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Calne to Hungerford – a missing link in Eastern Wiltshire

KeithMacdonald

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Calne to Hungerford – a missing link in Eastern Wiltshire

 

By invitation only.
Summons to Briefing

Briefing location : Marlborough College, Combined Cadet Force Hut

Date and time : 30th February, 1940, 09:00

Normal "Top Secret" rules apply.

RSVP

 

Briefing Introduction

 

Right chaps, glad you all got the invitations, you all know each other, so stand easy and gather round.

 

Firstly, a hearty “thank you” to the Headmaster, Francis Melville Heywood, whom I’m sure several are already familiar with, from your time here with the Combined Cadet Force, before joining the Army. We are most grateful for the loan of this CCF hut as a planning HQ.

 

I don’t need to tell you, Britain is in a state of high alert. Besides the many new RAF airfields rapidly being constructed, many new training stations and supplies depots are needed. The Americans have yet to teach us the word “logistics”, so we’re keeping calm and carrying on with “supplies” and “distribution”.

 

Officially, the M&SWJR here in Marlborough is already an important line for military supplies from the Midlands and further north, via Cheltenham and Tidworth to southern ports. An urgent order has been sent to us from the War Cabinet, to close the gap between Calne and Marlborough. Just as a precautionary measure, you understand, and to enable a diversionary route from Chippenham for supplies and troop movements from the West of England.

 

Unofficially (and allegedly) the Home Office is also very worried by the high volume of C & T Harris’ sausages and pork pies that are (cough) “disappearing” between Calne and Chippenham. It is felt that a new line, under military supervision will safeguard this vital national asset.

 

We now have a little slide show, to show you the proposed route.

 

Lights? Slide one please?

 

image.png.c311e316e5ffcb56e758a9ee6cdc1bb4.png

 

Thank you.

 

The route will be constructed in four sections:

Calne to Yatesbury

Yatesbury to Avebury

Avebury to Lockeridge

Lockeridge to Marlborough

 

Next slide please.

 

Section 1 : Calne to Yatesbury

 

The newly-built RAF station closest to Calne is RAF Compton Bassett, for top-secret radar and ground wireless training.

https://en.wikipedia.org/wiki/RAF_Compton_Bassett

 

image.png.2f26e5b278f9d65790cd26aa1a97ff87.png

 

On higher ground further east is RAF Yatesbury, an operational airfield for pilot training as well as airbourne wireless training.

https://en.wikipedia.org/wiki/RAF_Yatesbury

 

image.png.00a05888d1e0fb6709e51b141f7a5c4a.png

 

The main engineering challenge on this section is the steepness of the escarpment, from the lower ground around Calne, climbing up to the higher ground around Yatesbury. Our engineering team, however, has already carefully surveyed the route, and - this is most important – they assure us that the ruling gradient will be no steeper that that already in situ on Caen Hill and the similar ascent from Seend towards Devizes.

 

Here is the first section of the proposed route, as an extension from the existing Calne Station.

 

image.png.a1a1bbdcd5918fd9d546cb5397d3b693.png

 

To optimise the handling of military traffic, two stations with passing loops will be provided at Compton Bassett and Yatesbury, with additional sidings as circumstances will demand and permit.

 

(Noises off)

What's that? Ah, excellent, it's Mrs Miggins with her tea trolley. A short tea break gentlemen?

 

@The Johnster  commended

Whilst sipping my cup of Mrs. Miggins' excellent tea, it occurred to me that the War Cabinet may also be considering extending the proposed new line along the Kennet Valley east of Marlborough to make a junction with the West of England main line at Hungerford, with passing stations at Axford and Ramsbury, and have not made this known to us at this time, but that we should prepare ourselves for this eventuality. The passing loops will need to be capable of handling 'full length' 60-wagon trains for war traffic, and the route, though single line, will need to be contructed for the GWR's 'red' route availability.

Such a route will have useful diversionary capabilities for both the GWML and the WoEML, further reason to make it capable of handling the heaviest locomotives, such as KIngs and 47xx.  I would suggest arranging for the passing loops to be signalled for use bi-directionally, and one loop laid out in each case for fast through running with automatic token exchange equipment. I would strongly reccomend building the formation to be capable of carrying double track throughout should this be required in future.  It will be the first new railway constructed to main line standards in this country for nearly twenty years, and we are honoured to be asked to assist in it's planning.

Mrs Miggins has asked me to request that you put your empty cups on the tray by the door for her to collect later.

Carry on and Don't Panic...

 

I mustn't forget to talk to our colleagues in the Royal Ordnance. Mrs Miggins's recipe for rock cakes might be useful as emergency replacements for hand grenades. Talking of rocks, it's now time for section two.

 

Section 2 : Yatesbury to Avebury

 

Engineering-wise, gentlemen, this appears to be a fairly simple section, with no significantly steep gradients. Our main concern is one of Ancient Rights. The brethren of the Ancient Order of Druids (GWR Chapter) have already approved a suggested route that avoids Avebury itself, and also Silbury Hill. Instead, it will go through Avebury Trusloe. For their blessings and goodwill, we will also provide sufficient space for a station for the eagerly-anticipated Druidic University of Avebury (so mote it be).

 

image.png.48a9c9d92b9b768b73d7f35abcc31d6b.png

 

Important Note:

The actual position of the station in Avebury Trusloe may need reviewing or revising, as we have just been asked to make provision for the North & South Wiltshire Railway (N&SWR) between Swindon and Salisbury.

 

Section 3 : Avebury to Lockeridge.

 

This section is the only one that requires the construction of any bridges and cuttings.

 

In order, from Avebury towards Lockeridge:

500 yards east of Silbury, a bridge to cross the River Kennett and the A4 road.

Two bridges near East Kennett, also to cross the River Kennett.

Two bridges, one north-west and one north-east of Lockeridge, again to cross the River Kennett.

 

image.png.b066a4fc3c6616b6130fb59e3cc70685.png

 

Otherwise the route follows the contour of the land, with one cutting required between West Overton and Lockeridge. Drainage close to the river is not a significant problem, as these chalk valleys drain relatively quickly. It is now several thousand years since Neolithic times, when (it is suggested) water levels were much higher and the Kennett was a navigable river all the way to Avebury.

