Newsletter #10, February 2005

In this issue:

Upcoming events | The Chair's Inclinations... | International Jousting event | The Tin Hares | December walk | Weka Pass Railway visit | February walk | Connection to heritage route at Maymorn | Contacts | Electronic Copy

Wairarapa railcar Rm 8 departing Cross Creek, the start of the Fell Centre rail.

Wairarapa railcar Rm 8 Mataatua departing Cross Creek, the start of the Fell Centre rail on 24 September 1955. Photo: Le Cren for New Zealand Railways, Archives New Zealand / Te Rua Mahara o te Kawangatanga Wellington Office: [Archives reference: AAVK W3493 B-6309]

Upcoming events

Wednesday 16th February 7:30pm Members' night - Troup stations
George Troup (1863 - 1941) designed a number of notable railway stations for NZR between 1902 and 1925. Examples in the Wellington District included Kaiwarra, Petone, Lower Hutt and Masterton. The members' night will explore these designs in a slide show, including historical photographs, plans and contemporary photographs of surviving Troup stations that are scattered around the country.

Meet at Level 1 Meeting Room, Upper Hutt City Council. Access is from carpark to rear of building along from H20Extreme. Light refreshments provided.

Saturday 26th February Upper Hutt Summer Carnival
A carnival day at Trentham Memorial Park, opening between 10am and 4pm. The Trust will have exhibits and promotional materials on display.
Sunday 6th March formation walk
We plan to walk a substantial portion of the heritage route, from Kaitoke to Summit and return. Meet at 9am at Kaitoke car park, Incline Road, off State Highway 2 at Kaitoke 9am. Bring lunch, water, raincoat, stout shoes and warm clothes. RSVP to Hugh McCracken; email:
Saturday 19th March Mangaroa School Day
A day with the local community at Mangaroa School, Colletts Road, Mangaroa.
Sunday 20th March The 2005 Pauatahanui Country Festival
The Trust plans to have its display of exhibits and promotional material at the 2005 Pauatahanui Country Festival, to be held at Battle Hill Reserve, Paekakariki Hill Road, Pauatahanui, between 10am and 5pm on Sunday 20th March. The event is being organised by the promoter of the 2004 BMW Wine Marlborough Festival, supporters including Rotary International. Admission is free to those under 18, otherwise a $20 entry fee applies.
Sunday 3rd April Formation walk - Maymorn to Kaitoke
Meeting at Maymorn station platform at 10:35am, the arrival time of the Sunday morning Wellington - Masterton train (which departs Wellington at 09:55am, Waterloo at 10:14 and Upper Hutt at 10:29am). After viewing the Trust's proposals in the Maymorn yard, we will walk the heritage railway formation through Mangaroa Tunnel and Tunnel Gully to Kaitoke. RSVP to Hugh McCracken email:

The Chair’s Inclinations: Rail Safety - getting the balance right

Look for trains sign


Recent events in Wellington have highlighted rail safety issues, particularly concerning level crossings of both road and pedestrian varieties. On 2nd February Garry Evans, Wellington Coroner issued a report on a fatal pedestrian crossing incident at Silverstream in April 2003. Tragically in the week following the report there have been three further deaths where pedestrians on the national network rail corridor have been struck by trains, two in the Hutt Valley, the other at Tokoroa.

The Coroner recommended that tougher laws be imposed for railway crossing safety, and that the Railways Bill (sitting at #12 on the order paper as at 9th February) would not go far enough. The standard of care, he said, should be lifted to ensure that railway operators and rail personnel would be made liable for actions that may cause injury or death. He also called into question the current regime of self-regulation, implying that government regulations on matters such as level crossing design would enhance public safety.

At a meeting convened by Land Transport New Zealand (LTNZ) Rail Section officers in Wellington in late 2004, rail operators, both heritage and industrial, were told that the public had high expectations of the rail industry as far as safety standards were concerned. These expectations were higher than that which were expected of the road transport industry, and hence the operators should accept a more stringent regime when it came to required safety cases, safety systems, standards, and regulations.

The tragic events of the past weeks have received much media attention, in line with high public expectations of rail safety. During the same period, continuing road deaths would hardly have raised an eyebrow- let alone any suggestion of changes to legislation (more than 8 people on average die on the nation's roads each week).

