The R&ER Magazine Number 213 June 2014

The Journal of the Ravenglass and Eskdale Railway Preservation Society Published quarterly by the Editorial The Ravenglass and Eskdale Railway Keith Herbert R&ER Preservation Society Limited Member of the Heritage There is still no workshop in evidence on the Ravenglass and Eskdale Railway, Magazine Railway Association now many months since that devastating fire. As the preservation era dawned – within the living memory of many members – it was Parish Council No 213 June 2014 throwing its weight behind the cause to save the line from its sticky end. In recent weeks, the very same has objected to the planning application for the Editorial Team: Keith Herbert, Di Chase, Opinions expressed by contributors and new workshop, owing to dissatisfaction with the choice of exterior cladding, Bill Seddon, Mark Harrington, in editorial comment do not necessarily on the side facing the Ratty Arms and main line railway. For some, this decision, reflect the collective views of the Society. John Taylor reached by a Council of five, will seem nothing short of incomprehensible, as the Editorial Designer: Julie Hutchinson railway struggles on. Others might sympathise with the desire for visual appeal in anything so much in the public eye within the National Park. Address for Magazine Correspondence: PRESS DEADLINE: Material for inclusion in General Manager Trevor Stockton and Society Secretary Mungo Stacy provide Keith Herbert the next issue of the Magazine must updates on the workshop in their respective regular features. 7 Dalegarth Cottages reach the editors not later than Boot, Holmrook Thursday 17th July at noon. The Editorial Team met at Easter for the first time in many years, and wishes to CA19 1TF Please send material earlier if possible. remind the readership that all submissions for future issues of this publication [email protected] are very welcome, be they articles, photographs or correspondence. Have you a The R&ER Magazine is always pleased to receive correspondence, photographs and articles for possible inclusion. new idea for an article, or regular feature? Or perhaps an event to celebrate the Most nowadays arrive via our e-mail address, but postal contributions are just as welcome. Please write your name and address on the back of any prints, and give at least the date and location of each upcoming centenary [in 2015] of the fifteen inch gauge R&ER? Or maybe you’d photograph where possible. We have scanning facilities for slides and negatives, and will endeavour to return any just like to see that old photo, a snapshot of the railway from yesteryear, in print loaned photographic material. at last… The new editorial scanner has arrived (unfortunately it has relegated the Society website: http://www.rerps.co.uk editorial biscuit tin from a place atop the desk), which will make it considerably easier to treat non-electronic format photographs in future. Historical submissions, Council Chairman: Sam Dixon, 15 Lyceum Close, Leighton, Crewe, Cheshire CW1 3YB. from any era, are particularly welcome. Contact details for submissions are on Email: [email protected] page 2. Hon. Secretary: Mungo Stacy, 52 Old York Street, Hulme, Manchester M15 5TH. Email: [email protected] Having been spurred Hon. Financial Secretary: Ian Leigh, 206B Crowfield House, North Row, Central Milton Keynes, on by Council member Buckinghamshire MK9 3LQ. Email: [email protected] David Mosley’s Guest Editorial last time, Hon. Membership Secretary: Phil Taylor, 12, Wholehouse Road, Seascale, Cumbria CA20 1QY. other members of the Email: [email protected] (1-1299 and 2500-3999) editorial group are Assistant Membership Secretary: Jim Wilcock, ‘Porthlow’, Neston Road, Ness, Neston CH64 4AZ. likely to put pen to Email: [email protected] (1300-2499) paper for the Editorial Sales Officer: Tom Whitbread, R&ER Co. Ltd. Ravenglass, Cumbria CA19 1TF Email: [email protected] feature in the next Magazine Distributor: Cumbria Mailing Services Ltd. Penrith, CA11 9FQ. couple of issues. Heywood House Bookings: Mary Harding. Email: [email protected]. Tel: 01229 717080. Meanwhile, in this edition (on page 24), Volunteers: Peter Mills. Email: [email protected] Sam Dixon, Chairman General Manager: Trevor Stockton, R&ER Co. Ltd. Ravenglass, Cumbria, CA18 1SW. Tel: 01229 717171. of the Preservation Society Council, The Editors - Keith, Di, Mark, John and Bill - enjoy a Front Cover: Before...: Romney loco Green Goddess and double-head a introduces the work of rare get-together, aboard a ten-coach train on Good train under the tree canopy of Horsefalls, during the gala event of 2011. the Council (perhaps Friday, April 2014. Photo: Nicolette Vincer 2 Photo: Peter Mills 3 helping to run the Society, rather than to fill the pages of this magazine, is for rebuild, thanks to Dickie Rothery and various assistants. The improvements you!). are a credit to them. For the record, the reopening was carried out by Janet Dickinson, manager of the Turntable Café, at eleven o’clock on 8th April, just in With the hundredth birthday of the Ravenglass camping coaches Elmira and time for the Easter holidays! Maid of Kent already upon us (turn to page 31 for Gerald Elliff’s cherished memories of these), and the centenary of the La’al Ratty now hoving rapidly The play area at Dalegarth has been resurfaced; hopefully this will be now make into view, there remains much to celebrate on the railway. Quite how the latter it more robust, and stop muddy boots going into the café! occasion will be marked remains to be seen; perhaps with a visit from an iconic Many parts of the country, and other railways, have suffered badly this last winter; Romney engine, such as Black Prince, a recreation of the inaugural train, hauled we seem to have escaped the worst of it. This helped to give the railway some by Synolda, or simply with the re-opening of the workshop! encouraging trading figures over the winter and into the spring. Long may it Sadly, not all of the news can be good. The R&ER Magazine is sorry to record continue. By the time you read this, Bonnie Dundee will have been on display at the deaths of two volunteers, Keith Fantham and Norman Waddington. Trevor the Kendal Brewery Arts Centre, over the weekend of 17th and 18th May, to help Stockton and engineer Ian Page have been kind enough to write a few words promote the railway during the world première of the new Postman Pat film. about two men they knew well, tributes which will you find on page 14. The railway mourned the passing of another friend and supporter, in late March, May they rest in peace. with the death of Keith Fantham, a former seasonal staff member and long-time volunteer. He will be sadly missed. Our thoughts, at this sad time, are with Keith’s News from Ravenglass partner Fiona and his sister Marion. A service at Morecambe crematorium was well attended by railway personnel as well as friends and colleagues from his Trevor Stockton professional background. It is now twelve months on from the workshop fire; we patched ourselves up At the same time as Keith, another volunteer, Norman Waddington, passed and, with the help of so many, ran a successful season – now the challenge is to away suddenly, at the age of sixty-seven. Norman was one of the small band do it again. of engineering volunteers, and had been working behind the scenes for some time. Norman’s skills and experience will be missed, as will his ready wit and There is some light at the end of the tunnel; with the return to traffic ofLady humour. Our thoughts are with his family at this sad time. Fuller appreciations Wakefield and , our working fleet of locos has doubled in recent weeks. of both Keith and Norman appear elsewhere in this edition. Northern Rock’s boiler is away in Dorset being re-riveted, and is due back in early May; the driving wheels are being turned up off site. The push will be to try and reassemble the engine for the Whit bank holiday. Perkins is in the middle of a well-deserved overhaul, hopefully to return for the high summer service. River Esk’s overhaul remains the biggest outstanding mechanical challenge. It is expected to start work on rebuilding the engineering workshop on Monday 19th May; this process will last approximately twenty weeks and will, no doubt, cause some disruption during the operating season, a new building and facilities cannot come soon enough. The finished building will, it is anticipated, be longer and wider, in an attempt to set ourselves up for future challenges. We could not return to the old, cramped layout, as legislation will dictate that the machinery will need to be set out to current standards. Working areas for various projects need to be considered. The possibility of outside contract work that we can deliver professionally and on time, and future apprenticeships, etc., will only come about if we can demonstrate that we have a workshop fit for the twenty-first century. Northern Rock coasts out of Mill Wood, for Ravenglass, in 2011. The ladies’ toilets at Ravenglass are now open following a winter internal Photo: Eliot Andersen 4 5 Permanent Way Notes The rails themselves are a mixture of ages – some from the late seventies, up to the late nineties, as well as the pair of new rails which date from 2004, the last David Moseley year of rails being rolled at .