We are fortunate that there is at hand in the Kennett valley a plentiful supply of Sarcen stones. These are deemed of little value by local farmers and landowners; they are largely an impediment to the application of mechanised agriculture, and the farmers would welcome their removal. Some may be used for bridge foundations, likewise some may be used for the foundations of the Druidic University. The Druids themselves have advised us they are not planning any extensions to Avebury or Stonehenge that would make a claim on these materials.

 

@The Johnster commended

This is welcome news. Trust me, you don't want to mess with the Druids, any Welshman will tell you that. The route is bound to impinge on some ancient sites, though; impossible not to in this locality! A point not yet addressed is general mechandise goods facilities at the passing stations. These, if provided, need to be separate from any siding facilities in connection with the war traffic, and will probably need end-loading docks to cater for probably future military traffic 'for the duration'.

 

Section 4 : Lockeridge to Marlborough

 

As before, the route follows the line of the Kennett valley, with a gentle rise from Clatford, past Manton, to join the existing M&SWJR railway at Marlborough station. The existing line is shown in red.

 

image.png.9343b6f5abd91888967eff2d0ec543f7.png

 

Regarding Major Johnsters comments (above):

 

Our esteemed colleague is astonishingly foresightful, as additional orders have indeed just been received from the War Cabinet. We have instructed the surveying team to proceed east along the Kennett Valley, and to prepare proposals for a suitable route. As time is of the essense, Mrs Miggins will equip them with packed meals, including some of her most excellent pork pies.

 

Comment from @Northroader

 

One thing that will have to be established is the crossing point with Mikkel’s “Farthing” line:

 

image.png.0ad87c37eb4eb29ca81e392c24cdc569.png

 

Ref: How to eat an elephant

 

We will now pause for luncheon, also provided by Mrs Miggins.

 

Edited by KeithMacdonald

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KeithMacdonald

We return now to the CCF Hut at Marlborough College, just after the remains of Mrs. Miggins' slap-up luncheon have been cleared from the table.

 

Section 5 : Marlborough to Axford

 

The surveyors, spurred on by the suggestions of Major Johnster, have prepared an excellent route for us, down the Kennet valley from Marlborough to Hungerford, via Axford and Ramsbury. They have provided two plans for the section from Marlborough to Axford. This, as Major Johnster, wisely suggested, depends a great deal on the volume of traffic we may anticipate, and we should allow provisions for expansion, in due course, in the fullness of time, and as the need arises. The minimal option is to join the existing line just west of the existing station, on the approach from Avebury, and then diverge from it again, just east of the station.

 

image.png.837d4bdced56fa30f1d5795abc942247.png

 

Yes, gentlemen, I hear your murmurs, and clearly you can anticipate the operational limitations such an option would render. We would indeed, be limited by the capacity of the existing station, and any traffic through there. Especially when these were local passenger or goods train, static or stationary in the, err, station. Vital war efforts could be impeded!

 

For that very reason, here is the preferred option.

 

image.png.65f01ff638c6416de70badacdad1f4ba.png

 

(Murmurs of approval)

 

By adopting a lower route, between the river and the existing station, we will avoid those potential bottlenecks. But still have sufficient space to access the M&SWJR when necessary. For example, when we need to route traffic to the new munitions dumps in the Savernake Forest, just south of Marlborough. Oh don't forget, those are Top Secret locations, gentlemen! The surveyors report that the M&SWJR's elevated section and bridge across the river near Barnfield means that we can go under that section, beside the river, with no trouble at all. We may have to demolish a few Council Houses just here (pointing at St.Margarets on the map) but alternative accomodation will, of course, be provided.

 

(Assistant tugs at presenter's sleeve)

 

Ah, gentlemen, I've just been handed a note, I'm told it's a prepared statement from the War Cabinet, and I've been instructed to release it to the local newspapers.

 

Quote

31st February, 1940
Under the powers invested in the relevant Authorities by the current State Of Emergency, a Compulsory Purchase Order will be made on specific land and locations within the Parishes of Manton, Preshute, and Marlborough. Further works by the Ministry of Labour (with the Schedule of Reserved Occupations) will involve Compulsory Purchase Orders of land within the Parishes of Axford, Ramsbury, Chilton Foliat and Hungerford. A schedule of works follows...

 

Well, there we have it - I suppose we have to deal with this kind of red tape; much simpler if we just evict the locals and run a bulldozer through, what? But a State Of Emergency is a jolly useful thing for getting things done pretty damn jildy without all the usual enquiries, planning permission and petty delays. Don't they know there's a war on?

 

There now followed a “Coffee Break” – but because of rationing it was Mrs Miggins Walnut Coffee recipe.

 

Quote

Roast walnuts in the oven or a pan to a nice brown. Grind the roasted walnuts in a mortar to a coarse powder. Cook 1 – 1 1/2 tbsp of the roasted walnut powder with 2 cups of water for one hour. Then strain the walnut coffee through a fine mesh sieve.

 

Righteo chaps, gather round. Can someone just check the students have all left? And make sure the blinds on the windows are closed? Excellent.

 

Now, pay attention chaps. Before we carry on with the basic route – and so we don’t forget - I just wanted to repeat some important remarks from Major Johnster.

 

Point 1

The passing loops will need to be capable of handling 'full length' 60-wagon trains for war traffic, and the route, though single line, will need to be contructed for the GWR's 'red' route availability. 

 

Point 2

Such a route will have useful diversionary capabilities for both the GWML and the WoEML, further reason to make it capable of handling the heaviest locomotives, such as KIngs and 47xx.  I would suggest arranging for the passing loops to be signalled for use bi-directionally, and one loop laid out in each case for fast through running with automatic token exchange equipment.  I would strongly reccomend building the formation to be capable of carrying double track throughout should this be required in future.

 

Now, these are vitally important points, of top importance. I don't want to hear any poo-poo'ing about the importance of these points! We must never forget what General Melchett told us about poo-poo-ers! As soon as we've finished covering the survey of the basic route, it's time for you infrastructure chappies to pipe up and tell us what we need at each and every station. So get prepared. The next slide will be a good example.