Despite the level of public concern and expectation for rail safety, and correspondingly high rail safety standards, LTNZ allocation of public education funding is targeted at three specific road transport concerns, namely:

In the latest Journal, Federation of Rail Organisations of New Zealand (FRONZ) President Paul Dillicar, commends recent OnTrack (the trading name of New Zealand Railways Corporation) and Toll Rail for recently embarking on their own advertising campaign to lift public awareness of the dangers of level crossings and trespassing on the rail corridor.

We recognise that accountability for the design, implementation, funding and maintenance of level crossings could be enhanced in the Railways Bill, any changes must be accompanied by a commitment to targeted public education, and law enforcement measures.

Educating the public as to their individual responsibility to take care and pay attention to level crossing warning signs and devices, and to check for approaching trains is one matter - an opinion voiced by Toll spokesperson Sue Foley in response to the Coroner's Report. Ensuring that the public take heed at level crossings has precedent in road transport enforcement, where police funding has been targeted for that specific purpose.

If level crossing safety is a public safety priority then this area must also have targeted law enforcement, to ensure that the public have no misunderstanding of the consequences of the current laissez faire attitude - if you ignore warning signs it may either cost you your life, or if you are more fortunate, an appropriate fine.

Hugh McCracken

International Jousting event

Rimutaka Incline Railway display at International Jousting event.

Rimutaka Incline Railway display at International Jousting event, Harcourt Park, Upper Hutt. Photo: Hugh McCracken.

The Trust had a display at the International Jousting event held at Harcourt Park, Upper Hutt over the weekend of Saturday, January 15th and 16th.

Jouster in full suit of armour prepares for run.

A jouster in full suit of armour prepares for another run at the opposition, pole at the ready! Photo: Hugh McCracken.

Crowds of people attended the event over the weekend, Sunday being slightly better attended, with perhaps 15,000 during the day. The public were treated to medieval reenactments, mock battles, mounted skill-at-arms, and of course, informative displays on the Rimutaka Incline Railway and replica Fell track, dating from a much later time of course!

Jousting run along the fence.

Two jousters make a run along the jousting fence. Photo: Hugh McCracken.

Many people passed by the display. Much interest was paid to the Fell track, and a few memories were shared of the last days of operation, and life at Cross Creek. The New Walkway proposal was well received, and reassured those who currently use the railway formation that cycling and walking activities would continue, complimented by a heritage railway in the valley below!

Thanks to those who helped out with setting up and attending the display over the weekend, despite temperatures in the 30's. A job well done!

The Tin Hares - Mike Beckett, Martinborough

Rm 7 standing at Masterton station.

Rm 7 Matahourua standing at Masterton station at the end of a run from Wellington via the Rimutaka Incline. Masterton station boasted a refreshment rooms, as the sign board indicates, which were located at the south end of the 225½ foot-long Troup-designed building. Note the white-painted steps placed on the platform adjacent to the railcar's door. Photo: L.H. Stockbridge.

Travel to the Wairarapa took a great leap forward in 1937 with the introduction of a railcar service between Wellington and Palmerston North via Wairarapa. The new, speedy, reliable, well-appointed railcars cut a full hour off the travelling time between Wairarapa and Wellington as compared to the steam trains they replaced. Featherston to Wellington was now two hours exactly. The railcars were by far the quickest vehicles the railways had, on a trial run they set a record time between Wellington and Auckland and were dubbed the Tin Hares.

The regular school holiday treat for Judy and I was Mum taking us to Wellington for the day. There was always either Aunt Nora or Sue living with us to look after the younger members. The railcar left Featherston at 8.28am and this never failed to provide the day's first excitement - Mum seemed to find it very hard to ever be on time for anything and we inevitably found ourselves running towards the station with no time to spare. Maybe this explains my own obsession with having some time up my sleeve when going to a play, catching an aeroplane or whatever.

Frequently Mum would, while taking a short cut through the goods yard, urge us to run on ahead to, if necessary, hold the railcar until she arrived. On one memorable occasion she actually flagged the railcar down on the Bell Street crossing - and yes it stopped for us. Those were the days!

view from driving position of Wairarapa railcar ascending Rimutaka Incline.

View from driving position of Wairarapa railcar ascending Rimutaka Incline. Photo: L.H. Stockbridge

The railcar quickly reached Cross Creek and from there it ground its way up the incline managing just walking speed with the big under floor motor revving furiously to drive through an obviously very low gear. We liked to press our shoes firmly on the lino floor with the intense vibration actually tickling your feet.

