The Staffordshire Knot

Transcription

1 The Staffordshire Knot Winter , Issue No 4 News from the Knotty Trust Dave Donkin hands Gordan Sadler the first of the reproduction door locks for No127 following his generous sponsorship of no less than three locks ( Photo P Cooke ) Page 1 The news letter of the NSR Rolling Stock Restoration Trust Restoring NSR coaches 61 & 127 for future operation on the Foxfield Railway & elsewhere

2 Introduction Looking back on 2012 we can perhaps reflect for a moment on a very successful year. No 127 is of course currently at Stanegate Restorations, making good progress towards completion in June 2013 and No.61 is similarly progressing in the Museum at Caverswall Road Station. The Wednesday gang has taken a break over the last two months as the unheated building has unfortunately defeated them - but just for the moment with the better weather they will be back!. This brings us neatly to permanent cover for not only the two NSR coaches but also the two Midland Bodies offered to the Trust for future restoration. It is perhaps too early to say how things will work out exactly but the Trust has been offered the partially built engine shed at Foxfield Colliery as a permanent base. Funding is critical, in truth we are looking to raise a further 20k to ensure the conservation of the coaches. There is a complementary scheme at Caverswall Road. Indeed the prospect of better working conditions at Caverswall Road for restoration projects and cover for finished projects at the Foxfield Railway has considerable appeal. One thing is certain anything made of wood cannot be conserved outside, so buildings used in the future will require heating and humidity control. In this Edition Richard Warren considers the future of the two Midland coaches in the first of a two part feature. I wonder how many people realise how magnificent these vehicles will look when fully restored?. We also consider NSR livery details and the search for Victoria Brown - a colour used between 1882 and The author considers how we have collectively forgotten the 1980 restoration of No.61 and how our finished NSR coaches will look when finished. Accurate research is so important, indeed key to the aims of the Trust. If we are to encourage future generations to take an interest the coaches we must leave accessible records. The manufacture of new door locks for No. 127 has been a labour of love for Dave Donkin. If you get the chance please take to opportunity to look at the mechanism before fitting. All eight locks are now finished at a material cost alone of almost Dave is running a scrap collection scheme on behalf of the trust, if you have any copper, aluminium, gold or silver (!) he would love to hear from you. Sticking with fund raising we have had fantastic support running the sales stands over the gala weekends last year we hope to run the stall again over the two galas and the Bagnall weekend. Can you help?. A large number of railway books were sold last year the donation of unwanted railway items is always welcomed, we have a huge appetite for cash!. Lastly we have news updates both on the restoration of No127 and the Staffordshire Hoard. I do hope that you enjoy this edition, provided to Friends of the Trust, Foxfield members and The NSR study group. A permanent record of this document may be found on our Dave Scragg Editor Page 2

3 The manufacture of replacement door locks for NSR No. 127 Dave Donkin has once again excelled on the behalf of the Trust, this time with the manufacture of a full set of eight door lock mechanisms. The design is an exact copy of the one original lock from No. 61. The work has been carried out to an exceptionally high standard, faithfully reproducing not only the external features but also the original method of locking. Certain elements have of necessity been produced on a professional basis, including the handle castings. Casting of the spindle shafts into the handle was a particular problem, resolved after some months of discussion with our friendly pattern maker. Springs have also been professionally manufactured bringing the material costs alone to close on We can only speculate the cost of the locks if the whole job had been subcontracted, Dave having spent many hundreds of hours producing the bodies and lock mechanisms to the highest of standards. Dave displayed his work to Gordon Sadler before final assembly on Sunday 10 th February. Gordon has kindly sponsored the material cost for three of the locks and as a friend of the Trust has a guaranteed place on the first public run of No 127. The appeal remains open, why not sponsor a tangible part of the coach?. Details are available from Dave Scragg, contact via the website or at Foxfield on any Sunday. The locks will be delivered to Stanegate restorations in the near future for fitting to the coach. Page 3

4 127 makes progress at Stanegate Restorations We will take a close look at the restoration of No127 in the next edition. As we enter a very exciting period the website will also be updated on a regular basis. The quality of both the coach s original construction and that of the restoration to date give a taste of what is to come. Page 4

