The complete steam news magazine

The end of steam and a new beginning

Yet BR steam had now finished. Fortunately a fantastic start had been made in preserving locomotives and rolling stock during BR’s rapid modernisation process, and with preservation schemes now proliferating across the country, the stage was set during the late 1960s for the extensive railway preservation movement we all enjoy today. Robin Jones and Brian Sharpe tell the story of one of preservation’s most dramatic five-year periods.

Saving the Worth Valley

While the Bluebell andMiddleton railways were founded by youthful enthusiasts, the Keighley & Worth Valley Railway has somewhat different origins. True, the early Bluebell preservationists wanted to save the entire Lewes-East Grinstead line for regular passenger services, but had to edit their ambitions and produced a different animal.

At just 4¾ miles, however, theMidland Railway'sWorth Valley branch was by comparision "double", even at the still embryonic stage of the standard gauge preservation movement in the early 60s.

It was a classic Titfield Thunderbolt case of a community coming together to save its line, standing up against the faceless powers that be in some far-off city who cared little for the effect its closure would have on local people. Although the modest branch from Keighley to Oxenhope was operated from the outset by theMidland Railway which operated the adjoining Bradford/Leeds-Skipton line and eventually became part of it, it had been built not by a major promoter but by a local company at the instigation of the local community, with each of its five stations, the others being Haworth, Oakworth, Damems and Ingrow, serving a complex of textile mills.

Opening to passengers on 13 April 1867, the short branch line paved the way for a boom in manufacturing while at the same time bringing prosperity to farmers, changing the face of the valley famous worldwide for the Bronte sisters. British Railways first proposed closure in the late 1950s. A renewed closure bid in 1961 proved successful, with the last BR passenger trains running on 30 December that year.

In the last year of operation, 130,000 tickets were sold, and the branch continued to serve its purpose as a feeder to the main line right to the end. Still, the LondonMidland Region insisted that cuts had to be made, and who would miss such a short line when buses could readily provide an alternative?

A final BR steam special was run on 2 June 1962 hauled by a local ex-Midland 0-6-0 No 43586.

It was local residents, not railway enthusiasts, who saved the line.

In November 1961, a letter was sent to the Bradford Telegraph and Argus newspaper saying a preservation society was to be formed. Three and a half weeks after the last passenger train, a meeting was called at the Keighley Temperance Hall, from which a committee emerged to explore the possibilities of local people taking it over.

A second meeting at the Temperance Hall on 1 March led the formation of the Keighley & Worth Valley Railway Preservation Society, and by the end of 1962 there were 266 members.

The society created a company to buy the line outright, lease access into Keighley station and operate a regular public service. Their aim was not to preserve steam locomotives, but to save the railway which had served their towns and villages so well for so long.

It took six years of negotiations and repair work to reopen the line. During that time, the freight which the branch had carried switched to road, and 150,000 local passengers found other means of transport.

The revivalists did not have to raise the thousands of pounds up front for BR to buy the line, but paid the £45,000 agreed in 1966 in interest-free instalments over the following 25 years, the last being in 1992.

As rolling stock began to arrive in 1965, interest in the line mushroomed. Diesel railcars were purchased to operate a daily passenger service, a diesel locomotive to work goods trains and several steam locomotives and carriages for a tourist service.

Finally, on Saturday 29 June 1968, the reopening special left Keighley for Oxenhope, headed by LMS Ivatt 2-6-2T No 41241 and SR USA 0-6-0T No 72. Famously, the steam locomotives were painted in a bright array of non-authentic liveries highlighting the railway's place as an independent line rather than a working museum.

When the line reopened, the railcars were used to provide a convenient service for morning commuters and shoppers.

The big break came that year, when BBC TV opted to film its latest adaptation of the Edith A Nesbit children's classic The Railway Children on the line, previous versions having been produced in 1951 and 1958.

It was a major turning point not just for the KWVR but also for the preservation movement as a whole. The series, which starred Jenny Agutter as Roberta and Gillian Bailey as Phyllis, was rapturously received by the public and critics alike. The 1968 adaptation was placed 96th in the British Film Institute's 100 Greatest British Television Programmes poll of 2000, and is currently available on DVD.