 

Now, I'm sure we all find the constant nagging about "Top Secret" rather tiresome, so bear with me chaps, because here comes another one. This one is courtesy of the Brylcream Boys, a new airfield near Ramsbury. They've given us a special aerial photograph of the airfield under construction, overlaid on the OS map.

 

Section 6 : Axford to Ramsbury

 

image.png.76f06f0e62fc469896ab85c2da133116.png

 

What's that? Ah excellent, Mrs Miggins has arrived with afternoon tea and cake. Perfect timing. A short break gentlemen?

 

While we’re enjoying the cake, have a look at the next slide. This is the section from Ramsbury to Chilton Foliat. I’m sure the eagle-eyed historians amongst us will already have spotted the Roman Villa at Littlecote. Which is, I am assured, an especially fine example, with an esoteric temple that may be Mithraic. We might not be Romans, but we’re not Philistines either, so the route is carefully angled to give that good clearance. Shall we just pencil Chilton Foliat in for a small Halt station?

 

Section 7 : Ramsbury to Chilton Foliat

 

image.png.d85fa73a4c86326c94ac1a25e68701a1.png

 

Comments from Major Johnster

 

Us old duffers are only too grateful to be given a chance to assist with the war effort, sir, and it saves us being called upon to do anything risky!  Not quite got the reactions or cool nerves one had when one was a subaltern at Mafeking, don't y'know.  Stiff upper lips and all that; after all we're British, dammit Carruthers.  Soon have that bounder Shickelgruber on the run, what?  However, and not wishing to inject a defeatist tone into the discussion, it's still only 1940, so that bounder Shickelgruber is not out of the reckoning yet and could still invade.  Why can't he just s*d orff and bother the Ruskies or something?  Anyway, given that an invasion may well still be on the cards, it might be worth considering that the east-west alignment of this new railway makes it ideal for use as a line of defence, should one be needed, and it might be worth considering this in the course of the construction.  I suggest gentle slopes for the embankments and cuttings on the north side of the line, and steep slopes or vertical walls on the southern side.  Offa's Dyke on the Welsh border illustrates the principle.

Bridges crossing the railway should be wider on the northern side, to allow defending forces easier access to the enemy, and narrower on the southern, to deny this facility to the enemy.

Mrs Miggins has asked me to convey her thanks to those who returned the empty cups to the tray by the door as instructed; I am too much of a gentleman to repeat her comments about those who neglected to do so.  She has also reminded me that raffle tickets for her WI group's annual prize draw are available, first prize a pot of home made jam without the jam, there's a war on you know, second prize the sheet music for 'Jerusalem'.  Third prize is a powdered egg.

 

A strirring comment Major! We remain grateful for your gallant resilience and much-valued experience. It gives me great pleasure to say you will be the Guest of Honour at dinner in the mess hall this evening (quiet aside to assistant: Have we got enough gin and single malt?).

 

Before we break for the day, here is the last slide, of the final section from Chilton Foliat to Hungerford. As you can see, it joins just east of Hungerford station.

 

Section 8 : Chilton Foliat to Hungerford

 

image.png.5f0608df906c12b2a048ec243b285ef3.png

 

Comment from Flying Fox 34F

 

Sir,

In light of the RAF’s activities, they’ll be a requirement for a Fuel Depot in the vicinity. 
Paul

 

Diary Entry. : 07:00 32nd February, 1940

 

Still in Marlborough with the working party on the design of the new Calne to Hungerford railway line. Excellent progress yesterday, with agreement on the route.

The mess hall is unusually deserted this morning. That might be related to the number of empty bottles visible outside by the tradesmen’s entrance. No sign of Mrs Miggins yet either. Which is rather disappointing, I was looking forward to a good healthy Full Wiltshire Breakfast. The menu says “Pork sausages, back bacon, fried eggs, grilled tomatoes, mushrooms cooked in butter, with fried bread” (Fried in lard I hope).

 

While serving dinner last night, Mrs Miggins had clearly had a good few “chef’s tonics” of gin. In a rather giggly manner she mentioned she mustn’t forget to go and fetch the bacon for breakfast. She said it comes from a Mr Terence Todd, a specialist butcher in Marlborough High Street. She then said something else about “Young Mr Terence carrying on the family tradition from his father Mr Sweeney who was a barber in London”. I have to say that didn’t make much sense to me, I’m not sure I heard her correctly, I expect I misheard. But her bacon is quite delicious and unusually well-cured.

 

Expecting to start work on the Station Plans today, after the gentlemen do make an appearance! We might need to clear their heads a bit (before breakfast). A little light PT will do the trick, I will organise a short five mile run over the Marlborough Downs, probably up to the Charles Sorley memorial. The chaps like to stop there for a moment, to salute and pay our respects.  We can combine that with a look at a few sources of Sarsen Stones for bridge and station foundations. Looking forward to Major Johnster’s suggestions for the station layout and designs. Will need to follow-up FF-34F’s ideas about an aviation fuel depot in Ramsbury.

 

There is one glaring loose end still to attend to. That is, how a "North & South Railway" line heading from south-west to north-east through Avebury will comfortably coexist with the Calne & Hungerford line heading from north-west to south-east through Avebury, If each follows the "best" and easiest route for their own individual cases, they would cross at right-angles. At the moment, X marks the spot. Both routes will need some kind of dog-leg, so they can share the same station in Avebury Trusloe without conflicting paths.

I will mull this over, while I'm mulling some special-brew Wiltshire Special Reserver Single-Malt Cider, and get the Station Planners to report back ASAP with the full portfolio of station track plans.

 

Press Release for the Calne & Hungerford Railway

 

It’s been suggested that we should keep the civilians as informed as possible (under the circumstances). Just to get the right story across and dispel any silly idle rumours. It’s not like we’re going to built a six-lane highway from London to Bristol!

 

Any suggestions of who the presenter could be? He’d have to be the “right sort” of chap, wouldn’t he? What’s that, Miles Cholmondley-Warner? Wasn’t he your junior fag? Jolly good, let’s get in touch and see what can be arranged.

