLE STATION

Sir William Tite was appointed by theLancaster & Carlisle Railway (laterincorporated into the London & NorthWestern Railway) to design a newstation, located opposite the local lawcourts and called Carlisle Citadel. Thestation, completed in 1850, isconstructed in grey ashlar sandstone andexecuted in a Tudor Collegiate style. Itwas extended in 1862 and again in1881, when the substantial islandplatform was added.

The station is listed Grade II*, and in2011/12 the Trust helped fund theproduction of a conservationmanagement plan. This has given afocus on the way in which work at thestation is approached, and subsequentprojects have been undertaken withinthat spirit.

However, one element of the stationwhich had not been addressed for sometime was the large former waiting roomlocated in the original building, oppositethe former station hotel. This area,which had been divided into two roomsby a lightweight partition, was originallythe station restaurant and bar.Photographs from the 1950s show itwith a long stylish bar and a high,gabled ceiling with imposing exposedroof trusses, although this detail had

REVIEW OF PROJECTS


Left: The restored roofBelow: Original entrance lobby

Top: Restored fanlight with Forth Bridge detailAbove: Station building

been hidden from view for some time bya modern suspended ceiling. At each endof the space are large gothic fireplaces.

This unoccupied area had been inneed of a new use and finally, this year,the tenancy was taken on by theenthusiastic team from 301 Miles FromLondon, returning the room to itsoriginal function as a bar.

The modern partition wall andsuspended ceiling have been takendown, and this has revealed the truescale of the original room, which is veryimpressive. The roof space has beenrefurbished with new suspendedlighting, the floor has been replacedwith a timber surface, and the wholearea has been redecorated. Hidden doorpanel details have been revealed, and thewainscot panelling has also beenrestored. The entrance lobby to theplatform access doors has been returnedto its original form and a reclaimed barof an appropriate type, which matchesthe overall style of the space, has beenobtained and installed. The cellarage forthe bar is located in the undercroft spaceused as kitchen areas for the formerrefreshment rooms and the originalstone troughs remaining in the butcheryareas have been retained.

The Trust is pleased to have givengrant support to enable this historicspace to again be used for its initialpurpose, and that the original details ofthe fireplaces, and the large bay window,sitting off to one side of the room, havebeen sensitively preserved.

Sponsor: 301 Miles From London, Carlisle,Cumbria

Contractor: M.C.P Glazing And Maintenance Ltd,Otley, West Yorkshire

NORTH QUEENSFERRYSTATION

Long-term readers of these Reports willhave seen the gradual development ofworks at the 1890 North QueensferryStation, where we have supported thestation trust through a feasibility studyin 2007/08 to the main delivery of thestation’s restoration in 2013/14, andthe provision of toilets in 2014/15.Since then experience has shown thatsome slight change of the internallayout was desirable, and that some ofthe fenestration was in need of renewal.Accordingly, this year the Trust gave afurther small grant to help with thesematters. The North Queensferry StationTrust has delivered the work to itsnormal high standard, and we wereparticularly impressed with the renewalof the fanlight over the double doors atthe Edinburgh (Forth Bridge) end.

Sponsor: North Queensferry Station Trust, NorthQueensferry, Fife

Contractor: David Todd Joiners, Dunfermline, Fife

The winner of The Railway Heritage Trust Conservation Award for 2016 wasNetwork Rail Commercial Property for the excellent restoration of CorrourStation and Signal Box.

The following projects, to which grants were awarded by the Trust, were alsorecipients of National Railway Heritage Awards: Stoke on Trent Station downsideentrance (Virgin Trains), and Liverpool: James Street Station (Merseyrail).

NATIONAL RAILWAY HERITAGE AWARDS

LANARK STATION

In 2007/08 we worked with the ClydeModel Railway Club (CMRC) to restorethe abandoned Caledonian Railwaybuilding on the north side of LanarkStation, which has served as its clubhouse ever since. This project has provedto be a real trail-blazer, as it was a firststep towards the creation of the StationsCommunity Regeneration Fund, and thelarge number of Scottish stations thatthe Trust, in conjunction with that fund,has helped find a new use for.

