H.M.B. THOMAS BSc, ACGI, MBEng. CORPORATE BUILDING ENGINEER

PROPOSED REINSTATEMENT OF

PLATFORM AT OSWESTRY STATION.

CONSERVATION DESIGN & ACCESS STATEMENT.

1. Introduction. This statement has been produced to accompany an application for Listed Buildings Consent by the Cambrian Railways Trust (for Cambrian Heritage Railways Ltd.) for reinstatement of the main platform for use by passengers. The purpose of the document is to show the process that has led up to the proposal, and to explain and justify it in a structured way. 2. History of the Platform. The platform and the large station building were constructed in 1860-1 by the Oswestry & Newtown Railway, which was amalgamated with the Oswestry Ellesmere & Whitchurch Railway and others to form the Cambrian Railways Company in 1865.

Initially the platform ran from the south end of the building to a point 40m to the north of it, giving a length of about 92m, as shown in a photo of it under construction, and on the 1874 1:500 scale OS map:

By the time of the 1901 1:2500 OS map the canopy had been added, the up platform had been extended southwards by about 30m., and a separate down platform had been built (Note that in railway terms “up” is towards London, in this case via Whitchurch and Crewe):

In 1923, the Cambrian Railways Co. was absorbed by the GWR, which promptly relegated its own Oswestry station to goods traffic and concentrated passengers on the former Cambrian station. By 1926 the Cambrian goods shed had been demolished to create a bay platform for Gobowen branch trains, and the main up platform had been extended about 76m northwards to give a total length of nearly 200m excluding ramps, sufficient to accommodate a 10-coach train.

BR took over in 1948, closed the station to passengers in 1966, and sold off the station building and much of the surrounding land. A single track was retained and used by quarry trains until about 1985; part of the platform was also retained to give 2m clearance from the running rail. The platform canopy was removed, and a fence erected on the new boundary with timber posts concreted into the platform surface. The daily quarry train was usually hauled by a class 25, 31, or 37 diesel loco, but it is understood that on one occasion a larger class 47 was used, which clipped the platform edge. As a result, it was decided to take the precaution of demolishing most of the platform wall – although a class 47 never visited again. The final length of the platform is shown on the 2005 Network Rail map, and extent of the land which was finally purchased by Shropshire County Council from Network Rail in 2008 is shown shaded:

The whole of the platform came into the ownership of Shropshire Council in April 2009; part with Shropshire County Council’s purchase of the railway (now included in the lease agreement with Cambrian Railways Trust), and part via Oswestry Borough Council’s acquisition of the station building. The

building itself, but not the remaining part of the adjacent platform, is leased to the Oswestry Station Building Trust and used as a visitor centre and restaurant, with offices above. 3. Significance of the platform.The station building is Grade II Listed, as are a number of nearby railway structures, but the platform itself is not mentioned in the Listing descriptions. The entry for the platform in the “Cambrian Railways Conservation Management Plan” (Donald Insall Associates Ltd. & Govannon Consultancy, 2005) includes “Statement of Significance: Of regional significance as part of the infrastructure of a secondary main line and as part of the curtiledge of a listed building. Essential to the setting of the station building.” Its policy recommendations are “Retention of both platforms as part of the railway’s operations; recreation of 1955-1965 ambiance in terms of signs, luggage, etc; recreation of bay platform on west side…” The platform itself is typical of its period with no especially interesting features, but its historical significance is as a vital element of a group of railway buildings which is of national significance, as the only headquarters of a pre-grouping railway company which remains substantially intact. 4. Description of the platform. The wall of the original platform has been removed down to rail level, but the footings of 337mm thick brickwork remain. Old photos, such as this 1955 general view from the south, appear to show an edging of large bullnose bricks:

Much of the original herringbone brick paving remains, but towards the front some has been re-laid in stretcher bond. A tarmac levelling course was added when settlement of the fill material made the surface uneven, but most of this has since become detached. Various areas of brick paving have been lost during demolition of the front wall, and also due to drain and service trenches, removal of the canopy columns, and erection of fence posts, as seen in these 2009 photos:

Recent trial excavations have located the concrete bases for the cast iron columns which supported the canopy, with slate packing still insitu:

The wall and surface of the 19th century platform extension at the south end have been almost entirely removed. The wall and nosing appear to have been similar to the original, but the surface was of concrete paving slabs to about 4m back from the edge, with loose gravel behind, at least by the time of this 1950’s photo:

The 1920’s platform extension at the north end was of 450 thick red brickwork in cement mortar, set back further from the rails and corbelled out towards the top, which by that date had become a safety requirement for new works. The

edgings were large concrete slabs (some of which remain on the bay platform face), with concrete paving slabs between them. Similar construction also survives on part of the down platform, as seen in the foreground of this 1952 photo; just to the right of the loco is the transition between the original up platform and the extension:

This 1949 photo shows clearer details of the platform extension with the bay platform behind, including the standard GWR lamp posts and nameboard:

A 1962 general view from the works footbridge shows the north end of the platforms in context:

For much of the length of the extension, only the top corbelled courses of brickwork have been removed, but part has been taken down to rail level. Weepholes can be seen at intervals, and some of the cast iron cable brackets remain fixed to the face of the wall. Part of the platform was incorporated in a public car park from about 1985 to 2004, and it is unlikely that any previous surfacing still remains under the tarmac:

5. The present proposals. The Cambrian Railways Trust and the Cambrian Railways Society are now in the process of combining as Cambrian Heritage Railways Ltd., and have identified one of the top priorities as visible progress with the project in Oswestry, and in particular trains running through the station. It is planned to operate brake van rides with a diesel loco from Easter 2010, and hopefully a steam loco later in the year, between Middleton Road bridge and the north end of the station. These trains will be clearly seen from the main road and the coach park; they will greatly increase footfall at the visitor centre and Buffers restaurant, and raise the profile of the project generally. It is proposed to reinstate a minimum of 25m length of the original platform initially, and continue with the remainder as funds and labour permit until the whole length is serviceable again – hopefully to receive incoming excursion trains from other parts of Britain in the future. The aim is to construct authentic replicas of the original structures as far as is practical, re-using original materials where possible, but within the constraints of current safety requirements and within the limited resources available to an organisation financed by voluntary contributions and grants. The platform wall will be rebuilt with a facing of reclaimed brickwork and concrete blocks behind. It will not be possible to obtain a sufficient quantity of the special bullnose bricks used for the original platform edgings, so it is proposed to use precast concrete edging slabs throughout; the project has been offered about 60no. 1200 x 900 x 100mm reclaimed edging slabs from a closed station in north Wales, and more can be sourced from elsewhere, either reclaimed or new. They will be set to current clearance standards, measured from the line and level of the existing rails For the platform surface where adjacent to the building, consideration has been given to a new tarmac levelling course as a temporary measure, and this is included in the application as an option in the first instance. However the preferred solution is to carefully lift the paving bricks, regrade the fill, and relay them to adjusted levels on a sand bed. The surface will slope away from the edge (as required by current railway safety standards to prevent pushchairs etc. running onto the track) up to the line of the canopy columns, where a linear drainage channel will be laid; the surface will then slope up towards the building, with steeper ramps provided locally at those doorways to be used by the public. Because a proportion of the bricks have been lost, it will only be possible to relay an estimated 75% of the length which had them originally. The remainder of the surface will be reinstated with paving slabs or tarmac. Reinstatement of the bay platform face is not included in the present application. It is intended to reinstate the canopy in the future, and a scheme has been produced by Steelway Fensecure (a firm which specialises in high quality replica railway structures – see http://www.steelway.co.uk/SR-home.php )

following a detailed investigation. At this stage, it is proposed to incorporate a small marker slab to indicate each column location, and provide blanked-off drainage connections. Details of platform furniture such as lamp posts, name boards, and seats will be provided for approval in due course as required. In order to tackle persistent problems of trespassing vandalism and litter, a pair of steel gates will be erected across the tracks adjacent to the Coney Green crossing, and a temporary fence be put across the north end of the site adjacent to the diverted footpath crossing. This will enable part of the steel palisade fencing around the Museum yard to be taken down. 6. Consultations. The proposal was discussed with Ruth Hitchin, Conservation Officer, on 10.11.09. She was generally supportive, and confirmed that Listed Building Consent would be required for the work. It is understood that Planning Permission is not necessary. Oswestry Station Building Trust and their tenants are fully supportive, and are very anxious for the platform to be tidied up so that it becomes an asset to the building. Tables and chairs will be provided for eating outside, away from road traffic. A survey of traders in Oswestry has been overwhelmingly supportive of the heritage railway project, of which this is an essential element. 7. Access Statement. The grading of the platform surface will be improved as described above, and level thresholds provided to appropriate doors, instead of the step which now has to be negotiated. At the platform edge, the usual white line will be painted but it is considered that the textured paving now required on main line station platforms would be inappropriate in this setting.

H.M.B.Thomas amended 7.12.09.