1363

Number 1363 (Items 2947 - XXXX & MR 160 - 167) (BLN XX PAGES) 17 Oct 2020

BRANCH LINE NEWS

A societas est iens ut loca

Published 24 times a year by the Branch Line Society; founded 1955.

branchline.uk https://m.facebook.com/BranchLineSociety/

Membership queries: Lisa Sheppard membership.secretary@branchline.uk
186 Anlaby Park Road South, Hull, HU4 7BU. 07873354464

British Isles news from members; an international section is available.
Opinions are not necessarily athvaoislaebolef .the Compilers or the Society.

…… BLN 1364 is dated 31 Oct. E-BLN is out Fri 30 Oct; contributions by Wed 21 Oct please.

XXXX] Happy Birthday to us! This month BLN is 65 years old, hence
the resignalling with replating as your Society is now in its 66th year.

ciety. Society.

XXXX] Committee News: For personal reasons David Clark has decided to stand down from his role as
Society Publicity Officer, a Committee post which he has performed with distinction for over eight
years since 16 Jun 2012. During this time David has dramatically raised the profile and reputation of
the Society with the railway media. This has directly contributed to our success in attracting new
members as well as operating tours and fixtures. Thank you, David. Your Committee has used its
powers under Section 7 of our Constitution to co-opt John Cameron, well known to members, to fill
the vacancy (congratulations on your promotion, John!). Please email publicity@branchline.uk if
contacting John about a publicity matter or north-west-news@branchline.uk for North West regional
BLN news; this is for redirection purposes. Any postal communication via your BLN Editor please.

XXXX] Honestly, the things that went in BLN 39 years ago: This is from BLN 427 of 8 Oct 1981:

1363 HEAD LINES (Paul Stewart) bln.editor@branchline.uk

XXXX] Keeping Track, (extra to Head Lines) significant passenger service suspensions: *= new/altered

BLN Start (incl) Reopens Location (stations 'exclusive' if bracketed) bold = closed now

1359.2390 12 Aug 20 ?Late Oct 20 *(Stonehaven) - (Montrose)

1362.2808 24 Oct 20 29 Oct 20 *Settle Jn - (Kirkby Stephen)

1362.2809 24 Oct 20 2 Nov 20 *(Saxmundham) - Oulton Broad North Jn

1359.2391 13 Aug 20 ?2 Nov 20 *Craven Arms South Jn - Llandrindod

1360.2537 26 Aug 20 ?Early Jan 21 *Llandrindod - Morlais Jn - Llandeilo Jn [At 23.13]

1360.2537 26 Aug 20 ?Early Jan 21 *Court Sart Jn/Briton Ferry W Jn - Morlais Jn [At 23.13]

1350.1056 20 Mar 20 Unknown LUL; Waterloo & City Line, Waterloo P25 & 26 - Bank P7 & 8

1363 BLN GENERAL (Paul Stewart) bln.editor@branchline.uk
XXXX] Points & Slips: ●●BLN 1362.2855] In case paper BLN confused anyone, the Manchester Ship
Canal referred to the area around Cadishead (not Carrington) as Partington, despite Partington being
on the opposite side of the canal. Carrington is actually on the same side of the canal as Partington!

●●2946] A member's memory from regular Wednesday evening pub gatherings in Manchester during
the 1970s was Mike Dean's constant wish to find a way to include Invergordon Harbour in a tour when

he was our Fixtures Secretary. Mike used to love airing the idea regularly but those members present
always realised that it was only a 'pipe dream'. (Groan - Invergordon Habour handled pipe traffic!)

XXXX] The Colonel Stephens Society: Formed in 1984, it caters for enthusiasts of the charismatic
standard and narrow gauge railways engineered, and/or managed, by Colonel Holman Fred Stephens.
They were often archetypical branch lines. Most of our Members will already be aware of Colonel
Stephens built Railways, with fine examples of his lines still running today. We visited the East Kent
and Kent & East Sussex Railways and the Colonel's Museum at Tenterden for our own 2016 AGM.

The Colonel's Railways were industrial lines, also carrying passengers (mixed trains); some still survive
as Heritage Railways. Other groups preserve sections of trackbed and stations possibly looking to
expand and add track and trains later. The Colonel Stephens Society map/postcard shows his railways.
Those surviving include: ●The Kent & East Sussex Railway; ●The East Kent Railway and (not a lot of
people know this) ●The Ffestiniog, ●The Welsh Highland and ●The Welsh Highland Heritage Railways.

Some Colonel Stephens Society members give talks to other groups and attend model railway
exhibitions to talk to, and recruit, visitors as new members. Their Society would be interested to hear if
any of our own members have built and displayed models of Colonel Stephens Railways. Images of
such layouts would be received with thanks to include in future editions of their newsletter.

The Society, with over 300 members, produces a quarterly magazine called 'The Colonel' (many back
numbers are available free on the website to look at). 10-20% of them attend the AGM and Members'
Weekend usually held in and around one of the Colonel's railways. The Society looks to assist other
groups preserving the name of the Colonel including donating money each year to help narrow and
standard gauge railway projects in the UK. Colonel Stephens passed away in 1931 leaving a remarkable
legacy which continues to grow to this day. Website: www.colonelstephenssociety.co.uk

UK Membership is only £10 per year; Joint £12; overseas Airmail £15. New members receive the most
recent edition of 'The Colonel' and three recent back numbers. Membership queries to: Sheena Baylis,
10 Cedar Court, Farrand Rd, Hedon, Hull, HU12 8XL; css@thetrcaksie.karoo.co.uk 01482 897645.

XXXX] 'Early' Railway Memories (38): (BLN 1362.2812) A day in the life of Member No1. It is now
three years or more since I was 'invited' by the Editor to make some form of BLN contribution. [...and
repeatedly since!!] With the Covid 19 Lockdown from 23 Mar 2020 I have had plenty of time to visit my
loft and rediscover details of my railway expeditions during the early sixties, up to the present.

I say present, but we have all witnessed our hobby taking a back seat in these quite extraordinary
times. My last outing was on the 28 Sep 2019 when I accompanied our Editor on the 'Cottam Farewell'
railtour. This was organised by the late John Farrow of UK Railtours, with a major contribution by the
impeccable man for detail, namely, Ian Loveday. Ian is truly in the same league as people like Kev
Adlam and Chris Boyle, just to name two of many Society railtour and fixture organisers who have
served up some mouth watering events for as long as I can remember - and that goes back to 1963.

My loft contains many, many notes of trips, including whole newspapers and cuttings of my adventures
as a young man trying to travel along as many branch lines as possible threatened with closure due to
the Beeching cuts or for some other reason. In those days closure dates were usually posted at very
short notice and in some cases lines had closed before I had any notification. The rate of closures was
such that a decision had to be made to choose one branch to travel over at the expense of another.
The criteria on which branch to select to cover, still to this day, has me scratching my head in disbelief.

BLN, while helpful, did not identify all the closures in sufficient time to plan an itinerary and thus many
were missed. As a young teenager, money was limited even though I started work at 15, but the cash
did give me some opportunities to travel the length and breadth of the UK. Hotels and some rail fares
were out of the question on the longer journeys to reach certain branches. Fortunately overnight travel
by rail and coach was not unusual but it was often a massive exercise to reach one end of the country
in time! Overnight journeys allowed an early start to the day. British Rail's waiting rooms were normally

open all night and a chance to pass the night away in what I would now regard as a very primitive way.

My old friend, the late Angus MacDougall (whom I accompanied on many trips) and I used to discuss
our best 'Ten Railtours' we had travelled on since the start of our expeditions. Many debates had
ensued over the last few years when we were together, although Angus had the added advantage of
starting his travels some ten years before my first tour in 1963. Unfortunately, with his passing earlier in
2020, we never did complete the project of agreeing our best ten tours. The main criterion was that we
both had to have participated in the tours in question either together or separately. Angus would throw
in some tours from the 1950s that just made my mouth water at the prospect, but were inadmissible
(I used to say) because of the main criterion! Angus's passing is so sad; he was a real gentleman, had a
wealth of knowledge in many different areas, and of course, was a scholar in Chemistry and Railways.

To return to looking through my notes from all those years ago in my loft; some are yellow with age but
I have spent many hours trawling through them during Lockdown. One such trip in 1964 brought back
so many happy memories that I decided to put pen to paper or should I say, 'hit the key pad'…

Some Ayrshire branch closures were announced during early 1964. A colleague of mine in the LCGB
North West Branch, Gordon Massey, suggested we had time to plan a seven day rover and include the
branches that would be missed if we did not act quickly. Gordon agreed to plan it and came up with a
super seven day Freedom of Scotland Rover ticket itinerary. My notes of the trip are quite reasonably
detailed so I will describe the events on one day of that seven day trip around Scotland. I found the
notes very interesting and funny in one particular aspect 56 years later! More of that story later…

Sat 4 Apr 1964 was the final day of our expedition to Scotland. We had started at Carlisle a week earlier
after a coach journey from Manchester for the princely sum of 25 Shillings (£1.25p) return. The last day
also began at Carlisle Citadel station with the 03.10 (actually 03.30) to Ayr behind a Class 5 steam loco.

The first branch of the day was on the 07.25 Ayr to Dalmellington, it was the final day of passenger
services; closure had been posted as on, and from, Mon 6 Apr 1964. Scottish Region Railbus SC79970
was boarded for the 15 mile trip. I have a photo of it on the 08.18 return which reached Ayr at 08.48.

This was the only time I ever managed to travel over the whole branch and, while in the loft, my mind
wondered back to the next time I was anywhere near Dalmellington. That was to be some 32 years
later on the 24 Aug 1996 when I was able to assist the Society in operating the Bo'ness Traveller tour
from Bo'ness to the Ayrshire Railway Preservation Group's private railway. Although I had already
completed the closed section between Waterside and Dalmellington, this tour gave member No1 the
opportunity to traverse the line (Scottish Coal infrastructure) at Waterside west to Minnivey.

The tour was another Society first; probably the most difficult tour that I was involved with as a Society
representative. It required Ministry of Transport (MOT) approval and agreement by Railtrack, Scottish
Coal and the Ayrshire Preservation Society plus a set of operating instructions coordinated to comply
with the requirements of all interested parties. This was all a massive undertaking in time and effort to
comply with the MOT and Railtrack requirements. On the day operation was perfect; it was completed
safely and successfully to reach the end of line at Minnivey (55m 05ch)! The Preservation Society had
to supply a 'pilotman' for the Class 37 on their tracks, a very unusual aspect of the instructions.

The next leg of our Apr 1964 journey was the 10.08 DMU Ayr to Stranraer Town (CP 7 Mar 1966). Stops
were made at Maypole, Girvan, Barrhill and at the now closed Pinmore, Pinwherry, Glenwhilly & New
Luce stations, reaching Stranraer eight minutes late at 11.58am. There was still time to stroll to the
Harbour station via the engine shed for the 1.30pm departure. This connected with the 4.0pm from
Ayr to Irvine and a subsequent train from Irvine to Ardrossan. Here we joined a train to Kilmarnock via
Irvine and Crosshouse on the last day of service. Loco 'Standard Class' 2-6-0 No77016 was the motive
power leaving at 5.10pm. Irvine to Crosshouse via Springside also CP 6 Apr 1964 so another 'just in
time' trip; it CA 11 Oct 1965. By this era most 'last trains' were full of those sampling the 'last rites' but
this one was very sparsely loaded, an anticlimax to a railway which had been open since 1890. The final

passenger train, a Sunday School excursion, ran on Sat 20 Jun 1964 from Kilmaurs (the original station)
to Ardrossan Beach. A Sunday School excursion on a Saturday doesn't sound quite right somehow.

At Kilmarnock our two coach train from Ardrossan had an additional coach added and motive power
was changed to 'Standard' 2-6-4 tank engine No80077. Departure east was at 6.06pm and the journey
to Darvel was uneventful until we arrived at the penultimate station at Newmilns. On stopping the
guard asked Member No1 if we would like to alight to take photos. The offer was accepted but we did
not realise at the time that the guard envisaged picking us back up at Newmilns on the return journey.
Disaster had struck and we potentially were going to miss the last two miles from Newmilns to Darvel!

No1 and Gordon Massey dashed from the station out to the A71 road and flagged down a passing
random car, convincing the driver to take them to Darvel station to catch the final ever passenger train
departure. To this day how we managed to persuade that driver is a mystery. Perhaps this was a first
lesson in the skills required to be a fixture and railtour organiser? [Hitchhiking was quite normal in
1964, although this sounded more akin to gentle hijacking!] Well, much to the amazement of the
guard, we do also have a photo of the train at Darvel, , and left on time at 6.25pm. If it had not been
for the quick thinking at Newmilns it could have been a total disaster. This was literally 'The Last Train'.

From Kilmarnock we joined the 7.35pm to Ayr via Barassie with Class 5 45497 returning to Kilmarnock
the same route on the 9.05pm. The final train of our week of rail roving was the 10.0pm Kilmarnock to
Carlisle hauled by 'Peak' Class Diesel NoD26 (later Class 45, 45020) and we arrived at 11.53pm, totally
exhausted. The last leg by coach was from Carlisle at 2.0am reaching Manchester at 6.30am as you did.

The 7-day Freedom of Scotland Rail Rover ticket cost £6 6s 0d (£6.30p) - now worth £125.50 - and we
had travelled 2,677 train miles by train. Maybe one day I will tell the tale of all the track covered, but
just to whet your appetite, we went north to Thurso, with a trip on RMS Claymore to Kyle of Lochalsh
(remember that both these lines, plus Wick had been listed in the 1963 Beeching Report for closure).
We also went west to Mallaig and then to the east of Scotland with a trip on a branch nearly 42 miles
long to Bal.....! All in all, a trip remembered for the completing everything that we intended to do, good
company and the records that show that many of the branch lines we traversed are no longer part of
the railway network. [For those unaware it can now be revealed that Member No1 is Ray Hardman.]

1363 FIXTURES REPORTS (Paul Stewart) bln-editor@branchline.uk
XXXX] IMinE, North West Railtour, Sat 27 March
1993: https://bit.ly/3nf1Mgw by Ian Mortimer; the
e-BLN tour maps and ticket scans are thanks to Ian.

There was another year's break between the 10th
(or 11th, depending upon how the 1989 two-part
tour is treated) and this final tour. The title was a
little misleading as none of the three collieries
visited were in the North West, two were in the
Midlands and the other in North Wales. This railtour
was notable for the fact that two of the colliery branches covered were normally only used by British
Coal locomotives, and it was also unusual in that it started at Crewe and finished at Nuneaton.

An early 07.18 start [late by modern standards!] from Crewe preceded a run up the West Coast Main
Line to Nuneaton, where there was a pick up. Taking the Coventry line, the tour ran to Three Spires Jn,
where it reversed to access the Coventry Colliery branch. This had served two installations firstly
Coventry Colliery, which at the time of the tour had been 'mothballed' by British Coal for 16 months.

Despite £45M of investment it had lost £40M over five years. The last shift was on 1 Nov 1991 just 13
days after closure was announced - 1,300 jobs went. However, in Sep 1994 it was reopened by Coal
Investments along with Annesley/Bentinck (connected underground), Markham Main at Doncaster,

Silverdale, Hem Heath & Cwmgwili collieries. Coventry Colliery then closed for good on 23 Aug 1996
as it failed to survive the bankruptcy of Coal Investments. 40M tonnes of coal reserves were left.

The second facility served by the branch was the adjacent Keresley Homefire Plant (smokeless fuel).
Once a local landmark from the M6 motorway, it opened in 1967 and was still operating at the time of
the tour, surviving until 2000. Interestingly Coventry Colliery coal was unsuitable for it and went to
power stations! Normally main line locos only ran into the exchange sidings at Three Spires Jn, from
where British Coal engines would take over. However, on this occasion the tour and its locos (47300 &
47821) were able to run nearly two miles up the double track branch to a point just short of the curve
where the lines split into the separate two installations; tight curvature prevented further progress.

The site is now Prologis Park, a 300 acre distribution centre. It is still in theory rail connected and has a
complex layout but with the branch now single track (TRACKmaps 4 p14B Dec 2018). On 27 Jul 2001 a
'demonstration' train ran, but commercial traffic (imported bottled Evian water from France) did not
start until 5 Feb 2007. This ended in Nov 2009 and unfortunately the branch has been OOU since.

Returning to Three Spires Jn, the tour continued on to Coventry, then through Stechford, Bescot and
Bushbury Jn for a reversal at Littleton Colliery Shunt Frame (22m 74ch) just south of Penkridge on the
Up side. The two exchange sidings (each accommodating half a merry-go-round set so trains had to be
split inward and out) were next to the main line. Interestingly they were both electrified although it is
unlikely that an electrically hauled coal train ever ran! As at Coventry Colliery we had permission to
proceed nearly 3 miles up the lengthy branch, crossing over the Staffordshire & Worcestershire Canal,
under the M6, and passing some sidings that formerly ran to the canal before they were cut back to
build the motorway. The tour stopped just short of the B5012 road bridge, about a mile before the
colliery, where clearance problems prevented further progress. Littleton Colliery, the final pit in the
once extensive Cannock Chase coalfield. It was extensively modernised, designated a core pit at the
end of 1992 and produced over 1M tonnes a year, but closed on 3 Dec 1993 with the loss of 800 jobs.