When the last Notes were written, the track had been lifted on the Marsh and The fifteen lengths closest to Ravenglass, at the foot of Barrow Bank, are laid John Wilson was levelling the old track bed and improving the drainage with on pandrol plates on Jarrah sleepers, whilst the rest is on Brazilian hardwood his tractor. sleepers with rails attached by Ffestiniog Railway clips. Two two-foot diameter pipes have been installed on the straight to act not only The relay itself was completed over a very successful January Track Week with as a drain for water running off the field, and the A595 high above, but also to the entire track ballasted and packed by the Thursday. Once the site was tidied act as a relief to any high tide and storm surge. The track here has of course and cleared of redundant materials, we transferred our energies to Horsefalls flooded in the past and has been raised significantly over the years to alleviate where a start was made on clearing the felled trees and burning the brash. the worst risks. With the latest relay it has been raised further and now sits atop We were joined on the last day of Track Week by volunteer Jordan Roberts and a deep ballast base. his Explorer Scouts from Cockermouth, who contributed enormously to the A deeper side drain has also been provided at the Muncaster Mill end of the successful week. section, where the track has been moved out towards the River Mite. A new, In all, some forty-two volunteer days over the week were contributed, in addition deep eight-inch drain has been added near to the half-mile post and has made to the efforts of the full-time staff. Again, it was particularly good to have a large the area much drier. number of our younger volunteers around. Thank you, each and every one. Rails back towards Black Bridge were lifted, and cropped to get the joints parallel, Very many thanks also to Janet [Dickinson] for feeding us – and to the crews prior to the new section. Further rails were cropped over the relay to keep the who went and fetched the meals to site. rails parallel – new rails were added on the straight to compensate. In all some twelve rails were cropped, with the aid of a hired-in rail saw. Interestingly, there It is proposed to hold another Track Week in January next year (as well as were two rails that, having been cut, proved to be impossible to successfully drill [for new fishplates to be fitted]. These rails, of course, had to be replaced with some spare that we had fortunately brought to site.

Douglas Ferreira crosses the relay on Barrow Marsh, en route for Ravenglass, Lady Wakefield was on logging detail for the track gang, here seen taking the in April 2014. Photo: Christopher Glover empties back to Horsefalls, February 2014. Photo: Christopher Glover 6 7 November this year) – dates will be in the next Magazine. Please contact the The side-track drain here, which was close to the sleeper ends and quite shallow, office if you need to know dates before then. has been moved back towards the fellside and deepened. The drains back towards Murthwaite have also been cleared out. Once John and the digger were With Track Week over, a smaller team – but still with volunteer support – safely off site, the temporary roadway of sleepers [for the digger] was removed returned to Horsefalls and continued burning the brash. Some of the smaller and the ballast shoulders restored. and more manageable logs were loaded on to wagons, normally used for ballast, and taken to Irton Road, where they were stacked for onward transhipment. An additional task this year was moving stone from Murthwaite (which had come from Gilbert’s Cutting originally) to Eskdale Green for use in the extensive Prior to February half-term, and the recommencement of train services, a refurbishment of the station area. This project, managed by the Society, has been number of minor jobs were completed, and the line checked before handing funded by a generous donation from the estate of the much missed John Searle, the railway back to the operating department. previous Editor of this magazine. After half-term, we had occupation each week from Monday to Friday, passenger Some four train loads of Eskdale pink granite will form a stone wall separating trains only running at weekends; we returned to Horsefalls, where we were the platform from a picnic area. This replaces the rather utilitarian block wall that joined by John Wilson and his digger with a grab attachment, to start loading the has been there since the West Yorkshire area group built the station building in big logs. It is a tribute to the skill of John that this operation passed so smoothly the 1960s. – by Friday we had shifted some twenty-plus train loads of timber and, in so doing, turned Irton Road into a timber yard. John had a tractor at Irton Road, The final major track work took place on Hollin How Bank, where the track was and we used this to unload the train and stack the logs so they took up the least lifted in an attempt to smooth out the gradients and reduce the ‘ski-jump’ effect. amount of space. Additional ballast was dropped here to help keep the track where we want it. As the loading in Horsefalls and unloading at Irton Road only needed two of Several lineside sections have now had their first strim of the year; thanks to the our staff, the rest of us made a start on the annual servicing of the points in the Society, which has made a significant contribution towards the cost, we are now passing loops. As the points at Irton Road and Fisherground now have detectors the proud owners of a self-propelled flail. Built by Ferrari, with a Honda 8.5hp on them, additional checks are needed by our S&T staff. These were completed engine, we are grateful to Rickerby’s, the local agricultural dealers, for getting us as required. such a good deal. The flail will tackle lineside vegetation much more efficiently, this one being able to get to areas outside the reach of the rail-mounted flail. It The stacked timber has now been collected – the larch was going off to be can, of course, also be used when trains are running. If you fancy a day with a processed as pulp, whilst the hardwood was destined to become logs. Ferrari in the Lake District, you know where to volunteer your services! There is still some tidying and burning of brash, uncovered when the logs were We are also, at the time of writing (early April), making a start on fishplate removed, required in Horsefalls, which can be done now the trains are running greasing. This year the section from Ravenglass to Murthwaite is receiving our and when labour is available. We hope to have a gang out over Easter to complete attention. this work. Further clearance work will continue at the same time around Rock Point, towards Walk Mill on the river side of the line. This additional work will We will also be involved in trackwork for the engineers’ workshop once details open up the views down to the River Mite some distance below. are finalised. Whilst John was on site, the opportunity was taken to replace and enlarge the We make no excuse for inviting additional help on the track. We have been culvert pipe at the bottom of Horsefalls, and to remodel the drainage courses in extremely fortunate in the number of people who have come down throughout the area. Over recent years we have been experiencing much greater quantities the year – several railways have made envious comments on the quantity of of water coming down the fellside than previously. As a consequence, we have people helping us, and particularly the number of younger people involved. had to improve significantly our cross-track drains and associated run-offs. This However we would love to welcome anyone else who would like to contribute culvert was a case in point: some four years ago a twelve-inch pipe was installed, to the maintenance of this fabulous little railway. Please do get in touch. replacing a restricted stone-built drain which probably dated from the early days Remember, you can follow our activities and antics on our Facebook page. of the railway. This drain just about coped with the normal quantity of water, but Search for ‘Rat Track’. was almost overwhelmed after heavy downpours. The culvert is now eighteen- inch diameter, which we hope will cope with anything mother nature can throw Thanks again to everyone who has been helping so far this year – we are, as at us. It is also slightly lower than before, with a greater fall to get the water away. always, more than grateful. 