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Landmark Trust

The Landmark Trust is a British building conservation charity, founded in 1965 by Sir John and Lady Smith, that rescues buildings of historic interest or architectural merit and then makes them available for holiday rental. The Trust's headquarters is at Shottesbrooke in Berkshire.

Most Trust properties are in England, Scotland and Wales. Several are on Lundy Island off the coast of north Devon, operated under lease from the National Trust. In continental Europe there are Landmark sites in Belgium, France and Italy. Five properties are in the United States—all in Vermont—one of which, Naulakha, was the home of Rudyard Kipling in the 1890s.

The Trust is a charity registered in England & Wales and in Scotland. The American sites are owned by an independent sister charity, Landmark Trust USA. There is also an Irish Landmark Trust.

Those who rent Landmarks provide a source of funds to support restoration costs and building maintenance. The first rentals were in 1967 when six properties were available. The Trust's 200th property, Llwyn Celyn, opened for rental in October 2018. Landmark sites include forts, farmhouses, manor houses, mills, cottages, castles, gatehouses, follies and towers and represent historic periods from medieval to the 20th century.

Governance and administration
The Trust employs a 400 person workforce headed by a Director. Anna Keay was appointed Director in 2012, succeeding Peter Pearce (1995–2012) and Robin Evans FRICS (1986–1995).

The work of the Trust is overseen by a Board of Trustees chaired by Neil Mendoza.

Prince Charles became Patron of the Landmark Trust in 1995.

A group of high-profile supporters act as Ambassadors for the Trust, helping raise awareness of the Trust's role in rescuing and preserving remarkable buildings. As at March 2017 these were: David Armstrong-Jones; George Clarke; Nicholas Coleridge; Simon Jenkins; Griff Rhys Jones; and Natascha McElhone.

In media
The Gothic Temple at Stowe was filmed in March 1999 as the Scottish Chapel in the Bond movie The World is Not Enough.

In May 2015 five life-sized sculptures by Antony Gormley, titled Land, were placed near the centre of the UK and at four compass points, in a commission by the Landmark Trust to celebrate its 50th anniversary. They were at Lowsonford (Warwickshire), Lundy (Bristol Channel), Clavell Tower (Dorset), Saddell Bay (Mull of Kintyre), and the Martello Tower (Aldeburgh, Suffolk). The sculpture at Saddell Bay is to remain in place permanently following an anonymous donation and the granting of planning permission. The sculpture on Lundy was relocated to Cambridge.

The work of the Trust was the subject of a six-part Channel 4 television documentary, Restoring Britain's Landmarks, first broadcast in October 2015.

Four Channel 4 programmes, Great British Buildings: Restoration of the Year, transmitted from 23 March 2017, were co-hosted by Landmark Trust Director Anna Keay and Kevin McCloud. Buildings featured included Belmont.

Properties available for holiday lets
The following lists aim to be complete and illustrate both the variety of structures and geographical spread of the trust. In the Trust's early years, prior to the incorporation of the charity, properties were often bought with the support of the Manifold Trust. The Landmark Trust's current portfolio also includes properties bequeathed to the Trust, leased, or operated through a management agreement on behalf of other owners. Dates of acquisition and first lettings are shown where available from Landmark Trust or other published sources; time differences between dates often reflect previous/current ownership and the extent of restoration required.

Detailed histories of each building are prepared by the Trust's Historian during its renovation. These include summaries plus before and after photographs of restoration works as carried out. Each building history is then left as an album in the property for visitors to peruse. All Trust property history albums were made available online for the first time in October 2018.

Channel Islands

 * Fort Clonque, Alderney
 * Nicolle Tower, St Clement, Jersey

Lundy
The Landmark Trust manages the Island of Lundy in the Bristol Channel on behalf of the National Trust, and operates a number of holiday cottages there. The properties managed by the Trust include:

 * The Barn
 * Bramble Villa East
 * Bramble Villa West
 * Castle and Keep Cottages
 * Government House
 * Hanmers
 * Millcombe House
 * The Old House
 * The Old Light
 * The Old School
 * The Quarters
 * Radio Room
 * St John's
 * Square Cottage
 * Stoneycroft
 * Tibbets

Belgium

 * Hougoumont, close to the site of the Battle of Waterloo. The Trust contributed to the Chateau Hougoumont farm's £3M restoration, from 2013. An apartment in the former gardener's cottage over the south gates has been let since 2015.

Italy

 * Casa de Mar, San Fruttuoso – from summer 2016
 * Casa Guidi, Florence – from 1995
 * Piazza di Spagna, Rome – from 1982
 * Sant'Antonio, Tivoli – from 1995
 * Villa Saraceno, Agugliaro – restored 1984–1995
 * Villa dei Vescovi, Padua (two apartments) – from 2006

United States

 * Amos Brown House, Vermont
 * The Dutton Farmhouse, Vermont
 * Naulakha (Rudyard Kipling House), Vermont
 * Kipling's Carriage House, Naulakha, Vermont
 * The Sugarhouse, Vermont

Properties under restoration
As at March 2020, the following properties were being restored by the Trust for future lettings:

 * Chatley Heath Semaphore Tower - geograph.org.uk - 18673.jpghore Tower, Chatley Heath, Cobham, Surrey. Only remaining semaphore tower from the Napoleonic era, listed Grade II*. An appeal for £160,000 representing the remaining 25% of its restoration cost was launched on 19 March 2019. The appeal has reached its target, and restoration work is now underway.

Projects in development
As of March 2019, plans for restoring and renovating the following properties were under active development:
 * Calverley Old Hall, Main Wing – adjacent to existing property let. The pre-qualification stage of an architectural competition for the Hall's restoration closed on 1 August 2017, when likely construction costs were estimated at £2.3m. On 13 February 2018 the Trust announced that the competition had been won by Cowper Griffith. Consultation with local residents on the proposed designs took place in March 2018. Awaiting appeal launch, previously planned for 2019.
 * Fairburn Tower, Inverness. Category A listed Tower House, built in 1545 for Murdo Mackenzie, Gentleman of the Bedchamber for King James V. Restoration proposals developed by Simpson and Brown as Project Architects. £500,000 grant pledged by Historic Environment Scotland. Appeal for £800,000 launched May 2018. By autumn/winter 2019 all but £89,000 had been raised. Restoration work was expected to start soon thereafter for a planned completion in late summer 2021.