Back on the main line the tour ran north through Stafford to Crewe arriving 11 Mins early! After a
20-minute pause, it carried on through Chester and along the North Wales coast to Talacre. Here the
train reversed on the old Up Slow line (from four track days) then the 'Neck Line', a headshunt, to
access the 850yd branch to Point of Ayr Colliery, where it ran to a 'point' about a loco length short of
the bunker. It wasn't possible to proceed any further, as trains were propelled through the bunker
because there was insufficient clearance for locos. Situated at the most northerly point of mainland
Wales, Point of Ayr Colliery was the last remaining deep pit in North Wales, closing in Aug 1996. Coal
was mined from beneath the River Dee Estuary and proven reserves of over 20M tonnes were left.

After running back to Chester we passed through Helsby before taking the then unidirectional line
from Frodsham Jn to Halton Jn. Now at last in the North West, at Runcorn Jn the train turned left onto
the Folly Lane branch, which had salt traffic and occasional oil trains in 1993. We reversed short of the
first level crossing (Barlow Way) on the branch, which the writer's notes say was at the end of the
exchange sidings and just short of Runcorn Town football ground, off to the left. Nowadays this is
where the branch ends (1m 21ch); the road on that former level crossing now accesses the incinerator
energy from waste facility. At one time the branch continued 1⅔ mile further on to a power station.

Folly Lane had had to be omitted from one of the 1991 tours, so it was pleasing to claw this one back.
Unusually, the branch is busier today than it was then, as it now sees up to four trains per day, six days
a week, of compacted waste from various Manchester area terminals for incineration.

Returning to, and reversing at, Runcorn Jn, the tour headed to Garston. It was originally planned to go
into Garston Docks Coal Sidings (export) but unfortunately these had recently closed, so instead it ran
to the end of the holding siding for the Freightliner Terminal, alongside the fenced off coal sidings.
Traffic to the coal terminal was still passing in 1989, and it had been upgraded for MGR traffic in 1981,
but we could clearly see from the tour train that the sidings were out of use. On departure the third
side of the triangle was taken from Garston Jn round to Allerton East Jn - double track in 1993.

Continuing towards Liverpool, we reversed in Edge Hill station, before taking the curve from Bootle
Branch Jn to Edge Lane Jn and the Bootle Branch on to … … … Bootle Jn. From here the tour ran under
the electrified Southport line then crossed Regent Road to enter the Mersey Docks & Harbour Co site,
to cover two branches. The first was to Gladstone Dock Coal Terminal, reopened in 1988 for imported
coal. Taking a temporary alignment to the left of a new bunker that was under construction, we ran to
just short of the headshunt points at the line end, level with south side of Gladstone North Dock (No1).

Retracing our steps to the junction at Strand Road, we reversed in Alexandra Dock Tunnel to the last
branch of the final IME tour, to Seaforth Container Terminal. Most satisfactorily, the train ran into the
terminal, again reaching the final set of points before the branch run round headshunt. The end of
line, known as 'Freightliner Dead End' is 7m 22ch from Bootle Branch Jn. The last leg of the tour
involved a second reversal at Edge Hill. The Edge Lane Jn to Olive Mount Jn curve CG/A 21 Jan 1987
due to a fire that day at Edge Lane Jn signal box and was subsequently lifted. It was relaid with single
track and ROG 15 Dec 2008. A run along the West Coast Main Line to Crewe and Nuneaton followed.

Chris Boyle gave a delightful miniature (three inches tall) miner's lamp with 'IOME/FOUNDED 1889'
round the crest, or real full sized ones, to each person who had helped with these tours in some way.

Although this series of truly ground breaking series tours had finished, and Chris Boyle's attentions had
turned more to foreign travel, he continued to play a significant role in the organisation of some
excellent Society tours, eventually bowing out with the Bo'ness Traveller in Aug 1996 which, for the
writer at least, signalled the end of the golden age of British track railtours which had started in 1989!
Sadly, Chris passed away in 2002 while on his way home from a weekend's railtouring in Germany.

The writer is again grateful to David Palmer and, particularly, Paul Stewart for their time and effort in
providing useful additional information as well as offering corrections and amendments. Finally, as
before, much use has been made of the itineraries, so thanks to the late Dr Angus McDougall, Geoff
Blyth & Chris Tennant, and again to the two excellent cartographers, Rodger Wilkinson & David Mellor.

XXXX] Haltwhistle - Wetheral visits, Fri 14 Feb 2020, Part 2: (BLN 1261.2941) (By our Level Crossing
aficionado John Cowburn also Nick Garnham & Nick Jones.) Assembling in Haltwhistle station car park
our group continued celebrating Valentine's Day. A convoy of four cars followed the MOM to visit two
bonus boxes towards Carlisle, the Level Crossing Gate Boxes at Denton Village, and Lane Head.

The Newcastle & Carlisle Railway Tyne Valley line was an early rail route, opening from Carlisle to
Greenhead in 1836 according to the 23 Jul 1836 Carlisle Journal; probably as a consequence, this
section has a significant number of level crossings. Most of these have been modernised over the past
40 years, with all but two now having either locally controlled full barriers or automatic half barriers.

For reasons that are not clear, just two of the crossings - Denton Village and Lane Head - have not
been modernised and in 2020 are still protected by hand-worked gates opened and closed by crossing
keepers operating from adjacent gate boxes. Both are on very minor roads; one is little more than a
cart track but its crossing is at a bend on the railway, while the other is on a straight section of line but
with houses close by. The two crossings are east of the 2009 commissioned signal box at Low Row.

This modern box directly controls colour light signals in each direction from a lengthy eNtrance-eXit
(NX) panel. Both crossings are now within the directly controlled area or 'station limits', for want of a
better expression, of Low Row, which still works Absolute Block to Brampton Fell in the west and
Haltwhistle in the east. Prior to the signaling modernisation here, it is understood that both crossings
were located in the Absolute Block section outwith the 'station limits', and each had a ground frame
with semaphore signals to protect it. Our visits provided an opportunity to study the crossings.

Denton Village: (43m 65ch from Newcastle) This manually worked gate crossing is on a short cul-de-
sac which serves a hamlet of maybe six houses, although the village church is also on the 'wrong' side
of the crossing. It is supervised by the crossing keeper who is based in a modern portable building on

the northern Up side of the line (to Newcastle). Being a sheep farming area, there isn't a harvest as
such to consider, though hay making time can generate extra farm traffic. The online ABC Railway
Guide (infrastructure) has much information about every NR crossing including location, category,
daily number of trains, usage, risk level and for most photographs/maps. It suggests daily usage of this
crossing is only eight pedestrians or cyclists per day, with no motor vehicles - the last seems unlikely
given that it provides the only vehicular access to the houses and farms on the north side of the line.

The crossing has two single lane width gates; both are wooden but they are different. The south side
one is an unpainted regular farm/field gate with replacement timber gateposts of relatively recent
origin. In contrast the north side gate is a more normal white painted crossing type gate of a typically
North Eastern pattern, with unidirectional diagonal bracing, that is hung from much older low height
concrete gateposts. Both gates carry central road facing red targets and 'Trafilamp' style red lights on
top. Very unusually the two gates open in different directions; the traditional north side (village side)
gate opens out, away from the railway, while the south side field type gate opens inwards to the line.

The latter gate is set well back from the railway so that even when it is open to the road it does not
foul the line. There are no cattle guards on either side of the crossing, despite the gates not even
remotely 'fencing' the carriageway when open to the road. They are usually closed to the road unless a
vehicle wishes to cross. A push button on the north side and plunger on Down side are for road users
to attract the crossing keeper's attention but an actual call bell was not seen or heard by our group.

Both gateposts have modern key-locks of the 'Fortress Interlocking' (trapped key type), which were
also found on the Wherry Lines in Norfolk. These are operated using the keys held by the instrument in
the keeper's cabin. Unlike the Wherry Lines, the keys for each lock here are identical so either key can
be used for either gate. The crossing is protected by Low Row signal '7413' in the Down (to Carlisle)
direction and '7416' in the Up direction; each is a considerable distance from the crossing.

Traditional standard Absolute Block 'Train in Section/Train Approaching Section' indicators are fixed to
an inside wall of the cabin. A TRUST (Train Running System on TOPS - British Rail's Total Operations
Processing System) screen is on the crossing keeper's desk and a modern key lock instrument is
provided with 'Train Approaching' lights. It is suspected, but unconfirmed, that the last are lit when the
Absolute Block indicators show either 'Train Approaching Section' or 'Train in Section'; it is possible
also that they are operated independently by treadles or track circuits. The key lock instrument also
has an emergency replacement switch which turns signals LR7413 and LR7416 to red if it is operated.

The keeper monitors rail traffic on the TRUST screen and is able to take the keys out (if there are no
trains approaching) to open the gates to road traffic at will. Before the Low Row signaller can clear
signals for a train, they must check that the 'F' (Free) indication is showing above the Denton Village
'Key Lock Release' switch on the panel and turn the switch from 'R' to 'N' (presumably 'Released' and
'Normal' respectively) to lock the instrument at Denton Village and prevent the keys being removed.

If the keys are out of Denton Village instrument, the 'F' indication is extinguished on the Low Row
panel. In this situation the Low Row signaller would not be able to revert the control to 'N'. (The switch
itself could presumably physically be moved from 'R' to 'N' but the indication would remain at 'R'). This
in turn would mean the signaller would be unable to clear the signals for a train in either direction.

Denton Village, along with the other locations on the line, is staffed 24 hours Monday to Friday and
normally closes Saturday and Sunday nights. When it is to close, following the late shift on Saturday or
Sunday, there is a procedure to go through: the gates are left opened to road traffic, and padlocked
open to wooden posts. The crossing keeper then confirms to Low Row that the gates are open to road
traffic, and the gate box can then close; this cannot happen if the keys are still in the instrument. With
the gates padlocked open to the road, the keys are, of course, trapped in the key locks on the gate
posts and can't be removed until the gates are again closed to road traffic which then releases them.

When a train is approaching the crossing, the route is approach-locked and again the 'F' light on Low
Row panel will extinguish so the signaller cannot release the keys by turning the switch back to 'R'.

After the train has passed over the crossing, the 'F' light illuminates again and the Low Row signaller

will normally turn the switch back to 'R' immediately (they do not wait for a request from Denton

Village). This is implemented with the normal signalling track circuits; there are no 'Moreton-on-Lugg'

style treadles at the crossing. The crossing also has wicket gates on both sides which are not controlled

in any way. Pedestrians may use these and cross at any time (following the usual 'Stop, Look, Listen'

procedure) without involving the crossing keeper and a section of the road bed on the Carlisle side of

the road is segregated off for pedestrians by means of a painted white line. (...to be continued.)

XXXX] Roy B Turner 'Tubby': Roy passed away suddenly at home in mid-September just before
his 67th birthday. He had been an active and keen member (No1551) of the Society since joining in
May 1983. In his earlier days he was a Midland Rail Fan member. His grandfather was an engine
driver at Walsall (Rycroft) shed in steam days and his late father (a BLS member) a clerk at Long
Eaton. Roy joined our Committee as Sales Officer from Nov 1985 until Nov 1997, a duty which he
discharged faithfully and productively with great interest and attention to detail. During his time
in this office, he was master of the heavy sales suitcase which was usually supported by a couple
of equally heavy book filled holdalls, always requiring assistance from unsuspecting travellers to
move them between the boot of his car and the tour train office, often without the use of station
lifts. His sales efforts were much appreciated by the Treasurer and as a service by our members.

Roy was a mild-mannered gentle man and offered good company in the confines of the tour train,
with much discussion as to which crossover may have just been traversed. His seating bay was
often notable, in the days before real ales were available from the buffet, for a display of bottled
beers ready to share with his travelling companions once the sun had climbed over the yardarm!

Roy's first 'foreign' tour was our 1993 'Tour de Luxe' (in Luxembourg). When the train stopped
near Wasserbillig on the German border, he promptly walked to the back of the train to avoid
reaching DB metals only to find on return that his seat was adjacent to a catenary post with 'DB'
clearly stamped on it! This set him on the slippery path and he soon became an inveterate cross
channel traveller, covering many obscure bits of Benelux track by service trains and tours, as well
as amassing lots of haulage, especially in the Brussels rush hour. His restraint at Wasserbillig was
to little avail as he later started on a quest to complete all the German track. Unfortunately, this
was never achieved, as his father's later ill health precluded long trips away from home.

He was a man of modest words, though he could speak forthrightly if the need arose, and his
brief but concise reports of sales activity to the Society AGMs certainly didn't require the
Chairman's guillotine. More recently, Roy had taken to booking First Class when available and
could be found on most Society tours and visits, and invariably at the 'right' end of every train.
The size of the systems he did visit depended on the size of stock he would have to travel in/on.

For many the last time they saw Roy was before Lockdown when he donned a high-viz vest for a
trial of stewarding on our 13-15 March railtours (the 'Power of Aire' and associated tours from/to
Carnforth). He also wrote the BLN report for the Friday 13th tour (BLN 1353.1652) and, even after
that weekend, said that he was looking forward to volunteering for future stewarding duties.

On 29 Aug a member who had just done the Wembley bidirectional move and Watford Junction
P10 was on his way to do Kent House and Hounslow crossovers. He briefly 'bumped into' Roy
(you couldn't miss him) at Clapham Junction who was doing these same moves but the other way
round and he seemed to be his usual jovial self. (Roy keenly embraced the art of Microgricing.)

From a small family, Roy was a bachelor. Since his father died some years ago, he had lived alone
in the family house in the Rushall area of Walsall where he was found dead in early September.

He had expected to retire in January next, after 50 years working with the same Company (now
part of Siemens) in the electrical component industry. Roy Turner was a wonderful character with
a great sense of humour who will be very much missed by his travelling companions and Society
members who deem it a privilege and a pleasure to have known him. (Thanks to Robert Green.)

CONTACT DETAILS: See BLN 1350 centre pages, e-BLN 1350 2nd & 3rd pages, website PDF or via the Editor.

●Editor: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX. 01684562862 07790652351. bln.editor@branchline.uk
●Fixtures Secretary: Kev Adlam fixtures@branchline.uk @BLSGeneralSec (Any post via BLN Editor above please.)

●BLS Sales: Graeme Jolley sales.officer@branchline.uk Dolbryn, Penegoes, Machynlleth, Powys, SY20 8NN. 07484646542.
●MAPS: By permission of the National Library of Scotland http://maps.nls.uk/index.html

●Printed by Willow Printing & Design Ltd, 75/79 Back Cross Lane, NEWTON-LE-WILLOWS, WA12 9YE willow.printing@btconnect.com
01925222449 https://goo.gl/X6aQBA ●Published by the Branch Line Society, 10 Sandringham Rd, Stoke Gifford, BS34 8NP. ISSN 1354-0947.

2986] Full marks for Disley: The car park and approach road have been resurfaced and marked out.

2987] Stories that can now be told (17 & 18): These two were largely the result of help by the late and
much missed 'Big Pete' Suddards of Stockport, who seemed to know everybody, including many British
Rail staff in the Manchester area. On 5 May 1979 the 'Pennine Rose' Railtour had a long visit to Dinting
Railway Centre, and Pete, one other and our member needed the locos involved. A cleaning team had
been sent from Piccadilly to Dinting, and passengers had been told to put everything they wanted
kept on the luggage racks, or take it with them. That meant that the tables could be cleared and
cleaned while the ECS ran to Guide Bridge East (locos 76022 & 76009), then Hadfield Loop and station
(47340), and back to Dinting. The simple solution agreed was for the trio to become the cleaning team,
giving the British Rail team some paid time off. Result: Everybody more than happy!

On a Saturday in Sep 1979, 'arrangements' were made to do Stockport Carriage Shed (the prospects of
a railtour doing it in those pre-Adlam days were less than zero). A long rake of coaches had returned
from its trip to the seaside and back, reaching Stockport Down Goods. A word with the platform staff,
donning of high-viz vests, then, after carefully checking signal aspects and for trains, it was safely and
carefully over the running lines and climb on. The ECS then drew forward onto the viaduct, and set
back to the carriage shed buffers. Another example of something totally unimaginable 41 years later.

2988] Hope for the Hope Valley Line: NR has published updated proposals to increase capacity:
A new 640m eastbound freight and passenger loop just to the east of Bamford station.
Redoubling through Dore & Totley station and a new second (Down) platform with step free access.
Extending Dore South Curve at Dore West Jn along the Hope Valley Line to provide 500m standage.
Extending Heeley loop (from 548m to 640m standage) for passenger and goods trains.
Line speed differentials changed between Edgeley Jn and New Mills South Jn.
 Grindleford & Totley Tunnel East boxes resignalling; re-control to York ROC (Sheffield workstation).
Hathersage west foot crossing is to be replaced with a footbridge.