 

Footnotes:

 

In 1940, Miles Cholmondley-Warner has just started his career as a documentary presenter.

 

RAF Yatesbury Association

https://rafyatesbury.webs.com/

 

Filmed at RAF Yatesbury, featuring the Cherhill White Horse and Lansdowne Monument

The Timelords - Doctorin' The Tardis

 

On the Salisbury to Berk & Hants route (and the Farthings line)

inspired by Mikkel

 

More can be read here

 

 

Edited by KeithMacdonald
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KeithMacdonald

Sit.Rep. chaps!

 

Just responding to Major @The Johnster 's comment

 

Quote

 regarding length and bi-directional signalling of passing loops on the Calne & Hungerford

 

I just phoned the Chief Surveyor. Our telephone exchange operator put me through to Avebury Trusloe 6896. Apparently the surveyors have requisitioned rooms in the Red Lion public house. Who can we send to inspect that? I must say, the poor old chap sounded rather agitated. He said "Station plans? What station plans?". It seems the message didn’t get through - these station plans are a priority!

 

Clearly he's not heard of Mr.Churchill's "Action This Day" instruction. He'll probably have a complete meltdown when Mr.Churchill's Ministry Of Ungentlemanly Warfare  starts making demands. Like that hush-hush railway extension from Highworth to the "Last Ditch" HQ at Coleshill.  @CME and Bottlewasher  - are you on the committee for that one? But like I said, hush-hush.

 

We've taken on board what the Major said about building this as a Red route for heavy freight. Which reminds me - doesn't the GWR still have 30 of the ROD 2-8-0 locos, left over from the last bash? We need to send a Requisition Order to GWR Swindon PDQ. Do we want some of the ROD 2-8-0 locos?

https://en.wikipedia.org/wiki/GWR_3000_Class

 

 

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KeithMacdonald

At last!

The station plans are starting to come through. Here's the "before and after" for Calne.

 

Before, as a terminus.

 

image.png.88c35b298d58f7a2b539e721efad2837.png

 

After, with a few things to note:

  1. The track to Chippenham has been doubled
  2. The track has been reconfigured to allow express through-trains, with local traffic turning off the main line.
  3. We have a long passing loop that (I trust) will be long enough for the 60-wagon trains we're expecting.
  4. Provision for some stabling of locomotives near the signal box

 

image.png.131fc7170733bfcaf2698975639a58fb.png

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The Johnster
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'60 wagons' means a length equivalent to sixty ordinary wagons or vans with nine or ten foot wheelbases, around sixteen or seventeen feet in length overall.  Obviously, longer wagons with longer wheelbases, or bogie vehicles, will reduce the number of vehicles overall in a train for the purposes of being accommodated in the passing loops, and for signalling safety overlap clearance purposes.  Should the loop proposed for Calne (on one of the sausage platform roads, I note) be of insufficient length to serve this purpose, allowing for a locomotive, possible assisting locomotive, and the brake van, I would suggest that the loop be extended eastwards; it is possible that more land will need to be requisitioned for this purpose. 

 

As a rule of thumb, '60 wagons' equates to twenty bogie coaches in length, 1,200 feet or 400 yards.  This is less than a quarter of a mile, but not significantly so; without measuring it out on the ground, which could arouse suspicion of my being a fifth columnist in these 'interesting' times, I suspect that the proposed Calne loop, and possibly others, may need to be extended.

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KeithMacdonald
10 hours ago, The Johnster said:

This is less than a quarter of a mile, but not significantly so; without measuring it out on the ground, which could arouse suspicion of my being a fifth columnist in these 'interesting' times

 

I've asked the surveyors to check their measurements. They say their plan is on a 50-yard grid, and they've just stuck-on an extra length of track, I'm still not sure they've got the track long enough yet? It would be good if you could go down to Calne and check. The trick is to wear a flat cap, carry a clipboard with some paperwork, and complain loudly about Jobsworth if anyone challenges you. Don't forget to get a chitty from Doris in Reception for the motor pool and the fuel ration!

 

10 hours ago, The Johnster said:

Should the loop proposed for Calne (on one of the sausage platform roads, I note) be of insufficient length to serve this purpose, allowing for a locomotive, possible assisting locomotive, and the brake van, I would suggest that the loop be extended eastwards; it is possible that more land will need to be requisitioned for this purpose. 

 

A man just arrived from C&T Harris to complain about loosing one of their sidings. Don't we know that sausages are a vital part of the war effort? I'm not sure the pigs that arrive there would neccesarily agree; I've been there on days when they arrive, and from the sound they make, they seem to know Mr Harris isn't sending them to a holiday camp.

 

Anyway, we've moved it sideways a bit, to give space back to C&T Harris, but it give us an extra siding for our own marshalling and shunting as well.

 

image.png.3984afc7fc12b84c0c64f6abf1098b51.png

 

Still waiting to hear from GWR Swindon on what kind of locos are going to be assigned to us. Anyone heard anything?

 

 

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The Johnster
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The loop as drawn at the moment is about 300yds, and will accommodate a 45-wagon train of standard sized wagons.  More planning is needed to see if a) the loop can be extended, or b) shorter trains are acceptable.  45 fully laden wagons is probably close to what even a big 8-coupled engine can comfortably manage on some of our gradients anyway, given that some of the trains may well be carrying urgent war materiel and speeds of around 40 or 50mph may be desirable.

 

Incidentally, clearances at platforms and such should be arranged for 70' coaches, as these are used on the main lines that our line will no doubt be used as a diversionary route to.

 

On the subject of engines, the ROD locos mentioned earlier may not be the best choice for fast war traffic.  They are based on a design by Robinson for the old Great Central line, and chosen as a war standard during the Great War.  They proved themselves robust and easy to maintain in difficult conditions supplying the Western Front, but are best suited to heavy mineral haulage at lower speeds; indeed, this is the role that the GW deploys them into.  I think we will want engines that can run faster if needed and are fitted with vacuum brake equipment, as there is a considerable military presence on our route and very little public transport in the way of passenger trains or buses.  In short, gentlemen, we are going to need to run troop trains as well as war supplies.