New potential projects announced by February 2020 for development were:

 * |39:1:1|40:1:1 Ibsley Watch Tower, Ibsley, Hampshire – Derelict watch tower at one of the twelve RAF airfields in the New Forest. Held on a 99-year lease by RAF Ibsley Heritage Trust.
 * Mayor's Parlour Block, Maison Dieu, Dover, Kent – Part of 1835 transformation of Grade I complex of civic buildings dating to 1204.
 * Mavisbank, nr Edinburgh, Midlothian – Joint project with Historic Environment Scotland for Scotland's first Palladian villa.

Other projects previously considered for restoration
Other properties previously considered by the Trust, but not progressed to completion, include:

 * Almshouses, Denton, Lincolnshire – demolished by then owner Sir Bruno Welby, subsequently convicted in 1980 of unauthorised demolition of historic buildings and fined £1,000 plus costs
 * Falsgrave Signal Box, Scarborough, North Yorkshire – under consideration from 2016 to March 2019
 * The Master's House, Maidstone, Kent – rejected 2002 on grounds of size
 * Mausoleum, Seaton Delavel – rejected for risk of repayment of Department of the Environment grant
 * Warder's Tower, Biddulph, Staffordshire – leased from Staffordshire County Council 2008–2010, returned when no acceptable solution could be found for dealing with four colonies of bats

Former properties
Properties formerly run as holiday lets and owned, leased or run by the Landmark Trust on a management arrangement basis include:
 * All Saint's Vicarage, Maidenhead – First floor flat in Vicarage complex designed by G.E. Street. Advertised as being prepared for opening for lets in 1990 and in 1991 but not listed in 1992.
 * Edale Mill, Edale, Derbyshire – The Trust bought the mill in 1969 and converted it into seven flats. Six were sold after conversion with one being retained for holiday lets until c. 2012.
 * Fish Court, Hampton Court Palace – owned by Historic Royal Palaces. Withdrawn from property portfolio in 2014.
 * The Harp Inn, Old Radnor, Powys
 * Higher Lettaford, North Bovey, Devon – sold in 2013 as no longer appropriate to the Trust's property portfolio
 * Hill House, Helensburgh – top floor flat returned to National Trust for Scotland in 2011.
 * The Master's House, Gladstone Pottery – The Gladstone Pottery Museum was transferred to Stoke-on-Trent Museums in 1994.
 * Meikle Ascog, Ascog, Argyll & Bute – sold in 2013 as no longer appropriate to the Trust's property portfolio
 * Le Moulin de la Tuilerie, Gif-sur-Yvette, Essonne, France (formerly let as three properties: La Célibataire, Le Maison des Amis and Le Moulin) - sold in 2020 by the landowner
 * Sandford House, 7 Lower High St, Stourbridge, West Midlands
 * 30, St Mary's Lane, Tewkesbury – bought in 1969 and let to local tenants from 2006
 * Wellbrook Beetling Mill, Cookstown, Co Tyrone – returned to National Trust

Legacy Estate – other properties owned by the Trust
In addition to properties let for holiday rentals, the Trust has been bequeathed other properties which it has refurbished and managed in other ways, through its Legacy Estate. These include:

 * Fountain Hotel, 92 High Street, Cowes, Isle of Wight – acquired 2010
 * The Tower, Netherne Hospital, Netherne-on-the-Hill, Coulsdon, Surrey – bequeathed 2015

Handbooks
Details of each property available to rent are available online, on the Trust's website, and in a Handbook. Twenty-five editions of the Handbook have been published to December 2016:

Archives
The Landmark Trust Lundy Island Philatelic Archive was donated to the British Library Philatelic Collections in 1991 and is located at the British Library.

title: Landmark Trust


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North Downs Line

The North Downs Line is a railway line in South East England. It runs for 41 mi from Reading in Berkshire to Redhill in Surrey. It is named after the North Downs, a range of chalk hills that runs parallel to the eastern part of the route. The name was introduced in 1989 by Network SouthEast, the then operator. The North Downs Line serves the settlements in the Blackwater Valley as well as the towns of Guildford, Dorking and Reigate. It acts as an orbital route around the south and southwest of London and has direct connections to the Great Western Main Line at Reading, the Waterloo-Reading line at Wokingham, the Alton line at Ash, the Portsmouth Direct Line at Guildford and the Brighton Main Line at Redhill.

Three different operators run passenger services on the North Downs Line. GWR runs semi-fast and stopping services along the entire length of the line from Reading to Redhill, the majority of which continue along the Brighton Main Line to Gatwick Airport. Southern trains between Reigate and London Victoria use a 1 mi section west of Redhill. South Western Railway services between the capital and Reading use the line west of Wokingham and the same company operates between Guildford and Ash en route to Aldershot.

The majority of the North Downs Line was constructed by the independent Reading, Reigate and Guildford Railway company (RG&RR), although the section between Guildford and Ash Junction was built by the London and South Western Railway. The line opened in 1849 and services were run from the outset by the South Eastern Railway, which took over the RG&RR in 1852. Three sections of the line were electrified by the Southern Railway in the 1930s, although around 29 mi remains unelectrified. In the early 21st century, infrastructure works to increase the capacity of the line were undertaken, including the provision of new platforms at Reading and Redhill.

Overview
The North Downs Line is a 41 mi railway line in South East England. It links Reading railway station on the Great Western Main Line in Berkshire to Redhill on the Brighton Main Line in Surrey. It serves the settlements in the Blackwater Valley on the borders of Hampshire, Surrey and Berkshire, as well as the Surrey towns of Guildford, Dorking and Reigate. It acts as an orbital route bypassing the south and southwest of London and has direct connections to the Waterloo-Reading line at Wokingham, the Alton line at Ash and the Portsmouth Direct Line at Guildford. The 2015 Surrey Rail Strategy noted that 56% of passengers on the route connect to services on other railway lines and that a quarter of journeys either start or end at Reading. Around 13% of passengers travel to or from Gatwick Airport.