8 9 Traffic News are generally reliable if there is no leakage of Peter van Zeller compressible air into the water supply. River Irt was the first loco in steam for trials, before the new season, on 12th February, but a succession of obstacles needed to be overcome. The new safety The process of valves, made at New Romney, have no ‘pop’ setting and don’t frighten the changing individually passengers when they blow off, and they should involve less stress to the boiler all the elements for in the longer term. River Esk’s boiler has had far less trouble in its thirty years’ components known to service because of the lack of regular temperature and decompression changes. work, from Northern However, as first fitted,Irt ’s new valves didn’t clear steam fast enough, a fascinating Rock, to isolate demonstration of the far greater steam raising capacity of our saturated steam the problem was boilers compared to the more economical superheated boilers used by the prolonged by the need RH&DR. Then, the laws of physics were invoked, as the new left hand side to cool down the boiler to make a change and injector refused to feed water while the right hand side just did what it should. 46115 Scots Guardsman crosses Eskmeals viaduct, then raise steam again The injector uses steam from the boiler to force water into the boiler against that just south of Ravenglass, 12th April 2014. to try it. Then its steam same steam pressure; the apparently impossible normally works because steam Photo: Sam Dixon has tremendous potential energy and water is incompressible. Small model loco air brake compressor, injectors and some main line ones are notoriously fickle, but our Penberthy type which was working when the loco last ran in December 2012, had a crisis and was replaced by Rock’s. As a result Irt was not to make a trial loaded run until 10th April, entering traffic for the ‘pink’ Easter services the following day. At the close of the following afternoon it stood on the turntable at Ravenglass whistling to greet passengers on the non-stop southbound Cumbrian Coast Express, rolling behind 46115 Scots Guardsman. By comparison to this tame coast past on the main line, Irt was now working as hard as ever for its living. A combination of fair weather and a popular ‘free child with every Teddy Bear’ promotion brought out the crowds in force, and Irt was handling full eleven-coach trains in the week that followed. River Mite, meanwhile, ran the daily half-term services from 15th – 23rd February, weekends up to the start of daily services on 15th March and subsequently, without any issues. Of the other steam locos, Northern Rock kept the show going as the proverbial ‘Christmas Tree’, loaning spares while its boiler is off site at Shaftsbury Steam Centre, for replacement of rivets and stays. Its Testing the laws of physics: Ian Page works on River Irt’s injector at Ravenglass, driving wheels were March 2014. Note absence of name plates, steam pipe covers and dome cover. turned at Numech The two working passenger diesels cross paths at Photo: Christopher Glover and the smaller truck Irton Road, April 2014. Photo: Mungo Stacy 10 11 and tender wheels at Ravenglass, while the axle boxes have had side faces The Start of the Ravenglass & Eskdale Railway restored so that the rolling chassis should endure the next five years of its boiler examination cycle when the loco goes back into service for the high summer Peter van Zeller season. It is interesting to observe flangewear on the centre driving axle linked, potentially, to the change of the loco’s new air brakes, which would restrict the It’s one hundred and forty years this spring since work actually started on slide action. There is no change with River Esk (the tender and chassis are at building the Ravenglass & Eskdale Railway, on 18th February 1874. By 15th April Ravenglass; the boiler is off site), but Synolda awaits a boiler examination, and ‘the earthworks for the main line had been properly formed for about two Bonnie Dundee was retrieved from the back of the carriage shed for cosmetic miles; and the navvies had commenced to operate upon the fell land, which work before starring as the Greendale Flyer at the prospective launch of the was of a very rough nature. They had been engaged upon that work for about Postman Pat movie. While respecting the greater flexibility of having all steam a week. The bridge laid under the public road near Muncaster Mill was nearly locos capable of hauling up to eleven-coach trains, it is evident that there up to the springing stones, and the two further wing walls were nearly finished; are weeks on end in the shoulder seasons when Dundee could have readily and also so were the culverts and creeps which have been provided for. The line handled a train if it had been available. While wheel profile flangewear is now was not fenced in, but the posts and rails were partially fixed on both sides of the major determinant in how long a loco can run for, all options for limiting the line for some distance, and the ditches dug. The formation of the line was so this and extending steam loco running availability to fit with the mandatory far advanced as to admit of the rails being laid and finished for two miles of the boiler examination and maintenance periods are worthy. Parliamentary section. Preparations are also being made for the commencement of the Ravenglass bridge’ quoted the Engineer’s report of 15th April. ‘The railway Among the internal combustion locos, Lady Wakefield took a trial trip to Irton company are in possession of all the land up to a spot marked by the King of rd th Road on 3 February, then ran on permanent way duties from 10 February, Prussia [public house], and which is about two-thirds of the whole distance, or before working the half-term diesel services, and further trains with the track rather more…’ gang. Since then it has operated indiscriminately with Douglas Ferreira on passenger work with but a couple of issues; the direction control cable detached The Engineer, George Gordon Page, is one of the little-recognised figures in the at The Green on 26th March and a concern arose with a dark smoking exhaust at railway’s history yet, perhaps, one of the most influential. He was actually born the same place two days later. in 1836, to one of the most newsworthy of Victorian engineering projects; his father, Thomas Page, had come from Yorkshire to work on the Brunels’ Thames Douglas worked ‘outdoors’ for unusually prolonged periods when it was the Tunnel, and his birthplace was the actual tunnel working site. This tunnel was only loco available for the track gang’s heavy work, but reverted to passenger fraught with difficulties that almost killed Marc Brunel and his son, Isambard, th th th work for Fish and Chip Specials on 14 February, 14 and 28 March, and daily as they tried to exploit the tunnelling shield method of excavating in a site from the start of the daily passenger services to cover, first, for the availability reckoned to be impossible. Page was the practical man who completed the of only one steam loco and, then, a need for two diesels for the ‘pink’ Easter tunnel, under the Great Stink, against all odds by 1843. services. It even took an overnight occupation, 15th-17 th April, to move stone from Murthwaite for the walling project at The Green. Father Tom Page went on to plan and build some prominent river crossings, like the present Westminster Bridge in front of the then new Houses of Parliament, Cyril returned to its usual duties in the station yard after fitting a new clutch, and the Lendal Bridge in York, subject of recent