 

The GW will be able to provide suitable engines; they are, I believe, currently engaged in building a batch of the 2884 class of 2-8-0s, a vacuum brake fitted type known to be capable of 60mph.  Keep it under your hat, loose lips sink ships and all that, but some private locomotive building companies are reputed to be involved in building 2-8-0s of the LMS Stanier 8F type, of similar capacity to the 2884s, and while these are probably inteneded for overseas service as the type has been accepted as the current war standard for this conflict, no doubt some will be made available to the GW to alleviate any shortages pending their deployment to battle zones. 

 

Again, keep it under your hats, but I understand from my contacts in the Ministry of Supply that Mr Riddles of the LMSR, an assistant to Mr Stanier, has been approached to draw up a new type of locomotive based on the leading dimensions of the 8F design but configured for cheap & rapid construction, and ease of servicing and maintenance in battle conditions, and that a ten-coupled variant has also been requested, the biggest ever seen in Britain.  Should this plan come to fruition, I foresee the use of such engines on our line, in the same way as the WD 8Fs

 

So, I would envisage 2884s and War Department Stanier 8Fs doing the heavy goods work on our line.  Any other through traffic will be handled by the GW's 43xx or the 'Hall' or 'Grange' classes, though for shorter runs the big prairie tanks of the 3150 class may be suitable.  I am not sure what we have in mind for any local passenger trains, but imagine these will be worked by whatever spare locos and stock are available at Chippenham and possibly Newbury, so you might see almost anything pulling any old coaches.  'Auto trains' already work on the Calne branch, and may well be suitable for runs out as far as Avebury Jc to connect with trains on the N&SW line, but are probably a bit limited in 'range' further than that. 

 

I would also mention the use of 'auto' coaches with 'normal' engines on the Lambourn branch line, serving very similar downland country.  This is because of a number of ground level stations that require their retractable step access, but the branch is too long and the peacetime horsebox traffic too heavy for auto engines to be used.  Would this approach be suitable for some locations on our line?

 

 

Local goods traffic could be accommodated with simple mileage sidings at suitable locations, as I am sure that the local farmers will wish to avail themselves of this facility and it will aid the war effort in the sense that the more food that we can grow within the country and deliver fresh to the populace in the cities, the less will need to be imported by sea, where it is at peril from the U-boat menace.  Merchant shipping losses are heavy despite the convoy system and the Royal Navy escorts, though this is not widely reported for reasons of public morale.  This is causing concern as the enemy is starting to terror-bomb the big cities.  Some of the downland farms are quite remote except for the presence of our railway, and may be best served by short mileage sidings accessed by ground frames.  I do not envisage goods sheds or other facilities being needed, except perhaps at Avebury Jc, the 'hub' of the area, but end-loading docks at stations or at the ends of the aforementioned mileage sidings can cater for such of that sort of traffic as is demanded, and of course livestock handling.

 

Gentlemen, things look a little bleak at the moment as we stand alone against the enemy, but we stood against the Armarda, and we stood against Napoleon.  I am certain that we will give Mr. Hitler a well-deserved and thorough thrashing that he will never forget, and if this project aids that final victory that Mr. Churchill promises us, then it will have been worthwhile. 

Edited by The Johnster
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KeithMacdonald

Another excellent and very thorough report there from the Major, with a lot for us to digest. It's clearly well worth the effort of keeping in close contact with GWR HQ in Swindon, to know what's available, we'll need to keep a close eye on their daily briefing sheets.

 

I don't have a lot to add at the moment; the Chief Surveyor was due to report back now from the surveying work for RAF Yatesbury, but he's not turned up yet. Strange, he's usually punctual. What has turned up? Oh yes, here's a possibility for the local passenger workings, in today's briefing sheet.

 

Quote

With the current "unpleasantness", the GWR is expecting reduced demand for holiday traffic to & from Devon and Cornwall. At the same time, has been anticipating the need for coaching stock for troop movements. Accordingly, have started withdrawing some of their Suburban B sets and making them available for alternative use.

 

Here's a picture of one of the sets: "Vehicles no.6453 & 6454 ‘Kingsbridge Branch No.2’" - it's just been nicely refurbished by Rapido Trains.

Shall we say yes to that?

 

image.png.2db4dd77e796d5c39f5e3dfa83a08922.png

 

 

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Ah, I clearly spoke to soon, the Chief Surveyor has just got back from RAF Compton Bassett, looking bemused and confused, with a very strange tale.

 

Now, as you all know, our level of security clearance let's us know the Boffins there are working on some Top Secret stuff called “Radar”, but that’s all. I don’t pretend to understand how it works, it's some kind of bouncy radio thing, but it’s clearly exactly the jolly fine kind of Top-Top British Inventiveness we all need.

 

Anyway, Chief Surveyor was “Doing The Due Diligence” and had to have a meeting with some of the Boffins, to confirm what kind of sidings and special facilities they needed for all the Top Secret comings and goings. One of the boffins was extraordinarily tall, and had to keep ducking his head to go through doorways and under roof beams. Al the other boffins called him the  @Ducking Giraffe

 

This strange chap was most insistent that they must have a continuous loop of high-speed track on site, separate from the C&H sidings, for them to do some of their hush-hush experimental work. The Chief Surveyor was alright about that, but then, to cap it all, this strange chap insisted it needed to be doubled track! Quite rightly, Chief Surveyor asked "Why?" The strange chap started to say something like “It’s for the tracing …” but then all the other boffins hushed him up and said we (that’s us) don’t have the right security clearance.

 

Chief Surveyor reckons the strange chap will either get a Nobel Prize or end up in HMP Slade.

 

Anyway, here's the Chief Surveyor survey plan, with their special loop. The three-track arrangement is starting to become a theme. Do we need extra security clearance, or should we just give them the double-loop? And how big?

 

image.png.89abd5f45fee5de9f84cfa0e0d614672.png

 

Edited by KeithMacdonald
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KeithMacdonald
4 hours ago, The Johnster said:

ROD locos mentioned earlier may not be the best choice for fast war traffic.  ... So, I would envisage 2884s and War Department Stanier 8Fs doing the heavy goods work on our line. 

 

Noted.

Scrap that ROD suggestion.