The name "North Downs Line" was first used in 1989 by Network SouthEast, the then operator of the line. Between Redhill and Ash, the line runs roughly parallel with the North Downs, a range of chalk hills that runs from Farnham to the White Cliffs of Dover. Between Ash and Reading, the line crosses the sands, gravels and clays of the London Basin. The steepest gradients, 1 in 96, and summit of the line are near Gomshall, where the route crosses the watershed between the Rivers Mole and Wey in Surrey. The distances along the line between Redhill (22 miles 40 chains) and Shalford Junction (41 mi 60 ch), and between Ash Junction (48 mi 34 ch) and Reading (68 mi 68 ch) are measured from Charing Cross station in London.

The North Downs Line is double track for the entirety of its 45 mi length and has a maximum operational line speed of 70 mph for passenger trains. Three sections of the line, RedhillReigate, GuildfordAldershot South Junction and WokinghamReading, are electrified using the 750 V DC third-rail system. Two sections, ReigateShalford Junction and Aldershot South JunctionWokingham, together totalling 29 mi route miles, are unelectrified. The line has a W6 loading gauge and overnight engineering possessions of up to $4 1/2$ hours are available. In 2006, Network Rail classified the North Downs Line as "congested", but following the construction of new infrastructure, this status was revoked in 2023.

Reading to Guildford
The Reading to Guildford section of the North Downs Line is 25 mi in length and has 13 stations in total. Reading and Guildford stations are managed by Network Rail and have 15 and 7 operational platforms respectively. The other 11 stations have two platforms each. Earley, Winnersh Triangle, Winnersh, Wokingham, Ash and Wanborough stations are managed by South Western Railway (SWR). Crowthorne, Sandhurst, Blackwater, Farnborough North and North Camp stations are managed by Great Western Railway (GWR). The passenger train services that use this section of the North Downs Line are:
 * Reading to Gatwick Airport semi-fast services, operated by GWR
 * Reading to Redhill and Gatwick Airport stopping services, operated by GWR
 * Reading to London Waterloo, operated by SWR
 * Farnham and Aldershot to Guildford, operated by SWR

West of Wokingham Junction and east of Aldershot South Junction, this part of the line is electrified using the 750 V DC third-rail system, leaving an 11 mi unelectrified central section. Most services on the North Downs Line use platforms 4, 5 and 6 at Reading station, but access to other platforms is possible. The Reading station area is controlled from Thames Valley rail operating centre, the line from Earley to North Camp is controlled by Basingstoke rail operating centre and the section from North Camp is controlled by Guildford signal box. The majority of this section has a line speed of 70 mph with the exception of the approaches to Reading, Wokingham and Guildford stations, and a 40 mph restriction at Ash Junction where the line curves sharply. The steepest gradient, to the west of Guildford, is 1 in 100.

The Waterloo–Reading line diverges from this part of the North Downs Line at Wokingham Junction and a spur to the Alton line joins at Aldershot South Junction. In addition, the line passes beneath the South Western Main Line at Farnborough, but there is no longer a junction between the two. This section passes over two navigable waterways, the River Kennet and the Basingstoke Canal, as well as the unnavigable River Loddon and its tributary, the Blackwater.

Shalford Junction to Redhill
Between Guildford and Shalford Junction, GWR trains use the Portsmouth Direct Line to travel between the two parts of the North Downs Line. The route passes through two tunnels, Guildford Chalk Tunnel and St Catherine's Tunnel. Reversible working is available on the down line on this section of track.

The Shalford Junction to Redhill section of the North Downs Line is 19 mi long and has eight stations in total. Reigate and Redhill stations are managed by Southern, but the remaining six stations (Shalford, Chilworth, Gomshall, Dorking West, Dorking Deepdene and Betchworth) are managed by GWR. Redhill has four platforms, but the other seven stations have two each. The passenger train services that use this section of the North Downs Line are:
 * Reading to Gatwick Airport semi-fast services, operated by GWR
 * Reading to Redhill and Gatwick Airport stopping services, operated by GWR
 * Reigate to London Victoria via Redhill, operated by Southern

Much of this part of the North Downs Line runs immediately to the south of the North Downs escarpment, although the route deviates to the south between Chilworth and Gomshall to avoid Albury Park. Only the 1 mi section between Reigate and Redhill is electrified. Between Shalford Junction and Gomshall, the line is controlled from Guildford signal box and the majority of the route to the east is controlled by Reigate signal box. Redhill railway station and its approaches are controlled by Three Bridges rail operations centre. The maximum speed on this part of the North Downs Line is 70 mph.

The route crosses the Mole Valley Line immediately to the east of Dorking Deepdene, but there is no longer a junction between the two. The navigable River Wey is crossed at Shalford via a steel truss bridge, which replaced the original wooden bridge in 1902. The North Downs Line crosses the River Mole on a five-arch, brick viaduct, built when the line was constructed in the late 1840s. The A24 dual carriageway at Dorking is crossed on a steel bridge, installed in 1964.

Proposal and authorisation
The Reading, Guildford and Reigate Railway company (RG&RR) was formed in August 1845. It was led initially by Frederick Mangles, a banker from Guildford, and most of the board members were businessmen from London and Surrey. The company's stated objective was to build a line linking the three towns in its name to "secure through traffic passing between the West, North and Midlands and the Channel Ports avoiding the congestion of London and thus saving time, distance and expense."

The engineer, Francis Giles, was commissioned to survey the line. His route, presented to the board in January 1846, had an estimated cost of £710,000 and was to be double track throughout. It would run from the Great Western Main Line at Reading to the Brighton Main Line at Reigate Junction (later Redhill). Between Dorking and Gomshall, Giles' route required the use of the proposed London & Portsmouth Direct Atmospheric Railway. The approaches to Guildford would use part of the London and South Western Railway (LSWR) lines to Godalming and Alton.