Lanark Station is a terminus, situatedat the end of a short branch from theWest Coast Main Line. The northernbuilding sits on an effectively abandonedplatform, and almost all trains arriveand depart from the southern platform.On this platform is the 1867 buildingthat has now served the town for 150years. The building is made of ashlar

BILLINGSHURST SIGNAL BOX

The c1860s London, Brighton & SouthCoast Railway signal box, formerlylocated at Billingshurst Station, arrivedat its new home at Amberley Museum &Heritage Centre in 2015. We reported atthe time on the works required to re-erect this Saxby & Farmer Type 1b boxalongside the museum’s narrow gaugerailway, noting that the box had beenlocated elsewhere before it was moved toBillingshurst in 1876, the date of thelever frame inside. Network Railarranged this second re-erection of thebox, with the superstructure beinglowered onto a new base and oaksupports, for which the Trust gave a


ST BLAZEY TURNTABLE

The Cornwall Minerals Railway openeda depot, engine sheds and turntable atPar in 1874. The line, which linkedFowey and Newquay, was engineered bySir Morton Peto, and located on thenorth side of Par, adjacent to the townof St Blazey. The roundhouse layout ofnine individual bays was set around the

20 metre-long turntable. In 1879 a loopline was constructed to join to theCornwall Railway at Par Station and thedepot became known as St Blazey. After1962 steam locomotives were no longerhoused there, but the sheds continued to service diesel locomotives until theywere eventually converted intoindustrial units. Since 1987 theoperational depot has been used forwagon maintenance by British Rail,English Welsh & Scottish Railway andDB Cargo (UK) Ltd. The turntable androundhouse are listed Grade II* and areon Historic England’s Heritage at RiskRegister.

There has been a diminishing use ofthe turntable for the turning of steam

locomotives, and when the RailwayTouring Company proposed its use in2016, its condition precluded this.

DB Cargo (UK) Ltd, the current ownerof the turntable, agreed to minor worksbeing carried out to deal with issueswith the brick annular side wall, whichwas in poor condition in part andfouling the turntable bridge.

Works were jointly funded by theTrust and the Railway Touring Companyand completed for ‘Coronation’ 4-6-2 No46233 ‘Duchess of Sutherland’ to beturned during early August 2016.

Sponsor: DB Cargo (UK) Ltd, Doncaster, SouthYorkshire

Contractor: Cambrian Transport Ltd, Falfield,Wotton-under-Edge, Gloucestershire

sandstone, with twin gables and acantilevered canopy. At its west end itcontains the usual passenger facilities,but there are two rooms towards the eastend that have been abandoned anddisused for many years. After longdiscussions, and a false start with theCommunity Council, we are very pleasedthat the CMRC has decided to take over

The station from the highway

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grant. The box was also reclad, thewindows repaired, and a new visitorstaircase installed.

Museum volunteers have since beenworking to complete decoration of thebox to match the former Hove Stationbooking office located nearby. The Trusthas given a small grant to the museumthis year to complete the finishing of thebox in order that it can be brought intouse as an accessible exhibit.

Sponsor: Amberley Museum & Heritage Centre,Amberley, West Sussex

Contractor: Amberley Museum & Heritage Centrevolunteers

REVIEW OF PROJECTS

Right: The signal box in its new location atAmberley

both these rooms, and restore them, andthe heritage features in them, to give theclub the extra storage space that it haslong sought.

Sponsor: Clyde Model Railway Club, Lanark,South Lanarkshire

Architect: IDP Architects LLP, GlasgowContractor: Balloch Contracts Ltd, Kirkintilloch,

East Dunbartonshire

GRANTS AND EXTERNAL CONTRIBUTIONS: 2016/17


NETWORK RAIL

The Trust supported 51 projects (2015/16: 46) with 51 grants, which totalled £1,775,986 (2015/16: £1,816,888). The grants funded repair andrestoration work carried out on the heritage aspects of buildings and structures in Network Rail's ownership.

HIGHWAYS ENGLAND (HISTORICAL RAILWAYS ESTATE)

The Trust supported two projects (2015/16: one) with two grants, which totalled £200,000 (2015/16: £200,000). The grants assisted HighwaysEngland (Historical Railways Estate) in its management of non-operational buildings and structures, which include redundant viaducts on closed lines.

MABER BEQUEST

The Trust supported seven projects (2015/16: six) with nine grants, which totalled £31,451 (2015/16: £23,418), from the bequest of Henry BasilMaber. These projects met the Trust’s objectives and also reflected Mr Maber’s sphere of railway heritage interest.