All new and amended infrastructure will be compatible with possible future electrification, new signals
will be LED and main running lines in the resignalled area will be operated under Track Circuit Block.

The project dates to 2010, when a North of England Project Board was formed as part of the Northern
Hub. It identified that passenger services between Sheffield and Manchester were relatively poor
compared to other similarly sized cities. The desired train specification (in each direction) was:
●3 fast passenger services per hour (existing 2 tph). ●Hourly stopping passenger service (was 2-hourly
off-peak in 2010 - now hourly). ●3 freight services every 2 hours (unchanged).

York ROC would control Dore to Hope, fringing with Earles Sidings. Totley Tunnel East, Grindleford
and Bamford boxes would be abolished. Route boundary changes are also expected*, presumably
transferring from North West Route (North West & Central Region) to North & East Route (Eastern
Region). This is to take about two years through to 2023. With the scheme to remove Woodburn Jn,
Woodhouse Jn and Beighton Crossing boxes, it will be the end of manual boxes in the Sheffield area.

*Interestingly Chesterfield station is controlled from East Midlands Control Centre (Derby) but is in the
Eastern Region, likewise Farringdon and St Pancras (Thameslink) to Kentish Town is Eastern Region
but controlled from Three Bridges ROC, as is the Kent area of former London Bridge Signalling Centre.

2989] HS2b Crewe - Manchester: Latest plans include enhancements at Crewe for up to seven HS2
trains per hour to run in each direction. At Manchester Airport - a through station to the northwest of
the airport - changes include increasing the number of HS2 platforms from 2 to 4 and accommodation
for a future Metrolink stop. In its current design, Manchester Piccadilly HS2 station would be a two
level terminus on land from St Andrews St in the east, to Ducie St in the west - joined to the existing
Piccadilly station. Plans include: Increasing the number of HS2 platforms from 4 to 6. Relocating
Piccadilly Metrolink stop beneath the HS2/NR station with space for a second stop for future Metrolink
expansion east.Provision for a junction to allow a future connection to Leeds. Changed horizontal
alignment of the approach to the station to reduce impacts on the existing Ardwick train care facility.

2990] Sale Water Park: (BLN 1350.1133) Amending this item, it was only the Park & Ride that closed
Wed 8 Apr to deter Bank Holiday crowds. The Metrolink tram stop stayed open with trams calling.

2991] Wigan - Southport: On 6 Oct the line was blocked by flooding at Parbold and New Lane, which
later subsided but a landslip at Burscough Bridge meant that there were no trains for the rest of day.
All day Wed 7 Oct trains from Wigan turned back at Parbold (thought to have been an ECS shunt).

2992] Manchester Victoria: An eagle eyed reporter has noticed new signs that have been erected at
the east end of Platforms 3 to 6: 'Class 769 power changeover diesel Stalybridge Newton Heath'.

2993] Collyhurst Sidings: (BLN 1360.2576) The 'temporary' removal of the run round siding until Aug
2022 is a retrospective change, it actually went during the 2015 Northern Hub electrification project!
Then the run round road was already disused and signed out of operational use. It was removed to set
up a vehicle access point for the electrification. Despite being shown on the Sectional Appendix there
is no run round facility there (hence the shunter). It is proposed to reinstate it before Aug 2022.

2994] Rose Hill: (BLN 1362.2853) From 26 Oct to 12 Dec Northern is running a service every 90 mins
roughly, with extra morning peak trains. These are all in the system but the last train from Piccadilly is
18.11 after which a Rose Hill - Marple - Romiley - Rose Hill shuttle bus runs. The 'Ring & Ride' service for
Hyde Loop stations and Fairfield operates 18.00 to 21.00, and Passenger Assist service will be available.

2995] Chapel-en-le-Frith: The station has been externally repainted. The colour is more authentic than
before as the painters found some original paintwork and were able to source a modern match. Other
Northern stations repainted are Kearsley, Disley, Atherton & Flixton (but not Gainsborough).

2996] Whitehaven: (BLN 1326.833) Cumbria County Council has granted planning permission for the
new Woodhouse deep coal mine on the site of Haig Colliery. A judicial review brought by campaign
groups - after councillors had twice unanimously approved the plans - forced the application to be
amended. The £160M mine must now shut by 2049. West Cumbria Mining plans to extract about 2.7M
tonnes of metallurgical coal for coking annually, for industry use (not power stations). Scunthorpe and
Port Talbot are expected to burn it; the company argued that it replaces imports. It would decrease
emissions because it will not be shipped over from the US. The plan is to transport the coal by rail.

2997] Seaforth: GBRf is running a new intermodal train to East Midlands Gateway, initially booked ThFO.

1363 NORTH EAST & YORKSHIRE (Geoff Blyth) north-east-news@branchline.uk
2998] Route learning/retention by video: This relatively new technique is suitable for short stretches
of line in areas where train crews already know the main routes. TPE has used it to cover Milford Jn -
Gascoigne Wood Jn, a diversionary route for Hull services. As an alternative to a route learning special,
crews can (in normal times) cab ride an ordinary passenger train. However, there is no regular
passenger service over this curve, and a video is much cheaper than running a special. [Rest assured,
your Society is working towards a resumption of mainline charters, not a video series!] The Gascoigne
Wood line is, of course, part of the normal TPE Hull and Leeds - Castleford - Church Fenton (- York)
route, a PSUL regular diversion route. Northern has used videos recently to cover Dryclough Jn -
Greetland Jn, as their crews already sign Sowerby Bridge - Brighouse and Sowerby Bridge - Halifax.

2999] George Stephenson: was born in a cottage at Wylam, home for his first eight years of life.
It is now owned by the National Trust. On 29 Jan 2017 the house, café and garden were closed due to
rising costs and declining visitor numbers. The contents were moved for safekeeping. The Trust say
they will update visitors in due course with their plans but there is no information as things stand.
This is a concern as the house is one of the candidates for World Heritage Site status, which it is hoped
will be submitted to UNESCO (BLN 1290.2038) in time for the Stockton & Darlington 2025 bicentenary.
The maintenance of cultural and economic associations between the building and its communities is a
paramount consideration for UNESCO and the house would surely fail this test in its present situation.

3000] Hull: A new £170k secure cycle hub funded by the DfT and TPE has 160 spaces, six with charging
facility for E-bikes [how much do they charge?]. A kitting up area also has benches and mesh lockers.

3001] Hartlepool: The Tees Valley Combined Authority has commissioned a study into reinstating Up
P3 which was first proposed by Grand Central in 2013. British Rail altered the layout in early 1973 with
all through trains then using the Down platform - the footbridge was removed in the 1990s. £1.5M has
been committed, although it is not clear if all of this is for the study. The Up line through the station
remains OOU, all trains run through bidirectional P1. The rails of the bay P2 are rusty as its sole train -
the SuO return working from Darlington - last ran on 15 Mar and was withdrawn in the May timetable.

Reinstating Hartlepool Up platform would be expensive as the former footbridge has been removed
and step free access of some kind would be required. The main Northern service through the station
was to have increased to half-hourly but reverted to hourly from 14 Sep. In addition there are five
Grand Central services a day (four on Sundays) and minimal freight traffic. Your NE Editor is doubtful of
the claim that 'For a long time local people in Hartlepool have been crying out for the second platform
to be brought back into use', and the statement that it is the busiest single-platform station in the
country is clearly incorrect, not least as there are two platforms. There were 630,000 passengers in
2019-20 but we know Ware there is a busier single platform station in Hertfordshire with a half-hourly
7-day service in both directions and 1.075M passengers in 2019-20. Can anyone offer a busier one?

The proposal is probably more of a political gesture towards Hartlepool. The current layout should be
able to handle the half hourly service in both directions without undue problems and it is surely more
convenient to have just one platform, facing the town centre. There is a constraint in fitting in with
Metro services north of Sunderland. However, the new Metro fleet is due to be delivered by 2024,
compliant with NR crashworthiness standards, so should reduce the pathing constraints between
Sunderland and Pelaw. It would also be challenging to deliver the extra platform by 2024. The end of
double track is 43ch south of the station at Stranton Jn (71m 12ch), the crossover for the now derelict
Up Cliff House Loop. It extends a mile to the facing crossover north of the station at 72m 10ch.

Hartlepool station (West Hartlepool pre-26 Apr 1967) has a North Eastern Railway (NER) tile map at
the east end and two interpretation posters alongside, provided by the Friends of Hartlepool Station.
One describes the NER Rail Motor experiment, and the other the shelling of the station/town by the
Imperial German Navy on 16 Dec 1914. The attack, and also those on Scarborough and Whitby the
same day, caused 592 casualties (most were civilians in Hartlepool) of whom 130 were killed. This was
the first attack on this country for over a century (a raid on Yarmouth on 3 Nov 1914 resulted in just a
few shells hitting the beach) and was obviously a psychological shock. It inevitably caused public
outrage towards the German Navy, and also against the Royal Navy for its failure to prevent the raid.

3002] Pontefract Monkhill: BLN 1328.1163 reported that, in preparation for resignalling projects, the
following points were to be removed from 28 Apr 2019: ●The facing points on the Up Cutsyke line
(56m 66ch), opposite Prince Of Wales Signal Box ●The trailing points on the Up Goole (56m 45ch) at
Pontefract West Jn. ●The trailing points on the Down Goole line (56m 60ch). The Down Siding & Down
Goods are now almost buried in ballast tipping. The Sectional Appendix implies they are available for
traffic. Pictures taken during an authorised visit to Prince of Wales Colliery SB show that these lines
were formally secured OOU; a notice posted in the box dated to apply 27 Dec 2010 to 12 Dec 2011.
Thus they have been OOU for the best part of a decade without any Sectional Appendix update.

3003] T&W Metro: (BLN 1355.1842.1) On 4 Oct, 120 Nexus staff based at Gosforth depot transferred
to Stadler, who assumed responsibility for servicing and maintaining the units. The press release states
Work to look after the legacy fleet will be undertaken at the existing depot in Gosforth, dating back to
the era of steam locomotives. The depot opened in Oct 1923 to house the LNER's Tyneside Electric
units. Although from the era of steam, it is unlikely that any steam loco ever darkened its doors!

3004] Sunderland: On Sun 4 Oct all Grand Central services were diverted via Gateshead and the ECML
to/from Northallerton, using the fairly rare Greensfield Jn - Park Lane Jn curve and the Darlington
avoiding line. Depending on the platforming at Sunderland, the trains will have used one of the rare
crossovers at Sunderland North End Jn either on arrival or departure. These diversions will almost
certainly be repeated during 10 - 15 Feb 2021 (Durham Coast Resignalling commissioning) or before.

3005] Northallerton - Garsdale: (BLN 1357.2156) For decades the timetable was four Northallerton to
Garsdale trains each way, plus a short working to Hawes that connected there with the Midland (later
LMSR) branch working to Garsdale. To achieve economies, the LNER closed its sub-shed at Garsdale
(rented from the LMSR) in 1939 reopening the sub-shed at Leyburn (closed in the 1870s), transferring
the loco there from Garsdale. One wonders how much was saved. A change to the timetable was
needed: there were just two trains each way between Northallerton and Garsdale, with a third SO.
A train each way between Northallerton and Hawes also 'connected' with the Garsdale train.

However it was highly inconvenient Mondays to Fridays in the Down direction, with a wait of four
hours or more at Leyburn. [Waterford was the same in 2010 if travelling from Rosslare Harbour to
Limerick Junction - once a through service]. The 'connection' at Hawes was an hour or more. SuO
there was just one return working between Northallerton and Leyburn. This general pattern lasted
until Northallerton - Hawes CP 26 Apr 1954. 'Bradshaw' effective from 21 Sep 1953 is shown in e-BLN.

Occasional special trains ran after closure to Jervaulx (originally named Newton-le-Willows) for the
nearby Aysgarth boarding school. A special passenger train ran to Hawes on 2 Jan 1962 due to roads
being blocked by snow after a blizzard, and the bus service had been suspended west of Leyburn.

(Members may now wish to dig out their Pre-Grouping Atlas or Colonel Cobb.) On 4 Sep 1955 the
Stephenson Locomotive Society/Manchester Locomotive Society 'Northern Dales' tour traversed the
line: Manchester Victoria - Bolton - Blackburn - Hellifield - Clapham - Low Gill - Tebay - Kirkby Stephen
(East) - Barnard Castle - Darlington North Road - Fighting Cocks (the original Stockton & Darlington
route) - Eaglescliffe (rev) - Northallerton (rev) - Leyburn - Garsdale - Hellifield - Manchester Victoria!

On 25 Apr 1964 the RCTS 'North Yorkshireman' was the final train of all west of Redmire to Hawes:
Leeds City - Harrogate - Knaresborough - Boroughbridge Goods (rev) - Knaresborough - Starbeck -
Bilton Jn - Ripon - Northallerton - (direct curve) - Bedale - Redmire - Hawes (rev) - Castle Hills Jn -
Darlington - Barnard Castle - Middleton-in-Teesdale (reverse) - Darlington - York - Leeds City.

The Royal Train berthed overnight on the branch several times in the 1970s, usually for Army visits to
Catterick Camp. On 29 Jun 1927 the line had its 'moment in the sun' (actually not in the sun!), when
the first total eclipse of the sun in England for 203 years was due to sweep from Porthmadog at 06.23
to Hartlepool at 06.25, giving 23 seconds of total darkness at each location. It is thought that about
200,000 people travelled by train to northern England to view the spectacle. The LNER decided that
Leyburn and Richmond would be the best places close to the path of the eclipse to receive special
trains. They ran to Leyburn from King's Cross, Colchester, Norwich, Nottingham, Dewsbury, Leeds,
Hull & Scarborough. History does not relate what happened to the empty stock but it probably stabled
at stations on the branch. Eight specials ran to Richmond and more than that to Northallerton and
Darlington. Leyburn and Bedale had about 40,000 visitors between them - ten times their population.
35,000 gathered at Richmond racecourse, 100,000 in Hartlepool and 100,000 packed the beach at
Seaton Carew, just to the south. Unfortunately the weather did not oblige and it clouded over, so
many people saw just a darkening of the sky. The eclipse was however seen further southwest.

https://bit.ly/33DjnHg has 1950s photos from the Wensleydale Line, including just before passenger
services withdrawal between Northallerton and Hawes and on that section's last two days of service.

3006] Horbury: A member recently noticed that the rail connection to the former Charles Roberts/
Bombardier plant (now small industrial units) at Horbury Jn (TRACKmaps 2 p25B Oct 2016) has been
lifted north of Forge Lane, the NR boundary. Fresh ballast has been put down in its place.

He was unable to verify if the points in the Down line towards Wakefield have been plain lined but
thinks it is likely. The rails are in place at the industrial estate. Two of the three level crossing gates
remain in situ. However, Google Street View shows there were two sidings into the plant, separated by
a building. That also has three gates; all six are on the north side of the road. The last rail activity was
probably 15 years ago when some LUL surface stock was refurbished, probably arriving by road.
Final use of the rail connection was thus earlier, when Class 220 and 221 units were partly made there.

3007] Durham Coast: (BLN 1361.2708) Control of the line between Mile Post 61 (one mile north of
Stockton) and Ryhope Grange Jn is due to transfer to York ROC from 10 Feb 2021 - unusually a Wed.
The notice specifically mentions Norton-on-Tees South, Norton-on-Tees East, Norton-on-Tees,
Greatham & Ryhope Grange signal boxes, but not Norton-on-Tees West and Ferryhill boxes.

Norton-on-Tees South Jn to Ferryhill South Jn (the 11-mile Stillington Branch) TCA from 8 Apr 2020
(BLN 1350.1048) to enable signallers to be redeployed to more critical routes. The last freight to use
the line was the 18.45 Jarrow Oil Terminal to Lindsey Oil Refinery discharged tanks on 3 Apr and the
last working a Colas operated NR New Measurement Train, 08.39 Heaton Depot to Derby Railway
Technical Centre Serco on 6 Apr. Through ECML freights booked this way could run mainline, and
Teesside traffic to/from the north via Darlington. The line ROG 18 May but nothing ran until a DB
Cargo Railhead Treatment Train on 1 Jun. (Possibly to check the track circuits after the period of
disuse?) A Tees Yard to Dalzell Liberty Steel (Motherwell) on Wed 3 Jun and the return empty wagons
was the first freight (BLN 1354.1718). The route is now used by a few trains a day. It may be that the
commissioning is being split into two phases with Covid affecting work. The line would be much easier
to operate once transferred to York ROC. Indeed it would also become much simpler to run a tour over
the rarely used north curve as Norton-on-Tees East box would no longer need to be staffed specially!