The Summit always struck me as the most desolate place, invariably blowing, mostly it was raining or at least misty and even if sunny that breeze was still the controlling feature. The row of railway houses were built with the tracks at the front door and the wind swept hill climbing from the back door. No lawn or garden, clearly nothing would grow there.

Rm 5 stopped at Kaitoke station for refreshments.

Rm 5 Mahuhu stopped at Kaitoke station for refreshments. Note the "Refreshment Room Station" sign, the bar-tables affixed to the station building for the collection of crockery, and the water vat and down home signal to the right distance (still giving a clear indication for the main line). Photo: L. H. Stockbridge.

From the Summit the track descended steeply in a series of wide curves, the railcar seemed to take joy from being suddenly released from the grind of climbing the hill and swept down with the wheels' flanges screaming against the track's curves.

Kaitoke and "time for refreshments" the guard would call, everybody would pile out and head for the refreshment rooms. Although the journey for us had only been an hour at this stage, for those boarding Pahiatua, Eketahuna or Masterton it had been considerably longer. Available was tea or what was called coffee ('coffee essence' made mainly from chicory and lots of sugar) in very thick white 'railway' cups. Equally thick white bread ham sandwiches with generous chunks of ham and a smear of mustard (yummy), mince pies or light fruit cake were the food offerings. And, for us the highlight, Thompson and Lewis fizzy drink, which we considered far superior to our local WACO brew.

With a childish concern about being left behind we always kept an eye on the railcar driver and guard knowing that as long as they were sitting eating we were OK. When they got up everybody piled back aboard taking their cups and plates of food with them.

Wairarapa railcar Rm 8 at Petone station.

Wellington-bound Wairarapa railcar Rm 8 Mataatua paused at Petone station to drop off passengers. Photo: Nelson Stockbridge.

In those days the railway line ran alongside the road between Silverstream and Petone rather than diverting through the Hutt Valley as it now does (The Taita/ Naenae housing area had not yet been developed at that stage). The railcar travelled at greater speed along this stretch than the cars of the day. We would look ahead and spot cars which we would watch being gradually overtaken by the railcar. As the speed built up along this straight, the vibrations of the railcar set the Kaitoke empty cups and saucers, now placed on the floor, rattling and clanging in a most satisfactorly manner - it was clear why they were so sturdily constructed.

An interesting feature of the railcar was its having only single driving wheels at the back - this to ensure maximum pressure was on the drivers. The downside of this was that the wheels measured every joint in the rails with a pronounced 'thunk', particularly when travelling at speed and even more so in the colder weather when the rail joints opened up even further. My father declared that when sitting in the rear seats you stood a good chance of your back being dislocated. However among little boys it was understood that the back seats were the only place to sit.

10.30 and we would pull into Wellington station, often to meet up with Aunty Doll and cousin Mid down from Paekak to spend the day with us. This was spent on a well structured programme: up and back on the cable car, a look through the then slim pickings of the toy departments of DIC and James Smith and a tram ride out to Haitaitai to the 'Hornby Shop'. There were very few toys in those times and no new Hornby trains or Meccano sets at all. The Hornby shop was a very small cramped shop run by an old gentleman who traded in used Hornby engines, carriages, rails etc. Meccano sets, and Hornby and Meccano magazines. I saved all my pocket money (not spent on comics) for the holiday call at his shop to see what he had on offer.

If Mid was with us he and I would be given some money and left at the 'Fun Parlour' near the Opera House while Mum, Aunt Doll and Judy would go off clothes shopping. The Fun Parlour was the forerunner to today's video parlours but with rows of pinball machines and other 'games of skill'. Everything was penny-in-the-slot operated and a bored looking lady in a central booth would change our two-shilling pieces (or if we were lucky half crowns) into pennies. Many a happy hour was spent there.

Lunch depended on whether Aunt Doll was with us. If not we would go to the 'Rose Cafeteria' in Lambton Quay for a 'light luncheon', which was pretty plain fare. However if Aunt Doll was with us it would be 'Kirks' - Kirkcaldie and Stains, all very posh white table cloths, served by a waitress with dainty stuff to be chosen from plates on three tiered holders in the centre of the table - and with a gentleman in evening dress playing a grand piano on a raised corner of the dining room. All a bit foreign to the Featherston Becketts.