5 Introduction In search of Victoria Brown by Dave Scragg The aim of this feature is to leave a permanent record of early NSR livery research to date, conclusions reached and to highlight any areas of uncertainty. To the casual observer it would appear to be relatively easy to determine a livery time line for NSR coaches, but this is not the case however as we shall see. Reference sources are quoted verbatim to create an accurate record of research to date. One of the biggest challenges has been to work through the two previous restorations of No.61 and in so doing discuss the accuracy of each. It may be argued from a preservation perspective that it is only a coat of paint and one can only speculate upon the condition of No.61 today without the previous restoration work. Four wheel first of the 1880 s at Prestbury note the original style of oil pot lighting vents Page 5

6 Coach livery of the NSR The first written history of the NSR was The North Staffordshire Railway by Manifold, in it reference is made to the opening day in 1848 and to the early coaching stock : Magnificent carriages, with six wheels and four compartments, each compartment having four lamps and the carriages being painted claret with a Staffordshire Knot embroidered in gold. On 1 st June 1867 the Staffordshire Sentinel and Commercial & General Advertiser carried a feature entitled North Staffordshire Railway Carriage Improvements : A great change is being gradually effected in the carriage department of the Railway Company, under the superintendence of Mr. J. B. Mellor. Four new composite and six new third class carriages have recently been put upon the line, and have commanded general admiration from their completeness and the beauty of their finish. In their construction, Mr. Mellor has adopted the most modern improvements, and much care has been bestowed upon them, they will bear comparison with the general carriages of any other line. They are well ventilated, light, and easy of access, and there is sufficient height to allow of ordinary dimensions to stand upright. The third class are 25ft long, and, each having ten seats, will seat fifty persons. The bodies of the carriages are of the best quality of East India teak, and, at each side, are ornamented with the monogram of the company, which, as well a handsome star, and the class lettering, are transferred under a process patented by Mr. Tearn, of Birmingham. The effect of the transference is very good, and we understand it can be accomplished with a considerable saving of time, and proves more durable than manual lettering. Some of the old carriages have undergone reconstruction, and have been made to appear exactly similar to the new carriages. The success of the operation is due to the excellent invention of Mr. Dean, by whose patented process of transferring, the sides seem to be of East India teak. The excellence and utility of the invention, indeed, could never be better demonstrated, for scarcely any person could, by superficial comparison, distinguish the real wood from the transfer. Mr. Dean's process is also applied internally, the apparent result being a roof of Hungarian ash. Besides the work thus detailed, Mr. Mellor has during his eighteen months' connection with the company, reconstructed the family carriage, fitting it with couches, a mirror, and stands. He has also reconstructed the saloon carriage, and has turned out 200 goods waggons, and six break vans. In The North Staffordshire Railway by Christiansen & Miller the authors record : Claret remained popular for a long time but gradually tastes changed, and on 27 July 1875 the board decided to change coaching livery, except on branch trains, to Victoria Brown and white. From about 1882 waist panels were repainted white, LNWR style. Lining was in gold and lettering was also gold edged in blue all around. The door louvers were painted alternatively in red and gold. Underframes were chocolate. This style was retained until 1896 when the coaches were painted Victoria Lake overall. While white looked smart, it suffered badly because of the chemically polluted atmosphere of the area. The lettering of gold edged with blue and gold lining was retained. Page 6

7 Brake 3 rd in the Uttoxeter smash on 14 th October 1890 The next change, introduced by Adams in 1903, was to Madder Lake. The lining and lettering were also changed, lining changing to yellow with red edging and the lettering ( including the knot ) in transfers of gold and red. The class of the compartments was shown on the door waist panel, while the coach numbers were on the next to the end waist panel. Roofs continued to be lead white but the under -frames were now black. The Manifold consortium who wrote the original North Staffordshire Railway in 1952 described Victoria Brown as a red brown colour, but in the 1971 publication of the same name the authors describe the colour as rich brown. But what of the latter Victoria Lake?. Lake is a term used to describe an insoluble pigment giving a long lasting colour when blended as part of the paint manufacturing process. It is suggested that it may have been a different shade to Victoria Brown in The passenger carrying stock of the North Staffordshire Railway by David Jolley and George F Chadwick publish by the HMRS : The stock would appear to have been in the two tone Victoria Lake & Cream since the 1870 s. Is it possible that that the previous brown referred to in 1875 is not the same Victoria Lake shade which the Board apparently chose in 1886?. Page 7