A member advises that the plans still show commissioning starting on Fri 12 Feb and ending on Mon
15 Feb 2021, more logical than Web 10 Feb. He suggests that the existing boxes may close on 10 Feb,
and control transfer to York ROC without any operational signalling [or for a line closure?]. York would
then control the commissioning possessions. It is thought that Bowesfield workstation, which now
interfaces with Norton-on- Tees-South, will be renamed Hartlepool workstation and the lines added.

3008] Darlington: Later this year NR will restore and repaint the two bridges carrying the ECML over
Yarm Rd, at the north end of the station. The western bridge no doubt dates from the major 1887
station rebuilding. The eastern bridge may have been (re)built at the same time but your NE Editor
suspects that there could have been a level crossing here prior to rebuilding. They will be painted in
their original green and 'restored to their former glory' along with the crests on them including the
town's coat of arms, featuring 'Locomotion No1'. The 1841 Grade II listed bridge carrying the Bishop
Auckland branch over North Rd will be similarly restored but a decision has to be made on its colour.

3009] York: The North Eastern Railway (NER) Zero Mile Post has been cleaned and repainted by the
North Eastern Railway Association and is now at its original location near the stairs between P5 and 9.
The original may have been stolen, destroyed in a 1942 air raid or melted down in WWII for scrap
metal. This replica was installed in 2004 for the 150th anniversary of the NER. The Railway was formed
in 1854 by the amalgamation of five companies (although the Stockton & Darlington was not absorbed
until 1863) and inherited all sorts of mileposts, sometimes measured from unlikely places!

In 1905 it was decided to re-measure all NER lines with a standard system. The 'Zero' datum became
something of a celebrity after it was installed, although many people were puzzled by the line initials.
It was the zero point for ten lines, so the post has ten identifying plates, as follows [*are now closed]:

LO. LP. Longlands Loop (Down), from Longlands Jn, Northallerton to Boroughbridge Road.
……………(The Up Longlands Loop was an LNER project, dating from 1932.)
M.W. & B. The Market Weighton & Beverley*.
MIC. BR. The Micklefield Branch, from Church Fenton to Micklefield.
R. CV. Raskelf Curve; Bishophouse Jn, on the ECML, to Sunbeck Jn (Pilmoor to Malton line)*.
S. BR. The Sherburn Branch, from Sherburn (South) Jn to Gascoigne Wood.
Y. & H. The York & Harrogate.
Y. & M.W. The York &Market Weighton; Bootham Jn (York - Scarborough) to Market Weighton*.
Y. & N. The York & Newcastle.
Y. & N.M. The York &North Midland, from York to Normanton.
Y. & S. The York & Scarborough, from Waterworks Jn, York, to Scarborough.

3010] Leeds: (BLN 1332.1740) The OHLE from Leeds West Jn to the end of the new bay P0 is due to be
energised from 19.00 on 1 Nov, part of the Leeds Capacity Programme Stage H3. P1 is due to return to
service on its final alignment, fully electrified and full length, on 2 Nov. It's good to see a project on
time despite potential Covid related delays, although the extra capacity may not now be needed (yet).

3011] Teesside Airport: This station was not served during lockdown and now has no service at all.
The last call was by the 14.26 SuO Hartlepool to Darlington on Sun 15 Mar 2020 - the only call all week
in the previous timetable. This train was withdrawn in the May timetable and no alternative call is now
provided. If this continues in December, it will be our least used station in 2020-21 with no passengers!

3012] Knottingley: BLN 1347.2435 reported that NR intends to permanently abandon all trackwork
into and at Knottingley Station Sidings, south of the station between Knottingley South and West Jns
(DB Cargo Knottingley sidings on TRACKmaps 2 p40A Oct 2016). A member reports that they are still
there, OOU for many years and very overgrown with the usual juvenile forest. The Sectional Appendix
implies they are all available for traffic but the latest version is dated 30 Apr 2016.

3013] Northallerton - Eaglescliffe: 17 Oct 2020 is the 50th anniversary of an accident at Low Fields
accommodation crossing (45m 60ch) between Low Gates and Long Lane boxes, four miles northeast of
Northallerton. At 08.47 the 07.17 Newcastle to Norwich, travelling at 70mph, collided in thick fog with
a lorry equipped as a mobile concrete mixing machine and weighing 11 tons, passing over the crossing.

The hand signalman was killed and the lorry driver injured. The Class 40 D270 sustained minor damage
but none of the eight carriages was affected. The train was able to resume its journey after a delay of
only 65 min - what a contrast with today!!! [Definitely worth three exclamation marks - Editor.]

Underbridge 123 was being repaired by a contractor, 2¼ miles north of Low Gates SB and ¾ mile south
of Long Lane SB. It had two arches, one spanning water, the other providing a cattle creep for the
farmer. However, it was only about 10ft high, so taller vehicles had to use the accommodation crossing
70yd south. The Civil Engineer's Dept was unaware the contractor had already used the crossing to
move two large road vehicles to the far (east) side of the line without any protection. This was rectified
when the Chief Civil Engineer's representative visited the site, and it was arranged that vehicles were
to use the crossing only when a hand signalman was in attendance.

On the day of the accident the experienced hand signalman contacted Low Gates Signal Box at 08.40
from 3-aspect colour light automatic signal U45 which was 200yds north of the crossing. According to
the signalman on duty, he said 'it is thick fog, and I wish to move a cement mixer - are there any trains
about?' The man added that he was 'the flagman'. On checking his panel the Low Gates signalman
replied 'there are no trains Up or Down'. There was no further conversation. The Low Gates signalman
assumed it was a small portable mixer, rather than a large lorry. The work was not listed in the Weekly
Operating Notice as it was taking place underneath the railway, and far from the running lines. Having
spoken to his colleague at Long Lane, the Low Gates signalman concluded that the 'flagman' would not
be fouling the lines, and there was no need for Up trains to be checked before reaching signal U45.

Consequently, the train was allowed to enter the Long Lane to Low Gates section. The Long Lane
signalman had no concerns about the potential dangers either, although he had received similarly
vague messages the day before when taking over his shift.

The five page official report considered a combination of poor communication skills, unfamiliarity with
the Rules, and complacency greatly contributed to the accident. Inevitably, the Inspector felt the
deceased hand signalman was largely responsible for the accident for not requesting that the lines be
kept clear. He should have been more positive and provided proper detail of the type of vehicle and
the exact location. Moreover, he should not have ended the conversation until he had received an
assurance that the signalman had given him permission to use the crossing and confirmed that
protection was in place. The two signalmen were also criticised for not being apprehensive about the
vague messages received on more than one occasion on both days and for not jointly establishing that
the line was definitely clear before allowing the train into the section.

3014] TP Upgrade: (BLN 1346.529) ❶Church Fenton North Jn - York is 'Project E1'; work is starting
before the other sections to coincide with track renewal, which should be in progress now. 125mph
running reduces running times for a Class 802 in electric mode by 1 min to York and 1½ min to Leeds
and for a Class 221 Voyager ½ min in both directions. Classes 158 and 185 are of course unaffected.

❷Regarding delivery at an affordable cost (BLN 1362.2875), a member suggests that, under what will
presumably be increasingly tight budgets, electrifying areas for existing trains without any changes for
the TOC (unit provision, driver training, even timetable and unit diagrams - eg: TPE Class 802 units)
might represent a 'cheap' option. This would enable relatively short sections to be electrified and be of
immediate benefit. There is little point in electrifying Guide Bridge to Stalybridge unless it is intended
to continue to Huddersfield. He suggests NR has a strategy of submitting 'little projects' (low price
tags) that are more likely to be approved. However, there is a slight chance that NR's Decarbonisation
Strategy has registered on the DfT and/or the Treasury's agenda and they might even take it forward!

❸(BLN 1358.2291) The pandemic prevented NR from conducting public consultations in Mar on the
Huddersfield - Westtown (Dewsbury) quadrupling proposals. https://bit.ly/30HLoLS are updated
proposals (now is your chance). There are four public events at Huddersfield Town Football Club.

1363 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) south-east-news@branchline.uk
3015] Shenfield: Your Regional Editor has long feared that performance priorities for the Elizabeth Line
might be the death knell for effective mixed traffic working between Shenfield and Liverpool Street,
and this may still be so. However the 16.14 SSuX TfL Rail Shenfield to Liverpool Street is now departing
from P1, the Up Platform Loop on the Main side, crossing immediately to the Up Electric.

Correspondents have not seen a TfL service on this side of the station in normal circumstances.
The move avoids the many (hundreds) of school children from Chelmsford and Ingatestone, who
arrive on P2 at 16.08 off the 15.05 Clacton to Liverpool Street, having to be supervised through the
single station subway to the normal departure P5 (still shown on Realtime Trains) for their onward
connection. This may apply until the end of school term in Dec, except from 26 to 30 Oct (half term)
possibly. The inward working, the 15.20 from Liverpool Street, crosses from the Down Electric to
Shenfield P1 so is the better one to do, covering the full Down Electric - Up Electric - Down Main - Up
Main ladder in that direction. It has been reported that on a possibly unique, but certainly rare,
occasion the return has been via the Up Main and the long facing crossover at 19m 45ch to reach the
Up Electric. This was almost certainly due to pathing which from direct observation looks quite tricky
across the several lines, intervening with a variety of stopping, semi-fast, express and freight services.

3016] Lowestoft: (BLN 1349.968) Resignalled on 16 Feb 2020; as at 20 Sep all the former signal boxes
still exist on the Norwich to Lowestoft line. At Somerleyton a few concrete signal posts remain, even
retaining the spectacle casting and lamps on the posts, only the glass and blades of the signal have
gone. At Reedham Jn the Down Main Starting signal post is in situ. It looks as though they were all too
difficult to remove and there was insufficient time. At Lowestoft the Fish Sidings GF is still on site.

3017] Woodbridge: NR is upgrading three of the 10 level crossings in the area. The work from 6 Oct to
23 Dec then 6 Jan to 4 Apr involves upgrading level crossings at Jetty Avenue (78m 66ch), Ferry Lane
(79m 04ch) & Haywards (79m 09ch). They are used much more now due to local development; some
equipment is old and will be replaced with obstacle detectors. The yodels (alarms) will be shortened
from 70 secs to 20 secs for each train at Haywards and Ferry Lane road crossings. The work includes
new signalling with related cabling, axle counters plus new crossing decks at Ferry Lane and Haywards.

3018] Chappel & Wakes Colne: (BLN 1350.1140) Community volunteers are 'adopting' the Grade II
listed station next to the East Anglian Railway Museum on the Sudbury branch in partnership with
Greater Anglia and the Essex & South Suffolk Community Rail Partnership, which has provided funding.

3019] Werrington Jn: (BLN 1362.2883) New points are to be installed in the Down Spalding Line for the
future Glinton Jn north of Lincoln Road bridge on the weekends of 17 & 18 Oct and 7 & 8 Nov.
Weathered steel (rusty) cross-bracing girders are being installed above the southern approach ramp.

3020] East West Rail: (BLN 1357.2181) The Company has outlined plans to apply for a Development
Consent Order (statutory powers under the 2008 Planning Act) for the Bedford to Cambridge section
following the planning permission granted earlier this year for its route between Bicester/Aylesbury
and Bletchley. Development work is also said to cover the existing route between Bletchley and
Bedford, implying changes to the present line rather than a new line as was once considered.

3021] HS2: Structural work on the temporary precast factory to produce tunnel segments for the HS2
10 mile twin Chiltern Tunnels has been completed at the south portal site, near the M25. A second
temporary precast plant will cast sections for the nearby Colne Valley Viaduct. All the tunnel segments
will be made on site to avoid HGVs using local roads. Starting next year, two 170m long, 2,200 tonne,
machines will take over three years to complete the boring work at a speed of 15.6m a day and require
112,000 concrete segments to line the tunnels. The factory sites will be landscaped after work finishes.

3022] Clacton-on-Sea: (BLN 1362.2880) (TRACKmaps 2 p6A Oct 2016) Rail level walkways with bollard
lighting at 4m centres and access platforms are to be installed by Greater Anglia in the sidings adjacent
both the Down and the Up lines as well as at the Dead End Road. The walkways, of glass reinforced
plastic, permit utilities to run beneath. The stepped access platforms will be similar to those at
Norwich (BLN 1361.2729) with one each (except where shown) on roads 4, 7, 8, Straight and Loop,
Middle Road and Outside Road (two) and the Klondyke Road. Most of these are named on TRACKmaps.

3023] Heathrow: (BLN 1347.709) Procurement for the Western Rail Link has been put back more than
two years to 2022. Changes to demand for flights at Heathrow risk seeing the scheme delayed further.
With passenger numbers dramatically down, the Airport's ability to contribute towards the cost of the
project has also been severely reduced. NR currently intends to let three major contracts; including
one for a 5km twin bored tunnel, from the GWML near Langley, to access Heathrow Terminal 5
station. Originally for delivery in Control Period 5, which ended last year, the latest delay means work
is unlikely to be completed before Control Period 7, which starts in Apr 2024. (Transport Briefing)

1363 SOUTH EAST - SOUTH (Julian James) south-east-news@branchline.uk
3024] Haywards Heath: A newly opened Electric Vehicle (EV) charging hub here intends to encourage
people back to rail with a greener way to travel to the station. With 12 charging points, it is part of
station improvements by Govia Thameslink Railway for more than 230 stations - over 1,000 individual
projects. Much of the work was suggested by local passenger and community groups. A heat-mapping
exercise 'conducted' by the rail operator, revealed that Haywards Heath is an EV 'hot spot' in the UK.

3025] Ventnor: There have been many schemes over a 60 year period to connect Ventnor IOW
(original) Railway terminus of the Ryde line, 276ft above sea level, with the town centre about
400yds away horizontally, but nearly 200ft away vertically. Ventnor & Bonchurch Tramways, the
first proposal, was a 2.69 mile zig-zag standard gauge line, to be worked by steam from the station
to the short lived harbour, taking in Bonchurch to the east on the way. The IOW Railway opened to
Ventnor in 1866, but unsurprisingly the Bill meanwhile was thrown out by the Lords on 9 May 1865.

The next scheme was the Ventnor Tramway Co Ltd, registered at Companies House on 17 Jun 1880
with a nominal capital of £25,000 … for the purchase … of lands at Ventnor … and construction
thereon a tramway … with all necessary and proper hydraulic or other engines or lifts. Nothing
further was heard of the matter and the Company was dissolved on 13 Jan 1888.

Apart from these serious proposals, an amusing novelty was reported in the IOW County Press of
9 Mar 1889. This was the Suspension Gravity Railway who advised Ventnor Board they wished to
place their new patent system on the Pier. Safety rails would be fixed on the pier stanchions and
from these rails would be suspended at intervals, ornamental cars accommodating six persons.
The cars would start at one end of the pier to be carried by their own gravitation round the end of
the pier and back along the opposite side to land their passengers on the sands, and the cars would
be returned to their starting positions by means of a pulley and a rope. The Local Board, realising
the gravity of the situation, rejected the idea, plainly with some degree of amusement, being of the
opinion that the passengers would probably find themselves precipitated into the water instead!

A couple of months later, in May the same year, another proposal surfaced. Known simply as
Ventnor Lift, it envisaged a cable-operated line, partly in tunnel, powered by an oil fired steam
engine, connecting the town with the Esplanade only. Nothing further was heard of it.

Yet another scheme was proposed by Mr JH Blakesley, a local resident, in 1891 described as a lift or
a light railway from the Esplanade to the station, but the scheme foundered due to the very heavy
compensation payments requested by various landowners.

Next in line was Ventnor Inclined (Light) Railway Co registered at Companies House on 7 Jun 1898.
This was an ambitious scheme comprising three separate lifts:
 No1 from the Esplanade to the town centre.
 No2 from the town centre to the railway station (journey time 2½ minutes).
 No3 from the railway station to the top of the Downs. [Would the Downs line be the Up line?]

The principal promoter was Ernest Wetherick, a local businessman; the Company received its Act on
10 Mar 1899. The lines were to be built to a gauge of 5' 9" on the water balance principle or 'other
mechanical means', but the use of electricity was initially specifically prohibited. This was rescinded
when it was discovered that insufficient water was available. It was admitted in Nov 1900 that not
enough capital had been subscribed, and by May 1902 Ernest Wetherick said that there was no
possibility of the scheme being carried out. The Company was formally dissolved on 22 Dec 1903.

In Nov 1905 'several influential gentlemen' were reported to have 'expressed an interest' in the
construction of a lift from the Esplanade to the town centre, but details remain obscure.