controversy; his final aspiration, with occasional forays with the permanent way train, while Les has moved before his death in 1877, was to cross the English Channel with a sectional cast little under its own power. Perkins has seen steady progress with mounting the iron tube. Before starting his own engineering practice, son George worked in new engine, but awaits new wheel castings before the 1929 wheelsets can be his father’s offices to gain experience, including some minor railway surveys, replaced with new axles, sprockets and drive chains. Shelagh of Eskdale, with and left a legacy of ornate arched bridges now listed Grade II, including the its almost ex-works overhauled chassis, sits engineless down the headshunt hundred-foot cast iron span at Myton on Swale of 1868, the wrought iron Blue awaiting developments. The expected reliability of brand new engine units as Bridge of 1875 at Haltwhistle, the Skeldergate Bridge of 1878 at York, and also the prime movers of our diesel locos now means that wheel profile issues are, the pierhead at Margate before his own death in 1885. as with the steam engines, the overall determinant as to when and whether a loco can continue to operate. The value of returning Shelagh to operation in His brief but seminal involvement in what was to be claimed as the ‘shortest due course will not be because the railway needs a spare loco, but to extend railway in ’ is worthy of closer inspection, along with other personalities the working periods of the other main line locos and to be in control of their of the day. You couldn’t make up a Victorian Penny Dreadful story like the tale maintenance needs. of the 3ft gauge track! 12 13 Norman Waddington Ian Page

Norman Waddington was an apprentice at Swan Hunter’s shipyard on the Tyne. He followed a variety of different paths in his career, including work on AEC diesel engine Keith Fantham driving the Murthwaite Locomotive Group’s Cyril plant, in the Sulzer marine on the day of its naming, 16th April 1988. Photo: John Taylor diesel engine erecting shop, and on steam Keith Alan Fantham turbine maintenance at Trevor Stockton Rugeley power station in Staffordshire. Norman Waddington, with a young Ben Taylor, It is with much sadness that the railway records the passing of Keith, who died on at Ravenglass. Photo: Dick Smith His time spent in the Royal 30th March in Westmorland General Hospital at Kendal following a lengthy fight Navy Reserve saw him in with cancer. Keith was fifty-eight. the engine control room of minesweepers, powered by the famous Napier Keith was one of the railway’s longest serving volunteers, in a career which started Deltic two-stroke diesel engines which also powered the Deltic main line locos. back in the early seventies, the period when the railway was growing rapidly. Keith Later, Norman moved to Sellafield, where he was in charge of several different played his part in the summer seasons through the next two decades, coming departments, including pipe-fitters and welding inspection. Then, on retirement, on to the summer staff, diesel driving and guarding. Equally at home helping he took on the job of caretaker at Thornhill Primary School, Egremont, where on the permanent way, he would tackle all tasks with good humour and a smile. he was also a governor. Underlying, though, was always an effort to do the best, a tidy job that looked the finished article. In 2011 he decided to come as a volunteer on the railway. He was encouraged to train as a guard, but soon By the late eighties Keith had progressed to steam driving; a need for more passed decided it was not for him! steam drivers meant Keith became the first of the volunteer steam drivers, which He came to the workshop, today are the accepted norm. Keith enjoyed his time on the footplate but was always to offer his services there, insistent that he was doing it to help the railway and that, whilst he enjoyed it, he and liked it enough to come didn’t want to prevent anyone else from coming forward. This skill was to prove two days per week. useful some ten years later when Keith was asked to return to help out during a period when the railway was short of passed steam drivers. He has helped out with various projects in his time Many of the younger volunteers in the nineties had the benefit of in the workshop, but his working with Keith on the summer lineside fencing gangs; there outstanding efforts to build is many a mile of the railway’s fencing still standing, and which the new disabled coach will continue to stand, that Keith was responsible for putting up. and cycle carrier, along A loyal friend and supporter of the railway, a skilled musician with his native Geordie by profession, an amazing wit and raconteur, his tall tales, jokes, wit and sense of humour, The coach into which Norman and other japes and wheezes will live on in Ratty legend forever. are the things we will most remember him for. volunteers have put so much work. Sleep well my friend. Photo: David Gray Keith. 14 15 Ruth Retires Ratty Tickets Ruth Stockton has retired from her position as Bob Tebb Assistant Catering Manager, Dalegarth Café. Ruth first worked for the railway, in the Tea Bar Although not a railway ticket connoisseur, at Ravenglass, in 1975 with Mrs Mac. Travelling I was recently intrigued to see a group to work from the cottages at Dalegarth, the of Ratty tickets in the Graham Withers journey was made either by hair-raising trips collection, of a type of which I was quite in the then General Manager Doug Ferreira’s unaware. Fiat, down the Birkby Road, or impromptu These, notionally issued by Narrow Gauge driving lessons on Royal Anchor or Shelagh of Railways Ltd, appear to be some form of Eskdale with Cyril Holland, on the 10.10 from seat regulation ticket, obviously for issue Dalegarth. Ruth’s career also covered many when hordes of visitors descended on seasons in Dalegarth shop and booking office, Ratty from main line trains. and work in the old café, before eventually returning to work in the new Dalegarth Café They allow return from Dalegarth to when it reopened a few years ago. We wish Ravenglass only on specified trains – in Ruth at Dalegarth, December Ruth all the best and, no doubt, will continue to these cases at 4pm, 6pm, and 8pm. see her around the railway. 2013. Photo: Donald Brownrigg Departures from Dalegarth around 4pm are not unusual today, and those of us volunteers who crew Fish ‘n’ Chip trains are indeed familiar with 8pm departures The Ravenglass and Eskdale Railway from the top – but this then also implied A DVD review, by Phil Brown departures on the main line from Ravenglass at around 9pm or later! The latest Great Railway Videos DVD production of the Ratty features a cab ride They are perforated ‘roll’ tickets rather on board Northern Rock, hauling the 10.30 departure from Ravenglass. Filmed than Edmondson card type, and their use in glorious spring weather (in May 2013), using five mini cameras mounted may have continued well into the post- around the locomotive, the line is shown at its best. An informative commentary 1960 era. Any further information would is given throughout the journey, including some lesser known facts about be welcome. the local area. Extra content includes a Just to round this off, here is also a ‘proper’ short film ‘behind the card ticket, also branded NGR Ltd, for a scenes’, explaining free pass all-line return. the operation of Visitor Services Officer Lucy Tilsley adds: our railway. A high- We now have new tickets, which are much speed run in both more versatile than the old Edmondson directions makes a ones, and will allow for advertising on the fun final addition to reverse. The electronic nature of the tickets this professionally allows for virtually instant alterations when produced DVD. necessary. Available from www. greatrailwayvideos. A shot of Phil at work, from the DVD. com, priced £14.95. Image courtesy Great Railway Videos Photos: Bob Tebb and Lucy Tilsley 16 17 Society Projects in Progress