GWR Research Centre (Didcot) just sent a Technical Notice.

 

Quote

The (2884) class was designed to handle long distance Heavy Freight trains, so their average job would have been to haul large rakes of wagons (probably around 500 tons) at speed around 20-30 mph over distances of 100-200 miles.

 

Any idea how many wagons would be in a 500 ton load?

Is it fast enough good for us?

Swindon Works says they've just been ordered to build some of the LMS Stanier Class 8F, but they won't be available until 1942.

 

4 hours ago, The Johnster said:

'Auto trains' already work on the Calne branch, and may well be suitable for runs out as far as Avebury Jc to connect with trains on the N&SW line

 

Another excellent suggestion. Avebury Junction should be well within range, and we can make sure there will be a suitable bay platform.

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Yatesbury Station

 

Chief Surveyor said the rest of the Surveying Team had been sent on to Yatesbury to survey what's required there for a small station, and a siding for the RAF airfield. Their report has just arrived, although I'm not sure why the envelope also contained a few beer mats from the Red Lion in Avebury. And there's what looks like beer stains on the envelope. Hmm, looks like they must still be billeted there.

 

I hope things at RAF Yatesbury are simpler than at RAF Compton Bassett? Well, so far, it looks simple enough...

 

image.png.dc4dca2dd7fac92aaac7b907d6eb94e0.png

 

Let’s see what the notes say:

  1. RAF Yatesbury has requested sidings of sufficient length to handle supply trains of aviation fuel and other essential supplies like munitions.
  2. The village of Yatesbury will require one small station, with a passing loop of sufficient length to enable a local passenger service to wait while express freight trains are given priority.
  3. Please note on the attached map the area called “Little London”. We have been reliably informed this place name can also be found in many rural locations across England. It’s traditional significance is a place where travellers and drovers would regularly meet each year, to gather or rest cattle, or provide water, before continuing their droving journey towards London.
  4. A loading dock has been included for the loading of the said cattle, as a more expedient way of moving cattle to market.
  5. A longer siding has been included for incoming agricultural supplies and outgoing produce, like hay and straw. The airfield, although operational, is still mostly grass, and the mown grass is still very useful for winter silage.
  6. A wooden platform may be provided to the same specification as used by the N&SWR for All Cannings. We understand that timber can be locally sourced from Honey Street sawmill.

Have they missed anything?

Edited by KeithMacdonald
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The Johnster
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A fully loaded wagon of the standard length, rated 10 tons, 12 for some modern opens and vans, is capable of carrying a 10ton load, the load for engine haulage purposes being calculated on this figure plus the wagon/van's tare (empty, just the vehicle weight, say 6tons for an open or 8 for a van.  Rounding up to be on the right side and in consideration that the Swindon figure of 500tons for a 2884 (we can assume that figures for the Stanier 8Fs and the proposed new Riddles engines will be about the same), and that Swindon's quoted speed of 20-30mph will be an average on relatively level double track main lines where there are less stops for passing purposes, we can work on a very generalised rough figure of close to 20tons for a fully-loaded four-wheel wagon or van.  That equates to 25 standard wagons for a fully loaded train of 500tons trailing, well within the suggested 45-wagon length limit.  But it is not as simple as that, because the wagons, or at least an equivalent number may well be required to return empty to the original loading point for another load with the usual urgency requested for war supplies.

 

In order to save paths on this single track route, it will be advisable to return trains of empty vehicles weighing 6 or 8 tons in twice the quantity that loaded ones were supplied, that is, 50 empty wagons for around 400 tons, within the engine's capacity and representing a good utilisation of them, but more than the suggested 45 wagon length limit.  Another point is that not all wagons/vans will necessarily be fully loaded in terms of the weight of the load; a military truck takes the same sized wagon to carry it as a tank, but weighs much less, for example.  I have no difficulty in imagining 60 wagon trains being required to make the best use of paths, locos, and crews, all of which are not available in limitless quantities.

 

It would also be advisable in my view to consider that Mr. Churchill has promised final victory, albeit at the cost of blood, soil, sweat, and tears, and I believe him despite the fact that he is fundamentally a politician and my family has roots in Tonypandy, and strongly-held views regarding him.  Therefore, we should, to whatever extent is possible, consider how our line will be used after hostilities cease.  It will likely become another  bucolic backwater and it's glory days of 2-8-0s and 60-wagon fast freights will be over, but it will still occasionally be needed as a diversionary route, especially on Sundays when engineering occupations require diversions to keep traffic running.  In that event, as 60 wagons trains are normal on both the Bristol and West of England main lines, my suggestion is that we should do our utmost to persuade the War Department to fund facilities for 50-wagon trains trains at the very least and ideally 60-wagon in the interests of facilitating the war effort as efficiently and cost-effectively as possible. 

 

Our enemy will have to have access to Middle Eastern, Asian and North African oilfields if he is to succeed, otherwise we will eventually starve him out and impair his ability to continue fighting this sort of mechanised war, depending as it does on continuous supplies of oil and steel.  Luckily for us, North African oilfields are guarded by that strutting ineffective fool Mussolini, for now anyway, and our Middle Eastern forces should be able to deal with him and his surrendering armies.  Logistics will be the final victor, gentleman, not an honourable way to fight but his atrocities have laid down the rules of engagement, and if needs must we must fight dishonourably to win.  Mr. Churchill has American associations and may be able to use them to our logistical advantage.  He has already facilitated the escorting of our convoys by American warships within their territorial waters, and Roosevelt seems sympathetic to our cause.  America understandably wishes to remain out of the conflict, though, and unless they are directly attacked, say by Japan, an unlikely prospect, will remain so.  We must use what resources we have to the best possible advantage!

 

Germany is a an industrially powerful, well supplied, and well organised enemy, albeit a deluded one, and we need to take him on on the industrial production front as well as in ships, aircraft, and tanks.  In order to do this we should, in general, be concious of inefficiency and wastage of fuel, facilities, and manpower and limit to whatever extent is within our ability, and hope that he is less so.  His leader is a megalomaniac who will promote expensive and impractical projects with nobody being able to gainsay him, and this is perhaps his greatest weakness; let us resolve not to join him!  It is this argument that should be put to the War Department if they gib at increased costings!