Negotiations with other railway companies began at the start of 1846. By mid-January, the RG&RR had bought out the rival Reading and Reigate Company, promoted by David Mocatta, which had proposed a line with similar aims. That March, it agreed terms to run over the LSWR tracks from Shalford Junction to Guildford. In the same month, the South Eastern Railway (SER), which had wanted to build its own short branch from Reigate Junction to Dorking, offered to operate the line. A bill was prepared for parliament and the RG&RR was authorised on 16 July 1846, the same day that the LSWR's line from Guildford to Alton was approved. The act gave the RG&RR the powers to construct the section of the line from Dorking to Gomshall, if it was not built in time by the London & Portsmouth Direct Atmospheric Railway Company.

Route alterations and construction
Francis Giles died in March 1847 and his position as surveyor and engineer was taken, on a temporary basis, by Robert Stephenson. Stephenson began to make changes to Giles' scheme, primarily to reduce costs. Around £3000 was to be saved by simplifying the link to the South Western Main Line at Farnborough, eliminating the north-west curve, leaving only the north-east curve to be built. At Reading, Giles had proposed running alongside the Great Western Main Line on a widened embankment, but Stephenson argued that the RG&RR should build a separate station (later known as Reading Southern) instead of sharing the Great Western Railway (GWR) facilities. Minor alterations were also made to the route in the Gomshall, Albury and Ash areas. A deviations bill was submitted to parliament and was given royal assent on 22 July 1847.

A formal ceremony to mark the start of construction took place near Betchworth on 20 August 1847. Contracts were awarded to George Wythes and William Jackson for the construction of the Reigate Junction-Dorking and Farnborough-Reading sections. In mid-1848, the plans for the London & Portsmouth Direct Atmospheric Railway were abandoned and the contract to build the Dorking-Shalford Junction section of the RG&RR was awarded to Charles Henfrey that May. The SER was responsible for constructing the stations on the eastern half of the line, for which it was paid £25,000.

Peter Barlow was appointed engineer in late 1847, although the exact date is uncertain. He disagreed strongly with Stephenson's alterations to the station arrangement at Reading, but was unable to persuade the RG&RR board to reinstate Giles' original scheme. Barlow made some minor alterations to reduce costs, including reducing the span of the bridge over the Basingstoke Canal from 40 ft to 24 ft. He also suggested building the Dorking to Farnborough section as single track, but the board decided to continue with Giles' plans for a fully double-tracked railway. Following the conclusion of negotiations with the LSWR, a bill authorising the curve linking the RG&RR to the South West Main Line at Farnborough was granted royal assent on 26 June 1849.

Opening
Two sections of the line, from Farnborough to Reading and from Reigate Junction to Dorking, opened on 4 July 1849. Locomotives and rolling stock were delivered to the western section via the single-track link to the South West Main Line. From the outset, the line was worked by the SER. The initial timetable was four trains in each direction per day between Farnborough and Reading. There were seven trains from Dorking to London on weekdays and one fewer in the opposite direction.

The sections from Dorking to Shalford and from Guildford to Farnborough opened in August 1849. The collapse of St Catherine's Tunnel delayed the completion of the LSWR-constructed Shalford Junction to Guildford section, which finally opened on 15 October 1849. The initial daily full-line timetable included six trains from London to Reading, with five in the opposite direction, supplemented with an early morning departure from Guildford to the capital and an equivalent mid-evening return.

During the construction of the line, the RG&RR was unsure how best to serve the villages of Shere and Gomshall. When passenger services on the section between Dorking and Shalford began in August 1849, two temporary stations opened – one for each village. The Shere Heath station was closed the following year and a permanent station was built at Gomshall to replace the temporary platforms there. In 1851, a platform was opened at the point where the line crosses the Dorking-London road. Initially called Box Hill and now known as Dorking Deepdene, the new station was intended to cater to passengers from the Leatherhead area.

The first freight trains began running on the line in September 1850. Goods sheds opened at Gomshall and Betchworth the following year and a shed was provided at Ash from 1856. The yard at Dorking, equipped with an 8-ton crane and cattle pens, served both the town and the Denbies estate.

Purchase by the SER and late 19th century
In October 1851, the SER applied to parliament to take over the RG&RR. The purchase took effect in March 1852, although the authorising act was not given royal ascent until 17 June 1852. Over the first few years of SER ownership, the financial performance of the line was poor. In 1855, the company stated that the line was losing £15,377 per annum, but the following year, the Railway Times estimated that the annual loss was around £30,000. Through trains from the GWR at Reading were introduced on 1 July 1863 with a daily Birkenhead to Dover return working, but disappointing passenger numbers resulted in the service being withdrawn in October 1868. In January 1869, there were five daily return services between Charing Cross and Reading, ten between Dorking and the capital, and one from Guildford. Passenger numbers from Dorking fell after the opening of the Leatherhead to Horsham line in 1867.

In the mid-1850s, Aldershot Military Town was established for the British Army in northeast Hampshire. In 1858, the SER opened North Camp station to serve the new camps. A goods yard was constructed at the station in 1859-60.

Several connections between the North Downs Line and other lines were created in the second half of the 19th century. The first was a 300 m single-track link running into the GWR station at Reading, which opened on 30 August 1855. The Staines, Wokingham and Woking Junction Railway (SW&WR), which had been granted running powers over the Wokingham-Reading section in 1853, opened its line from Ascot on 9 July 1856. A second link at Reading, which passed under the Great Western Main Line and which was owned by the GWR and SW&WR, was opened to goods services on 1 December 1858 and to passenger trains on 17 January the following year. At Dorking, a single-track west-to-south spur joining the Leatherhead-Horsham line, was opened on 1 May 1867, but closed around the end of the century. The fourth link, a tight curve to the Alton line allowing SER trains from Ash to run into Aldershot station, was completed in 1879.

The construction of the railway line from Godalming to Havant was completed in late 1858, although the first passenger services did not start running until January the following year. Since the line had been built on a speculative basis by the independent Portsmouth Railway (PR) company, it was unclear whether the LSWR would allow its trains to run over its line via Guildford and Woking to reach London. In July 1854, the PR gained authorisation to extend its line northwards from Godalming to Shalford, where it could join the North Downs Line. New embankments and a wooden tressel bridge across the River Wey were constructed by the SER to create a triangular junction at Shalford, providing an alternative route to the capital. However, before the link could be completed, the LSWR decided to allow PR trains to use its line, eliminating the immediate need for the connection. It is unclear whether track was ever laid over the spur, but the SER decided not to continue its work, fearing that completion would violate its long-standing agreement with the London, Brighton and South Coast Railway not to compete for traffic to Portsmouth.