JamesJames WaterfieldWaterfield welcomeswelcomes KatieKatie toto StationStation RoadRoad Steam,Steam, JanuaryJanuary 2014.2014. The Cumbria Branch of the British Dry Stone Walling Association hard at Photo:Photo: BobBob TebbTebb work, 12th April 2014. Photo: Sam Dixon

KatieKatie’s’s frames,frames, post-shotblasting.post-shotblasting. TheThe fifteenfifteen inchinch gaugegauge Flying Flying ScotsmanScotsman,, aa formerformer RattyRatty visitor,visitor, sitssits behind.behind. Photo:Photo: BobBob TebbTebb The new wall at The Green takes shape. Photo: Jackie Pharaoh 1818 19 From the Secretary’s Desk a double-diesel cross on the first and last trips – to what extent this proves a draw for the gricers out there remains to be seen. Mungo Stacy, R&ER Preservation Society Honorary Secretary The new turns mean it is possible to make five round trips of the railway in a day WORKSHOP FIRE –A YEAR ON should you wish! Volunteer guards and diesel drivers will be gladly appreciated to fill these early, late and regular turns (though I hasten to add, not usually for a The railway has enjoyed fabulous Easter weather this year and five-trip day unless you are particularly keen. I tried a seventy-miler myself over the trains have been packed out with passengers enjoying Easter and couldn’t remember which way we were heading by the fourth trip!). their day on the railway. Please contact the controller if you are available. It was a year ago on Maundy Thursday that the workshop caught fire. It is an amazing testament to the strength of NEW STEAM LOCOMOTIVE the railway, its staff, volunteers and supporters, that the The basic concept of a new 2-6-2 tender locomotive with narrow-gauge outline scheduled services have run almost entirely as advertised in was presented in the last Magazine. The concept has been refined taking into the intervening year, with minimal impact on our passengers. account the voice of the drivers and engineers at the railway, external expert However, the operational effects are still being felt and will continue to be felt opinion and general views of members through correspondence to the for some time: the Easter service required and used all four of the currently Magazine and online comment. operational locomotives, the two steam engines River Mite and River Irt and The next step being taken by the Council is to work up terms of a formal hire the two diesels Douglas Ferreira and Lady Wakefield. Thought is turning to the agreement with the Company, as it is fundamental that an acceptable agreement summer service and the probable need for a visiting steam locomotive to assist is made prior to major expenditure being incurred. over the high season. Discussions are also occurring with the Company about the potential to Across the car park, the shell of the workshop still bears witness to the fire. undertake the build of the new locomotive in the reconstructed workshop Although the progress on site may appear disappointingly slow, considerable at Ravenglass. Clearly the viability of this depends on the demands on the work and planning is happening behind the scenes. The most important workshop to maintain the existing fleet, but this arrangement could provide decision is what form the rebuilt workshop should take. many benefits including positive publicity and keeping skills and resource Further to the report in the last Magazine, the Society has now agreed terms with within the railway. the Company for a loan at low interest rates of an initial £50,000 with facility to Fundraising will be essential for the project to proceed, and we are seeking increase up to £100,000. This loan will allow the workshop to be rebuilt with a someone to lead a fundraising campaign. Please contact the Secretary (details significantly increased footprint, to allow for an ideal arrangement of tracks and on page 2 of this issue) if you are interested in being involved in or leading this workshop machinery. This will considerably improve the way the workshop campaign. can be operated when it reopens. The extension is not funded by the insurance payment which will only allow for reconstruction of the existing space. MUSEUM Other development includes finalising the insurance claim, identifying the Steps continue to be taken with the museum project, and several activities replacement workshop machinery and obtaining planning permission for the reported in the last Magazine have now been completed. The Society Trust has workshop extension (the planning permission which was noted as granted in authorised a grant of £10,000 towards the museum project, and it is expected Magazine 212 required an amendment to suit the enlarged footprint; permission that this will allow greater matching funding to be leveraged from other grant- was granted for the amendment on 1st May 2014). awarding bodies.

RAILWAY OPERATIONS A tripartite agreement has been signed between the Society Trust, the Eskdale (Cumbria) Trust and the Railway Company. This agrees the transfer of ownership The timetable this year includes an additional early morning and late evening of Katie to the Society Trust, to be on long term loan to the museum which is diesel round trip on the pink and yellow services. This is intended to allow run by the Eskdale (Cumbria) Trust, and operation for special events on the passengers a longer day out using the railway, either out walking in and around railway. Works to complete Katie are currently being carried out at Station Road the valley, or connecting to the main line services along the coast. It also features Steam, Metheringham, funded by the Society Trust. There will be an open day 20 21 at Station Road Steam on Saturday 9th August, where Katie’s progress can be Proposals are being developed to improve the halt at Fisherground as another inspected. Society-funded project. Options are being explored to formalise the platform area with a platform edge and infill, and this may be followed by an improved The Trust has also awarded a grant of £500 to the Boot Riverside Action Group, shelter. The point-set indicators at Fisherground have been installed over the to support a proposal to renovate the former Gill Force tramway bridge over winter by the volunteer S&T team. the River Esk to a standard where it could be adopted by the County Highways Department, thus securing its future. MEMBERSHIP HERE AND THERE The Council is amending its policy on retaining personal data of members. Details of members will be kept on the membership database until the August The Society has provided match-funding to the Company to allow the purchase of the year following a lapse of membership (i.e. for fifteen months). This will of a new trackside cutter. Volunteers have already made use of the machine to allow reminders to continue to be issued, which is expected to be successful keep the lineside clear. The foreman is particularly pleased with his new set of in increasing the retention rate of members. Personal details will be removed keys – the machine is made by Ferrari. sooner than this should any member request so in writing or by email. New format tickets have been introduced this season [see page 17] to integrate with online sales and accountability for tickets. The Edmondson card tickets ANNUAL GENERAL MEETING will therefore only remain in use from the intermediate stations when these are A notice of the Annual General Meeting is enclosed with this Magazine. The manned. It is intended that the space on the rear of the new tickets will be used AGM will be held at Dalegarth on the evening of Saturday 19th July. A train will to promote the Society. be provided from Ravenglass, departing at 18.30. The AGM commences at 19.30, Initial works have been completed at The Green as part of the Society project and food will be provided at Dalegarth for members in attendance. We would to improve the station. Trees have been felled to the rear of the station and this like to hear the views of our members, so please do attend if you are able. makes an amazing difference to the amount of light reaching the station and platform. A new dry stone wall was completed the weekend before Easter.