 

In addition to that consideration but still on the subject of peacetime use, it would be more than likely that one or more of the military establishments served by it will remain in use.  Our desire for peace led to the failed policy of appeasment, and us being very nearly caught napping this time, and we will be in no mood to repeat that mistake, or that of being held to ransom by a U-boat blockade!  Other enemies may yet arise, and they will have long-range bombers and maybe weapons of speed and power we have not yet imagined, so we will still need defensive and training airfields.  Perhaps the glory days will be recalled occasionally with trains of materiel  and personel destined for these establishments, which will require supplies, victualling, aviation spirit, and more.

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KeithMacdonald

Thank you Major!

 

Telegrams were immediately despatch to the War Office, with special pleading, emphasising the logic and forcefulness of the case you presented. There was, inevitably and predictably, some grumbling (budgets, resources, committee meetings, new orders, etc, etc). But after applying bit of judicious arm twisting (along with Mr Churchill's axiom of Action This Day), they have agreed! Huzzah!

 

As the priority "despatching" station, Calne will be the first to be upgraded to a minimum standard of 400 yard sidings. RAF Compton Bassett and Avebury Junction to follow suit.

 

 

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Compulsory Purchase Order

Dated: 32nd June 1940

 

With immediate effect

Compulsory purchase of land.

Between the existing Calne branch line and north of the line from grid cordinates ST 98599 70496 to ST 99630 70528

(also located in Ordnance Survey field numbers 272, 242, 278, 279, 280, 64, 63 and 65)

To be made available for construction of additional sidings and facilities for the Calne & Hungerford Railway.

With realignment of the existing Calne branch line.

 

By Order of War Office

Reference: https://maps.nls.uk/geo/explore/#zoom=17.4&lat=51.43418&lon=-2.01388&layers=168&b=1

 

Objections to made in writing to:

CPO Appeals Department

c/o The Penal Colony

St.Kilda

Outer Hebrides

 

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Avebury Junction

 

The original N&SWR station is in yellow, with sidings. The newly-built C&H line is double-tracked here, with 1500 yards between north and south junctions. Notice the two C&H bay platforms (as promised).


image.png.43b24376e1acbf6d4f02c0998099ab9a.png

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KeithMacdonald

Avebury Junction (continued)

 

Here’s an enlargement of Avebury Junction station, turned 90 degrees for easier viewing. Top of plan is east of the actual site.

 

image.png.43ff544647cd1fe7580b1654a3a842a8.png

 

On top in yellow is the original N&SWR station site. When that was built they allowed space alongside for a Calne to Hungerford line as well. Our Victorian railway engineers often had more vision and foresight than we give them credit for.

 

The construction of the C&H station in recent weeks has, however, given the opportunity to make some improvements to the N&SWR station. These include:

  1. Extension of the passing loop to allow longer troop trains and freight movements.
  2. Relocation of the N&SWR platform and station buildings to the east of the passing loop (top of plan). This also gives easier access for passengers from Avebury itself
  3. A longer siding with a platform for local sheep and farm produce (the “home grown” mutton and wool are still valuable commodities, plus the local potatoes and carrots, all of which are helping us “Dig For Victory”! We are looking forward to some locally produce Shepherd’s Pie at the Red Lion this evening).
  4. Moving the N&SWR platform also gave the C&H enough space for another double-ended siding. We are including provision for “stacking” – just in case of any interruptions in traffic mean trains can be held here instead of blocking the line.
  5. Bottom left of the plan is the bay platform for the auto from Calne.
  6. Bottom right is another slightly longer bay platform, which allows us to run a matching auto service from Hungerford.

In conversation with the Grand Druid of Avebury, during which he kindly shared his best mead, the venerable and kindly druid shared his hopes that these bay platforms will soon be well-used. Just as soon as the Druidic University of Avebury (DUA) has opened. They are hoping many members of the London Lodges will send their sons and daughters to study at DUA. A special platform (platform 12 and a half) may be opened at Paddington for their exclusive usage. This is not to be confused with another special platform at Kings Cross.

 

The Grand Druid also explained that the Order of Bards Ovates & Druids (to give it its full title) also welcomes many traditional musicians and story-tellers for the Festive Events, who journey to Avebury on the N&SWR. Here’s some we prepared earlier.

 

537725134_e300556972_b.jpg.80eba719d629dd7cf583c7a21ca1a62f.jpg

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West Overton Halt and quarry sidings

 

This is approximately half-way between Avebury and Marlborough. To preserve goodwill and harmony with the local populous, a small halt is recommended. To be of wooden construction, to the pattern of the Cannings stations, with locally-sourced timber. It needs to be no larger than necessary for a small auto-train.

 

More important for the war effort, our surveyors have also recommended the construction of sidings and a tramway. To facilitate the quarrying and extraction of the unused Sarsen Stones (or “Grey Wethers” as they are locally known) that are littering the flood plain and stream bottoms. Our geologists report that these Sarsens are of a type of rock known as “concreted alluvial deposits”. Not especially decorative, like Bath or Portland Limestone, but still a useful building material in this time of shortages and rationing.

 

image.png.4147f070356e1ec68bd40330b31bb802.png

 

Talking of shortages and rationing, that reminds me – some concern has been expressed about the supply of coal for our C&H steam locos. Fortunately, Calne is only about 25 miles from Radstock, a hub of the Somerset coalfields. Although the production from the coalfield is in some decline, and now regarded as economically marginal, in the current State of Emergency we must use what we can!

 

I expect that at least one of the stations on the C&H should have some kind of coal storage or bunkering facility. But which station(s) would be best? Do we need our own coal wagons, or can we rely on Private Owners wagons?

 

Edited by KeithMacdonald
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Gather round chaps, we've got a bit of a security briefing today.

 

It seems our Major @The Johnster has been called away on another one of his hush-hush missions to some far-away land of which we know little. He will tell us what he can, when he can.