The Ventnor Funicular Railway, similar to the abortive 1898 scheme, but electric worked, was first
placed before a Committee Meeting of Ventnor Urban District Council on 12 Oct 1908. Fritz Behr
(1842-1927) was the promoter who had lived in Ventnor since about 1903. He was German, but
claimed to be Swiss! He had wide experience of the Lartigue System, being best known in the British
Isles for constructing the Listowel & Ballybunion Railway. Behr had recently built a cliff railway at
Le Treport which was proving most profitable and proposed a similar system for Ventnor. Detailed
plans were drawn up but he was thoroughly disillusioned by the unhelpful Local Authority attitude
and the strenuous opposition from some townspeople who did not wish any liability to fall on the
Council, along with the uncertainty of the amount of income which might accrue. Two weeks after
first mooted, a town poll was conducted and the scheme rejected. It undermined Behr's health and
he moved to London [clearly a much healthier place to live than Ventnor‽] where he died in 1927.

At roughly the same time it was reported that Sir George Newnes had proposed a similar scheme
for Ventnor around 1889, but there is little evidence in local records. It may be relevant to mention
that he then built Britain's longest funicular at the time, Lynton - Lynmouth (862ft), opened in 1890.

The matter surfaced again in 1912 at the instigation of Ventnor Urban District Council that
September who felt that a lift connecting the town centre with the Esplanade would be a desirable
asset to the town. Mr Wetherick, the principal promoter of the abortive 1898 scheme, was again
involved. It was to be an electrically powered funicular linking the town with the Esplanade only,
not intended to serve the railway station. The idea was quickly abandoned on grounds of cost.

The station, so inconvenient above the town had always been a source of local grievance, but by
then the matter had been ostensibly mitigated by a second railway opening. The Newport, Godshill
& St Lawrence Railway, after considerable difficulties in obtaining the necessary land, finally
reached a terminus in 1900 which it called Ventnor Town as it was at town level. At town level it
may have been, but it was remotely sited well west of the town at Steephill and on 9 Jul 1923 was
renamed Ventnor West. The lack of traffic was a bitter disappointment to its promoters. The public
continued to prefer 'that other monopolistic railway with its terminus halfway up the Downs'.

Ventnor went into marked decline after WWI and in 1924 the Southern Railway resurrected the
idea of a funicular connecting the station with the town centre and Esplanade. The proposal was
received with great enthusiasm by the local authority who perceived it in helping the town to regain

its pre-WWI prosperity. It was very similar to the 1898 scheme and Fritz Behr's proposal 10 years
later as far as connecting the railway to the town was concerned, but the upper section from the
station to the top of the Downs did not feature. The Southern Railway Act of 1925 obtained the
necessary powers, but no construction work was put in hand. In Nov 1927 it was minuted that a bus
service was by then in operation between the station and the town, and that the scheme was to be
abandoned. As late as 1933, Ventnor Council, ever hopeful, wrote to the Southern Railway to
enquire if further progress had been made, but were rebuffed with a curt reply stating the matter
had been fully considered and the Company was not prepared to discuss it any further.
With hindsight one can wonder if a funicular connecting the IOW Railway station with the town
should have been built. It would have been far greater value to Ventnor than the remote terminus
of the Newport, Godshill & St Lawrence Railway which CP 15 Sep 1952 after just 52 years of life.
SOURCES: ●National Archive: Board of Trade Company Records & Southern Railway Minute Books.
●IOW County Records Office. ●Documents held by Ventnor & District Local History Society.
●Newspapers: IOW Times, IOW County Press, IOW Mercury and IOW Observer.
●The Tramways & Light Railways of South West England (author and publisher not known).
●The Undercliff of the Isle of Wight, JL Whitehead, published at Ventnor in 1911.
●Almost Fairyland, John Morgan Richards, published in London 1914.

ABOVE: Andover Up Yard remodelling proposal; south is at the top, east is left. (Martyn Brailsford)
3026] Andover: NR is proposing redevelopment of the Up sidings previously operated under lease by
freight companies but now taken back under NR control. The intention of the scheme is to improve the
efficiency of Ludgershall MoD traffic with a new crossover facing for moves from Ludgershall to the
sidings and to increase flexibility for freight trains. It will provide at least 200m standage on each of
Sidings 1 & 2 and includes a new specific On Track Machine berthing road 80m long (currently they
stable in the sidings which can affect freight operations). Runround movements for 350 to 400m long
trains will also then be possible. The scheme will release land for adjacent residential development at
the Switch International Depot (country end of the freight site). This is separate from the remodelling
work but retains an area for freight traffic road access. The plans allow future use for commercial
freight with space for an apron north of the sidings where the words 'Up Yard' are on the diagram of
the new layout. However, creation of commercial freight operations at Andover is a separate project.

3027] Ryde - Shanklin: (BLN 1362.2890) The extensive works to upgrade the line will not involve
resignalling Ryde St John's Road where semaphores will remain. In recent weeks just one train (of the
only two in passenger service) has been available for the service on many days, and some days none.

A member visited on Mon 5 Oct probably his last chance to view and ride the soon to disappear Class
483 units. Approaching Portsmouth at 10.00 the dreaded news came through that there was to be no
service that day with no serviceable train available. Undaunted he crossed to the Island, more in hope
than expectation, to view and at least photograph what was on depot at St John's Road. After a very
late breakfast, he made his way to Esplanade footbridge to photograph hovercrafts when completely
out of the blue 483006 rumbled out of the tunnel! So by 12.00 thankfully at least one train was in
operation. He waited for it to return from Pier Head and went to St John's Road for more photos.

002, 004, 007 and 009 are permanent residents at St John's Road now and largely used for spares with
009 a quasi internal user/depot shunter. 007 it is rumoured might just be restored to traffic for a last
hurrah. By 14.00 483008 was up and running for the remainder of service but by then our member
was heading for the 15.47 ferry, after having briefly visited Sandown and Shanklin by train on 006.

3028] Ebbsfleet: (BLN 1327.1029) The government has pledged up to £4.85M for a growth and
regeneration study in the Abbey Wood to Ebbsfleet corridor. It will explore and build a business case
to enhance transport links so long as a substantial number of new homes are built. Lead consultants
Atkins/Jacobs will undertake the transport and growth analysis; KPMG will consider funding and
finance options. The study is expected to take 15 months, ending in autumn 2021. An alignment for an
Elizabeth Line extension from Abbey Wood to Ebbsfleet has already been safeguarded.

1363 SOUTH WEST (Darren Garnon) south-west-news@branchline.uk
3029] Avoncliff: OP 9 Jul 1906 as Avoncliff Halt, on 4 Jan 1965 a proposal was made for closure under
the Beeching plan but it was reprieved along with nearby Freshford and (south of Yeovil Pen Mill)
Thornford, Yetmister and Chetnole. Also on the Bath to Weymouth line Bathampton, Limpley Stoke
Halt (you can get something for that), Witham, Sparkford, Marston Magna, Cattistock Halt, Evershot,
Grimstone & Frampton and Bradford Peverell & Stratton Halt were not so lucky, succumbing in 1966.

The 'Halt' was dropped on 5 May 1969 (hopefully no damage resulted); in May 1973 the service was
reduced to five each way (SuX) as at Freshford, which is only 73ch to the south. In Jul 2010 Avoncliff
was promoted from a request to a mandatory stop as nearly every train was actually stopping. As well
as that hamlet, it serves another and two villages. The station is popular with cyclists and walkers being
next to the Kennet & Avon Canal by Avoncliff Aqueduct. The platforms are only 30m long so just one
train door is opened. The station now has an all day hourly service (2tph in the peaks) and even some
calls on Sundays. 24,396 passengers were documented in 2018-19. Freshford, where the platforms are
both 121m long, recorded 53,368 passengers. A member and his nephew visited Avoncliff on Sat 26
Sep and the adjacent Cross Guns pub (established 1610!) with its huge range of gins. Bath to Westbury
train passenger loadings were indistinguishable from pre-pandemic levels; a visit is recommended.

3030] Bristol TM: A member has highlighted what many of us have walked past many times and
perhaps failed to notice. Next time you walk up the ramp/incline to the station entrance, don't forget
to look to the left and down to see tracks still set in the cobbles - not railway but the tram terminus.

3031] Wellington (Som): The original station OP 1 May 1843, the suffix 'Som' for Somerset was added
in 1951 (Bradshaw). Listed for closure in the 1963 Beeching report, it CP 5 Oct 1964. The station, seven
miles southwest of Taunton towards what is now Tiverton Parkway, was on the B3187 at Wellington's
northern edge. Somerset West & Taunton Council has been working with Mid Devon District Council
on proposals to reopen stations in Wellington and Cullompton (four miles south of Tiverton Parkway
towards Exeter St Davids). A new Wellington station may not be on the original site; an alternative site
has been identified by Longforth Farm, nearer Taunton, zoned in the Local Plan as for 900 new homes
and employment. Work suggests that it is likely to meet track and signalling requirements; access can
also be accommodated. One day it might be possible to buy a Wellington to Wellington ticket to boot.

3032] Ticket Please? LEFT: A
member sent in this Midland &
South Western Junction Railway
ticket and asks if any of our
ticket aficionados know what
the 'C.O' means, please, after
'CHELTENHAM'? Note that it is
a proper parliamentary ticket
('Parly'). A real 'Parliamentary
Train' is a passenger service
operated in the United Kingdom
to comply with the Railway
Regulations Act 1844 (or later
equivalent/s) that required train companies to provide inexpensive and basic rail transport for less
affluent passengers. There has not been an Act of Parliament that says that train companies have to
run one train a week minimum over a line to avoid going through closure proceedings!

3033] Fast freight might give you a fright: NR is to remove an historic anomaly at Swindon station on
the Up and Down Main Lines of a lower permitted speed for freight trains. Between 76m 20ch and
77m 60ch the 40mph restriction is due to be raised to be 85mph. Removal of the differential line speed
on the Down Main is subject to an aerodynamic assessment for trains passing P4, which is in hand.

3034] Weymouth Quay: (BLN 1362.2905) A final opportunity for some to traverse the 1¼ mile branch
was stopped by red tape. Plans were submitted to Dorset Council and NR for a final chance to ride
over at least part of the 155 year old line. A CrossCountry driver proposed using a rail velocipede as a
charity event. NR and the local police were supportive but Dorset Council insisted that their normal 13
week lead time for road closure applications had to be observed. Unfortunately, work on removing the
rails began on 8 Oct. It's a shame they couldn't bring out the green tape for once and we must all feel
sorry for the residents of Dorset in the event of a burst water main. The refusal made the BBC News.

NR is retaining 17ch of the branch from Weymouth Jn (168m 35ch) to 'Melcombe Regis Open Level
Crossing' (168m 52ch) for plant stabling west of the station. 'Melcombe Regis' is a gross misnomer.
The rest of the former Weymouth Quay line to 169m 64ch is to transfer to Council ownership.

3035] Cliff hanger: Following the well-publicised failure of Dawlish seawall and cliffs near Teignmouth
in 2014, a feasibility study was undertaken to identify works required to provide resilience for the next
100 years, including the impacts of climate change. Priority sites included Parson's Tunnel North Portal
(207m 19ch) - the final tunnel of the four before Teignmouth. NR proposes to build a 209m long
rockfall shelter by the northern entrance to mitigate the risk of rock fall and other cliff failures. Signals
DM207 and E276R need moving for signal sighting and maintenance access. The new ones will have a
fold down post mounted on the right hand side of the track from the driver's view. This inexpensive
solution provides good access and eliminates the risk of working from height. A third signal (E276) is to
be repositioned with right hand mounting to give train drivers consistency and easier readability.

1363 WEST MIDLANDS (Brian Schindler) west-midlands-news@branchline.uk
3036] Coventry: (BLN 1361.2750) (TRACKmaps 4 p18B Dec 2018) Signalled moves for each platform:
P1 Arrival from Birmingham/ Nuneaton only; departure to Rugby/Birmingham/Nuneaton.
P2 Arrival from Birmingham/Nuneaton, departure to Rugby/Leamington/Birmingham/Nuneaton.
P3 Arrival from Birmingham (three possible routes)/Nuneaton/Rugby,
…… departure to Leamington/Rugby/Birmingham/Nuneaton.
P4 As for P3 except there are four possible routes from Birmingham.

3037] Nuneaton: The original footbridge, between P1 and P5 is being renovated and waterproofed.
A temporary polythene lined structure has been erected around it including above - a bit over the top.

3038] Flexing the truth about that hydrogen train: (BLN 1362.2913) The railway and general media
followed the press release which gave the 'maiden' main line trip of the Hydrogen powered 799001
Class 799 Trimode unit as Wed 30 Sep. However, your Editor's spies recorded it out on Mon 21 Sep
between Long Marston and Evesham West Jn and subsequently. We know that the North Cotswold
line is not yet OHLE or third rail electrified so it must have been running on hydrogen! The unit had
previously given rides on the internal railway at Long Marston on 19 & 20 Jun 2019 (BLN 1331.1650).
On 4 Oct 2018 rides were available on the 10¼" gauge Birmingham University demonstration hydrogen
powered train at Derby RVE (Rail Vehicles & Enhancements) exhibition (BLN 1316.2305).

3039] Washwood Heath: (BLN 1363.2910) A massive pile of stone (virtual quarry) is accumulating on
the Down side at the east end for HS2 use - the Guinness Book of Records is interested. The GBRf
worked trains are actually from Tarmac Hindlow quarry despite being described as 'Dowlow Hindlow'
or 'Dowlow' in rail operating systems and timetables. From passing trains the stockpile of concrete
sleepers at the sleeper factory appears to have gone, the sidings have been empty and rusty - has it
closed? On the Up side, construction of the new rail served asphalt and aggregate facility is advanced.

3040] West Midlands Metro: The Walsall to Dudley line railway bridge over Victoria Rd where it
meets Coneygree Rd in Tipton is to be replaced for the Brierley Hill extension. Work began on 12 Oct.
The extension is now six months behind schedule, but there is confidence that this time will be made
up by the planned 2023 opening. There was a delay with the NR agreement being signed and social
distancing has been a factor. This autumn closures are required of the towpath and water of sections
of the Tame Valley, Walsall and Old Main Line Canal for tram work. Structural assessments and bridge
replacements are taking place on three canal structures along the extension.

3041] Bescot, the Down wires are down: (BLN 1332.1816) The Down yard now looks rather sad and
forlorn with all its OHLE wires all removed - the redundant stanchion supports remain in place.

3042] Rugeley Power Station: On 30 Sep the branch and trailing crossover at Rugeley Power Station
Jn being very rusty and the trap point on the exit from the branch was secured out of use. Four cooling
towers and the chimney remain but the rest of the Power Station is rapidly disappearing. The boiler
house, a substantial building, was blown up on 21 Aug and is now a mass of twisted metal.

3043] New Street: (TRACKmaps 4 p20) Dec 2018) Commissioning of Phase 7 of the West Midlands
resignalling project including the station is now planned for Dec 2022. Many existing signals will be
replaced, with some being repositioned and many new signals installed (OOU until commissioning).
Some platforms will be signalled to allow three trains to use them at the same time. No1, No2 & No3
(through) Sidings are all being retained. Control transfers to West Midlands Signalling Centre at Saltley
and New Street Power Signal Box will finally close. As it is Grade II Listed, it will not be demolished.

There are new Down direction signals for the Up Stour and the Up Derby outside the South Tunnels, so
it looks as if the intention is to make those lines bidirectional from Proof House Jn to the station.
There are a lot of signals to be repositioned in the station and new Up middle signals for P11 & 12.
There is also an extra middle signal for Down trains on P10 beyond the points for No3 Siding. The exit
signals at the 'b' ends of P1-4 have route indicators. The existing signals don't have them for the main
aspects because the only route is to the Down Stour. After resignalling there will also be a route to
Monument Lane (so the loop can be used for stabling) over the Up Stour which will be bidirectional.

It seems that after a platform is resignalled and reopened, the renewed signals and the renewed and
repositioned signals will be controlled by the PSB but extra signals won't be used until the PSB closes.

3044] Dudley: Up to £1M could be spent improving the Dudley end of the Kingswinford and Pensnett
Railway Walks (an 11 mile continuous walk from Aldersley, Wolverhampton via Wombourn through to
Pensnett near Dudley). The section at Compton Halt in Wolverhampton was resurfaced recently. The
former stations at Tettenhall and Wombourn have been restored. Tettenhall has a vintage café open
WThFO 09.30-14.30; SSuO 09.00-16.00. This very interesting walk has much of railway interest to see.

3045] Moseley: Planning permission has been granted for this new station on the Camp Hill line.

1363 IRELAND (Martin Baumann) ireland-news@branchline.uk
3046] Kingscourt: (BLN 1362.2916) A good number of Society members were on the 24 Sep 1977
Railway Preservation Society of Ireland 'Boyne Valley' tour from Bangor and Dublin Pearse (fare £7).
GS&WR Class J15 0-6-0 '186' (Dublin portion) and GNRI Class S 4-4-0 '171' (Bangor portion - arriving
48 minutes late) were the locos with four coaches from each. The trains joined at Drogheda to run to
Navan and Nevinstown (Tara Mines). This included ¾ mile of the former Oldcastle branch from the
new Tara Jn to Tara Mines which had only been reinstated (commissioned) three months earlier on
20 Jun 1977. Your BLN Editor recorded that concrete sleepers had been used for the new track.