20th century
As a result of the Railways Act 1921, the North Downs Line became part of the Southern Railway in 1923. Three parts of the line were electrified in the 1930s using the third-rail system. The 1.9 mi section between Redhill and Reigate was electrified under the Brighton Main Line electrification programme. Electric trains began running in public service on 17 July 1932, with trains to and from Reigate splitting and joining at Redhill with trains to and from Three Bridges. The electrification of the Wokingham-Reading and Guildford-Ash sections was completed on 1 January 1939. One further development to take place in the 1930s, was the withdrawal of the passenger service on the former LSWR line between Ash Junction and Farnham via Tongham on 4 July 1937. Freight services on this route continued until final closure in 1961.

During the Second World War, the North Downs Line was fortified with additional earthworks, tank traps and pillboxes. A nine-road marshalling yard was built at Shalford and the link to the Dorking-Horsham line at Dorking was reinstated. The North Downs Line played a major role in the transport of troops evacuated from Dunkirk in May and June 1940.

The first Beeching report, published in 1963, recommended shutting all stations between Shalford and Betchworth inclusive. Instead of the proposed partial closure, steam-hauled passenger trains were replaced by diesel multiple units in January 1965, although steam-hauled freight continued until the end of the decade. The final through services between London and Reading via Redhill (one train in each direction per day) were withdrawn at the same time. On 4 January that year, Class 206 units, nicknamed Tadpoles and officially designated 3R, began operating an hourly stopping service between Tonbridge and Reading, calling at all stations except Winnersh and Earley. The second Beeching report, which was published in February 1965, recommended that the whole of the North Downs Line should be developed as a trunk route for freight services.

Reading Southern station closed on 6 September 1965 and all North Downs Line services were diverted to platform 4a at the main Reading station thereafter. Platform 4b at Reading opened in May 1975. In November 1967, full-time staff were removed from all stations on the line, with the exception of Redhill, Guildford and Reading. The change was made possible with the introduction of conductor-guards, with the ability to sell tickets, on all trains. An express service between Gatwick Airport and Reading began in May 1980, calling at North Camp, Guildford and Redhill. These trains began stopping at Dorking Deepdene in May 1986.

From 1982, the North Downs Line came under the control of Network SouthEast, one of the five business sectors of British Rail. In 1989, groups of lines in the sector were given names and identities; the Reading-Tonbridge and Reading-Gatwick airport services were branded the "North Downs Line" and the crest of the former Tonbridge Urban District Council was applied to the trains. In 1993, the Class 165 and 166 units were introduced. The reaction to the new trains was positive and, over the following 12 months, a 46% increase in passenger numbers was recorded for North Camp. Tonbridge remained the easternmost terminus for the North Downs Line services until the electrification of the Redhill-Tonbridge line in 1994, when the stopping services were cut back to Redhill.

21st century
As the result of the privatisation of British Rail, the North Downs Line was included in the Thames Trains franchise, won by the Go-Ahead Group in 1996. The franchise was awarded to FirstGroup in 2003 and trains were branded "First Great Western Link" for the next two years. In 2006, the former Thames Trains operations became part of the Greater Western franchise, won by FirstGroup.

In the 2010s, additional platforms were opened at Reading, Redhill and Gatwick Airport stations, to increase capacity for trains using the North Downs Line and other passenger services. A major project to renew the signals in the Wokingham area and to transfer control of the northwestern part of the line to the Basingstoke rail operations centre was completed in February 2024.

Current
The main services on the North Downs Line are provided by GWR using Class 165 and Class 166 Networker Turbo diesel multiple units. There is a half-hourly service between Reading and Gatwick Airport via Guildford, with alternate services running semi-fast either side of Guildford. At Redhill, the Gatwick Airport services reverse to head south along the Brighton Main Line. Until 1994, the stopping services continued to Tonbridge, but the line between Redhill and Tonbridge was electrified in 1993. Trains on this section are now operated by Southern.

Additional services on the North Downs Line are provided by South Western Railway between Reading and Wokingham (trains to/from London Waterloo) and between Ash and Guildford (trains to/from Alton or Ascot). Southern operates frequent services using Class 377s electric multiple units between Reigate and London Victoria. These trains use the North Downs Line between Reigate and Redhill, where they join the Brighton Main Line.

Former
The earliest locomotives to be used on the North Downs Line are thought to have been SER 2-4-0 engines, designed by James Cudworth. A Nasmyth and Gaskell 0-6-0 and a Hick 2-4-0 are known to have worked the line in the mid-1850s. E class 2-4-0 locomotives were introduced in the early 1860s and hauled passenger services until the end of the 19th century. James Stirling, who was appointed locomotive superintendent at the SER in 1878, introduced F class 4-4-0 engines to the line in 1897. From 1902, Q class 0-4-4T tank engines were used and are known to have worked the Ash-Aldershot shuttle services.

Traffic increased during the First World War, with additional trains serving the army camps at Aldershot. GWR 3300 class "Bulldogs" and 3252 class "Dukes" were deployed to the line, supplemented by 15 Great Northern Railway 2-4-0 locomotives. In 1924, Maunsell N class steam engines began hauling passenger trains and P Class 0-6-0 tank engines took over the Ash-Aldershot shuttle at around the same time. In the 1930s, the majority of services were worked by F1 and D class 4-4-0s, and H class 0-4-4Ts. In 1938, ex-GWR 2-6-0 and 4-6-0 engines moved to the North Downs Line and continued to haul trains until the 1960s.

Traffic increased again during the Second World War. Between 27 May and 4 June 1940, troops evacuated from Dunkirk were transported via the line and civilian services were suspended to allow these trains to run. In the same year a new cross-country service between Newcastle and Ashford, Kent, primarily for military personnel, was introduced on the line. It ran until the end of 1944, when the southern terminus was changed to Southampton Docks.

