From taking over a site where the station building narrowly escaped the same fate as the former signal box the project has overcome many difficulties, many of them caused by changes in local government and consequent changes in ownership of the site. It is now at a stage where clear progress can be seen: the Trust has a lengthy lease, has restored several buildings and the line is being extended beyond the current quarter-mile of track, with hopes of providing public trains in 2009.

Although there are no plans to make this a lengthy line, there are firm plans to make it double track - thus justifying the name of the project, and possibly causing a much larger operation to re-think its claim to be the UK's only double track, main line heritage railway! Anyone interested in finding out more is invited to visit the Trust's website at http://www.sdjr.co.uk/index.html

Wednesday 17th September
Join the ORR and see the world
David Brace

David first explained the purposes of the Office of Rail Regulation, including how the legal framework had developed and how he came to be involved in it. He then displayed further details to show how the ORR satisfies those purposes – slightly rushing what he described as ‘the boring bit’, to the extent that some of us did not have time to read every word on the screen before he passed to the next view (which probably satisfied those who did not want to read every word)! His commentary included mention of a programme of international fact-finding visits conducted during 2007 as part of the ORR’s work on the 2008 Periodic Review, which will determine the regulated outputs and track access charges for the next five-year period.

For the second half of his presentation, David showed a series of views illustrating visits to a number of railway administrations in Europe, North America and Australia, enlivened by an informative and amusing commentary. He also included views of ‘off-piste’ trips to various railways in those countries, undertaken when gaps in meeting schedules permitted (including an action-packed stop-over in Hong Kong, during the return journey from Australia) and of various railway locations in Britain that he had visited in the course of his work.

All in all, a fascinating presentation on what might seem at first glance to be a somewhat dry subject.

Wednesday 16th July
Observation evening at Didcot Parkway station

The weather was better than in June but only three branch members attended (we also saw several members from Bristol branch, some of whom went on to Oxford in the afternoon). Operations were again fairly normal, with perhaps more interest on the way to and from Didcot: one of us saw 60019 Bittern at Reading with an outbound Cathedrals Express working, whilst the others saw a 66 hauling three sets of ex-SWT slam door stock through Basingstoke on its way to Knights Rail at Eastleigh – and we all saw Bittern on its return journey at Reading.

Detailed observation lasted from 11:38 to 19:45 – except for a few minutes taken to buy lunch, during which the empty Murco tankers to Robeston passed through early.

Passenger operations ran more smoothly than last year, with no major delays: of the GWML services, only one was marginally outside the long distance standard of 10minutes late – and the same applied to the fast services to/from Oxford and beyond; most Cross-Country services were also within the same standard, the two exceptions passing an estimated 12 and 19 minutes late; the stopping Oxford services were less good, with 29% running more than five minutes late – the worst being 15 late. Two of the 180s remaining with FGW were seen: one on the 11:51 Paddington to Hereford, 15:19 return and 18:51 Paddington to Oxford, the other on the 15:21 Paddington to Oxford and 17:01 return; FGW was providing a better standard of comfort to its Cotswold line customers than in previous years, all of these services – and all but one of the fast Oxfords – being formed of IC125 sets (except the 180s already mentioned); class 165 and 166 turbostar units were still used interchangeably on the stopping services. Most FGW stock seen was in dynamic lines livery, although some buffet cars were still in the previous version: some of the IC125 carriages were observed to have yellow diamonds painted on door joins, apparently to aid staff in detecting any doors left ajar.

Freight operations were more variable: most Freightliners were within 10 minutes of booked time, the one exception being 44 minutes late, but EWS services differed: the Murco tanks, as already observed, ran early, whilst the 18:13 Appleford to Bow arrived 92 early (its driver commented that the previous day, he had arrived at Acton before he was due to leave Appleford); only three of the five available paths for coal trains from Avonmouth to Didcot Power Station were used, whilst departmental and trip workings bore no relation whatever to the booked timings (according to Freightmaster). 22 locos were noted: one 08 in the yard, one 59 and twenty 66s (11 red, 9 green); there should also have been a 60 on the Murco tanks, but this was not visible when I returned to the platform.

No activity was observed in the Steam Centre.