8 NSR coach in Victoria Brown Livery, later smaller oil pots evident ( Photo Mark Smith Collection ) A paint specification for the Knotty Trust I think it reasonable to assume that both our coaches were built in the late 1870 s and as branch line stock were originally painted in Claret. Livery changes would not be immediate but between Victoria Brown and cream / white was carried or perhaps Victoria Lake and cream / white depending upon on the reference source used. Sources agree the lighter panels were removed in 1896, the coaches being painted in Victoria Lake overall. Withdrawal dates for No. 127 and No. 61 are thought to be 1907 and 1910 respectively, hence the application of Madder Lake introduced in 1903 cannot be ruled out but is, I think, unlikely. The Trust has therefore decided that the most appropriate livery should be Victoria Brown and White livery of the mid 1880 s on the basis that both coaches would have definitely appeared in this form. Victoria Brown How then do we determine the correct shade of Brown?. As can be imagined I was not the first person to try and resolve this conundrum. Fellow members of the North Staffordshire Railway Study Group to were able to help. In November 2011 Mark Smith mentioned that Victoria Brown paint had recently been produced by Mike Sant of the Alsager Model Railway Group. Page 8

9 The provenance of the shade was via Jeff Saville who had obtained a paint sample from Derby Works paint shop some years ago. It was signed on the back as approved by the late Dr George Chadwick, a noted NSR historian. Mike Sant had the paint sample matched by a professional paint company and verified by the Study Group as accurate. Purchasing two small tin s I felt that some considerable progress had been made. Allan Baker, also a member of the Study Group, described how his late father had gone to a lot of trouble to get the correct shade of brown for his model of COLIN MINTON CAMBELL. The Late Jack Hollick ( a member of the 1952 Manifold consortium ) had obtained scrapings of paint many years ago from a old NSR tender body used as a water tank for the houses on the Caldon Low Tramways. He described the location of the tank as where the line went under the A52 at Upper Cotton. Stephen Baker had paint professionally mixed for his model. Allan offered to make the model available for paint shade comparison ( and we really must take up this offer ). This was not the end of the story however, having spent many hours researching I recently unearthed a photo of no 61 at Foxfield in Victoria Brown livery taken by myself in 1980 at the end of the coach s first restoration by Bert Davies. NSR as first restored in Victoria Brown Livery Photo Dave Scragg Somewhat taken aback I realised that we, the Foxfield Railway Society, had collectively forgotten the coach s original restoration, being blinded by the coach s second restoration in a different livery since I think that there are many lessons to learned from this, a subject that I will return to in future editions. I showed the photo to members of the NSR Study Group in December 2012 and there was a level of agreement that the shade applied appeared to be correct based on available evidence. This largely forgotten initial restoration has been of some considerable interest to me. It appears that the shade of Victoria Brown is very close, if not the same, as that produced by the Page 9

10 Alsager MRC. This can be no coincidence since I feel quite sure that Jack Hollick will have provided advice to Bert Davies who carried out the 1980 restoration. Jack was of course instrumental in the rescue of No.61 in 1976 and indeed its early restoration and we have seen Jack had provided paint samples to Stephen Baker for his model of COLIN MINTON CAMBELL. Provenance resolved I felt it necessary to try and match the shade to modern reference code. Visiting Autocolour & Industrial Coatings Ltd at Swan House in Hartshill the final piece of the jigsaw fell into place. Victoria Brown as produced by the Alsager MRC carried the code 8630, the relevance was understood when it became apparent that the shade does not match a Pantone or RAL shade, but to Lechler code The shade can be mixed in any quantity in any paint system as required. We can then reproduce what was so very nearly lost on our restored coaches, the livery of the NSR in the late 1880 s. Previous restorations It seems incredible to determine that after so much research Bert Davies and Jack Hollick had got it right all those years ago, but Foxfield had collectively forgotten a important phase in its own history and that of the NSR. This feature is written with this in mind, we have a responsibility as a Trust to conserve and restore our coach s to as close to original condition as possible. It appears that in 1980 Bert Davies applied the correct base livery to No. 61 relative to the period, but used the photo of No taken many years later as a point of reference for the rest of the livery. Using the North Staffordshire Railway Album by George Dow for reference, we now understand that the photo of 0110 was taken in 1913 in Stoke works as, perhaps, a comparison with the replacement bogie third of the same number then entering service. During the initial restoration the number 061 was found on the inside of one of the doors, it is perhaps understandable then that this number was thus applied. No.61 was placed on the duplicate list in 1902 when a replacement coach entered service the prefix 0 was added at this time in order to differentiate between the old and new coaches. Perhaps one of the more puzzling features of the 1980 restoration was the addition of a thin red line to the white panel on the inside edge of the beading. The only explanation I can offer is the following reference to Locomotive livery in Manifold..and gave place to a red-brown colour known as Victoria Brown with yellow lines separating by the broad black band and additionally, the inner side of the panels thus formed, a thin red line. Page 10