On 21st April 2014, River Mite pulls away from Dalegarth with a busy 14.50 River Irt snakes down grade towards Rock Point, on 21st April 2014. train. Photo: Derek Walmsley Photo: David Mart 22 23 Running the Preservation Society Society Officers contact details available on page 2 Mr Sam Dixon Chairman 29th July 1997 (date elected to council) Sam Dixon Mr Ian Leigh Hon. Financial Secretary 18th July 1992 Mr Mungo Stacy Hon. Secretary 22nd July 2006 As members will know, the Ravenglass & Eskdale Railway Preservation Society Mr Phil Taylor Hon. Membership Secretary 11th July 1987 is pledged to support the Railway Company with the operation of the railway by Council Members providing financial support, practical help and through running of the Society’s Mr Iain Aldred Nominated Railway Director 9th September 2006 own locomotives, River Mite and Douglas Ferreira, and own open coach 287. Mrs Sarah Bennett 31st October 1999 The Society also owns and operates its volunteer hostel Heywood House. Mr Daren Chandler 11th September 2004 Volunteer members of the Society help to operate the railway as guards and Dr Di Chase 22nd July 1995 drivers, and by maintaining the track, and many more activities. Mr Neal Glover 16th June 1973 th All this activity requires direction, organisation and planning, a responsibility Mr Stuart Harrison 20 May 1967 st that falls to the Preservation Society Council. The Council consists of up to Mr Mike Jenkins 21 July 2001 th twenty people who meet quarterly in Ravenglass. Meetings review, and receive Mr Peter Mills Volunteer Liaison Officer 11 September 2010 th reports on, the finances of the Society, contacts with the Company, projects, Mr David Mosley 14 July 1984 th membership, Heywood House, Society rolling stock, the Magazine, sales activity Mrs Jackie Pharaoh 20 July 1996 st and any other business arising. Minutes are taken of every meeting and held Mr Richard Robinson 21 July 2012 st on record for future reference. All Council members also act as Trustees of the Mr Andrew Thompson 21 July 2012 th Ravenglass & Eskdale Railway Preservation Trust, the charitable arm of the Mr Peter van Zeller 10 June 1972 th Society, and Trust business is also transacted as part of the main meetings. Mr Tom Whitbread Sales Officer 20 July 2013 Mr Jim Wilcock Assistant Membership Secretary 18th July 1998 Council members are elected by the membership at the Society’s Annual General Mr Terry Williams 11th September 2010 Meeting, which is held in July each year. Council members serve for three years and then retire by rotation (although they can offer to stand again), so the membership has the chance to elect one third of the Council at each AGM. Amongst the twenty council members are three officer positions elected annually by the membership at the AGM – Secretary (currently Mungo Stacy), Financial Secretary (currently Ian Leigh) and Membership Secretary (currently Phil Taylor). The Chairman of the Council is appointed by the Council at the start of its September meeting each year. This role is currently held by Sam Dixon. The Council also appoints a Director to the Board of the Railway Company. He attends the quarterly company board meetings, held at the Company head office in Kendal, to represent the interests of the Preservation Society and contribute to the discussions and decisions made about the railway. This post is currently held by Iain Aldred. This is your Council – running the Society on behalf of its members. Any member of the Council would be pleased to discuss any issue with you and raise it on your behalf at a meeting. Please feel free to approach any one of us. Dates of forthcoming Council meetings can always be found in the Events Diary. We also welcome new members who wish to stand for election to the Council. If you would be interested in joining the Council to contribute to the running of the Society and its future direction, please contact the Secretary, Mungo Stacy, The Council, on a tour of the Newton Heath depot arranged by Council at [email protected]. member and depot driver Terry Williams. Photo: Stephen Bennett 24 25 What The Driver Sees The views of rivers and mountains are much David Dixon improved by recent felling of trees (there are Shortly before Easter I was fortunate to ride the line in the comfort of Doug’s plenty still left!), and the cab; with a north wind enough to freeze your extremities, it was no day to ride Company has been able the opens, so I was doubly blessed. Travelling to Dalegarth has always been a to sell much of it to boost pleasure, but I was struck this time by how much has changed since my first visit income, though some has as an eighteen-year-old, a lot of years ago; most of it for the better. doubtless found its way to I’ll start, though, with a change on which opinions may vary. In those days I those pesky steam engines! recall few if any lineside notices or equipment. Now they are everywhere: telling I particularly welcome this drivers where to radio in, where to whistle, where to stop, where a footpath or clearance, as some heritage track is crossing the line. The tiniest halts have names, warnings not to walk lines in the Midlands carry Twists and turns at Rock Point. their passengers, boringly, along the track from them (and invitations, Soviet-style, to report anyone who is, Photo: David Dixon with a reward for shopping your fellow citizens), and (more positively) fine new through endless forest. illustrated information boards about their history. There are mileposts, gradient Muncaster Mill, sadly, can be visited no more (is it true that they got European posts, emergency phones and even photo-voltaic panels. Sensibly, there are money to rebuild it so that the public could see it in action?), but The Green was tools to beat out anything that catches fire (from those pesky steam engines, a hive of activity as an army of volunteers, many like me of a certain age, slaved you know). In the old days everyone just knew where they were, how to behave, away in the rain to build splendid new dry stone walls. And the two termini are and what to do if anything went wrong! (I know some of it is required by those much more substantial than in days of yore, feeding both the inner man (and who insist on railways being über-safe, but one can still regret the proliferation woman, and child!) and their compulsive need to shop. of clutter). What hasn’t changed is the natural world all around. No deer or red squirrels The track is enormously better than it was, both in alignment and in solidity, much that day, but plenty of birds – heron, duck, oystercatchers and even a snipe on of it relayed recently, but I was intrigued to find in use three methods of securing the marshes, goldfinches racing the train near Fisherground, a buzzard in the rails to sleepers, one of the most recent using Pandrol clips as on big railways. woods. Two horses were grazing at Spout House, stripy cows stood in a field As a result the ride is generally excellent these days, despite the narrowness by The Green and a sheep waited patiently on the platform at Irton Road. By of the gauge. (The the line, masses of seasonal primroses and daffodils, and the prolific gorse; in venerable and the distance, the wonderful fells of England’s highest mountains. The driver erudite civil was of course concentrating on his task, but even he could spare a glance at engineer of the the wonders round about, Ffestiniog who I met which added to the joy of over breakfast in my driving an engine, dreamed B&B told me he was of since childhood. much impressed). Many of our members In places the line and visitors just like little twists and turns to railways, and it is one of the follow the contours best. But for those whose – less evident when spirits are not lifted by such riding in the train. simple pleasures, preferring And stone bridges, the natural world, there is probably from the plenty for all to enjoy by our nineteenth century, lineside in this delightful stand as solid as part of the Lake District. An unewesual passenger at Irton Road. Clutter at Beckfoot. Photo: David Dixon ever. Photo: David Dixon 26 27 Ratty Electrification The reason for this survey and estimate was to allow a new share offer to be raised, and a new company formed to pay off the debts and get the line going again. By Graham Worsnop 1909 a proposal and act were prepared, and a prospectus was issued to try and raise £28,000. By 16th May 1910, concerns were raised that the process was getting We’ve all heard the one about the mother who told her child not to step on the nowhere; insufficient shares had been sold and the suggestion was made to rails at Dalegarth because he’d get a shock (obviously basing her knowledge on abandon the line, to stop money trickling away to no purpose. This seems to have his toy train, or dad’s ‘model railway’). been what happened, until one creditor managed to lease the line (with absolutely Periodically, there are suggestions on Ratty Chat and the Facebook page that we no authority) to Bassett-Lowke, who converted