The projects were:NETWORK RAIL HE (HRE) EXTERNAL EXTERNAL

GRANT & MABER CONTR’B’N CONTR’B’NBEQUEST NETWORK HE (HRE)GRANT RAIL & MABER

BEQUESTPage £ £ £ £

ENGLAND

18 Bath: Devonshire Tunnel: Interpretation board 1,218 (MABER) 3,822 (1)

27 Bennerley Viaduct: Condition survey & repair works 75,000 (HE (HRE)) 48,413 (2)

29 Billingshurst Signal Box: Refurbishment works 4,288 5,460 (3)

12 Book about railwaymen & railwaywomen at war 5,886 (MABER) 0

14 Bournemouth Station: Brick parapet, canopy & frontage works 57,000 79,044 (4)

11 Bury St Edmunds Station: Heritage elements of refurbishment 46,426 69,649 (5)

4 Cambridge Station:

– Conversion of south building to restaurant 131,000 129,000 (6)

– Roundels restoration 40,835 10,000 (7)

28 Carlisle Station: Conversion of former waiting room to bar 24,293 23,312 (8)

18 Castleford: Wakefield Viaduct: Provision of a pedestrian & cycle route 125,000 (HE (HRE)) 275,000 (9)

25 Cleethorpes Station: New glass to tower clock faces 1,274 0

25 Coventry Station: Heritage elements of refurbishment 35,663 216,214 (10)

13 Derby Station: Jacob Rivers Victoria Cross plaque 778 (MABER) 0

10 Doncaster Station: Conversion of former buffet room to bar 5,750 8,486 (11)

14 Downham Market Station: Heritage elements of refurbishment 11,000 16,063 (12)

5 Durham Station:

– Downside structure roof & drainage works 19,000 28,141 (13)

– Conversion of former parcels office to bar 17,750 27,128 (14)

7 Edge Hill Station: Accumulator tower roof repairs 6,824 10,236 (15)

6 Haltwhistle Station: Conversion of former booking office to office 10,200 9,351 (16)

24 Headingley Station: Refurbishment for therapy facilities 15,700 23,514 (17)

23 Helsby Station: Island platform building clear out & survey 5,200 0

23 Hertford East Station: Traditional brick wall to nursery 7,525 11,287 (18)

22 Ingatestone Station: Heritage works to buildings & footbridge 151,000 279,000 (19)

21 Knaresborough Station & Signal Box: Restoration works 44,000 0

16 Lancaster Station: Heritage items of café area refurbishment 20,000 30,000 (20)

4 Leeds Station: Dark Arches: Roads resurfacing 70,000 0

12 Lincoln Station: Heritage elements of roof works 25,500 0

26 Liverpool: Hamilton Square Station: External heritage refurbishment 10,000 0

17 London Bridge Station: Heritage works to ‘warren truss’ girders & 240,000 0

quadripartite arches

London Euston Station:

18 – Benches: Cleaning, repairs & plaque reinstatement 7,540 0

20 – Lodges: Reinstatement of windows 27,062 81,309 (21)

13 Manchester Piccadilly Station: New L&NWR War Memorial:

– Further works 2,278 (MABER) 2,280 (22)