This section had previously closed in 1963 (when two single bidirectional lines diverged to Oldcastle
and Kingscourt with no physical junctions since 1911). The first ore train was on 29 Jun 1977 initially to
Foynes for shipping out until Alexandra Terminal was ready in Dublin Port. Inchicore Works built
25 wagons for the Zinc and Lead ore traffic, completed in Apr 1977. 'IRRS Journal' Jun 1977 reports
that they had been taken to 'Navan' (note) for trials but doesn't say on what date this happened.

'186' then took six of the coaches to Kingscourt and back alone. However, since the previous steam
railtour to Kingscourt in 1964 a concrete ramp had been built to load gypsum from lorries onto trains.
It was right next to the headshunt and the tender of '186' was just too wide to clear it. Secondly the
loop here was long enough for five coaches but not six! A member recalls that the train had to be split
into three with '186' running round each part using the other sidings (with passengers allowed on) and
then reforming the train. This delayed departure by about 1½ hours. It was a wet day with much
gypsum on the tracks, so participants were slipping and sliding everywhere (getting plastered?) and
treading it into the train. From Navan both locos took the train back to Drogheda (arriving in the dark)
where it split again for Bangor and Dublin. Your Editor noted that although Kingscourt was 38 miles
from Drogheda, it had seemed much further! Arrival at Connolly was 130 mins late and the last bus
connecting with the Liverpool ferry had gone - taxis were summoned and our members just made it…

Nearly all of the 19m 54ch Tara Jn to Kingscourt branch is in County Meath except the last mile to
Kingscourt which is the final 5' 3" gauge railway in County Cavan. https://bit.ly/30KihYg (5mins) is a
video of the final train on the branch, an impressive loco-hauled weedspray working on 7 Jun 2002
(not Jul 2002 as in the title, but correct in the description). In 2019 the local TD (member of the Irish
Parliament) was calling for the line to be reinstated for passenger service but this has since gone quiet.
In Feb 2020 a grant of €500k was made towards converting the branch into a greenway, Meath County
Council has also applied for further funding under the Outdoor Recreational Infrastructure Scheme.

3047] Air line? The proximity of the end of the runway to the railway (86m 10ch to 86m 56ch) at City
of Derry Airport (also known as Eglinton Airfield, airport code LDY for 'Londonderry') means that train
movements are coordinated with air traffic control (ATC). Signals CE 377 and CE 378 are provided to
protect the runway. The control tower has a switch which, when operated, will close the railway line
for a plane. This keeps '377' and '378' at danger but if they are showing proceed when it is operated,
they remain green for the approaching train. The ATC is required to operate their switch to close the
railway every time there is an aircraft movement, irrespective of whether a train is approaching.

Under normal circumstances the requests made by the ATC to close and subsequently reopen the
railway will be made independently of Northern Ireland Railway signallers as the signalling system
automatically allows or declines such requests depending on the state of the railway at the time.

The ATC is required to ensure that their Line Status Switch is in the 'LINE OPEN' position if the tower is
temporarily unstaffed or the airfield is closed (it used to only open in the morning with few flights).
Does that make this section of railway the most closed and reopened one in the British Isles‽

The line between these two signals is regarded as a 'tunnel' for the purposes of trains stopping and
protection of failed trains. They are not to stop between the two signals if at all possible. Holding a
train for an aircraft is very rare, but your Ireland Editor was on the 18.10 Great Victoria Street to
Londonderry on 21 Aug when it was stopped at CE 377 for Loganair flight 658 from Stansted to land.

3048] SLW: On Sat 10 Oct Dublin - Cork services ran on the Up line between the facing crossover south
of Thurles and the trailing one south of Limerick Jn (previously used by trains to Cork calling at P1).

3049] Public Non-Transport: In the Republic all public transport reverted to essential workers and
'essential purposes' only from Wed 7 Oct for at least three weeks. It remains to be seen if it will be/can
be enforced. 'Essential purposes' are defined as for education, food, medical purposes and work other
than work which can be carried out remotely. Due to social distancing, all aisle seats are out of bounds
with available capacity given on Irish Rail's website as 50% as a result. Interestingly alcohol is now
banned on all services but alcohol based hand sanitizer is provided and on sale at station vending
machine for passengers to use! A full timetable is stated to be running, using 'all available carriages'.

3050] Not stranded: Inspection Car 722 operated from Rosslare Strand to Waterford on Tue 6 Oct.

1363 ISLE OF MAN (Graeme Jolley) east-midlands-news@branchline.uk
3051] Groudle: (BLN 1362.2917) A local member, unable to attend the Groudle Glen Railway steam
gala on Sun 20 Sep, visited with his wife on 27 Sep instead for the final day of their season. 'Sea Lion'
was providing the service on a wonderfully clear if slightly chilly afternoon. An 'End of 2020 Season
Special' headboard was carried. Afterwards they took a Manx Electric Railway tram north and noted
that the relaying north of Groudle is complete with two line working restored. The newly laid track is
very smooth. Past Laxey single line working north of 'The Garey' (11m 78ch) was still in place. These
works have only been possible this summer and autumn due to the reduced service in the pandemic.
However, by 12 Oct Groudle north to Ballame(a)nagh (4m 10ch) was back to single line working with
the work on the landside track between Halfway Crossing (3m 46ch) & Scarffe's Crossing (3m 68ch)!

1363 SCOTLAND (Mike McCabe) scotland-news@branchline.uk
3052] Snodgrass: (BLN 1361.2774) This item strayed into interesting territory as like many former
industrial areas there was a complicated network of lines, mainly Glasgow & South Western Railway
but with a later Caledonian incursion on the way to Ardrossan and Irvine. Blacklands Jn controlled a
later connection to the Misk Knowes branch which was originally accessed from Stobbs Jn further east
on the Doura branch. On one edition of the OS both lines are shown, creating a large triangle joining
near Byrehill Road but a later edition shows the Stobbs side lifted. The interesting point is that part of
the Misk Knowes branch (or Longford branch as the 1937 LMS Appendix called it) still exists now as it
eventually served part of the Ardeer complex. During WWII, according to the late EM Patterson (who
worked at ICI Ardeer and wrote several Irish railway books), to create extra road access to Ardeer the
branch was concreted over from Byrehill Road into Ardeer. The rails were usable, set in the concrete,
and he reports that the branch had rail traffic then with occasional trains of tank wagons continuing
into the 1950s. The branch probably fell out of use when Blacklands Jn box closed on 20 April 1952.

When the A78 dual carriageway was built it breached the branch (by then partially lifted). Blacklands
Jn (where the branch crossed Byrehill Road) had gone, but a small section of the concrete road with
the track remained until relatively recently. However on the west side of the A78, the road and branch
are still in situ and accessible. Head north on the A78 from the Eglinton Interchange, pass under the
viaduct carrying the Ayr line, shortly after there is an unmarked minor road on the left. Turn in there
and you will find yourself on a concrete road with a railway running up the centre (take a trolley)!

3053] Leven: Until early 2021 NR is carrying out Phase 1 of reopening this railway in East Fife with
double track, two stations and provision for electrification. Vegetation clearance, site surveys,
geological investigations, ballast sampling & boreholes for core sampling will assess ground conditions.

3054] Stow: BLN 1361.2768 reported that it was hoped to develop the old station house here as a bar
and kitchen, cycling hub and a community room. On 24 Aug construction work was well underway.

3055] Polmont: (BLN 1362.2806) To reopen the line, as well as repairing flood damaged earthworks,
4.5km of new rail and 4,424 concrete sleepers were laid with 10,000 tonnes of ballast; 27 engineering
trains ran. Over 3km of signalling cables were relaid and two new twin track OHLE gantries installed.

3056] Cadder: Due to S&C Renewals the Down Arrival & Departure lines are OOU from 3 Oct to 11 Dec.

3057] Kilmarnock: (BLN 1350.1168) Wabtec Works (once Andrew Barclay's) has been taken over by
Brodies, who operate the nearby Bonnyton facility. It is not yet known what work will be undertaken.

3058] ££££: A six month lifeline Emergency Measures Agreement (EMA) was introduced in Apr when
Lockdown resulted in a 95% reduction in ScotRail passenger numbers so that services could be
provided for key workers. Unlike many transport operators across the world, ScotRail has not placed a
single member of its 5,200 staff on furlough or cut any permanent roles in the pandemic. There have
been no changes to the staff wages or terms and conditions. [They have been told that there is no pay
rise this year and there is a ballot on industrial action.] With passenger numbers about 30% of normal,
the EMA has been extended from 20 Sep until 10 Jan. The timetable is said to be almost normal.

3059] Class 380s: ScotRail's 22 x 3-car & 16 x 4-car Class 380 EMUs are being refurbished at Shields Rd
Depot as they approach 10 years (!) old. Funded by Eversholt Rail leasing, it takes two weeks per unit
and includes new flooring, seat upholstery repainting with general repairs to tables, bins and handrails.

3060] Mossend: The Scottish Government chose the PD Stirling facility here (being redeveloped into
the Mossend International Railfreight Park) to launch its Green Investment Portfolio. The initiative is
intended to promote market ready projects that will help Scotland develop a net zero carbon emission
economy by 2045. The site is one of 10 projects benefiting from over £1bn. Plans include eight new
sidings, connected to the WCML, for up to 16 x 775m trains per day. (It now has about eight shorter
services daily.) The internationally trade compliant terminal, able to handle most cargos, will include
certification for dangerous goods. The storage capacity of 5,000 TEUs (Twenty foot Equivalent Units)
will use electric road vehicles. Road access with be remodelled to give direct motorway access.

3061] Carmont: By 21 Sep a 600-tonne lifting crane had removed the last of the derailed carriages.

1363 WALES & THE MARCHES (Chris Parker) wales-news@branchline.uk
3062] Cardiff Queen St: At 22.00 on 30 Sep NR imposed a short notice weight restriction on the Bridge
between Cardiff Central and Cardiff Queen Street…until further notice' - it is assumed to be the
'Intersection Bridge' (also known as East Jn Viaduct) over the South Wales Main Line (BLN 1323.476).

It is TfW (Core Valley Lines) property; does this mean that NR is acting as agent or contractor for TfW?
Trains of Route Availability 4 and above, including Class 769 units and anything loco-hauled, were
forbidden. An immediate effect was the suspension of traffic to/from Cwmbargoed (BLN 1359.2517 &
e-BLN 1360.X.178); the last working was 10.39 Cwmbargoed to Margam on 30 Sep. Your Regional Ed's
suggested workaround (literally) of run rounds and reversals at Queen Street and Radyr bypassing the
bridge was clearly not in line with TfW thinking - there would be pathing and/or signalling problems!

[This may not have been as farfetched an idea as you think. On 8 Oct a DB Cargo light engine ran from
Alexandra Dock Jn making several Cardiff Central - Radyr - Queen Street runs in both directions,
including sneaking over the aforementioned bridge. Could it have been a route learner and/or testing
the bridge at various speeds with strain gauges in place perhaps?] Following this it all ended happily
when at 02.25 on Fri 9 Oct the bridge reopened to RA8 traffic with a 15mph emergency speed
restriction. The first coal train that day was 10.55 Cwmbargoed to Margam with two on Sat 10th.
As a result of the temporary bridge restriction coal trains unusually ran from Immingham Humber
International Terminal to Hope Cement Works on Fri 9 & Mon 12 Oct replacing two 'Cwmbargoeds'.

3063] Swansea: (BLN 1354.1786) Every cloud has a silver lining; presumably with a paucity of pesky
punters during the pandemic, the P4 rebuild and slight lengthening was expedited from 4 Jan to 12 Oct
completion is scheduled 'by summer 2021'. The station is also to receive its customer facilities upgrade
as part of TfW's Station Improvement Vision (BLN 1362.2924) including full rebranding and refresh,
improved ticket buying facilities and refurbished space for local businesses and community groups.

3064] Welshpool: (BLN 1333.1975) To the south, Fron User Worked Level Crossing (36m 39ch*) and
the footpath crossing it reopened during the week of 28 Sep on completion of the work described.
Although announced in Aug 2019, NR advises that the closure actually began in 2016 to comply with
an ORR Safety Notice. (*From Whitchurch Cambrian Jn via Oswestry, to amend the back reference.)

3065] Cymmer Afan: (BLN 1362.2928) This reminded a member of a walk on 22 Feb 2002. He caught
the train to Maesteg then walked the remaining track and trackbed via Cymmer to the end of the
branch in the gorge beyond Abergwynfi. From there he went 'over the top' to catch the train home
from Treorchy. [A BLS member going 'over the top' - never!] He recalls that the branch was then intact
to Nantyfyllon with a buffer stop across at the end of the then new Maesteg platform. His photos
make interesting comparisons with those from 40 - 50 years earlier accompanying the previous items.

Our member Robert Thomas has provided photos from his 27 Dec 1961 visit to the North Rhondda
branch. The loco '9634' also worked the 1960 tour (BLN 1361.2793). ABOVE: It is leaving North
Rhondda Colliery Halt with (effectively) the ECS of the PSUL to South Pit Halt where it waited for the
shift to finish (despite being timetabled to do so at Glyncorrwg) before returning to North Rhondda
then to Glyncorrwg. He walked down to South Pit to take the second shot. The river below there was
full of old wagons which had run away from a siding - the guard claimed that it was on a 1:14 gradient.

An interesting aside on the 1946 accident near Cymmer was that the famous actor Richard Burton, a
native of Pontrhydyfen and then aged 20, is said to have helped at the scene as he was one of the first
on site. He was at a relative's house which was in a street that ran at 90° to the railway.

3066] Manorbier: Unstaffed since 28 Sep 1964, but not a request stop, and with 9,122 passengers in
2018-19, this station building on the Pembroke Dock branch has been fully renovated and modernised
as a dwelling. It retains some original features including the booking window. An offer of over £399.5k
could see it become yours. https://bit.ly/2F1Bjlr & https://bit.ly/3jxvlaW have pictures and details.

3067] Newport: NR plans to carry out gauge enhancement work from W10 to W12 standards in the
748yd Newport Old Tunnel (with the Up and Down Relief lines) for 9'6" high containers on standard
flat wagons. They are currently restricted to the Main lines through New (Hillfield) Tunnel and traffic
growth is anticipated. The project is currently at GRIP 3 design stage; this is expected to be completed
in Dec 2020 with submission to the DfT of an outline business case targeted for Jun 2021. Full funding
requires DfT approval of the final business case following further design work. Subject to this, the work
would be carried out during a 4 week blockade, potentially during summer 2023. However this may be
brought forward to 2022 to coincide with planned track renewals if approval is given in time.

3068] Conwy Valley line: (BLN 1362.2923) ROP duly took place on Mon 28 Sep but with just two trains
each way. The first and third round trips, shown in Realtime Trains the previous week, were removed
from the timetable without bus replacements. TfW's website attributed this to 'resource availability'.
Local press reported that staff need to be retrained as the branch had been closed for so long.
Your Regional Editor spotted that the unit was used on the Llandudno Junction to Llandudno shuttle.
Hence the first train was the 10.08 Llandudno to Blaenau Ffestiniog. Early morning and late evening
bus replacements ran as scheduled. The third scheduled round trip ran from Wed 30 Sep and all four
from Thur 1 Oct. The (now all year) SuO service is also four rail round trips with a later start
(10.22 from Llandudno) and later finish (20.24 from Blaenau; Llandudno arr 21.34) and no extra buses.

Incredibly, from 3 Oct request stops at Dolgarrog were suspended yet again with road transport
available if required (most unlikely!). TfW and BBC Travel both gave the reason as 'timetable change'
(!); the former initially said it was expected to continue until 8 Oct - but that day it was extended by
two weeks. The local press said it was due to social distancing issues with the short platform. However
on Fri 9 Oct TfW and National Rail journey planners showed trains calling. A different part of the TfW
website advised using North Llanrwst (5.3 miles) or Tal-y-Cafn (4.2 miles) instead of Dolgarrog, with
no details of alternative transport being provided (or not) unlike most stations affected by this!

3069] Central Wales line (1): (BLNs 1360.2646 & 1361.2789) Amending BLNs 1343 & 1360, the new
Driver Crossing Indicators (DCI's) will show a flashing white light when the barriers are lowered (like
the existing lights on the stop board). The new DCI units have a theoretical ability to show flashing red
when the barriers are up, but that will be disabled. No reason seems to have been given, but it may be
considered potentially confusing for the train driver to see a flashing red with a stop board (effectively
a steady red). It is uncertain if any remote monitoring by the Pantyffynnon signallers will take place.

If the barriers fail to be raised by a train passing, the reset timer should still raise them automatically
after a few minutes. If it fails to, it may be left to road users to report the fault; presumably signs will
display the contact number. Reporting of other faults, eg barriers not lowering properly and/or white
light not flashing as the train approaches, will no doubt remain the train driver's responsibility.