Following its success, the film rights were bought by the actor Lionel Jeffries, who wrote and directed the EMI big screen version released in 1970, again starring Jenny Agutter, with Sally Thomsett,Dinah Sheridan and Bernard Cribbins. The impact of the worldwide fame brought by one of the finest children's movies of all time is still very much being felt by the KWVR today – and we can only speculate about the positive impact it had on the preservation movement, which two years after the end of BR main line steam haulage was still very much finding its feet and trying to win friends.

The first preserved BR branch line in the north immediately attracted engines already purchased by individuals and societies. Some were appropriate, such as Nos 51218, 52044, 41241, 41708, 69023 and 69523; others less so, such as SR USA No 30072 and Royal Scot No 46115 Scots Guardsman. It reopened shortly before the end of BR steam and a couple of 'Black Fives' shortly after 11 August 1968, both saw use, while theWorth Valley is also noteworthy as being the first railway to buy an engine from Barry scrapyard.

It was also the first railway to steam a National Collection engine,Horwich 'Crab' 2-6-0 No 2700. One of the last purchases of any steam engine from BR was BR Standard 2-6-4T No 80002, after carriage heating duties in Glasgow.

From Talyllyn to Tyseley – via Buckfastleigh

From one small acorn grew two massive oaks. Builder Pat Whitehouse became the first secretary of the Talyllyn Railway Preservation Society, when a group ofWest Midland enthusiasts under the leadership of Tom Rolt stepped in to save it in 1950. At Tywyn, Pat met Birmingham accountant Pat Garland, and together they struck up a lifelong friendship with steam at its heart.

They had the GWR and EM gauge model railways as common interests, and in the early 60s, withWestern Region steam disappearing forever on a daily basis, they decided to buy a tank engine of their own, and then look for a line on which to run it. South Devon provided a ready bolthole for them.

The roots of preservation in the south of the county dated back to attempts to save the Moretonhampstead branch, which closed on 28 February 1959; Collett 0-4-2T No. 1466, now preserved at Didcot Railway Centre, being in action on the last day.

Four years before Beeching, branch line closures came as a shock to local people. Local councillors refused to accept that it really was the end of services on the branch from Newton Abbot, and those who opposed the withdrawal of the passenger trains pointed out that BR's losses incurred in providing the services were only slightly more than £17,000 per year and great savings could be made by rationing the infrastructure and introducing DMUs – arguments for which deaf ears at BR were only too attentive.

There were those in the county who had followed the developments on the Bluebell Railway from afar. Launching a campaign for the reintroduction of trains toMoretonhampstead, the South Devon Railway Society was formed by the Rector of Teigngrace Canon OMJones and Torquay enthusiast E G Parrott, and on 6 June 1966, a Paignton-Moretonhampstead special, 'The Heart of Devon Rambler', was run. The society leased Teigngrace Halt as its headquarters, but it was not allowed to acquire the line, as part of it was still needed for freight traffic.

Yet having whetted their appetite, the society looked elsewhere, firstly to the South Brent- Kingsbridge branch, but contractors started dismantling it within minutes of local council support for a revival having been won.

On 29 September 1962, the Western Morning News reported that private plans were afoot to reopen the Totnes-Ashburton branch, which had just closed to freight after passenger services ended on 1 November 1958.

The two Pats found themselves among a group of businessmen who came together with the aim of reopening the line to passengers, running it on a commercial basis as a tourist attraction in the years ahead when steam had vanished from the main line. Their aim was profits first, preservation second, and in this respect differed from previous revival schemes. The Dart Valley Light Railway Co. Ltd. was set up to buy the line and acquire suitable locomotives.

PatWhitehouse and Pat Garland bought their first engine,GWR 2-6-2T No 4555, for £700, which included a spare boiler, an overhaul at Swindon and a load of spare parts. The purchase came after a chance conversation between Pat Whitehouse and theWalsall stationmaster while the former was doing a construction job on a bridge.

The Pats went on to buy GWR 0-6-0PTs No 6435 (with JohnWilkins) and No 1638, plus Collett auto tank No 1420, typical of locomotive power which had worked the Ashburton branch.

Back in the mid-60s, the Dart Valley Light Railway was not ready to accept the locomotives, which had to be stored somewhere. Pat identified the BR steam depot at Tyseley in Birmingham as a suitable location.

While it was shedded there, No 4555 returned to BR traffic, even though it was privately owned.