Wednesday 18th June
Observation evening at Eastleigh station

Observation evenings in June ought to be sunny and warm but this day was overcast with a cold wind; twelve members and friends drifted on and off the platform during the evening but the weather led most of us to depart earlier than planned, detailed observation lasting only from 17:52 to 21:02.

We were rewarded for our efforts with fairly routine operations, the only real item of note being the sight of unit 153365 in Central Trains livery running off the Chandlers Ford line and through to the works for a repaint.

South West Trains services were all within 3 minutes of booked (or estimated) time, apart from the 1935 Waterloo to Weymouth which passed 6 minutes after it was due to depart Southampton Airport Parkway; Cross Country Trains did even better, all passing within a minute or two of estimated booked time. A breakdown of stock types is shown below.

Freight services presented a mixed picture: ‘normal’ services, whether EWS Intermodal, Freightliner or the GBRF Gypsum empties, all ran within ten minutes of booked time; one intermodal arrived ten minutes early and sat in the platform for several minutes, with its tail stretching out onto the main line causing minor delay to an approaching train from Weymouth and to one from Portsmouth that was due to follow it. A stone train (presumably the 13:40 from Merehead, booked to run TFO) had arrived earlier; 59203 drew the empties forward in the sidings level with the platforms at 18:32 and eventually departed at 20:18. None of the scheduled departmental workings appeared.

We saw 12 locos in total: the aforementioned 59, ten 66s (3 red, 4 green and 3 blue) and a GBRF 73, parked with two of the 66s in sidings adjacent to the station.

Three SWT 158s were working the Salisbury-Romsey diagrams, whilst a fourth operated various short services on the main line; of trains to or from Waterloo, all Weymouth and most Poole services were formed of 444s, whilst one Poole and the one Southampton were 450s; Portsmouth line services were the usual mixture of 444s and 450s – giving train lengths of 4, 5, 8, 10 and 12 cars!

Wednesday 21st May
Animal Powered Railways
Nick Kelly

Nick presented a well-researched talk on muscle-powered railways. The earliest form of railway employed horses hauling wagons in wooden rails; elsewhere in the world oxen, dogs and elephants were used. Around 200 years passed before Britain’s first horse-powered passenger railway began operating (The Swansea & Mumbles). Urban tramways duly followed but were replaced by other power so that no horse trams remain in Britain, with just the Douglas Horse Tramway on the Isle of Man. The last shunting horse on BR was retired in 1967 but industry continued to use a pony until 1999.

Those who were on holiday missed an interesting talk.

Saturday 3rd May
Visit to South West Trains training school

Eight members (the largest party that can be accommodated) gathered outside Basingstoke station to be met by our guide, who took us to the training school. There we were given a description of the facility and shown the control room from which trainees’ progress can be observed, before being sent in pairs into Desiro simulators 450196 to 450199.

These are exact replicas of the cabs on the class 444 and 450 units: whilst the windscreens are replaced by computer displays, all the sounds relevant to their operation were reproduced and the only thing missing was any sense of motion.

We took it in turns to ‘drive’ the units along the first part of the simulated route, which shows straight track through several stations (a second part is more complex and is used only for serious training), with the instructors changing weather and rail conditions. It was much more complicated than one might expect, requiring constant attention to the various warning sounds as well as some skill in stopping the train at the correct point alongside the platforms.

Wednesday 16th April
Light Rail in London: Dockland Light Railway and Croydon Tramlink
Steve Bigley

Steve opened by displaying an unusual map of London’s railway routes, produced in the 1970s, showing the lines geographically rather than in the more familiar diagrammatic representation. This was left for the audience to peruse during the interval.

The main part of his talk related to the routes of the Docklands Light Railway and of the Croydon Tramlink, showing us slides of them in their former use, during construction of the new lines and in current operation.

Wednesday 19th March
Southern Railway signalling
Ted Goodman

Ted opened by summarising his experience in the field, both as an official ‘signaller’ (he prefers ‘signalman’) on the Bluebell and through many visits to installations on British Railways. He then gave a very informative (though, thankfully, not over-technical) talk on many aspects of the subject – including signals, signal posts, route indicators, signal boxes and signalling centres, interlocking and methods of train regulation – all illustrated by appropriate slides.