it to 15” gauge. should electrify the line – but once the raucous laughter has died down, amid An indication of the shambolic state of the line can be gained by the fact that a comments about frying passengers on overhead lines and cooking them on the number of records could not be found – minor things, such as those relating to third rail, the suggestion goes quiet again for a while. the payment or otherwise of tax! So it’s a silly idea that will never see the serious light of day, then. Well, it might Against this background, and while trying to confirm what the costs would be surprise you to know that it has been seriously considered. to get the line up and running again as a going concern, the question of traction This all came about while the bankrupt [Owd Ratty] railway was still running was seriously investigated. some trains, and trying to work out how to pay off its creditors. The line had One B. Sankey A.M.I.E.E, the Borough electrical engineer for debts of £6,974 16s and 7d. Round about £700,000 in today’s money. And as it Corporation Electricity Works, produced a report on the proposed electrification was still running some trains, there were ongoing expenses and staff costs. of the Ravenglass and Eskdale Railway on 21st October 1909. This was quite a The line was, physically, a mess. A report on 6th December 1909, by David Rutherford thorough report, and considered quite a number of options, some being quite (the Furness engineer who had inspected the line on the 2nd December), found that: radical at the time. The Ratty would have been a UK - if not a world - leader, had all the fences along the line needed replacing and about two miles of stone walls some options been followed. The report considered how best to produce the needed repairs; the cuttings and embankments were all in good order, but needed necessary power and how to use it in propelling the rolling stock. Given that to be widened to allow sharp curves to be eased; the bridges and culverts all suffered there were no sources of cheap coal, he considered water power, diesel-type from masonry in poor condition for want of pointing; the underbridge at Ravenglass oil engines using crude residue oil, or by suction gas (now called producer gas) main road needed strengthening. The permanent way used flat bottom rail at 45lb/ produced from anthracite or gas coke. yard spiked to cross sleepers. All the sleepers were ‘done in’ and all but two miles of The only useful source of water would be Whillan Beck at Boot. Going up stream rail was worn out. 45lb/yard rail was light for anything over 10mph, and was difficult and putting a dam across the ghyll at the western boundary of John Vicar’s land, to keep in proper line and level. The advice was to upgrade to 65lb/yard rail, spiked of a height not to interfere with the working of his sawmill, could give a 230- on the straight and with fang bolts on curves with sleepers 6’ by 9” by 4 ½”, ballasted 250ft head. Assuming a 200ft head, a fourteen-inch pipeline, half-a-mile long, with broken stone or similar. This would prove to be a cheaper option in the end. would be needed. The costs would be: Platform walls needed repair and the station buildings were in bad condition, but could be repaired. There were no conveniences on any platforms and the Board of Pipeline £900 Trade may request such be provided. Cost estimates were: Dam £150 Water Turbine £250 Improvements on curves £1,000 Dynamo £220 Relay as above £9,200 Total £1,520 £152,000 today Buildings £200 Conveniences £200 This did not include the costs of land, buildings, wayleaves, or compensation for Platforms/bridges/culverts £150 water rights at Boot Mill – but it put the scheme out of consideration. The fact Ravenglass road bridge £60 that, in drought conditions, there would not be enough water was also a factor Fences £1,500 in rejecting the scheme. Contingency £690 Diesel and gas plants would be at Ravenglass on land owned by the directors. Total £13,000 (£1,300,000 today) A diesel system would have advantages, but would be 25% higher in initial cost, A scrap value of £700 was placed on the old materials. and have a 30% higher fuel cost, so was ruled out. 28 29 That left a suction gas system, housed in suitable buildings consisting of a Maid of Kent and Elmira’s Centenary producer house (containing gas generator, scrubbers, etc.), fuel stores/bunkers, engine house (with engine, dynamo and switchboard) and a small battery room Gerald Elliff (housing a battery for lighting buildings and the yard, supplying power for the producer fan, workshop lathes, etc.). He also advised to erect a light, corrugated Seeing Jackie Pharaoh’s note in the last Ratty Magazine, about the camping coaches tin building to use as a car shed and workshop adjacent to the generating station. being one hundred years old this year, made me realise that my family and I had been sharing in the last fifty years of their life at Ravenglass. How to apply the power to move the trains, then? Early in 1963 my mother (who was seventy) decided she would like a railway The two usual methods of overhead line and third rail were considered camping coach holiday. Brochures having been sent for, we found that the best unfeasible. There was a high capital cost in relation to traffic levels, there would was, of course, a Pullman coach, and the only ones available were on the North be difficulties in getting the OHLE (Overhead Line Electrification) below bridges, Wales coast and at Ravenglass. These coaches were part of the fleet belonging to and the third rail would be a danger to livestock and public. The necessity of British Railways (London Midland Region). keeping the generating plant running and the system energised even when trains were not actually travelling was also prohibitive. So, we plumped for Ravenglass, a decision that we have never regretted. The cost of hire of the coach was in the region of £15 for the week. The only other thing to So, what to do? The only practical option was accumulator traction, by consider was the luggage. The brochure advised “luggage-in-advance” – collected means of an electric loco, each with its own battery and forming a complete and delivered to the holiday site for 5/6d per package; a bargain, compared with and independent unit. There were several such working successfully on the today’s prices. continent, but none in the UK. The capital outlay would be less than OHLE, the only other feasible alternative, but the working costs would be much higher. So We arrived at Ravenglass station on an August afternoon that year, to be met by the much so, that the traffic on the line would be insufficient to make the scheme station porter, who conducted us across the (then) BR goods yard, complete with financially viable. its cattle-loading dock.We discovered that, although the bedrooms were fitted with sinks and taps, there was no running water. Gas was supplied to the gas mantle Some of the technical data make for interesting reading: lighting units from a cylinder outside. Water was available from a stand pipe which Total weight of loco and battery - 20 tons. It could drag two cars, each with was against the iron railings outside. There were no toilets inside, and we would thirty-six passengers and weighing 14 tons when loaded. Also a 9 ton van, giving be obliged to use those provided in the BR station! As ‘elfansafety was unknown in a total weight of 57 tons. The loco, fitted with twin 50hp motors, would be able those days, we were able to use the level crossing between the main line and station to haul a full train at an average speed of 12mph, excluding stops. The locos platforms. Also, a night (chemical) toilet was provided in the small building at the would cost £850 each, and the batteries (two per loco) £640 each, making a cost entrance to the (present) car park. The two coaches were there, as today, but with per unit of £2,130 (£213,000 today). Projected battery life was not quoted, but the kitchen and the corridor windows overlooking the Ratty station. Provisions would be unlikely to exceed two years. Maintenance costs, based on Prussian had been ordered through the Station Master, and awaited us in the coach. practice, were 5d per mile – but the rail should be not less than 60lb/yard. The adjoining coach was occupied by a family with three children, a little bit older Not surprisingly, Mr. Sankey could not recommend that electrification be than ours, but they all got on very well. We joined them one evening for a boat proceeded with. However, he did urge that relaying with heavier rail be carried trip up the River Esk, which was organised by Mr Pharaoh from the garage [in out anyway. In the meantime, one option which he did want to pursue, if the Ravenglass]. directors agreed, was the use of self-contained passenger cars, electrically driven. Now, of course, known as an EMU (Electric Multiple Unit), these were said to be very economical on branch lines with intermittent traffic, with no waste while standing at termini, no steam raising, and they could be