In the 1950s, the majority of passenger trains were hauled by Maunsell N and U class locomotives, supplemented towards the end of the decade by Standard Class 4 tender and tank engines. From 1959 onwards, electrification schemes in Kent allowed LSWR N15 class "King Arthurs" and SR V class "Schools" steam engines to be transferred to the line. Class 33 diesel-electric locomotives began hauling trains in 1962. The final, scheduled, steam-hauled passenger service on the North Downs Line departed Reading Southern for Guildford on the evening of 3 January 1965, although a few steam-hauled freight services continued until the end of the decade.

A new timetable was introduced on 4 January 1965, with 3R (Class 206) diesel-electric multiple units operating an hourly, all-stations service between Reading and Tonbridge. The new trains consisted of two 6S (Class 201) coaches from the Hastings Line coupled to an adapted 2-EPB driving trailer coach. As a result of the visible difference in width between the narrow Hastings Line stock and the standard-width trailer, the units were nicknamed Tadpoles. The Class 33 diesel locomotives, introduced to the line in 1962, continued to haul peak hour services until May 1977.

Three-car Class 119 units were introduced to the North Downs Line in April 1979 enabling the withdrawal of the Tadpoles in May 1981. The express service from Reading to Gatwick Airport was launched on 12 May 1980. The Class 119 units were especially modified for this service and the buffet counter in the centre coach was removed to create extra luggage space. Initially the service called at North Camp, Guildford and Redhill, but began stopping at Dorking Deepdene in May 1986. Three-car Class 101 units were later used on the route as well. The Class 119 and 101 units were replaced by Class 165 and 166 units in 1993.

In 2018, GWR announced that it would lease Class 769 hybrid multiple units for use on the North Downs Line and on other services in the Thames Valley. In 2022, the company decided not to pursue plans to introduce the Class 769 fleet and stated that all units were to be returned to the lessor.

Freight services
The first goods trains began running on the North Downs Line in September 1850 and facilities for handling freight were provided at most stations. Goods sheds opened at Gomshall and Betchworth the following year and a shed was provided at Ash from 1856. The yard at Dorking, equipped with an 8-ton crane and cattle pens, served both the town and the Denbies estate. The permanent goods yard at Reading Southern opened on 1 December 1858, replacing a temporary facility to the east that had opened with the line in 1849. The yard was used for goods services in February 1970. Most of the station yards on the line closed in the 1960s.

There were four major narrow-gauge railway systems linked to the line. The Chilworth gunpowder and cordite works, active until the end of the First World War, had an railway. At Dorking West station, there was a British Timber Works narrow gauge railway, active between the 1910s and 1930s. Brockham Limeworks and Brickworks, to the east of Dorking, was connected to the North Downs Line by a standard-gauge siding, but also had a small system. Betchworth quarry and limeworks, which operated between 1865 and 1963, had an extensive system with four different track gauges.

The travelling post office train from Dover to Manchester Piccadilly via Tonbridge, Redhill, Guildford and Reading was routed along the line from May 1988 until 1996, when a new road and rail postal hub opened at Willesden. The Network Rail 2008 Strategic Business Plan recommended an enhancement project to enable freight traffic from the Channel Tunnel to use the line.

Future
Three sections of the North Downs Line were electrified by the Southern Railway in the 1930s, but around 29 mi remains unelectrified. There have been several proposals to either extend the electrified sections or to completely electrify the remainder. A study for Surrey County Council, published in two parts in 1995 and 1996, recommended that the DorkingReigate section be electrified and a northeast link from the Mole Valley Line be built, to enable a loop service to operate via Epsom, Redhill and East Croydon. The Surrey Rail Strategy, published in 2015, noted that infill electrification of the remaining unelectrified sections using the DC third-rail system would reduce the journey time between Reading and Gatwick Airport by $2 1⁄2$ minutes for fast services and by 7 minutes for stopping trains. Overhead electrification of the line would reduce the journey time by 5 minutes for fast services and by 11 minutes for stopping trains. The following year, Surrey County Council suggested that electrification of the full length of the North Downs Line would create around 8,000 jobs and would stimulate £1.9 billion of economic growth, based on research by four local enterprise partnerships.

The Blackwater Valley Rail Survey, published in 1991, suggested replacing the station at Farnborough North with an interchange station where the South West Main Line crosses the North Downs Line. This option was dismissed in the 1995/6 Surrey County Council reports as it was thought that the stopping train frequencies on the two lines would be too low for suitable connections. The 1995/6 reports also proposed a new station at Park Barn to serve the Royal Surrey County Hospital and the University of Surrey. A local newspaper report in 2019, suggested that the new station, in northwest Guildford, could open in the mid-2020s. The 1995/6 Surrey County Council reports also suggested that the line could form the core of a rail link between Heathrow and Gatwick Airports.

Accidents and incidents

 * 19 June 1853: An SER passenger train from Reading to Reigate ran into the back of a Godalming-bound goods train in one of the tunnels south of Guildford.
 * 12 September 1855: A light engine, which had departed from Reading, was misrouted into the path of a train from Charing Cross via Guildford and collided with it head on. Three passengers and the driver of the light engine were killed. One further passenger later died of their injuries.
 * 17 January 1867: An LSWR passenger train from Alton ran into the back of an SER train from Reading about 300 yd northwest of Guildford station. There were no fatalities.
 * 18 January 1868: An SER train for Redhill derailed shortly after leaving Reigate, due to a landslip. The locomotive overturned, the first carriage was destroyed and the second carriage was slewed across the tracks. There were no fatalities.
 * 8 September 1882: George White, a shunter employed by the SER, was struck and killed at Reigate by a non-stopping express train to London. He had been loading a horse into a horsebox attached to a Reading-bound train that had stopped at the station.
 * 29 February 1892: Henry Wicks, a guard employed by the SER, was killed on the line between Chilworth and Gomshall. A coupling between two trucks broke and the rear portion, in which he was working, rolled backwards downhill at speed. He was thrown out of the guard's van and onto the embankment. A box hedge topiary, known as Jessie's Seat, has been cut in the shape of a pheasant as a memorial to Wicks.
 * 20 February 1904: A locomotive hauling a train carrying around 150 members of the Royal Northumberland Fusiliers, bound for service in Mauritius, derailed at Gomshall station. There were no fatalities, but three soldiers, the driver and fireman were severely injured. The accident occurred while the train was travelling at around 35 mph and is thought to have been caused by a track defect.
 * 11 April 1944: Two goods trains, one of which consisted of tankers of aviation fuel en route to airfields in Kent, collided at Shalford. The resulting fire damaged the steel road bridge over the railway.