11 NSR 0110 taken in 1913 Reference to older photos also shows the Staffordshire Knot emblem located in the centre of the middle panel and evidence of various lining styles. I have yet to find evidence that the addition of gold lining and crest to the base panels took place on humble 4 - wheelers ( with some regret! ) although I have created a number of images that explore possible variations that are worthy of consideration. On closer inspection of the 1980 restoration it will be noted that each of the door louvres has been painted with red and gold lines undoubtedly applied on the basis that door louvres were painted alternatively in red and gold. What is actually described has been misinterpreted and the lines applied to each louvre should have actually been applied as described. This fits with available photographic evidence, but it is understandable why Bert applied the lining in the manner that he did. I have discounted the 1993 restoration of No.61 that we are perhaps more familiar with, since I can find no evidence to support the red lead livery applied or the bold highlighting of the mouldings in brown. Frank Underwood did change the lettering shading from red to blue however and this is undoubtedly correct for the period. Perhaps Frank interpreted the chocolate frames as the framing of the coach. Page 11

12 Appendix :- Lining and livery variations Using the 1980 restoration as a basis I have created a number of images intended to illustrate livery variations based upon available written and photographic evidence. Having removed the sheet and bench from the original photo I offer the following for further discussion. There are many references to coaches of this period having crests positioned on the centre line of the coach as illustrated in fig 2. I have yet to find photographic evidence that supports the use on 3 rd class loop line coaches of the period however. Figure 3 is supported by period evidence of ex-works photo of family saloon No.83 is it credible that our coaches were so ornately treated?. There is evidence to show double lines along the centre line was in use perhaps in the latter madder lake period. Lastly we look to the future to give some idea of the correct appearance of No.61 when fully restored not withstanding the comments above. In the opinion of the author fig 1 remains the most likely combination of lining and lettering based on available evidence. Fig 1 Base line modifications to the 1980 restoration using Paint software. Deleted :- Red line on cream panel, NSR logo, crest, number 061, gold and red lining applied to each door. Inserted :- Gold lining applied to upper panels on the inner edge of the mouldings, red and gold applied to alternative louvres, number 61 added and positioned on middle panel, knot logo applied to central position on waist panel. Page 12

13 Fig 2, Base line plus crest Inserted :- Single NSR crest added to lower panels along coach centre line. Fig 3, Base line, crest & lower panel lining. Inserted :- Gold lining added to lower panels. Page 13

14 Fig 4, Base line, crest partial bottom lining and window lining extended. Inserted :- Gold lining added to lower panels along the underside of the waist beading only, lining around the windows extended to link panels. Fig 5, Base line modification, oil pots and representation of frame. Inserted :- Oil pots added from photograph of 4 wheeled coach at Prestbury, representation of frame in chocolate livery, wood grain finish added to door windows. Page 14

15 References Staffordshire Sentinel and Commercial & General Advertiser 1867 North Staffordshire Railway Carriage Improvements Manifold Published 1952 The North Staffordshire Railway Christiansen & Miller Published 1971 The North Staffordshire Railway Christiansen R Published 1997 Portrait of the North Staffordshire Railway Chadwick GF& Jolley D W Published 2000 Staffordshire Railway The passenger carrying stock of the North North Staffordshire Railway Study Group CD Rom. Volumes 1 & 2. NSR Rail & Loop lines Discussion during the course of 2012 The author acknowledges the assistance of Mark Smith, David Wolliscroft, David Jolley, Allen Baker Jeff Saville & Mike Sant for their help in researching this article over the last two years. The Staffordshire Hoard Jigsaw update! Much research remains to be before the fragments of artefacts obtained from No. 61 at the end of last year can reveal their secrets. What we do know is that the fragments are from a specific period of time in 1910 the coach s last visit to Stoke works?. Or perhaps a simple method of insulation when the body arrived at Tutbury?. Ray Withington has taken on the job senior reconstruction engineer and some progress has been made. Samples of rebuilt labels are displayed below, all perhaps dated 29 th June It will be interesting to see how this project develops in the coming months am sure that there is more to be discovered. Ray has assembled over 20 labels to date!. Page 15