The shedmaster rostered it for the 5.25pm commuter service from Birmingham Snow Hill toKnowle & Dorridge – and Pat's sonMichael fondly remembered: "Pat Garland worked as an accountant in the city, and would catch that train home.He would jump on the footplate and drive his own engine – and get off at Knowle & Dorridge!"

Around the same time,WR icon 4-6-0 No 7029 Clun Castle – which had hauled the last official steam train out of Paddington (to Banbury) on 11 June 1965 before being officially withdrawn in December that year – became available for purchase, and in 1966 Pat Whitehouse stumped up much of the cash to buy it before transferring it to a new company, 7029 Clun Castle Ltd.

At first it was intended for static display inside a museum being created at Buckfastleigh (it being too big to run on the branch in those days), but there was still a great demand for it to haul enthusiast railtours, so it remained at Tyseley, and has done ever since.

At first a temporary storage base for Devonbound locomotives, Tyseley took off as a major preservation centre in its own right.

In October 1968, 7029 Clun Castle Ltd bought LMS Jubilee 4-6-0 No 45593 Kolhapur, and its supporters established the Standard Gauge Steam Trust as an educational charity to preserve and demonstrate steam locomotives. The trust acquired a long-term lease on a large part of the Tyseley depot site, and established the Tyseley Collection. The site become known as Tyseley RailwayMuseum, later Birmingham Railway Museum and Tyseley LocomotiveWorks.

Trust members cleared buildings and repaired the dilapidated tracks, and two water columns were repaired to allow steam locomotives to stay at the site. In 1968, the old coaling stage was converted into a two-road shed with an inspection pit to house the two locomotives.

In October 1968, two months after the end of BR steam haulage, Tyseley held its first – and very successful – open day. Preservation now had a near city-centre presence.

Back in South Devon, the first locomotives arrived at Buckfastleigh on 2 October 1965. On 5 April 1969, the same year that the Dart Valley Railway bought the line, the first heritage era trains ran from Buckfastleigh to a point near the main line junction north of Totnes, under the new operators' Light Railway Order, with GWR 0-6-0PT No 6412. The heritage line was officially opened by none other than axeman Dr Richard Beeching himself – even though it was not one of the many branches that he had infamously closed.

However, the revivalists failed to persuade the Ministry of Transport not to take up the top portion of the route, the two-mile stretch from Buckfastleigh to Ashburton, for use as part of the new A38 trunk road from Exeter to Plymouth, and therefore the entire branch was not saved, as had been the case with the KWVR.

In the early days, Dart Valley stock ran into Ashburton and locomotives were overhauled in the station's sheds, but the Light Railway Order subsequently granted to the company did not cover the two-mile section north of Buckfastleigh, and no regular heritage era public services were run along it.

So Buckfasleigh lost its identity as a through station and became a terminus and eventually a major visitor attraction in its own right, while the remaining seven miles became a delightful epitome of the GWR rural branch line of legend and folklore. The DVR acquired a number of GWR engines, while further engines were making their home at Buckfastleigh/Totnes, but only in temporary storage for the GWS or its members.

Colonel Stephens comeback

It has often been said that the legendary light railway empire of Colonel Holman F Stephens was a forerunner of today's heritage railway sector, with second-hand locomotives and stock and cut-down-to-basic infrastructure used in an attempt to make lines serving rural backwaters viable.

One of the best standard gauge examples of a Colonel Stephens line was (and is) the Kent & East Sussex Railway. Its eccentricities and uniqueness has brought it national fame among railway enthusiasts as long ago as the 1920s, and it was the subject of a Punch cartoon in 1948.

Its closure to passenger services by BR was inevitable, and came on 2 January 1954. Goods traffic along with an occasional special passenger working, such as a hop-pickers' train, continued until 1961, with a short section at Robertsbridge serving Hodson's flour mill lasting until 1 January 1970, operated by SECR P class 0-6-0T No 31556, named Pride of Sussex. Soon after the 1961 closure, the Kent & East Sussex Preservation Society was formed with the aim of taking over the line, but it was to prove a far tougher task than launching the nearby Bluebell Railway had been.

The revivalists underwent a 13-year struggle ahead of them before the first trains were run. During this period, their big success was preventing theMinister of Transport from tearing up the line, thanks to a series of legal battles.