His explanation of the various arms on the gantry that formerly stood at the down end of Southampton Central was particularly appropriate, as that is a location well known to most of the audience.

Wednesday 20th February
The Mid Hants Railway – past, present and future
David Yalden

David opened his presentation with a film of the Mid Hants Railway, made in the early 1980s. This gave us a reminder of that Railway’s achievements after some five years and became more relevant as he outlined changes since then: for example, we may have forgotten that the track had to be re-laid before trains reached Alton. He also described various activities and events held on the Railway, to keep the paying customers flowing in.

An interesting evening to jog the memory.

Wednesday 16th January
John o’Groats to Lands End by rail - Part 1
Alistair Jeffery

Alistair presented a series of slides, taking us from modernisation-plan diesels in Scotland by devious routes including both East and West Coast main lines and various places in between, ending with a glimpse of the variety of ex-GWR and LMSR steam locomotives seen on a Summer Saturday in Shrewsbury. Concentrating on slides of the 1960s and 1970s, we were able to appreciate how the railway scene has changed.

We look forward to part two (and seeing what further devious routes Alistair may describe) when he returns to complete the journey to Lands End, next year.

Tuesday 8th January
Annual Quiz

2007 was Meon Valley Locomotive Society’s turn to host the annual quiz but, as they had been meeting in temporary accommodation, they postponed it until now.

Back in the usual hall, teams from the usual three Societies did battle in front of an audience of Meon Valley members (we were to have been joined by a team from Andover, as at Basingstoke in 2006, but they were unable to make it).

After a close-fought contest, during which the lead changed hands a couple of times, Basingstoke ran out winners with 95 points to our 87.5 – whilst the hosts brought up the rear.

Later this year, it will be our turn to host the quiz – and we will need a couple more volunteers if we are to make a success of it, as we only had enough to form the team of four this time

Wednesday 12th December 2007
Social evening

Our informal Christmas meeting started with Ivor Thomas presenting slides of steam specials in the 70s and 80s featuring Lord Nelson, Sir Lamiel, Duke of Gloucester, Clan Line and City of Wells. The common factor was that all but the last were back out on the main line for a second spell (as was a similar loco to City of Wells, in Tangmere). Spying suitable photo spots we were told foliage has ruined the view.

Mike Green's contribution included an illustrated description of the restored and privately owned railway station with accommodation at Titley Junction, as well as mysterious railed items at sites throughout the country with a request of 'what is it?'

John Godfrey took us to Russia for trains and trams, including some of the exhibits at the Moscow Railway Museum. In some towns maintenance of tram tracks and vehicles leaves: much to be desired, it being possible to rock seats and lift the tram floor!

Steve Bigley showed slides of bus running days including Liverpool, much to the delight of Mike Turner who once lived just round the corner from some of the scenes.

Finally, our thanks go to Ann Wilson for providing the buffet.

Wednesday 21st November 2007
Working on the Somerset and Dorset line in British Railways days
Keith Barrett

This month’s presentation was by Keith Barrett, who was a locomotive cleaner and then a fireman at Templecombe shed for some ten years starting in 1954. He described the rosters at the shed and the many and varied tasks carried out by cleaners and firemen, including times when they were loaned out to other sheds. He then explained that although he had left the railway when he could see that the Somerset & Dorset route was being run down, he had retained a lifelong interest – collecting many thousand photos and slides, as well as other memorabilia.

Keith then showed a sample from his collection of slides - taking us on a journey from Templecombe to Bournemouth, from Evercreech Junction along the original Somerset Central line to Burnham on Sea, then finally up the extension to Bath Green Park (or Sainsbury’s car park, as it has now become). His commentary accompanying the slides differed from the normal in that, as well as various anecdotes, he included and details of the shed providing the crew or the loco as well as the balancing working. He was unimpressed by the GWR 2251 class locos on the S&D, whilst he found the Midland 2Ps good machines. Some smaller halts were lit by a single gas lamp and the crews had to know their whereabouts to be able to stop at the right spot; on the last train of the day, the guard had the job of extinguishing the lamps.

An excellent evening from someone who really knew the line.

November 2008