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17 Midland Coach Bodies at Foxfield what future? by Richard Warren Part 1. Midland 1st / 3rd saloon as first preserved at Foxfield in 1994 Standing on the platform at Caverswall Road station and looking across the station yard the Foxfield passengers awaiting their train can see two near-derelict passenger carriages on the grassy bank opposite. These are known colloquially about the railway as the Midland Six-Wheeler and the Midland Bogie Third and are owned by the Foxfield Society. The Knotty Carriage Trust, confident that through its efforts NSR coaches 061 and 127 will soon be running in a Knotty Heritage Train, is looking for new challenges. The Six-Wheeler and the Bogie Third are both of a similar vintage as our two Knotty coaches. Given the geographical proximity and overlap of the old NSR and Midland systems it seems highly likely that NSR and Midland passenger stock would have run coupled together in the same passenger train on occasions. (No doubt the specialist railway historians amongst our readership will pronounce on this the editor of The Staffordshire Knot will be pleased to receive any information from readers on this topic especially if in a format suitable for publication). Page 17

18 So what about restoring the Six-Wheeler and the Bogie Third giving the prospect of a Knotty/Midland Heritage Train running at Foxfield in the future? That would pull in the enthusiasts! A number of Knotty Coach Trustees are keen to develop this project. This is more than just a pipe dream. The Knotty Coach Trustees have learned a great deal over many years concerning the restoration of 19 th century railway carriages, the frustrations and pitfalls, and we are well aware that to succeed in this task we shall have to think out a clear plan of action and develop a realistic timetable. First, the Knotty Coach Trust would have to make an official approach to the Foxfield Society to take over custodianship of the two Midland carriage bodies. I am pleased to report that such an approach has just been made and the Society has very kindly seen fit to agree to the Trust s request for an initial period of five years. By far the most pressing task initially is to prevent further deterioration of the vehicles. The Vintage Carriages Trust last carried out surveys in 1998 (Six-Wheeler) and 2002 (Bogie Third). It is clear from inspecting the carriages today with reference to these surveys that there has been significant further deterioration. As a start the Knotty Coach Trustees are beginning a programme to strip down the exterior paintwork, starting with the Six-Wheeler, and prime, undercoat & repaint the exterior woodwork. It must be stressed that this is not a full cosmetic restoration at this early stage, far from it. The initial, overriding aim is to protect the structure from the wind, rain and atmospheric pollutants (plenty of those in the vicinity of a steam loco shed yard!) pending a decision as to how next to progress to the formal restoration. Of course, a secondary benefit will be that gradually as each exterior coach panel is repainted in that beautiful, rich Midland red (nice, but not as beautiful as NSR madder lake ed.) the cosmetic appearance when viewed from the Caverswall Road Station platform will be rather better. We are also commissioning a survey from a professional carriage restorer to inspect both Midland vehicles to advise on how best to prevent further degradation and to advise on a realistic, stepwise programme of refurbishment and renovation Although the recent history of these two Midland coaches is generally well known at Foxfield it might be helpful to give a short précis of their provenance, first of the Six-Wheeler here (and of the Bogie Third in Part 2 of this article in the next edition of The Staffordshire Knot). The early history of the Six-Wheeler is far from clear. Not even its number is known. But it is probable that it was built at the Midland s workshops in Derby (though some similar vehicles were actually built at the North British works in Scotland) and is generally considered to be a Longbuffered Clayton arc-roof 31 foot Composite vehicle to diagram no 516 (though apparently one or two may not have had long buffers!). The under-frame used was the standard Midland six-wheel variety of wheelbase. Two hundred such vehicles to this diagram were ordered in the period (lots 111 and 141). Subsequently two similar vehicles were ordered (lot 201) differing very slightly from the standard 516 diagram to enable the coaches to negotiate the restricted loading gauge through the Glenfield tunnel into West Bridge station in Leicestershire. The series of numbers allocated to these carriages is not known and the numbers of only 12 of the 202 vehicles is known for certain ranging from 488 to Page 18