Shops all closed at 5pm and as the railcar did not leave for the homeward journey until 6.04 we had an hour to spend at Wellington station. To some extent this was a highlight of the day. Mum would purchase an Evening Post from the leather-throated newsboy shouting "Eeeeeeveninig Peeeeeeooooost" at the station entrance (what do the commuters do these days without that paper to read on their homeward journey?) and buy a cup of tea at the railway cafeteria (now also gone). We would stalk the station platforms watching the commuters rushing to catch departing trains and inspecting the locomotives. Only the Johnsonville and Paekak lines were electrified with only the Johnsonville one having electric units. The other lines had long trains of wooden sided carriages pulled with, in the Hutt Valley case, smoking tank engines and, for Paekak, big square humming electric locos.

The steam engines were the most intriguing. We would stand staring as the fireman stoked up to provide a good head of steam for their run. The drivers were obviously well used to little boys (and girls) staring up at them, friendly ones would give a wink or nod and really friendly ones even spare a word (oh joy), but many just ignored their admirers for that's what we were.

The electric locos were, to me anyway, rather ominous - deeply humming big square all-steel boxes clearly highly electrified. I was well aware that steel was a great conveyor of electricity and wondered how the driver could feel even half safe perched up there surrounded by steel with electricity obviously pouring in from the overhead station.

The still quite new shining Johnsonville units seemed the last word in travel with the doors silently gliding shut and the units equally silently just gliding away, in some contrast to the huffing and puffing of the grimy tank engines.

On the far platform the Auckland Express was being readied for its overnight run. In these days before air or even long distance bus travel, the daily two expresses each way were the only connection between the two cities. The long train was made up of three classes of steel sided carriages: first and second class and sleepers. Some of the second class carriages are still clicking along on the Wairarapa line sixty years later (2004). While today long suffering commuters are crying out for their replacement (they are clearly well past their intended use-by date) in the '40's they were pretty smart.

This second express of the day did not depart until 7.30 and so was just being readied for the journey. We would creep aboard and have a surreptitious peep at the first class and sleeper carriages, intrigued by the luxury, especially the sleepers with their little hand basins and fancy wall lights. Tea and biscuits would be being loaded aboard for passengers' morning wake up call - with a morning paper we were told - what luxury!

The final treat for the day was the purchasing of a Katzenjammer Kids comic from the railway station news and magazine kiosk. This comic was not stocked at our local newsagents, don't know why, maybe because it was American. It was the adventures of a very dysfunctional family - rather like the Simpsons but with a whole heap of kids. We really enjoyed these comics and they were highly prized, probably because of their rarity in town.

Rm 9 passes an excursion train at Kaitoke.

Rm 9 Arai-te-uru passes an excursion train at Kaitoke on a Wairarapa-bound service. Note the railway house adjoining the platform. Photo: L.H. Stockbridge.

The ride home was quite unlike the journey to the city the railcar climbed relatively effortlessly the easier western side gradient to the Summit and then warily slithered down the incline side. You could feel the centre line brakes gripping as the driver eased it down the slope.

At Cross Creek we would pass the first of the night's goods trains waiting for the railcar to clear the line. A long mixed train with the little Fell engines dispersed at intervals with steam almost enveloping the engines and pouring from the couplings. This was particularly impressive in the winter when the steamy scene was lit by the not too bright orange/yellow yard lights, giving a rather eerie effect.

Interior of Wairarapa railcar.

Interior of a Wairarapa railcar, largely replicating motor coach practise in terms of seat design and positioning. Photo: L.H. Stockbridge.

On the long slightly downhill straight run from Pigeon Bush to Featherston the driver often 'let her rip', building up an almost alarming speed which had the railcar jumping and bucking along the rails. Unofficial (but quoted in the magazine 'Rails') speed records were set on this straight. And so at 8pm our day ended as we tumbled, tired but happy, from the railcar back where we had started almost twelve hours previously.

And what about these railcars? Six were constructed at the NZR Hutt workshops in 1936. Each was named after one of the Maori canoes of the 'Great Migration': Maahunui, Mahuhu, Mamari, Matahourua, Mataatua, and Arai-te-Uru. A seventh, Arawa, had only 20 seats with the rest as goods space. It was built to exclusively service the people of Cross Creek which had no road access. Usually this ran between Cross Creek and Masterton with occasional trips elsewhere as required.