3070] Central Wales line (2): (BLN 1362.2932) By 10 Sep repairs to the flood damage east of Llangynllo
Tunnel had progressed sufficiently for engineer's trains hauled by Shrewsbury Coleham based NR
Class 97s to continue to Llandrindod to run round. A pair including 97303 were operating that day and
97302 solo on 28 Sep. A locally resident Railway Rambler member photographed both workings
returning north at Dolau, also showing that the multi-award winning station gardens are as
immaculately maintained as ever by their voluntary group despite the pandemic and weather related
problems this year. Colas 37175 and hired-in 37025 with 15 NR bogie wagons operated on 7 Oct.

3071] Aberystwyth - Carmarthen: (BLN 1316.2413) Nothing if not persistent, the campaign group
Traws Link Cymru (TLC) has now produced a report https://bit.ly/36hEsbR A Strategic Rail Corridor for
West Wales. It claims that the cost of reopening this line to 'heavy rail' standards could be reduced to
around £620M, 20% less than the £775M estimated by the 2018 Mott Macdonald feasibility study.
The report compares this with the A465 Heads of the Valley road upgrade, just 40km of carriageway
for £1bn and the Port Talbot Harbour Way £107M for only 4.8km of new road. It suggests the Gwili
Railway, which occupies part of the route and owns Llanpumsaint - Abergwili Jn, could be relocated to
the Abergwili Jn - Llandeilo trackbed, currently proposed for conversion to a cycle trail. Not a problem:

The provision of a cycle path should be carried out in tandem with works to re-provision [sic] the Gwili
Railway, provided there is sufficient width to accommodate both the railway track-bed and the cycle
path (which must be uncertain as it is of single track width - Regional Ed.) TLC Chairman Adrian Kendon
believes that there are important omissions in the [2018] report, which, for example, failed to consider
the condition of the three tunnels on the former route and which also underestimated catchment area
populations. Our further work on the study reveals that once the enlarged catchment area around the
proposed stations is taken to account, the cost-benefit ratio improves and with modern construction
methods, the cost of reopening…..could be reduced. The full document is a download with e-BLN.

3072] Ceredigion Cardigan coastal carriages: A member recently enjoyed a week's walk on the
Ceredigion Coast Path and noticed various converted railway carriages made into holiday homes on
the cliffs east of Aberporth. Some are now difficult to recognise as they have been totally encased in a
later building, however one which he photographed has been most attractively restored.
The owner told him that the carriage, GWR No9043, had been in her family since the 1930s when a
relative travelled to Swindon to select it. Apparently it cost more to clear the carriage of its furnishings
(which her relative wasn't prepared to pay) so it came with all the internal features and these are still
present today. In common with most carriages in the area they were sent to Newcastle Emlyn station
by rail from where they were hauled on a special trailer to the coast at Aberporth. (Cardigan station
was equidistant and the standard of roads similar but a more protracted rail journey.) She has a photo
of the carriage being transferred onto the road trailer. She believed the carriage was used in the Royal
Train either when George V visited Aberystwyth in Jul 1911 or possibly by the Prince of Wales in
Jun 1896. Can anyone confirm and the carriage identity? (The LNWR Royal Train was used in 1911, but
the GWR train was used 25-27 Jun 1896 when the Prince was installed as Chancellor of Aberystwyth
University and opened the South Wales Sanatorium - now Bronllys Hospital - near Talgarth station.)

GWR coach 9043 was thus numbered about 1908; the 9xxx series was reserved for saloons, sleeping
and dining cars. It was previously 8247 and originally 247. Built in 1892 to Diagram G30 as Lot 628, a
one-off Royal Clerestory 'Family Carriage' Composite Saloon, it was condemned in 1936. According to a
contemporary newspaper report the 1896 Royal Train (which traversed at least one 'PSUL'- Abbey
Foregate Loop) only consisted of a saloon and a brake composite as the Prince and Princess stayed at
Plas Machynlleth during their visit rather than sleeping on the train. However, it is likely it was the
saloon concerned and, as the original GWR avidly practiced recycling without wasting time and energy
talking about it, is also likely to have been available for purchase in the late 1930s - Regional Ed.)
https://bit.ly/3l5v6V4 shows a nearby LSWR Sleeping Car from the Waterloo to Plymouth Boat Trains.

3073] Abergavenny - Hereford: (BLNs 1340.2870 & 1347.748) Flooding caused extended line closures
due to washouts in 2011, Oct 2019 & Feb 2020 between the two Vineyard Farm user worked crossings
(15m 25ch and 15m 45ch from the former Rotherwas Jn) about 4¼ miles south of Pontrilas, despite
provision of additional culverts after the first occurrence. NR now proposes to install rock armour
(as on the Conwy Valley line) and geotextile sheeting to reinforce the embankments; a hydraulic
modelling exercise will determine if further culverts are also needed. The work is currently proposed
for inclusion in 4 x 50hr possessions already planned for Sep 2021 but NR has been asked to consider
bringing it forward to May or Aug Bank Holiday or other earlier weekends.

3074] Mk 4 stock: (BLNs 1353.1648 & 1358.2374) A Chester-based member and TfW employee was a
TfW participant in a 29 Sep Community Rail Partnership meeting. Training of Conductor and Driver
instructors on Mk 4 stock was due to restart on 5 Oct with a view to it entering regular service in late
Dec, subject to pandemic restrictions. Mk 4 rakes are currently in the wrong formation to call at the
short Abergavenny southbound platform. Selective door opening is needed but the First Class coaches
with a disability toilet are at the north end; therefore First Class would lack direct access or egress.

Rather than move it to the opposite end, the chosen solution is to put it in the middle of the train; a
test run will then take place! Two sets are to be used on Cardiff - Holyhead services but there is now
uncertainty if the third will be used on North Wales Coast - Manchester services (as originally stated)
or just as a spare; your Regional Ed raised the question during the meeting but received no answer.

3075] Trawsfynydd: (BLN 1297.183) https://bit.ly/3nnr6kD The Bala & Ffestiniog Railway Heritage
Trust is valiantly attempting to rise from the ashes of the previous restoration scheme and is currently
undertaking vegetation clearance work on land at Festiniog (nowadays Llan Ffestiniog) station site
with the consent of the non-NR owner. Their latest newsletter emphasises the professional and
realistic approach adopted against the background of what has gone before. Thoughts of rebuilding
Manod station have already been dropped because of subsequent housing developments close to the
original site and the lack of a suitable alternative in that cramped area.

3076] Cambrian Coast: (BLN 1354.1782) The first of the three 'relatively short' closures during the
£25M refurbishment of the multi-spanned Bont y Bermo (Barmouth Bridge &/or Viaduct) was
scheduled for 23.40 on Fri 16 Oct until 05.30 on Mon 2 Nov 2020; Dovey Jn to Pwllheli will be TCP
throughout with buses from Machynlleth. 'All stations' buses are allowed 3hr 35 min with 28 min less
allowed for limited stop services, which call at a rather odd selection of intermediate stations: Tywyn,
Barmouth, Harlech, Tygwyn, Talsarnau, Llandecwyn, Penrhyndeudraeth, Minffordd, Porthmadog,
Criccieth, Penychain and Abererch. This is possibly more due to the road network than anything else.

Stations on the line that TCP 22 Jun (just how long is 'temporary' exactly?) join Hopton Heath in being
served by replacement buses (with one door) where none exist when the rail service was running!
On 7 Oct a large works compound was being set up on the Up (east) side of the line at the south end of
the bridge and four small pontoons were anchored in the estuary that side. Other work sites were
being prepared for Dovey Junction Viaduct, the 'Doveyation' sea wall east of Aberdovery No1
(Frongoch) Tunnel near MP 81½ and Dysynni River Bridge (90m 38ch to 43ch) north of Tywyn. The
second closure is due from 17 Sep until Dec 2021 (13+ weeks); dates for the third are not confirmed
but are expected to be between Oct and Dec 2022; the dates all allow for Covid restrictions.

As to the correct term for the structure, NR's regional Route Director is in absolutely no doubt:
Barmouth Viaduct is one of Wales' most unique [tut tut, it's either unique of not!] and iconic structures.
It's the only major timber-built bridge still in use today while the press release advises that the project
will replace a large number of timber and metal elements of the viaduct, as well as replacing the entire
length of track along the Grade II* listed bridge. In Welsh it's invariably a 'bont', not a 'traphont'!!

On 7 Oct as the 08.09 from Birmingham International was observing the permanent speed restriction
through Friog Avalanche Shelter, the guard made the disconcerting PA announcement that a breach
had occurred! He quickly explained that this referred to the social distancing capacity limit (next train
only two hours). Evidently too many passengers joined at Llwyngwril which has to be one of NR's
better used request stops (31,626 entries and exits recorded in 2018-9; a 'league table' of request
stops would be interesting) but thankfully far more alighted than joined at the next call, Fairbourne.

The rear bay of seats was taped off for the guard's use to receive request stop requests - he made no
mention of those 'temporarily' closed nor was any publicity seen. When he retreated into the cab for a
while your on board Regional Ed, by default, relayed messages. In another PA announcement he
warned that access to the buses during TCP would be denied if they were 'full' with social distancing.

3077] Crumlin: (BLN 1361.2787) The new river bridge near Newbridge (11m 48ch officially) was
finished on time; the line ROP 28 Sep. https://bit.ly/3nx98fI has pictures and a 3 min time lapse video.
It is interesting to note that the famous high level Crumlin rail viaduct went over this river bridge here.

1363 MINOR RAILWAYS (Peter Scott) minor-railways-news@branchline.uk
MR160] Weardale Railway, County Durham (MR p9) (BLN 1349.MR63): County Durham Council
cabinet has voted to invest £2.1 million in the Weardale Railway, part of its commitment to regenerate
the economy amid the pandemic. The match funding will enable Weardale Railway Limited, a newly
established subsidiary of The Auckland Project, to carry out essential infrastructure works needed to
reopen and expand the line. The venture would also create employment and training opportunities for
residents, including apprenticeships for young people. Councillor Carl Marshall, cabinet member for
economic regeneration, said: Weardale Railway is an important and much-loved heritage asset, but it
also has the potential to be a valuable economic asset too. Tourism has been hit hard by the pandemic,
but it now stands to play a crucial role in the county's economic recovery. We are doing as much as we
can to assist the sector now and safeguard the thousands of jobs it supports. However, it is also
important to look ahead and support ventures that will bring long term benefits to our communities.
This is a strategy we are applying across the county and in other sectors too. It is why we are working
hard to ensure the development of major employment sites and transport infrastructure improvements
remain on track. Investing in Weardale Railway is part of our commitment to County Durham's future.

MR161] Volks Electric Railway, East Sussex (MR p16) (BLN 1358.2246): The Volks Electric Railway
Association has turned its attention to ex-Southend car No9, which it has owned since 2008. No9 is
currently stored at Hassocks Garden Centre and the Association has decided to find alternative
accommodation and undertake the restoration work itself.

MR162] Gloucestershire Warwickshire Steam Railway, Gloucestershire (MR p7): (E-BLN 1362.X.191
pictures) A member visited the railway during the afternoon of Wednesday 16 September. This was
intended to be a ride behind SR 4-6-2 Merchant Navy 35006 'Peninsular & Oriental Steam Navigation
Company' - a locomotive in which he is a small shareholder. His compartment ticket was booked on
the Tuesday, after receiving confirmation of which pair of trains 35006 was meant to be working
(11.40 & 15.00 departures that day, indicated by it appearing second on the loco roster list).

He arrived at Toddington in good time to see the 11.40 circuit arrive from Broadway just after 14.00
and to his horror it was headed by some engine running tender first and not by one of Bulleid's finest!
Enquiries later revealed that 35006 had been failed with problems with the Drain Cock Actuating Valve
on one of the cylinders. The locomotive has done well in fact, since this was only the second day that
she was meant to run, but had failed to do so. Anyway, the train concerned was formed of GWR 7903
with coaches 24949, 25341, 21092, 13337, 13329 & 4986. The other train arrived at Toddington with
GWR 7820 and coaches 5023, 13326, 16195, 35308, 25451 & 25743. Passengers may only join at
Toddington currently and with pre-booked tickets; the train does a circuit non-stop to Cheltenham
Race Course (three words), run round, and back via Winchcombe 'northbound' platform both ways.
[Other trains have recently run via the 'southbound' platform both ways, pausing for pre-ordered food
orders to be distributed - both platform lines are bidirectional.] It stops briefly at Toddington to
exchange tokens - some run north through the 'southbound' platform - continuing to Broadway to run
round. The whole trip takes about 2 hours 25 minutes. Compartments cost £50 for two people, £60 for
three or more, with seats in the TSO also available at £25 each (and no last minute service charge).

The ticket is not issued almost immediately by the booking system (as at some railways) but when a
compartment is allocated (manually during working hours). However, an immediate acknowledgement
explaining this is sent by email. More strangely, a fair number of the second class compartments, but
none of the first class (GWSR do not differentiate on price), were allocated on his particular service.
[The policy is to allocate from the front of the train in order of booking - some trains have been full
including, near the rear, First Class.] Welcoming staff all had face coverings, as did all platform staff.

Sanitisers were available (and required to be used) at Toddington station entrance and passengers had
been told to wear face coverings on platforms and on the trains, except in compartments once seated.
Signage around the train and platforms reminded of this requirement. A one way system was
nominally in operation with boarding at the Cheltenham end of each coach and alighting elsewhere.
The toilets were open on the train, at Toddington, Broadway and Cheltenham as was the café in the
Toddington car park. This had a one way system, 'in' near the counter and 'out' by the usual door.

At Cheltenham Race Course the new Platform 2 is surfaced, signed, lit and available for use, it is used
on race Fridays when they have three trains in at once. The last train apparently arrives there, with the
first leaving after the races, as the normal platform can take two trains. Platform 2 has been used on
galas and by dining trains as well. The station is now fully signalled. Broadway, being much newer, is
not as far developed with the original platform looking pristine and in use, but the footbridge and
second platform pending completion. The footbridge (from Henley-in-Arden) needs the wooden side
panels and the rest of the treads, while the second platform needs surfacing, hopefully with a small
waiting room and a canopy. The signalling also needs to be commissioned - at present the station is
un-signalled with the traditional view north spoilt by a large modern 'passenger trains must not pass
this point' sign, due to the sprung point ahead that engines use to run round via the other track. Unlike
most of the extension, which is flat bottom continuously welded rail, Broadway has traditional
bullhead jointed rail, to help with its authentic look. North of Toddington is a long carriage siding (with
a few ballast wagons at its north end) giving the appearance of a gently curving double track section.

Most of the rolling stock, particularly the other open TSO vehicles, are stored at Winchcombe along
with various vehicles awaiting restoration (see the helpful GWSR website section). At Toddington a
footpath is available most times to the west of the sheds, which gives the public a view across the loco
yard, where 45149, D5343 and E6036 were among the rolling stock visible. This is adjacent to the 2ft
gauge North Gloucestershire Railway, which has not operated in 2020 and does not expect to do so.
A visit to the GWSR is worthwhile - the later afternoon train (last round trip) is normally fairly quiet.

MR163] Vale of Rheidol Railway, Ceredigion (MR p29) (BLN 1336.MR178): At the top of many wish-
lists will be the chance to view the fantastic collection of steam locos and historic carriages saved from
scrapping by the late Peter Rampton. Long known as 'Collection X' because the 40 plus items were not
available for public viewing, the doors of the Railway's Surrey store will be opened for two guided
tours for two people hosted by VoR Chairman and CEO, Rob Gambrill, part of a fund raising auction.

Also up for auction are two behind the scenes tours of the sheds at Aberystwyth and Capel Bangor
where further locomotives from 'Collection X' will be seen, in many cases for the first time since they
arrived in Britain. These opportunities will be guided by VoR Manager and CME Llyr Ap Iolo. Along with
several other fantastic experiences, to see more go to the railway's website. If you are able to, there is
also a donate button towards the top of the auction page, any support you can give will go towards
helping secure the future of the railway. The online auction begans on 25 September and continues
until 18 December, offering the chance for someone to receive a truly unique Christmas present!

MR164] North Weald & District Miniature Railway, Essex (MR p16) (BLN 1337.MR191): This 7¼"
gauge railway is in the grounds of the 'Blue Diamond' owned Harlow Garden Centre at Hastingwood,
close to M11 Junction 7. The line first carried passengers on 8 September 2019, (see back reference).

Phase 1 was completed on Saturday 1 August 2020, when the circuit was finished and opened to
passengers - the same day as the railway reopened after Lockdown. A visit was made on Sunday 20
September, when two trains were in operation, each formed of two coaches. Motive power was 4wBE
'Jenko' and Warship D834 'Pathfinder' Bo-BoBE. The fare for all was £1, for which a paper printed titled
ticket was issued, measuring 2½" x 3¾". Trains departed from the station (carrying one social bubble),
turned left at the triangle, ran around the new full circuit in a clockwise direction, via the direct curve,
around the circuit again and back towards the station. However, trains were stopped and unloaded
next to the scissors crossovers outside the station, to allow them to be sanitised. After this the empty
train used the triangle to turn then propelled back into the station platform ready for the next
departure. Currently unused, but laid in, facing and trailing points on the circuit presumably indicate a
future extension. A turntable pit has been dug out at the terminal end of the station roads.

