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Brian McFarlane

disruptive trains and stations have been for Laura. The idea of the railway station as a place of meetings and departures has figured in many of the films referred to in this book, especially in Chapter 6 . More so than airports or bus stops, railway stations allow close-ups of those meetings and, especially, departures, after which there is a curious sense of desolation when the person farewelling is left on the empty platform. As Raymond Durgnat wrote of railway stations: ‘From the platform the rails stretch away. Even when the terminal is a

in The never-ending Brief Encounter
Author: Brian McFarlane

Brian McFarlane’s The never-ending Brief Encounter is above all a book intended for those who have seen and never forgotten the famous 1945 film in which two decent, middle-class people meet by chance, unexpectedly fall in love, but in the end acknowledge the claims of others. The book grew out of an article, the writing of which revealed that there was so much more to the after-life of the film than the author had realised. This book examines David Lean’s film in sufficient detail to bring its key situations vividly to life, and to give an understanding of how it reworks Nöel Coward’s somewhat static one-act play to profound effect. It also examines the ways in which the ‘comic relief’ is made to work towards the poignant ending. However, the main purpose of the book is to consider the remarkable after-life the film has given rise to. The most specific examples of this phenomenon are, of course, the appalling film remake with its miscast stars, and the later stage versions – both bearing the original title and attracting well-known players and positive audience and critical response – and an opera! As well, there are films and TV series which have ‘quoted’ the film (usually via black-and-white inserts) as commentary on the action of the film or series. There are many other films that, without direct quotation, seem clearly to be echoing their famous predecessor; for example, in the haunting visual quality of a deserted railway platform.

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Ian Carter

suggestions about restoration and operation, the Festiniog Railway Company – and particularly the shareholding Trust – always disposed. Revived under this trust-company-society triangle, the Festiniog Railway enjoyed a remarkable renaissance.23 The year 1955 saw the first public train service run from Harbour Station in Porthmadog across the Cob to Boston Lodge works. Seven miles of track stood open to traffic after three years; but further progress was halted by the Central Electricity Generating Board’s action in flooding a tunnel while constructing its pumped storage

in British railway enthusiasm
Edward M. Spiers

, and then to exploit a freedom of movement denied any rebellious parties. Accordingly, the great cities were linked with military cantonments, escorts were provided for railway construction gangs, 9 and provision was made to bolster the security of railway lines, bridges, tunnels and stations. While such measures were imperative on politically sensitive routes, such as the Amritsar-Delhi railway, and on key facilities like

in Engines for empire
John M. MacKenzie

bourgeois spirit was most effectively illustrated by the manner in which so many significant buildings in the city were arranged along North Terrace, on the edge of the slopes leading to the River Torrens. These eventually included the railway station, Government House, the old and new parliament buildings, the Institute, the state library and art gallery, the museum, the original campus of the university and the botanic garden. Few cities had such an agglomeration of political and cultural buildings strung out together. Several of these institutions were influenced by

in The British Empire through buildings
Helen M. Davies

grande charte he introduced a dichotomy in responsibilities between providing railways infrastructure, land acquisition, the construction of stations, warehouses and workshops, guaranteed investment and setting freight and passenger charges – all of which became the responsibility of the State – and the exploitation of the line, the provision of material and equipment and the laying of track, which the private sector took on under time-limited leases.13 Ten main routes were distinguished and the Pereires had an interest in virtually all, particularly in the concession

in Emile and Isaac Pereire
Liberals and Labour in the East Midlands coalfield
David Howell

Saturday night by specifically attacking a railway station where some staff had stayed at work, and some trains continued to run. The appearance of the twenty-five arrested before Chesterfield magistrates illuminated the complexities of Progressivism. The chairman of the Bench was James Haslam, leader of the Derbyshire Miners’ Association (DMA) and local MP. W. E. Harvey, one of his four colleagues, was also a DMA official and Member for North East Derbyshire. The district’s dominant trade union was firmly embedded in a community where a Liberal coalowning family was the

in The art of the possible
Author: Ian Carter

Far from a trivial topic, the post-war train spotting craze swept most boys and some girls into a passion for railways, and for many, ignited a lifetime's interest. This book traces this post-war cohort, and those which followed, as they invigorated different sectors in the world of railway enthusiasm. Today Britain's now-huge preserved railway industry finds itself driven by tensions between preserving a loved past which ever fewer people can remember and earning money from tourist visitors. It was Hamilton Ellis and Philip Unwin who were the joint pioneers of the 'Railway Book Mania' which ran from 1947 to the dwindling of popular and mid-depth railway history writing in the 1970s. British railway enthusiasts suffer from an image problem. Standing forlorn on station platforms, train spotters are butts for every stand-up comic's jokes. Like some other collectors, train spotters collect ephemera: locomotive numbers are signs unconnected to any marketable commodity. Train spotting had its own rich culture. As British railways declined from their Edwardian peak, enthusiasts' structure of feeling shifted steadily from celebrating novelty to mourning loss. Always a good hater as well as a skilled engineer, more than seventy years ago Curly Lawrence identified issues which still bounce around modelling sections of the British railway fancy. The book discusses toy trains, model engineering and railway modelling. British railway enthusiasm remains a remarkably varied activity today, articulated through attachment (of whatever kind) to prototype railways' life-world.

Structure, function and meaning

The British Empire contributed greatly to the globalising of western buildings, towns and cities across the world. The requirements of security necessitated the construction of forts and barracks everywhere, while the need for mobility and ceremonial led to the use of large numbers of tents. As towns and cities developed, building types required for imperial rule, the operations of colonial economies and the comfort and cultural edification of Europeans appeared everywhere. These included government houses, town halls, courthouses, assembly and parliament buildings, company headquarters, customs houses and hotels. As the white bourgeoisie became a major global class, their representative buildings, such as clubs, libraries, museums, theatres, religious institutions, mission stations and schools, also spread worldwide. Some of these were designed for the dissemination of European culture to indigenous peoples, as well as the proselytisation of Christianity. Imperial rulers, their officials and troops additionally required particular settlements for leisure, recreation and the restoration of health, and these included hill stations in many colonies. The new technologies of the age, such as the telegraph and railways, also generated significant structures, widely dispersed. In addition to the great public and civic buildings, residential accommodation was created for Europeans, servants and workers. The result was a striking built environment which offers many insights into the nature, character and social and economic development of imperial rule, not least in the patterns of racial and class inclusion and exclusion which such buildings represented. It is an environment which remains key to the understanding of the modern world, and one which has survived, often through the modern fascination with ‘heritage’ as well as through its incorporation into new postcolonial arrangements.

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Playing trains or running a business?
Ian Carter

rides between two or more stations’) and 62 museums and other places of railway interest.3 But this does not exhaust the category. Consult two websites and another 38 preserved railways and rail museums creep into the light. Probe a third, and four more emerge; probe a fourth, and yet another four appear.4 Clearly enough, preserved railways represent a significant chunk of Britain’s broad leisure and tourist sectors. Equally clearly, identifying the stuffed steam (and, increasingly, the stuffed diesel) railway industry’s precise extent is a challenge. So it always has

in British railway enthusiasm