The railcars were originally powered by Leyland 10 litre petrol motors through a 'fluid torque converter' as used in today's automatic drives and very advanced at that time. The power units were later replaced by Leyland diesel motors.

A distinctive feature of the railcar was its height off the ground, 30 centimetres higher than passenger carriages. This was because of the large (almost metre diameter) wheels to allow the axles and under floor motor to clear the incline's centre rail. The extra height necessitated a white wooden step to be provided at each station. As the railcar came to a stop, station staff would place the step by the railcar door to allow the people to alight.

Westinghouse air brakes were situated in very large brake drums placed on axle extensions outside the wheels, presumably to aid cooling. There were also hydraulic brakes gripping the centre line during the railcar's descent.

Passengers entered at the front behind the driver's area, much as in a bus. There were two seats - driver and guard - the guard must have been the cushiest job in the railway, clipping the tickets of 49 passengers and that was it, just sit and chat to the driver all the way there and back! Between the driver and passenger cabin was a narrow aisle with the toilet on one side and a large bin for suitcases on the other. There was also storage under the railcar, as on busses.

All up weight of a railcar ready for service was 17 tons, with half of all that weight on the two rear driving wheels. This was quite light for a railed vehicle, hence its nickname 'tin hare'. One was blown from the rails near Pigeon Bush and a long windbreak fence was subsequently constructed along this stretch of line.

Currently the Pahiatua Railcar Society is restoring Rm 5 Mahuhu - quite a project. For while the chassis and running gear was in reasonable condition, the body's wooden frame had deteriorated to a stage where complete replacement was required. Good luck to them!

Mike Beckett, Martinborough.

Surviving Wairarapa railcars

Rm 5 running on Silver Stream Railway in the late 1980s.

Rm 5 Mahuhu running on Silver Stream Railway in the late 1980s. Bill McLean is seen driving the railcar under the watchful eye of Howard Phillips. Photo: Hugh McCracken.

Remaining servicable Wairarapa railcars were retired shortly after closure of the Rimutaka Incline and associated opening of the Rimutaka Deviation (3 November 1955). The railcars were stored in rotten row at Hutt Workshops for more than a decade. The Wellington Branch of the New Zealand Railway and Locomotive Society (nucleus of the Silver Stream Railway) rescued Rm 5 for preservation and eventual return to operational order. The chassis of Rm 9 and two other railcars were also obtained. Rm 5 was in reasonable shape mechanically, but had suffered a considerable amount of damage to the bodywork during the years at Hutt workshops, including fire damage. The railcar was run at the Branch's Seaview storage facility, and both Rm 5 and the chassis of Rm 9 were transferred to the Silver Stream Railway in the mid 1980's.

Rm 5 was leased to the Pahiatua Railcar Society [], who are undertaking its restoration to working order, and eventual operation. Carbody framing has been fabricated from hollow steel section, replicating the curvature of the sides and roof of the railcar. More recently the chassis of Rm 9 was also transferred to Pahiatua.

members arriving at Featherston by train, DC4225 on the head.

Members arriving at Featherston by train, DC4225 on the head. Photo: Hugh McCracken.

December walk

A modest number of members attended the Trust's 5th December 2004 formation walk, destination: Cross Creek.

Some took advantage of a train travel option, boarding the 09:55 Wellington to Masterton train at either Waterloo or Upper Hutt for the short (and enjoyable) journey through the Rimutaka Tunnel to Featherston.

Other members drove cars over the Rimutaka Hill road, meeting the train to pick up the others at Featherston. We followed the NZRC mainline south of Featherston to Speedies Crossing, the Rimutaka Deviation curving away from the old route, climbing towards the Rimutaka Tunnel. We continued down Western Lake Road until picking up the formation again at the site of the former Prince Stream bridge.

members at Featherston.

Members shelter at Featherston station after disembarking the Wellington to Masterton train. Photo: Hugh McCracken.

bridge piers and abutment over Prince Stream, near Pigeon Bush.

Abandoned bridge piers and abutment over Prince Stream, near Pigeon Bush (site of which was amongst the trees atop of the distant rise. Photo: Hugh McCracken.

The former railway used to run straight as a die from Featherston through and past Pigeon Bush. When standing on the platform at Featherston looking south you are looking directly towards Pigeon Bush. The vertical profile is anything but straight, however, as Pigeon Bush is located at the crest of the alluvial fan formed by the Owhanga Stream (formerly known as Lucena's Creek). Masterton-bound trains faced a maximum gradient of 1 in 62, whereas Wellington-bound trains faced a maximum of 1 in 48 between Featherston and Pigeon Bush, and a ruling gradient of 1 in 40 during the final climb into Cross Creek.