Nevertheless, the line was saved only when the society agreed not to restore the Bodiam- Robertsbridge section, which included three level crossings.

Following this agreement, the present registered charity took over the line in 1973, and faced the mammoth task of clearing 12 years of undergrowth and neglect of the track and infrastructure, with two miles opening the following year.

By that time, stock had been amassed. In 1964, two LBSCR 'Terriers'were obtained, No 32650 Sutton and No 32670 Bodiam, followed by two SR USA 0-6-0Ts,No DS237 and DS238, in September 1968. Stock movements and members' trains ran from 1964, and on 11 April 1966, Bodiam hauled the first passenger train into Tenterden since 1961, conveying BR engineers inspecting the structures.

A unique locomotive arrived on 7 July 1966, in the form of the surviving member of a class of three diesels built in 1931 by BTH for service at the Ford motor company works in Dagenham. They were built to the LMS loading gauge as their duties involved crossing the London, Tilbury & Southend Railway main line.

Number 1 at Ford, once in possession of the KESR, it was hired to Hodson's flour mill and hauled the last train from Robertsbridge to Bodiam in February 1972 before the track was lifted on that section.

The KESR revivalists' ranks were swelled in 1965 by a merger with theWesterham Valley Railway Association, which had given up hopes of resurrecting the Kent branch line which closed 28 October 1961. One of the last trains to run was the 'Westerham Flyer' behind SECR H class 0-4-4T No 31518 flying a Union Jack. The Westerham Valley Railway Association had been formed in 1962 by a merger between the Westerham Branch Railway Passengers' Association and theWesterham Valley Railway Society, and went as far as being granted a lease ofWesterham station in July 1962.

Sadly, BR changed its policy regarding the disposal of redundant branch lines and demanded outright purchases rather than awarding leases. BR began talks with Kent County Council regarding the sale of the line for use as part of the proposed M25.

The association bought several former Metropolitan Railway coaches and H class No 31263. The coaches were loaned and later sold to the Keighley &Worth Valley Railway and the locomotive to the Bluebell Railway where it remains today.

The association saw by the mid-60s that their efforts to save the branch were doomed to failure. ByMarch 1967, the railway track had been lifted andWesterham station demolished.

More museums

The four Scottish veterans were finally retired in 1965/66, and with the closure of their home shed of Dawsholm, were initially stored at Parkhead shed in Glasgow, where they were joined by another National Collection Scottish veteran, Highland 4-4-0 No 54498 Ben Alder, but this locomotive was scrapped, possibly due to a paperwork error. A museum in Glasgow became the final resting place for Nos 123, 103, 49 and 256.

Continuing the tradition of historic engines being donated by the NCB, the museum was able to fill a major gap, the GSWR, with the acquisition of 0-6-0T No 9. A further engine was a privately purchased, CR 0-6-0 No 57566, displayed in Caley livery as No 828.

One of the principal provincial museums was to be established at Leicester. In 1967/8, seven engines from National Collection stores were moved to Leicester shed, but in the event only a small temporary museum was opened, containing MR veterans, 4-2-2 No 118 and 2-4-0 No158A, plus NER Bo-Bo electric No 26500 and from industrial service a Brush, Loughborough-built 0-4-0ST, which once served as GWR No 921. The larger engines, 4F No 44027, Super D No 49395, O4 No 63601 and restored LNER V2 No 4771 Green Arrow remained in the semi-derelict roundhouse.

A small museum was established in Lytham St Annes, with mainly small industrial types, but a main line presence existed in the shape of NBR 0-4-0ST No 42 (BR No 68095) which came from a scrapyard in Shettleston, Scotland.Another museum was opened at Shugborough Hall in Staffordshire, which became home to North Staffordshire 0-6-2T No 2, after withdrawal by the National Coal Board, joined by veteran LNWR 0-4-0ST No 1439 and a four-wheeled battery electric locomotive from the National Collection.

Unlike many countries, BR locomotives were rarely preserved at the towns or cities they were associated with. Tiverton, though, did acquire GWR 0-4-2T No 1442 for display in the town, while at the other end of the scale, in 1966, LMS Pacific No 46235 City of Birmingham took pride of place in the transport hall of the city's museum.