worked by just a driver and conductor. Any mineral traffic could be worked by the existing steam locos. No indications exist that such investigations were undertaken. For producing this report, the company was charged £5 5s 0d with 15s 0d expenses. Would that such reports could be obtained for that price today, when even £600 (today’s equivalent) would be cheap! Maid of Kent and Elmira. Photo: Gerald Elliff Ravenglass in 1963. Photo: Gerald Elliff 30 31 Six years later, Roger (my son) and I walked the Dales Way, Ilkley to Windermere, Forty Years Ago then added on Coniston and Eskdale youth hostels, ending up on the Ratty to John Taylor Ravenglass. There, we found the two Pullman coaches, returned to the goods yard sidings with their escape to the main line now cut off. On enquiry, we found that Edited highlights of previous editions of the Society’s Newsletters/Magazines: they now belonged to the R&ER and were available to hire. Since then, we have been in most of the school holidays (except Christmas) – but not every year. The Issue No. 54: dated Summer 1974 babies, who once were bathed in the ‘kitchen’ sink, are now grown up – one, The cover picture was entitled “Inside the Ratty Arms”. indeed, enjoyed his (very respectable) stag weekend in Maid of Kent. The coaches have had many improvements: electricity throughout; cold water now flows to Ratty Arms Sets Off on the Right Track all the taps; one vestibule has been converted to toilet and shower cubicle; the kitchen has been brought up-to-date with cooker, fridge and hot water (though Reprinted from the Whitehaven News of Thursday 20th June. sadly through removal of some of the original fittings); new, in-house, joiner-made Lakeland’s newest public house, the Ratty Arms, was set off on the right track bed frames and bunks. In fact, our first job on taking over the coach is to look on Thursday evening June 13th, when it was officially opened by Mr Pat Cook, for the new improvements! The recent re-roofing has made quite a difference to Chief Executive of the English Tourist Board. Lord Wakefield explained that the summer temperatures – not too hot, as it once was. We still prefer Maid of Kent, but new venture came about when British Rail decided some time ago that they had don’t always get the choice! no further use for the station buildings at Ravenglass because it had become an The outside area has improved: we now have a ‘garden’ front and back! When we unmanned halt. So the Company, whose famous “La’al Ratty” miniature railway first came, the area between the goods yard and the road was thickly wooded, runs just a few yards away, bought the buildings and under the guidance of there was a timber hut (old sleepers, heavily tarred), which eventually burned their general manager, Mr Douglas Ferreira, they have been converted into the down, and the outlook from the coaches was rather dark. In due course, the area “Ratty Arms”. A vote of thanks was given by Mr John A. Robinson, chairman of was felled, giving a clear view to the main line. A garden was created in the middle, the Ravenglass & Eskdale Preservation Society, who presented Mr Cook with an and there was room for the children to picnic and play on the grass – a 1000% [sic] inscribed copy of Keith Davies’ history of the railway. improvement! News from Ravenglass Ravenglass village was also a much quieter place, with fewer cars lining the Main Street than today. But it did have more varied facilities: a pub (The Pennington The grand weather at Easter gave us a good start to the season. The weather Arms); a Post Office (Cowan’s); a butcher (Fenwick’s); a general store for day-to- was kind again over spring Bank Holiday and the figures for April and May day needs; a garage (Pharaoh’s) with petrol at about 1/5d a gallon; a reading room; showed a healthy increase. The number of passengers during June however is a village hall (as now); plus two railway stations, which is something not many slightly down on last year. There was an increase in the school part traffic but places can boast! the number of visitors to the area seemed to be less than usual. My wife and I are looking forward to celebrating our Diamond Wedding next year, Routine work, the preparation of wheels and bogies, and the making of and there is one thing we never disagree about – holidays at Ravenglass! Maid of couplings for the new coaches have kept the engineers very busy. All the locos Kent wins every time! are in good order, except Shelagh of Eskdale. There is some fault in the hydraulic system which has so far confounded both our engineers and the manufacturers. A large sum has been spent on a new pump and motor of a later and more robust design. Readers of the “Bedside Ratty” will have seen the photo of the boat lying on its side which once served as a shelter at Miteside. Now that the GM has moved to Miteside and the Company has bought Miteside Cottage, the halt is being used more than for a long time. The bows of the boat now lying beside Ravenglass turntable is to be erected at Miteside to protect waiting passengers, thus turning the clock back most pleasantly about seventy years. River Irt at Dalegarth. Royal Anchor at Ravenglass.. The winter and spring working parties spent time on various projects including: Photo: Gerald Elliff Photo: Gerald Elliff 32 33 washing the interior of the awning and the BR station shelter; chipping and Ratty Diary 2014 painting Ravenglass footbridge; digging out a siding site so that Quarryman E&OE. Please check dates and details nearer the time before travelling. and the two spare Dalegarth coaches can be stored clear of the existing siding DATE EVENT CONTACT between the walls; patch re-sleepering near Black Bridge and Muncaster Mill Bridge; preparing the surface of the floor in the ex-BR Goods Warehouse which JUNE is destined to become the Joiners’ Shop to relieve pressure on space in the Saturday 14th Council Meeting, Ravenglass Secretary existing workshops; and during the May Bank Holiday weekend operated car park and shed duties. Sunday 15th † Father’s Day Ravenglass Another complete telephone exchange has been brought from Germany, and JULY it is intended that this will be installed to cover the upper half of the line. It is th to be linked in with that already in operation at Ravenglass to give complete Thursday 17 Press deadline for September issue Editor automatic coverage of the whole line. A supply of telegraph poles is being Saturday 19th Society AGM and evening social event, Secretary organised by the S&T Department and it is hoped that all materials for the pole Dalegarth (train available from Ravenglass) line will be to hand by the autumn. It is hoped that volunteers will undertake the planting of the one hundred and twenty-five or so poles. Having our own SEPTEMBER telephone system will have many advantages. Not least will be the considerable Saturday 13th Council Meeting, Ravenglass Secretary annual saving in the expense of renting the all stations omnibus line from the GPO. The new system will be far more positive and will make it easier to contact OCTOBER the person you want. Plug-in points will be provided at say each half-mile post. Incidentally, having telegraph lines for the length of the railway will also enable Saturday 4th - † Postman Pat and Jess the Cat Ravenglass us to bring into operation some form of train control – yet to be decided. The Sunday 5th system of telephones is slightly unusual and has one rather amusing feature. Full details of all Railway events can be seen on the website: † Please book in advance To dial a number on the other exchange from which you are speaking, it will http://ravenglass-railway.co.uk/events/ be necessary to press a button on the phone. Whether or not you do this, the telephone tells you which exchange you are dialling into. At present on lifting a phone on the Ravenglass exchange, Uwe-Jens Jansen’s Germanic tones announce “Ravenglass . . . Ravenglass . . . Ravenglass”! Richard (Benny) Benstead has handed over the controls of River Mite to Trevor Stockton and has taken over the equally responsible task of keeping the line and lineside in order during the season. Peter and Katie van Zeller have moved from Ravenglass A last glimpse of Horsefalls as it was: Northern Chief (RHDR) and River Esk Station House to the wilds double-head at the 2011 May Bank Holiday gala. Photo: Eliot Andersen of Miteside Cottage. We welcome John and Pauline Back Cover: ...And after: River Mite rolls down Horsefalls, three years on from Keith Fantham, with Ben Taylor, aboard the Tucker who have taken on the time of the front cover photo, following a winter of logging activity here. abovementioned Quarryman in 2007. the managing of the “Ratty Photo: Peter Mills Photo: Eliot Andersen Arms”. The R&ER Magazine is published by the Ravenglass and Eskdale Railway Preservation Society Ltd. 2014. Registered office: The Station, Ravenglass, Cumbria CA18 1SW. Incorporated in England. Registered No. 697768. 34 Printed by Craven Design and Print, Shropshire. www.cravendesignandprint.co.uk 35