We paused at the former Pigeon Bush station site, noting the old road alignment that used to skirt around the eastern side of the station yard. The bridge abutments and piers at Owhanga Stream are in similar condition to those at Prince Stream, and one could imagine undertaking but a modest amount of work to prepare the structures for reuse.

Just before the road bridge over Cross Creek the formation passes close to a number of farm buildings, then turns towards and climbs a river terrace, marked by a row of Macrocarpa trees. We drove along Western Lake Road a short distance before turning into Cross Creek Road and the gravel approach road to Cross Creek car park. At this stage the weather turned against us, but had been threatening to do so since leaving Featherston. After a short discussion we decided not to risk walking into Cross Creek, the southerly rain setting in, and back-tracked to Featherston.

We visited the Fell Locomotive Museum, and were treated to a most interesting tour, including of course, the sole remaining Fell 'H' 199, surrounded by memorabilia and interpretation of both the Fell locomotives and the Rimutaka Incline. The day's outing was nicely finished off with a visit to the Lady Featherston café, and a discussion with proprietor / South Wairarapa District Councillor Peter March.

Weka Pass Railway visit

A 428 hauling tourist train on Weka Pass Railway.

Glenn and Jean Fitzgerald visited the Weka Pass Railway [] on 23rd January, and enjoyed a ride on the tourist train service between Glenmark and Waikari. The railway typically schedules two return journeys on their public running days, hauled either by resident steam locomotive A 428 (pictured here), or vintage Dg class diesel-electric locomotives. The 80-ton A-class Pacifics were frequently used on the route of the Rimutaka Incline Railway from the late 1940's through to early 1950's. Photo: Glenn Fitzgerald.

February walk - Hutt Valley railway heritage tour

Trentham footbridge.

Bowstring truss footbridge at Trentham, main members constructed from bullhead section rail. Photo: Hugh McCracken.

A brief report on the walk of 6th February, where a number of railway heritage remnants in the Hutt Valley were visited, including:

Further illustrations will be included in the next newsletter, and station designs of George Troup will be the subject of our next members' night on Wednesday 16th February (see Upcoming events above).

Connection to heritage route at Maymorn: Option H

We continue the series of route investigations into possible connection of the government mainline at Maymorn to the heritage route above the Rimutaka Tunnel. In plan view the two routes pass within a hundred metres of each other, while the vertical separation is in the order of 40 metres. At the ruling route gradient of 1 in 40, a new line with a length of 1.6km will be required.

Option H

Option H could see a triangle turning facility at Maymorn, providing for through-running from either mainline direction. It would cross Parkes Line Road, preferably by an underpass, and immediately strike a 1 in 40 gradient in a southwards direction, the valley floor more or less being at the same gradient. A curve ensues to gain a northwards direction onto original formation at 23M 15 chains from Wellington.

From an engineering perspective the route has much to commend it, involving a minimal amount of earthworks, and an economical 940m length. However, the triangle connection to the Maymorn yard could present operational problems, and difficulties in siting station and other buildings. An underpass would also be an expensive item.

Option H is not being explored any further at this stage and is included in this newsletter for interest and comparitive purposes only.

Option (H)

Maymorn connection Option (H) - Rimutaka Incline Railway Heritage Trust.

Maymorn Connection Route H Geometry
Point Description Gradient Length (m) Running Length (m) Height gained (m) Running Height (m)
O Maymorn railway yard 0 0 0 130.7
A 90 degrees of 150m curvature level 235.6 235.6 0.0 130.7
A' 20m of tangent level 20.0 255.6 0.0 130.7
B 193m of tangent 1 in 40 193.0 428.6 4.83 135.5
C 33 degrees of 150m curvature 1 in 40 86.4 515.0 2.2 137.7
D 111m of tangent 1 in 40 111.0 626.0 2.8 140.5
E 119 degrees of 150m curvature 1 in 40 311.5 937.6 7.8 148.3


Full contact details may be had on the Trust's website at

Electronic copy

An electronic copy of this newsletter will be available on the Trust's website at from 1 March 2005. Further copies can be printed, or images viewed in colour (where applicable).

14 February 2005.