Centres of excellence

Some preservation societies were not formed with the intention of buying and operating a length of line. Steam centres became fashionable in the 1960s.As one by one, the various regions dispensed with steam, there was always a last minute rush to buy the region's last steam engines. To all intents and purposes,WR steam ended at the end of 1965, although some GW tanks soldiered on at LMR sheds, and as a result, a significant number of GWR types were purchased in late 1965/early 1966.

From relatively small beginnings, the Great Western Society, perhaps predictably, started to grow and eventually moved into substantial premises, the GW locomotive shed at Didcot.

The first new locomotive acquisition was large prairie No 6106 which briefly resided in a goods shed at Taplow. The GWS engines from Totnes, No 6998 Burton Agnes Hall and 0-4-2T No 1466, made the journey to Didcot under their own steam with a couple of coaches.However, 0-6- 0PT No 1363 set up home at another GWS base, at Bodmin in Cornwall.

The Dowty Railway Preservation Society at Ashchurch, already the home of No 46201 Princess Elizabeth, was adopted as the home for a couple of GWS engines,No 7808 Cookham Manor and 0-6-2T No 6697.

One of the most significant developments during the period was the agreement by the National Collection to loan pioneer King 4-6-0 No 6000 King George V to Bulmers Cider, which had the engine overhauled by a wagon contractor in Newport, and it was able from 1968 to haul a train of five Pullman cars along Bulmers' private sidings at its factory in Hereford. If only it could escape on to the main line…

The South Eastern Steam Centre at Ashford, in the original locomotive shed, appeared to have a promising future. It did not however attract main line types at the end of SR steam. Initially, residents were SECR Nos 65, 263 and 592, but were eventually joined by a remarkable variety of engines and stock.

The Scottish Railway Preservation Society established a base in a goods yard at Falkirk in 1965, where it housed its first engine, CR 0-4-4T No 55189, externally restored at Cowlairs works as No 419. It was joined in 1967 by one of the very last Scottish steam survivors in BR service, NBR J36 0-6-0 No 65243Maude, and a sizeable collection of industrial tank engines, passenger and goods vehicles.

The London Railway Preservation Society finally settled on a permanent site at Quainton Road, Buckinghamshire, north of Aylesbury, on what was once the Great Central main line. A considerable amount of stock was assembled, some from the previous sites at Bishops Stortford and Luton.

Money talks

Well-heeled individuals continued to purchase steam engines, some with a definite plan for the engine's future, some rather less so. The North Eastern Region's last steam engine, LNER K1 2-6-0 No 62005, was bought simply to provide a spare boiler for K4 The Great Marquess.

A Dundee enthusiast bought local Ivatt mogul No 46464, while Scottish farmer and businessman John Cameron bought No 60009 Union of South Africa.After a farewell main line run, the A4 was set to work hauling one coach on a short length of track on Mr Cameron's farm in Fife. Scottish Region steam soldiered on to the summer of 1967, but the Pacifics were phased out in late 1966.

A4s were perhaps the most attractive purchases, and Yorkshire businessman Geoff Drury bought the last one in service, No 60019 Bittern. One of the most fortunate incidents in preservation was that the last Peppercorn Pacific, A2 No 60532 Blue Peter, withdrawn in 1966, lasted right up to 1968 when Mr Drury was able to purchase it.

End of Steam

The end of BR steam came in August 1968, and perhaps naturally there was a bit of a last-minute rush to buy BR steam engines. This resulted in the purchase in 1968 of no less than 10 'Black Fives', plus a Standard 5MT, three Standard 4MTs and an 8F. But not a Britannia, and with hindsight it is perhaps a shame some of the locomotive purchasers left it so late.Why didn't anyone buy a Britannia? Or two years earlier an A1, or a second A3? No one even bought a rebuilt Bulleid light Pacific or a GWGrange.

Steam ended at three Lancashire depots, one of which, Carnforth, had already become home to a number of preserved engines, nominally saved for a projected preserved branch line in the Lake District. As negotiations for the purchase of this branch dragged on, and a new road swallowed up much of it, Carnforth's fleet of engines dramatically expanded in 1968 and one of Britain's largest steam centres came into being almost by accident.

An Ivatt mogul, two Fairburn tanks and a B1 were joined almost overnight by six 'Black Fives' and a selection of industrial tank engines.

A feature of late 1960s preservation was that BR made a ruling that its identity was not to be carried by privately owned engines.Many preservationists remembered the Big Four days anyway, and virtually all restored engines carried pre-1948 liveries.