Listed buildings
There are three listed structures on the North Downs Line.

 * }

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: North Downs Line


text:
Washington State Route 410

State Route 410 (SR 410, partially named the Chinook Scenic Byway, and also named the Stephen Mather Memorial Parkway) is a 107.44 mi long state highway that traverses Pierce, King, and Yakima counties in the US state of Washington. It begins at an interchange with SR 167 in Sumner and travels southeast across the Cascade Range to a junction with U.S. Route 12 (US 12) in Naches. While the western part of SR 410 is a freeway that serves built-up, urban areas, the remainder of the route is a surface road that traverses mostly rural areas as it passes through the mountains.

The route starts as a limited-access southerly bypass of Downtown Sumner, but becomes a surface road east of the city. Traveling eastward, the roadway serves Bonney Lake and Buckley, and crosses and eventually parallels the White River into Enumclaw and Greenwater. SR 410 enters the Mount Baker-Snoqualmie National Forest and later heads into Mount Rainier National Park, crossing the Cayuse and Chinook passes, and leaves the park southeast along the American River into Wenatchee National Forest. SR 410 leaves the national forest and travels parallel to the Naches River to end in Naches, a city located west of Yakima. The Chinook Scenic Byway begins in Enumclaw and follows the highway through the two national forests and Mount Rainier National Park to US 12 in Naches.

Modern SR 410 was parts of various state wagon roads until 1926 when US 410 was established, extending from Aberdeen to Lewiston, Idaho. US 410 was decommissioned after US 12 was extended over the majority of the highway in 1967, bypassing Olympia and Chinook Pass. A segment of former US 410 from Elma to Olympia became SR 8 and the Tacoma to Naches segment became SR 410. The highway was later shortened to end in Sumner and was replaced by SR 167 from Tacoma to Sumner.

Route description
SR 410 begins as a freeway at an interchange with SR 167 near Downtown Sumner. The highway travels southeast across suburban areas, crossing the Stuck River and passing a partial cloverleaf interchange with Linden Drive, also named Traffic Avenue. After a second partial cloverleaf interchange with Thompson Avenue, SR 410 goes under a railroad trestle owned by BNSF Railway and used by Amtrak's Cascades rail service, near the northern bank of the Puyallup River. After turning northeast, SR 410 encounters the western terminus of SR 162 by way of a diamond interchange. SR 162 travels north into Downtown Sumner as Valley Avenue and south over the Puyallup River towards Orting. The freeway section near the interchange was the busiest recorded part of SR 410 in 2008 with a daily average of 59,000 motorists using the freeway. Continuing northeast, SR 410 connects to 166th Avenue and turns southeast as an undivided highway into the community of Bonney Lake. East of Bonney Lake, the roadway heads east, passing two shopping centers before entering Buckley and intersecting SR 165. In Buckley, the street travels northeast through Downtown and turns north to cross the White River and enter King County.

After leaving Pierce County, the highway travels northeast through rural areas into Enumclaw and passes Enumclaw High School before turning east and being renamed Roosevelt Avenue. As Roosevelt Avenue, the street intersects Griffin Avenue, also designated SR 164, which travels northwest to SR 169 and Auburn. The roadway, now named the Chinook Scenic Byway, passes by the King County Fairgrounds and Enumclaw King County Park. Leaving Enumclaw in a southeastern direction, SR 410 begins to parallel the White River upriver into Federation Forest State Park, a 619 acre state park consisting of old growth evergreen forests. The highway crosses the Greenwater River, northeast of its confluence with the White River, and re-enters Pierce County.

The bridge ends in the community of Greenwater, named for the river, where the roadway encounters Forest Road 70, which has been proposed to become SR 168 over Naches Pass as an alternative to the Chinook Scenic Byway. From Greenwater, the road travels south alongside the White River into Mount Baker-Snoqualmie National Forest, passing Ranger Creek State Airport, a state-owned airport that is open in the summer and early fall. The byway travels south into Mount Rainier National Park. SR 410 is closed at the gate to Morse Creek, about 5 miles east of the Chinook Pass Summit during the winter and early spring due to high wind, limited cell service and avalanche danger. It intersects SR 123 at Cayuse Pass. SR 410 turns east at the intersection and heads through a series of hairpin turns, passing Tipsoo Lake, to Chinook Pass.

Chinook Pass is the border between Pierce and Yakima counties and Mount Rainier National Park and the Wenatchee National Forest. The pass is also where the highway crosses the Pacific Crest Trail, a National Scenic Trail that was completed in 1993. East of Chinook Pass, the roadway begins to parallel the American River northeast to follow the Little Naches River, which becomes the Naches River. After a junction with the other end of the proposed SR 168, named Little Naches Road, the highway exits the Wenatchee National Forest and enters Naches. The byway ends at US 12 in Naches near the Naches Selah Canal.

History

The first portion of SR 410 that was defined under law to be built by the state of Washington was a state wagon road that extended from a county road in King County to a county road near Naches. The road ran up alongside the White River until it reached the summit of the Cascades and continued traveling down parallel to the American River before ending at the county road connecting to Naches. This road was approved and built in 1897, making it one of the oldest state roads in Washington state. In 1905, the road became known as State Road 1 and was incorporated into the first state highway system. By 1907, the road was named the White River – Natches Road and was shortened to end at Cedar Springs. The rest of the road was transferred to State Road 5, called the Cowlitz–Natches Road, which ran from Napavine to Naches.