– Installation 9,120 (MABER) 0

5 Margate Station: Improvements to external & internal fabric 29,211 49,818 (23)

8 Market Rasen Station: Scaffolding asset protection costs 3,600 5,543 (24)

12 Mexborough Station: Thomas Norman Jackson Victoria Cross plaque 778 (MABER) 0

6 Morpeth Station: Restoration & creation of enterprise hub 250,000 1,380,000 (25)

10 Network Rail Archives: Conservation of historic documents 10,000 0

19 Newark Castle Station: Restoration of heritage features in café area 12,000 24,000 (26)

GRANTS AND EXTERNAL CONTRIBUTIONS: 2016/17


19 Nottingham Station: Reinstatement of porte cochère details 11,750 0

22 Ramsgate Station: Improvements to external & internal fabric 41,909 71,377 (27)

29 St Blazey Turntable: Refurbishment 2,000 3,000 (28)

23 Settle Station: Provision of waiting shelter 10,000 18,000 (29)

12 Sheffield: GCR War Memorial: Addition of missing name 672 (MABER) 0

15 Snodland Station: Restoration of pointing 15,985 0

9 Southport: 57A Portland Street: Heritage restoration works 25,000 0

24 Stamford Station: Replacement canopy 150,000 0

19 Wickham Market Station: Screens for new canopy construction 21,360 54,338 (30)

20 Yatton Station: Heritage fencing 3,000 5,199 (31)

SCOTLAND

10 Aberdeen: Ferryhill Turntable: Restoration 22,600 27,898 (32)

26 Aberdour Signal Box: Conversion to studio (2015/16 grant)

21 Aberdour Station: Conversion of former parcels office to heritage centre 15,600 23,400 (33)

16 Coatbridge Sunnyside Station: Conversion of redundant space to coffee shop 16,500 24,395 (34)

8 Dumbarton Central Station: Room restoration 43,000 62,889 (35)

7 Edinburgh Haymarket Station: Historic Milepost: Relocation 1,434 0

27 Garelochhead Station: Water & drainage services survey 350 0

15 Glenfinnan Station: Lattice signal post restoration 3,510 1,000 (36)

9 Helmsdale Station: Provision of station clock 990 1,493 (37)

9 Kilmarnock Station: Subway improvements 20,000 350,000 (38)

29 Lanark Station: Restoration of derelict rooms 24,147 40,000 (39)

13 Nitshill Station: John Meikle Victoria Cross plaque:

– Provision of plaque 755 (MABER) 0

– Provision of stone mount 9,966 (MABER) 0

28 North Queensferry Station: Internal & window refurbishment 7,210 10,000 (40)

1,775,986 200,000 (HE (HRE)) 3,209,544 323,413 (HE (HRE))

31,451 (MABER) 6,102 (MABER)

COMBINED NETWORK RAIL, HE (HRE) AND MABER BEQUEST GRANTS TOTAL 2,007,437

COMBINED NETWORK RAIL, HE (HRE) AND MABER BEQUEST EXTERNAL CONTRIBUTIONS TOTAL 3,539,059

NETWORK RAIL HE (HRE) EXTERNAL EXTERNALGRANT & MABER CONTR’B’N CONTR’B’N

BEQUEST NETWORK HE (HRE)GRANT RAIL & MABER

BEQUESTPage £ £ £ £

External contributions were from:(1) Bath: Devonshire Tunnel: Anonymous donor, Bath & North East Somerset

Council(2) Bennerley Viaduct: Heritage Lottery Fund, Railway Paths Ltd (volunteer

time)(3) Billingshurst Signal Box: Amberley Museum & Heritage Centre (volunteer

time)(4) Bournemouth Station: Department for Transport NSIP(5) Bury St Edmunds Station: Greater Anglia(6) Cambridge Station: Greater Anglia(7) Cambridge Station: Greater Anglia(8) Carlisle Station: 301 Miles From London(9) Castleford: Wakefield Viaduct: Leeds City Council(10) Coventry Station: Department for Transport NSIP(11) Doncaster Station: The Draughtsman Alehouse Ltd, Virgin Trains East

Coast(12) Downham Market Station: Govia Thameslink Railway(13) Durham Station: Virgin Trains East Coast(14) Durham Station: Tenant(15) Edge Hill Station: Metal Culture Ltd(16) Haltwhistle Station: Northern(17) Headingley Station: Leeds Community Foundation(18) Hertford East Station: The Right Track Nursery(19) Ingatestone Station: Greater Anglia(20) Lancaster Station: Caterleisure Ltd(21) London Euston Station: Pivovar Ltd

(22) Manchester Piccadilly Station: New L&NWR War Memorial: Virgin Trains (23) Margate Station: Southeastern(24) Market Rasen Station: Market Rasen Station Community Project

Community Interest Company(25) Morpeth Station: Heritage Lottery Fund, Northern, Northumberland

County Council, Rural Growth Fund(26) Newark Castle Station: Carriages Ltd(27) Ramsgate Station: Southeastern(28) St Blazey Turntable: The Railway Touring Company(29) Settle Station: Friends of the Settle-Carlisle Line(30) Wickham Market Station: Station House Community Connections Ltd,

Suffolk Coastal District Council, Suffolk County Council(31) Yatton Station: Great Western Railway(32) Aberdeen: Ferryhill Turntable: The Architectural Heritage Fund, Ferryhill

Railway Heritage Trust (including volunteer time), Historic EnvironmentScotland

(33) Aberdour Station: Aberdour Community Council (including volunteertime), Fife Environment Trust, Heritage Lottery Fund, ScotRail SCRF

(34) Coatbridge Sunnyside Station: ScotRail Business Start-Up Fund, SunnysideCoffee Company

(35) Dumbarton Central Station: ScotRail SCRF(36) Glenfinnan Station: Glenfinnan Station Museum Ltd(37) Helmsdale Station: Gordonbush Community Fund, Helmsdale Station

Community Interest Company(38) Kilmarnock Station: Ayrshire Roads Alliance, Scottish Stations Fund(39) Lanark Station: ScotRail SCRF(40) North Queensferry Station: Fife Council, ScotRail SCRF

THE TRUST’S ACCOUNTS: 2016/17


The Annual Report and Accounts covers the operations of the Railway Heritage Trustduring the period 1st April 2016 to 31stMarch 2017.Established in 1985, the Trust is an

independent registered company limited byguarantee, supported by Network Rail andHighways England (Historical RailwaysEstate), with the remit of:� the conservation and enhancement ofbuildings and structures owned by theseorganisations that are listed or scheduled,or of special architectural or historicalinterest; and

� to act as a catalyst between outside partiesand these owners on the conservation andalternative use of non-operationalproperty, including the possible transfer ofresponsibility to local trusts or otherinterested organisations.