Perhaps influenced by the summer of love and psychedelia, some engine owners went a stage further and applied either completely inappropriate pre-Grouping liveries or even colourful semi-fictitious liveries.

The KWVR's orange USA tank and Carnforth's CR blue Fairburn 2-6-4T and Furness red 5MT were some of the more extreme examples. The Bluebell Railwaymade just one locomotive purchase in the second half of the 1960s, but it was something very different to the small Southern tank engines it was known for; No 75027 was one of the last survivors of the class, withdrawn from Carnforth just before the end of steam.

It was only in the last few years of BR steam working that the supply of engines for scrapping exceeded the capacity of BR's workshops, and private contractors scrapped engines in large quantities. One scrap merchant, Alderman Albert Draper, decided to preserve one of his last engines, instead of scrapping it, and No 45305 lived to see another day; while a Peterborough vicar, Rev Richard Paten, bought BR Standard 5MT 4-6-0 No 73050 purely to be a static exhibit.The engine which will always be associated with the end of steam, though,No 70013 Oliver Cromwell, found its way to a new steam centre – one with a difference.

Bressingham Gardens in Norfolk, run by the aptly named Alan Bloom, had diversified into traction engine and narrow gauge railway preservation. Steam trains took visitors on tours of the nurseries and the steam museum.

Standard gauge tracks were laid, initially the home of Britain's sole surviving standard gauge Beyer-Garratt, ex-NCB 0-4-0+0-4-0William Francis.

National Collection engines followed, including Cromwell, immediately after its curtain call on the 'Fifteen Guinea Special' in August 1968.What was different about Bressingham was that it was literally a green field site, many miles away from the BR system; its locomotives would never haul real passenger trains on a real railway…

Steptoe supreme!

As the BR Modernisation Plan of 1955 increasingly made headway, the future for withdrawn steam locomotives was grim. As the BR works could not cope with the volume, numerous scrap dealers around the country were eager to buy them and within days they were cut up, left as piles of metal destined for the nearest blast furnaces.

The first outside scrapyard to be sold withdrawn locomotives wasWoodham Brothers of Barry Docks in SouthWales. The first engines were delivered for scrapping in 1959, and in the years that followed, the scrapyard expanded greatly in size as the arrival of redundant locomotives exceeded the cutters' capacity. More than 200 locomotives were stored there by the time BR steam haulage ended in August 1968.

However, a simple business decision made by yard owner DaiWoodham in 1965 had – and still has – resounding implications for the nascent heritage railway movement.

He decided to concentrate his diverse resources into the financially more lucrative scrapping of wagons and brakevans and leave the locomotives until last.

Inadvertently, it gave a breathing space of nearly a quarter of a century to the locomotives on 'death row' – time enough for the preservation movement to buy 213 of them – the lion's share of the 381 BR standard gauge steam engines that exist today – although sadly, some by-then uniqueWR diesel hydraulics were cut up in 1980. One technicality which had to be overcome was thatWoodham's contract with BR precluded selling the engines on.

Woodham Brothers became a major benefactor to steam preservation, although its location led to an imbalance of GWR and SR locomotives saved. For instance, we have 30 Bulleid Pacifics today, but because Dai Woodham had no Scottish equivalent who was prepared to put engines aside, many classes that operated north of the border were rendered extinct.

The first locomotive to be bought from Woodham Bros for preservation was Midland Railway 4F 0-6-0 No 43924. Built at Derby in 1920, it arrived at Barry in July 1965, but was bought by a group of enthusiasts three years later. Restored, it entered traffic on the Keighley &Worth Valley Railway as soon as 1970.

Second out was 1928-built Maunsell U class 2-6-0 No 31618, which arrived at Barry in June 1964 and left in January 1969, first being moved to a private siding at New Hythe in Kent. It eventually became a firm favourite on the Bluebell Railway.

The third locomotive to be saved from Barry in the 60s was GWR 2-6-0 No 5322. Built at Swindon in August 1917, it arrived at Barry in November 1964 and left inMarch 1969, to yet another base of the GreatWestern Society, at nearby Caerphilly, where in 1970 it became the second ex-Barry engine to be steamed.

The door had been opened by Dai, whose inadvertent help in saving classes of steam locomotives for preservation will never be forgotten by the movement.