In 1913, the state highway system was adjusted again, and several new roads were added to the system, including parts of what would become US 410. The Olympic Highway traveled around the Olympic Peninsula and a section from Aberdeen to Olympia was later used as part of US 410. The Pacific Highway would later have a brief concurrency with US 410 from Olympia to Tacoma, and US 410 would later connect to the National Park Highway in Tacoma and follow it to Buckley, where State Road 5, now a secondary highway maintained by the counties, began. From the end of State Road 5 in Naches, the Inland Empire Highway is concurrent with the future US 410 to Dayton, where a branch of the highway travels to Clarkston. State Road 5 became the McClellan Pass Highway in 1919 and was aligned further south to Chinook Pass. The McClellan Pass Highway was renamed the Naches Pass Highway in 1921 to reflect the realignment in 1919. Despite the name, the road did not cross Naches Pass, as no highway ever has.

In 1923, the state highway system was restructured completely, incorporating numbers instead of names. The Olympic Highway became State Road 9, the Pacific Highway became State Road 1, the National Park Highway absorbed the Naches Pass Highway and remained State Road 5, and the Inland Empire Highway became State Road 3, but its branch from Dayton to Clarkston remained a branch of the now non-existent Inland Empire Highway. A system of national highways that improved on the concept of auto trails was formed in late 1925. The final plan for the system—which became the U.S. routes—was approved on November 11, 1926. One of the routes included in the plan was US 410, which extended from US 101 in Aberdeen to US 95 in Lewiston, Idaho. Parts of US 410 were concurrent with other new highways, including US 99 from Olympia to Tacoma and US 97 in Yakima.

The highway across Chinook Pass was completed in 1931 and named the Mather Memorial Highway for conservationist Stephen Mather during a dedication ceremony on July 2, 1932. In 1937, the state highway system changed to a primary and secondary system. US 410 remained the same, but its concurrent state highways had their designations changed by the state. State Road 9 became Primary State Highway 9 (PSH 9), State Road 1 and US 99 became PSH 1, State Road 5 became PSH 5, State Road 3 became PSH 3, and the Inland Empire Highway branch from Dayton to Clarkston became a branch of PSH 3.

In 1964, Washington unveiled a new numbering system for highways. Concurrencies with state primary state highways would be repealed in 1970 and US 410 would be a non-concurrent highway. On June 20, 1967, US 12 was extended west from Lewiston, Idaho, over White Pass to Aberdeen, eliminating most of the original route of the highway. The remaining sections were split amongst other routes. The segment from Elma to Olympia became State Route 8 (SR 8). Interstate 5 (I-5) took the Olympia–Tacoma segment, and the Tacoma–Naches segment became SR 410. The last reassurance markers for US 410 were taken down by December 1967.

Originally, SR 410 passed through downtown Puyallup and Sumner, following several surface streets (including Main Avenue in Puyallup and Thompson Street, Alder Avenue and Main Street in Sumner) across the two cities. In the late 1960s, construction began on a limited-access bypass of the two city centers. SR 410 was moved onto the new freeway by 1972. In 1973, SR 410 was shortened to its current length after SR 167 was extended to Tacoma. The Mather Memorial Parkway was designated as a All-American Road under the National Scenic Byways program in 1998.

On October 11, 2009, a massive landslide buried about 0.5 mi of SR 410 west of Naches in the Nile Valley. The landslide also redirected a section of the Naches River and caused it to overflow into nearby homes. A detour was set up on Nile Road and initially limited to use by local residents until opening up to all traffic on October 20. SR 410 was permanently rerouted onto Nile Road sometime afterward, and the Washington State Department of Transportation (WSDOT) completed paving on the new segment of SR 410 on November 20. After three years, SR 410 was re-routed back to the east side of the Naches River along the toe of the landslide with a permanent route that opened in August 2012.

title: Washington State Route 410


text: User talk:203.218.158.218

title: User talk:203.218.158.218


text:
User:MarkusStolze~enwiki

=Markus Stolze=

More information is available at my IBM homepage

title: User:MarkusStolze~enwiki


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Talk:Books of Blood

Untitled
I've started adding plot outlines for these stories. They are not perfect because, although I have read them all, I have not read some of them in ages. I'm flicking through these ones again to refresh my memory. Also, some stories have incidents, characters and conclusions that are ambigious and open to interpretation; I've tried to point this out where appropriate but there will probably (hopefully!) be people who will correct or expand on anything I have gotten wrong or dealt with too briefly. Robert Mercer 12:45, 13 Apr 2005 (UTC)

Edited the entry for "New Murders in the Rue Morgue", fixed the character name of Phillipe from Eugene (Eugene is a character in "Skins of the Father").

Searching this article
Does anyone know why when you search for "books of blood" it doesn't immediately find this article? In fact, the disambiguous redirect page "the books of blood" comes up with a higher relevence. I'm confused. How do I fix that? Viscouse 19:08, August 16, 2005 (UTC)
 * Fixed! --InShaneee 23:59, 7 May 2006 (UTC)

A thought
I think that this page should be divvied up into several pages: one for the series itself (and the general background info, etc), and one (each) for the books (and short stories) themselves. I feel that that would make it more wiki-friendly (as it's very long and unwieldy right now). Someone (/I) could even put together a template for the bottom of the books' pages (for an example of what I mean, see Everything'sEventual. So.. thoughts? -Elizabennet | talk 23:55, 14 May 2007 (UTC)

Twilight at the Towers
This story, though published, has never actually been read by human beings. Its existence has remained Clive Barker's greatest mystery. ICEBreaker (talk) 15:56, 20 May 2008 (UTC)

External links modified
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title: Talk:Books of Blood


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User:Jammydodger/New Nation

The new nation is an online nation.

On This Day

Conservative Politicians

 * Lawrence Slade
 * Grace Tyler
 * Victoria Kettering

Cities

 * St. George

Database

 * Ministers

title: User:Jammydodger/New Nation


text:
User:Adriano

I'm Adriano I'm italian and live in Rome. See my page in it.wiki here and in ja.wiki here. I know only a few english, sorry! I wrote about literature, history of XVIII century in France and in Venice, Japan.

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title: User:Adriano