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Visit to railway station essay - Liverpool Science Park
At the time in question the railway companies employed platelayer gangs to be responsible for the maintenance of a specific "section" of their route mileage. A very useful reference to the way in which the later SMJ and LMS divided this railway regarding the platelayers' sections is contained in Mr Pettifer's essay "Tempus Fugit". There is no reason to suppose that the working arrangements were much different in the earlier E & W days. James Jennings as foreman would have been in charge of a small gang that would have had responsibility for a section of the line on a day to day basis. It was customary for the Company to erect small huts (often called hovels) at regular intervals along the track to store tools and provide shelter for the gang. On the SMJ line these were at one mile intervals and some were very rudimentary. The gang would have one larger hut or complex of huts at a convenient point in their section. This would always be near a station at which there was a signal box. This served as a central store for materials which could be offloaded from adjacent tracks. At best these huts would be constructed substantially from second hand sleepers and crossing timbers and could be regarded as "semi permanent" buildings. It was not unknown across the Railway system at the time for lower graded staff to (sometimes officially) live in such buildings; they always had a stove and a plentiful supply of coal from passing locomotives. Produce could be grown by cultivating the embankments as allotments. The reference "Jennings lived in a frame house" in the Banbury Guardian report is a clue to the wooden construction. It was also very convenient for an impoverished company such as the E & W to allow a platelayer to effectively be "on call" 24 hours a day. In the winter months the signalman would need to call out a "fogman" very often at short notice and the first choice for such a task was a local platelayer. Much time and therefore hold-ups could be saved if all the signalman had to do was walk up the yard to call out his man! Maps of the site from various dates show a hut with a permanent way trolley platform and materials store area on the E & W line as it curves away towards Kineton on the western side of the line. This confirms Mr Pettifer's comment that Fenny Compton was a "section break" where two gangs were based with responsibilities in each direction. After further discussions with P Jennings about James and his family it now seems unlikely that he did in fact live in the platelayer's compound as he had a wife and children with him. The reference to the "frame house" is therefore directed at some other dwelling. I can find no records of the E & W owning cottages for the use of staff at Fenny Compton. There are no surviving houses that seem to fit the description or indeed the location that we believe James's house was situated. He had been domiciled in the area with his family for some time and census returns give his address as "near Railway Station" The most likely location for any house was in the area now occupied by an industrial estate immediately to the south and west of the station site.
Based on material supplied by Patricia Jennings including two contemporary newspaper reports, in addition I visited the site which is still a working railway during March 2009 and reminded myself of the juxtaposition of the E & W with the GWR. Good views of the line are still visible from bridges and public footpaths in the area. I also reviewed the track layout and gradient profiles. Although the E & W route was abandoned in 1965 the track bed of the line still exists to the south of Fenny Compton station site and is used as a road by Network Rail maintenance road vehicles for about half a mile to the point where it swings out to gain height to cross the GWR. It retains its profile for much of the way to where the bridge abutments that carried the E & W over the GWR still exist. This section is used by local farmers who have no doubt bought the track bed from BR in recent times. The formation can be clearly traced on Google Earth images.
Innovations visit to railway station essay
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To Visit a Railway Station English Essays
The East & West Junction Railway was for much of its life in a state of acute financial embarrassment, and with little money to spare, its relations with the inspecting officers of the Board of Trade were none too happy. It was a tradition which went back to the days prior to the line even being open! The first section of the E&WJR to be submitted for inspection was between Fenny Compton (adjacent to the GWR's Oxford to Birmingham main line) and Kineton. Colonel Hutchinson was deputed to inspect the line, and he balked at the deficient ballasting, missing fish bolts, poor fencing, incomplete interlocking, inadequate station facilities and no station nameboards or clocks. On his second visit, he passed the line, subject to an undertaking from the company concerning Fenny Compton, where the E&WJR hoped to use GWR facilities until a joint station was built. The section of the line between Fenny Compton and Kineton opened on 1st June 1871.
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