In 2016/17, the Trust awarded 62 grantstowards the costs of 60 restoration and otherprojects. Four grants were either broughtforward, deferred or cancelled.

AUDITED ACCOUNTS

Begbies, London, audited and approved theTrust’s Accounts for 2016/17. At the Trust’sAnnual General Meeting in July 2017 theExecutive Board considered, approved,adopted and signed the audited Accountsand, as required by law, then deposited thesigned Accounts with Companies House,accompanying the Trust’s Annual Return.Copies of the Accounts will also be presentedto the Boards of both our sponsors.In their Report and Financial Statements

the Auditors stated: ‘In our opinion thefinancial statements give a true and fair viewof the state of the company’s affairs as at31st March 2017 and of its deficit for theyear then ended; have been properly preparedin accordance with United KingdomGenerally Accepted Accounting Practice; andhave been prepared in accordance with therequirements of the Companies Act 2006’.They further stated: ‘In our opinion, based onthe work undertaken in the course of ouraudit, the information given in the Directors’Report for the financial year for which thefinancial statements are prepared isconsistent with the financial statements, and the Directors’ Report has been preparedin accordance with applicable legalrequirements’.

BegbiesChartered Accountants andRegistered AuditorsLondonJuly 2017

FINANCIAL REPORT

The Trust’s financial activities in 2016/17 are summarised as follows:

FUNDING ALLOCATED TO PROJECTS £From Network Rail 1,775,893From Highways England (Historical Railways Estate) 200,000From Maber bequest 31,451

2,007,344

EXPENDED ON PROJECTS

51 grants to Network Rail projects 1,775,986Two grants to Highways England (Historical Railways Estate) projects 200,000Nine grants to Maber bequest projects 31,451

2,007,437

FUNDING FOR TRUST'S OPERATIONS

From Network Rail 227,009From Highways England (Historical Railways Estate) 10,000Net movement in Maber bequest (31,451)

Total Income 205,558

Total Expenditure – Administration 244,967

EXECUTIVE DIRECTOR’S COMMENTARY

2016/17 has been another challenging year, and again we ended up with a numberof projects incomplete, although well on the way to conclusion. As always, wewould not have been able to deliver our programme without the support I receivefrom Malcolm and Claire, for which, as ever, I am most grateful. I must add mypersonal thanks to Sir William’s for all that Malcolm has done for us, and offer mybest wishes for his well-earned retirement. I look forward to working with PaulChilds in his place: we have been colleagues in producing this Report for some years.Sir William, in his introduction, has summarised the projects that we have

supported during the year, and the Report itself shows the detail of what we havedone. Rather than repeating that material, I will look at more specific issues. Gettingwork started in Scotland remained a challenge for far longer than I expected, but thework that has been done there is most encouraging.A major issue for us has been moving to a more arms-length relationship with

Network Rail from the start of the 2017/18 financial year. The changes areundoubtedly for the better, and will make us much more responsible in payinggrants, and give us a much tighter grip on our finances, but the work of setting upour own paybill and accountancy systems has been considerable, and the extra helpthat our Auditors, Begbies, have given us to allow this to happen has beeninvaluable – my thanks to them for this.As part of the changes we agreed a formal Memorandum of Understanding

between ourselves and Network Rail, to match the one we already have withHighways England (Historical Railways Estate). This most useful document definesthe resources that are covered in Network Rail’s sponsorship of the Trust, and it hasalready proved its worth as we face up to yet another move of office, as NetworkRail changes its arrangements in London.Finally, I would mention an initiative that Network Rail has taken which I very

much support. After discussions at ministerial level, Network Rail has committed tosetting up a Design Panel. The Trust is represented on the steering group that willoversee its implementation, and we are most impressed with the importance that isbeing given to the built heritage in the Panel’s remit. We look forward to workingwith it once it starts operations.Andy Savage

Executive Director

London

July 2017

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

Railway Heritage Trust1 Eversholt Street London NW1 2DN

020 7904 [email protected]

Documents

Railway Heritage Trust | - ANNUAL REPORT AND ACCOUNTS …railwayheritagetrust.co.uk/wp-content/uploads/2017/10/... · 2017. 10. 16. · RAILWAY HERITAGE TRUST ·ANNUAL REPORT AND