 

Meantime, we've been instructed to give highest priority to the movement of materials for "Last Ditch" sites. As you may already know, it's being coordinated by their HQ at Coleshill. Officially, it's known as the "Auxiliary Unit". We've just been told to cancel any planning for an extention from Highworth to Coleshill, as Coleshill's supposed to be a Top Secret HQ and we don't want any German aerial reconnaisance to get wind that there's anything special going on there. Mum's the word.

 

I have, however, been permission to tell you some of what's happening. It's started with the arrival of a whole bunch of highly irregular chaps, from all over Britain and beyond. There's another new unit we need to know about - it's the Special Operations Executive (SOE) - and they are also using the Coleshill facilities.  It's expected that some Auxiliary Unit personnel will transition into the SOE.

@Mikkel is coordinating the arrival is some new SOE personnel by train after their escape from Copenhagen. We are to give them every assistance possible - they will be taking the fight back to Herr Hitler - and we wish them every success in their highly dangerous missions.

 

If we have any deliveries via Highworth station, orders are to send a runner to Highworth Post Office and report to the postmistress, Mabel Stranks. 

@CME and Bottlewasher will brief you on arrangments for that.

 

Some more "domestic" arrangements. I'm told the SOE is acquiring a whole load of people with "unusual skills". Some have even been released from prison especially to join the unit! Shocking, but unusual times. We've been assigned one as a "trustee" - between you and me I would trust 'em as far as I can throw 'em. Our "trustee" is some chap called Stanley Fletcher; he's even bought his young son with him - Norman Stanley Fletcher. Stanley said to me - and I quote - "Norman has got a heart of gold, he'll do you for anything, I mean do anything for you".

 

Watch out, and keep your wallets buttoned up.

 

Carry on chaps.

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Some appropriate posters have arrived.

 

"Careless talk costs lives" by Reeves

 

image.png.682ad267392469af6e97d6a3389dfb5b.png

 

We now have evacuee children being hosted by families in and around Marlborough.

 

image.png.27ff8538728f067ec91faa414a01d9a3.png

 

Every spare patch of land can grow something.

 

image.png.6a96c7b653ebb09032bde4d2633ac3e9.png

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TheQ

TheQ 129,285

Posted (edited)

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My Dear boy what is this thing called R.A.D.A.R? the term wasn't invented till 1940 by the US Navy. We are British and the highly secret equipment here is called R.D.F. Radio Direction Finding, and will be known as such for some time after this little unpleasantness called WW2.

You'll be calling it train stations next, such poor English..

 

Meanwhile your requests for a full English breakfast are denied due to rationing, you are informed you are entitled to one boiled egg, a single piece of bread and marge, with a mug of tea. Oh we've run out of marge you have to make do with dripping...

 

Ps I'm a guide one day a week here.. https://www.radarmuseum.co.uk/

 

Edited by TheQ
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5 hours ago, TheQ said:

Meanwhile your requests for a full English breakfast are denied due to rationing

 

That could certainly hit the civilian members of our team quite hard, if we didn't look after them. Fortunately (or not) most of us are on army-issue "Haversack Rations". Sometimes it's just a tin of bully beef and a packet of biscuits. Sometimes it's a meat or cheese sandwich with thickly-cut bread with butter or margarine, sometimes we get a meat pie or pasty instead, often accompanied by a slice of fruitcake or an apple. But always with plenty of tea. So (usually) we're better fed than the civilians.

 

By the way, we've been wondering why we've not seen or heard from Mrs Miggins for some time. It turns out she's helping Wiltshire Constabulary with their enquiries into black market supplies. So sausages and pork pies are off the menu for a while. Or until C&T Harris agree to some kind of barter for protecting their supplies. It's a dangerous job, but someone's got to do it.

 

Edit:

Young Norman Stanley has volunteered to help with the catering supplies.

Edited by KeithMacdonald
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Some time ago (on the N&SWR), the surveyors were admonished by @Northroader (from the Legal Department I think)

 

Quote

Also if you surveyor persists in using a felt-tip pen on an inch map, you’re going to be involved in a lot of unnecessary surplus land purchasing.

 

I wouldn't say the surveyors threw their toys out the pram, but they've certainly responded. You might need a magnifying glass to find the C&H on the latest plans for Marlborough.

 

Somewhere in there is

  • Red for the M&SWJR (double tracked)
  • Yellow for the GWR
  • Green for the C&H (double tracked, east of Marlborough)
  • A connection from Marlborough Station to the C&H

 

image.png.10680f26f3677f6836bc198a66e26aea.png

 

 

image.png.741e5f088209a02c3f65a7ed0a02fe67.png

 

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Mikkel
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20 hours ago, KeithMacdonald said:

It's expected that some Auxiliary Unit personnel will transition into the SOE.

@Mikkel is coordinating the arrival is some new SOE personnel by train after their escape from Copenhagen. We are to give them every assistance possible - they will be taking the fight back to Herr Hitler - and we wish them every success in their highly dangerous missions.

 

SOE personnel from the Danish resistance movement reporting for duty, including Advanced Stealth Reconnaissance Vehicle.

 

dk1.jpg.93d11396254b14ed50ef0474f3bc3f98.jpg

 

(Photo is from Liberation day, May 5 1945, the day British troops entered Denmark after German surrender the day before. Thank you).

 

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TheQ
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It's an interesting proposal, me having travelled on the MSWJR line,  I'll ask my mother what she thinks of it as she is at school in Marlborough at this time, some time in the future (around 1970) one of her daughters will also venture there.

 

Perhaps trains from Ludgershall and Tidworth,  my own area of interest and my school's , would travel that route occasionally.

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2 hours ago, TheQ said:

  I'll ask my mother what she thinks of it as she is at school in Marlborough at this time

 

Your mother's timeline might have crossed with one of my cousin's. She was evacuated from London and lived with her host family above a shop in Marlborough, close to St.Peter's Church, at the southern end of the High Street. Not sure, but I think she would have been about eight y/o at the time. I think she went to school in what's now the Public Library, on the corner of High Street and Hyde Lane.

 

It's astonishing how rapidly the first wave of children was evacuated.

 

Quote

Over the course of three days 1.5 million evacuees were sent to rural locations considered to be safe.

 

https://www.iwm.org.uk/history/the-evacuated-children-of-the-second-world-war

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