19 Surviving sister no 1, MR 358 preserved by the VCT at Ingrow The vehicle originally had a central luggage compartment 3 7 wide reached by double doors. Either sid e of the central luggage compartment were two first class compartments, a comfortable 7 3 wide. At either end of the vehicle there were two rather narrower (6 0 ) third class compartments. Seating capacity was therefore 12 first class and 20 third class. The overall height of the vehicle from rail level to the top of the vent/lamp was Overall length was 31 0 (not including buffers) and width 8 0 (though the two West Bridge vehicles were slightly narrower). In 1892 some vehicles (it is not known how many but no 877 definitely) had their luggage compartments converted to a pair of first class lavatories. The vehicles were run as through carriages. Rather than the passengers changing trains to complete their journey, hauling their luggage about with them as we would normally do today, the carriage was detached (passengers and luggage comfortably remaining in situ) from one train and reattached to another. Two examples of 31 foot Composites exist today, fully restored, one at the National Railway Museum in York, the other at the Keighley and Worth Valley Railway. When our Six-Wheeler was taken out of passenger service is not known. It seems to have been converted, presumably in the early part of the 20 th century, to a departmental vehicle, a mess van for the use of permanent way staff or similar. Some windows were covered over with vertical tongue and groove boarding down to the waist, presumably at Derby works. But precisely which modifications were carried out then, and which may have been carried out rather later (see below), is not clear. Page 19

20 At some stage the Midland Railway (or more likely LMS) disposed of our Six-Wheeler. This happened to many vehicles all over the country soon after the grouping in 1923 when the new LMS, LNER, GWR and SR relinquished time-expired stock from their constituent companies. Typically the vehicles were used as storage sheds, beach huts and bungalows. At any rate, our Six-Wheeler (minus underframe) ended up along with its sister Bogie Third at Uttoxeter where it was used as residential accommodation resulting in further modifications to the structure, mainly interior. The carriage was inhabited until 1988 and from this point we know a great deal more about the recent history. The carriage body was rescued by Foxfield volunteers in 1989 (who thought at the time it was probably an NSR vehicle) and was transported to the Foxfield Railway. In its time at Foxfield the carriage has been used as residential accommodation for railway volunteers and most recently for storage, as indeed it is today. Surviving sister no2, MR 901 preserved by the York In Part 2 of this article in the next edition of the Staffordshire Knot Richard tells something of the history of the Midland Bogie Third and a more detailed assessment of the work planned (or perhaps more accurately dreamed of!) to restore both Midland vehicles to working order. If you would like to help in any way in the restoration of these vehicles (or if you have any information about them) please contact Richard Warren R.A.Warren@mail.com or Page 20

21 Midland Bogie 3 rd complete with original paintwork when first preserved 23 years ago. Coming up in the Next Issue of the Staffordshire Knot :- Restoration update More on the North Staffordshire Hoard The recovery of NSR 127 from Ecton For further information regarding the Trust or its activities please contact; Mr. R. H. Whalley C.Eng., FIET Hon. Chairman NSRRSRT. 94, Wellington Road, Bollington, Macclesfield, Cheshire, SK10 5HT Page 21

22 NSR Rolling Stock Restoration Trust Conserving the past for the future Standing Order Application Please complete this form and hand to either John Allman, Richard Warren or Dave Scragg initially who will forward to your bank. Alternatively sign, scan & return to or post to :- Dave Scragg, 57 Camborne Crescent, Westlands, Newcastle, Staffs, ST5 3NQ. To your bank, I wish to take out a Standing Order to The NSR Rolling Stock Restoration Trust. I understand that the amount shown below will be paid at monthly intervals as indicated. To Bank plc:... Branch:... Account number to be debited:... Standing Order SORT CODE BANK/BRANCH CREDIT ACCOUNT MONTHLY AMOUNT NatWest Longton, Staffs Please credit the account of The NSR Rolling Stock Restoration Trust with the above monthly amount. First payment to be made on... (day),... (month),... (year) and thereafter each month until further notice. Name:... Address: Post Code:... address:... Signature:...Date:... Gift Aid declaration Please treat all donations and subscriptions that I make today and in the future as Gift Aid donations. You must pay an amount of income tax and/or capital gains tax in each tax year at least equal to the tax that the NSR Rolling Stock Restoration Trust will claim from HM Revenue & Customs on your Gift Aid donation(s). Name:... Address: Post Code:... Signature:... Date:... Please notify The NSR Rolling Stock Trust if you: 1. Want to cancel this declaration. 2. Change your name or home address. 3. No longer pay sufficient tax on your income and/or capital gains. Charity Registration No Page 22