At around 15.15 trains were fairly quiet, although a small queue built up, which the staff called a last
minute rush. A pleasant line in a nice rural setting with friendly staff. Trains are currently operating
11.00-16.00 each weekend until the end of October.

MR165] South Devon Railway, Devon (MR p6): The railway has received confirmation of a grant of
£124,800 from the National Lottery Heritage Fund, aimed to help the railway with reopening on
Friday 27 November after Lockdown and to prepare for operating the 'Polar Express' then. It will also
assist with other projects stopped by the loss of income due to the cessation of services during
Lockdown. These include £24,523 for essential work to upgrade the Museum at Buckfastleigh for it to
reopen. A further £22,180 of the grant goes towards progressing the overhaul of GWR 0-4-2T 1420.

MR166] Sausmarez Manor Miniature Railway, Guernsey (MR p12) (BLN 1360.MR134): On Monday 7
September, two Isle of Man members visited this 7¼" gauge railway. Once inside the Manor gardens,
they found signs that said the railway was now only open at weekends - the schools had just gone back
that day. Oops! With time to spare now the pair went to the café for a drink and large slice of
homemade cake, and to think over where to go next. They got talking to the lady who served them,
and when she heard that they had hoped to see the railway, she said 'Peter is in the office'.
She offered to call him, and see if he would show them the train. This was done, and about 10 minutes

later, Peter de Sausmarez came to join the duo for a chat. They told him about their last visit, which
was with the Society in May 2015. He had driven the party round the circuit on that occasion and had
pleasant memories of it, recalling that the Society had been quite generous. He offered to let them see
the train again, and took them down to the engine shed - a cubby hole in the wall of the garden.

The engine and its one coach were brought out. The next moment, they were asked if they wanted a
trip! Well, how could they refuse? He took them for a round trip; they took a couple of photos, and
helped him put the train back to bed. A donation was made towards upkeep, etc, and they parted
amicably. Our duo caught a bus back into St Peter Port, then went to the bus garage, where two very
short lengths of tram track remain on view by the main doors. This 3-mile standard gauge line along
the east coast from St Peter Port north to St Sampson's opened on 6 Jun 1879 as the Guernsey Steam
Tramway and was converted to an electric tramway on 20 Feb 1892. Closure came on 9 Jun 1934.

MR167] Seaton Tramway, Devon (MR p32) (BLN 1345.MR23): On 28 August the Tramway held an
event with all 13 operating trams in action. It celebrated the 50th anniversary of the acquisition of the
closed ex-SR branch between Colyton and Seaton in 1969. The first tram, No8, left Riverside Depot on
28 August 1970 for the short trip to Bobsworth Bridge (for a fare of 1/- a 'bob' (5p), hence the name!).

1363 FIXTURES REPORTS (Paul Stewart) bln-editor@branchline.uk

3078] IMinE, North West Railtour, Sat 27 March
1993: https://bit.ly/3nf1Mgw by Ian Mortimer; the
e-BLN tour maps and ticket scans are thanks to Ian.

There was another year's break between the 10th
(or even the 11th, depending upon how the two part
1989 tour is treated) and this final tour. The title
was a little misleading as none of the three collieries
visited were in the North West, two were in the
Midlands and the other in North Wales. This railtour
was notable for the fact that two of the colliery branches covered were normally only used by British
Coal locomotives, and it was also unusual in that it started at Crewe and finished at Nuneaton.

An early 07.18 start [late by modern standards!] from Crewe preceded a run up the West Coast Main
Line to Nuneaton, where there was a pick up. Taking the Coventry line, the tour ran to Three Spires Jn,
where it reversed to access the Coventry Colliery branch. This had served two installations firstly
Coventry Colliery, which at the time of the tour had been 'mothballed' by British Coal for 16 months.

Despite £45M of investment it had lost £40M over five years. The last shift was on 1 Nov 1991 just 13
days after closure was announced - 1,300 jobs went. However, in Sep 1994 it was reopened by Coal
Investments along with Annesley/Bentinck (connected underground), Markham Main at Doncaster,
Silverdale, Hem Heath & Cwmgwili collieries. Coventry Colliery then closed for good on 23 Aug 1996
as it failed to survive the bankruptcy of Coal Investments. 40M tonnes of coal reserves were left.

The second facility served by this branch was the adjacent Keresley Homefire Plant (smokeless fuel).
Once a local landmark from the M6 motorway, it opened in 1967 and was still operating at the time of
the tour, surviving until 2000. Interestingly Coventry Colliery coal was unsuitable for it and went to
power stations! Normally main line locos only ran into the exchange sidings at Three Spires Jn, from
where British Coal engines would take over. However, on this occasion the tour and its locos (47300 &
47821) were able to run nearly two miles up the double track branch to a point just short of the curve
where the lines split into the separate two installations; tight curvature prevented further progress.

The site is now Prologis Park, a 300 acre distribution centre. It is still in theory rail connected and has a
complex layout but with the branch now single track (TRACKmaps 4 p14B Dec 2018). On 27 Jul 2001 a
'demonstration' train ran, but commercial traffic (imported bottled Evian water from France) did not
start until 5 Feb 2007. This ended in Nov 2009 and unfortunately the branch has been OOU since.

Returning to Three Spires Jn, the tour continued on to Coventry, then through Stechford, Bescot and
Bushbury Jn for a reversal at Littleton Colliery Shunt Frame (22m 74ch) just south of Penkridge on the
Up side. The two exchange sidings (each accommodating half a merry-go-round set so trains had to be
split inward and out) were next to the main line. Interestingly they were both electrified although it is
unlikely that an electrically hauled coal train ever ran! As at Coventry Colliery we had permission to
proceed nearly 3 miles up the lengthy branch, crossing over the Staffordshire & Worcestershire Canal,
under the M6, and passing some sidings that formerly ran to the canal before they were cut back to
build the motorway. The tour stopped just short of the B5012 road bridge, about a mile before the
colliery, where clearance problems prevented further progress. Littleton Colliery was the final pit in
the once extensive Cannock Chase coalfield. It was extensively modernised, designated a core pit at
the end of 1992 and produced over 1M tonnes a year, but closed 3 Dec 1993 with the loss of 800 jobs.

Back on the main line the tour ran north through Stafford to Crewe arriving 11 Mins early! After a
20-minute pause, it carried on through Chester and along the North Wales coast to Talacre. Here the
train reversed on the old Up Slow line (from four track days) then the 'Neck Line', a headshunt, to
access the 850yd branch to Point of Ayr Colliery, where it ran to a 'point' about a loco length short of
the bunker. It wasn't possible to proceed any further, as trains were propelled through the bunker
because there was insufficient clearance for locos. Situated at the most northerly point of mainland
Wales, Point of Ayr Colliery was the last remaining deep pit in North Wales, closing in Aug 1996. Coal
was mined from beneath the River Dee Estuary and proven reserves of over 20M tonnes were left.

After running back to Chester we passed through Helsby before taking the then unidirectional line
from Frodsham Jn to Halton Jn. Now at last in the North West, at Runcorn Jn the train turned left onto
the Folly Lane branch, which had salt traffic and occasional oil trains in 1993. We reversed short of the
first level crossing (Barlow Way) on the branch, which the writer's notes say was at the end of the
exchange sidings and just short of Runcorn Town football ground, off to the left. Nowadays this is
where the branch ends (1m 21ch); the road on that former level crossing now accesses the incinerator
energy from waste facility. At one time the branch continued 1⅔ mile further on to a power station.

Folly Lane had had to be omitted from one of the 1991 tours, so it was pleasing to claw this one back.
Unusually, the branch is busier today than it was then, as it now sees up to four trains per day, six days
a week, of compacted waste from various Manchester area terminals for incineration.

Returning to, and reversing at, Runcorn Jn, the tour headed to Garston. It was originally planned to go
into Garston Docks Coal Sidings (export) but unfortunately these had recently closed, so instead it ran
to the end of the holding siding for the Freightliner Terminal, alongside the fenced off coal sidings.
Traffic to the coal terminal was still passing in 1989, and it had been upgraded for MGR traffic in 1981,
but we could clearly see from the tour train that the sidings were out of use. On departure the third
side of the triangle was taken from Garston Jn round to Allerton East Jn - double track in 1993.

Continuing towards Liverpool, we reversed in Edge Hill station, before taking the curve from Bootle
Branch Jn to Edge Lane Jn and the Bootle Branch on to … … … Bootle Jn. From here the tour ran under
the electrified Southport line then crossed Regent Road to enter the Mersey Docks & Harbour Co site,
to cover two branches. The first was to Gladstone Dock Coal Terminal, reopened in 1988 for imported
coal. Taking a temporary alignment to the left of a new bunker that was under construction, we ran to
just short of the headshunt points at the line end, level with south side of Gladstone North Dock (No1).

Retracing our steps to the junction at Strand Road, we reversed in Alexandra Dock Tunnel to the last
branch of the final IME tour, to Seaforth Container Terminal. Most satisfactorily, the train ran into the
terminal, again reaching the final set of points before the branch run round headshunt. The end of
line, known as 'Freightliner Dead End' is 7m 22ch from Bootle Branch Jn. The last leg of the tour
involved a second reversal at Edge Hill. The Edge Lane Jn to Olive Mount Jn curve CG/A 21 Jan 1987
due to a fire that day at Edge Lane Jn signal box and was subsequently lifted. It was relaid with single
track and ROG 15 Dec 2008. A run along the West Coast Main Line to Crewe and Nuneaton followed.

Chris Boyle gave a delightful miniature (three inches tall) miner's lamp with 'IOME/FOUNDED 1889'
round the crest, or real full sized ones, to each person who had helped with these tours in some way.

Although this series of truly ground breaking series tours had finished, and Chris Boyle's attentions had
turned more to foreign travel, he continued to play a significant role in the organisation of some
excellent Society tours, eventually bowing out with the Bo'ness Traveller in Aug 1996 which, for the
writer at least, signalled the end of the golden age of British track railtours which had started in 1989!
Sadly, Chris passed away in 2002 while on his way home from a weekend's railtouring in Germany.

The writer is again grateful to David Palmer and, particularly, Paul Stewart for their time and effort in
providing useful additional information as well as offering corrections and amendments. Finally, as
before, much use has been made of the itineraries, so thanks to the late Dr Angus McDougall, Geoff
Blyth & Chris Tennant, and again to the two excellent cartographers, Rodger Wilkinson & David Mellor.

3079] Haltwhistle - Wetheral visits, Fri 14 Feb 2020, Part 2: (BLN 1261.2941) (By our Level Crossing
aficionado John Cowburn also Nick Garnham & Nick Jones.) Assembling in Haltwhistle station car park
our group continued celebrating Valentine's Day. A convoy of four cars followed the MOM to visit two
bonus boxes towards Carlisle, the Level Crossing Gate Boxes at Denton Village, and Lane Head.

The Newcastle & Carlisle Railway Tyne Valley line was an early rail route, opening from Carlisle to
Greenhead in 1836 according to the 23 Jul 1836 Carlisle Journal; probably as a consequence, this
section has a significant number of level crossings. Most of these have been modernised over the past
40 years, with all but two now having either locally controlled full barriers or automatic half barriers.

For reasons that are not clear, just two of the crossings - Denton Village and Lane Head - have not
been modernised and in 2020 are still protected by hand-worked gates opened and closed by crossing
keepers operating from adjacent gate boxes. Both are on very minor roads; one is little more than a
cart track but its crossing is at a bend on the railway, while the other is on a straight section of line but
with houses close by. The two crossings are east of the 2009 commissioned signal box at Low Row.

This modern box directly controls colour light signals in each direction from a lengthy eNtrance-eXit
(NX) panel. Both crossings are now within the directly controlled area or 'station limits', for want of a
better expression, of Low Row, which still works Absolute Block to Brampton Fell in the west and
Haltwhistle in the east. Prior to the signaling modernisation here, it is understood that both crossings
were located in the Absolute Block section outwith the 'station limits', and each had a ground frame
with semaphore signals to protect it. Our visits provided an opportunity to study the crossings.

Denton Village: (43m 65ch from Newcastle) This manually worked gate crossing is on a short cul-de-
sac which serves a hamlet of maybe six houses, although the village church is also on the 'wrong' side
of the crossing. It is supervised by the crossing keeper who is based in a modern portable building on
the northern Up side of the line (to Newcastle). Being a sheep farming area, there isn't a harvest as
such to consider, though hay making time can generate extra farm traffic. The online ABC Railway
Guide (infrastructure) has much information about every NR crossing including location, category,
daily number of trains, usage, risk level and for most photographs/maps. It suggests daily usage of this
crossing is only eight pedestrians or cyclists per day, with no motor vehicles - the last seems unlikely
given that it provides the only vehicular access to the houses and farms on the north side of the line.

The crossing has two single lane width gates; both are wooden but they are different. The south side
one is an unpainted regular farm/field gate with replacement timber gateposts of relatively recent
origin. In contrast the north side gate is a more normal white painted crossing type gate of a typically
North Eastern pattern, with unidirectional diagonal bracing, that is hung from much older low height
concrete gateposts. Both gates carry central road facing red targets and 'Trafilamp' style red lights on
top. Very unusually the two gates open in different directions; the traditional north side (village side)
gate opens out, away from the railway, while the south side field type gate opens inwards to the line.

The latter gate is set well back from the railway so that even when it is open to the road it does not
foul the line. There are no cattle guards on either side of the crossing, despite the gates not even
remotely 'fencing' the carriageway when open to the road. They are usually closed to the road unless a
vehicle wishes to cross. A push button on the north side and plunger on Down side are for road users
to attract the crossing keeper's attention but an actual call bell was not seen or heard by our group.

Both gateposts have modern key-locks of the 'Fortress Interlocking' (trapped key type), which were
also found on the Wherry Lines in Norfolk. These are operated using the keys held by the instrument in
the keeper's cabin. Unlike the Wherry Lines, the keys for each lock here are identical so either key can
be used for either gate. The crossing is protected by Low Row signal '7413' in the Down (to Carlisle)
direction and '7416' in the Up direction; each is a considerable distance from the crossing.

Traditional standard Absolute Block 'Train in Section/Train Approaching Section' indicators are fixed to
an inside wall of the cabin. A TRUST (Train Running System on TOPS - British Rail's Total Operations
Processing System) screen is on the crossing keeper's desk and a modern key lock instrument is
provided with 'Train Approaching' lights. It is suspected, but unconfirmed, that the last are lit when the
Absolute Block indicators show either 'Train Approaching Section' or 'Train in Section'; it is possible
also that they are operated independently by treadles or track circuits. The key lock instrument also
has an emergency replacement switch which turns signals LR7413 and LR7416 to red if it is operated.

The keeper monitors rail traffic on the TRUST screen and is able to take the keys out (if there are no
trains approaching) to open the gates to road traffic at will. Before the Low Row signaller can clear
signals for a train, they must check that the 'F' (Free) indication is showing above the Denton Village
'Key Lock Release' switch on the panel and turn the switch from 'R' to 'N' (presumably 'Released' and
'Normal' respectively) to lock the instrument at Denton Village and prevent the keys being removed.

If the keys are out of Denton Village instrument, the 'F' indication is extinguished on the Low Row
panel. In this situation the Low Row signaller would not be able to revert the control to 'N'. (The switch
itself could presumably physically be moved from 'R' to 'N' but the indication would remain at 'R').
This then means that the signaller would be unable to clear the signals for a train in either direction.

Denton Village, along with the other locations on the line, is staffed 24 hours Monday to Friday and
normally closes Saturday and Sunday nights. When it is to close, following the late shift on Saturday or
Sunday, there is a procedure to go through: the gates are left opened to road traffic, and padlocked
open to wooden posts. The crossing keeper then confirms to Low Row that the gates are open to road
traffic, and the gate box can then close; this cannot happen if the keys are still in the instrument.
With the gates padlocked open to the road, the keys are, of course, trapped in the key locks on the
gate posts and can't be removed until the gates are closed again to road traffic which releases them.

When a train is approaching the crossing, the route is approach-locked and again the 'F' light on Low
Row panel will extinguish so the signaller cannot release the keys by turning the switch back to 'R'.

After the train has passed over the crossing, the 'F' light illuminates again and the Low Row signaller

will normally turn the switch back to 'R' immediately (they do not wait for a request from Denton

Village). This is implemented with the normal signalling track circuits; there are no 'Moreton-on-Lugg'

style treadles at the crossing. The crossing also has wicket gates on both sides which are not controlled

in any way. Pedestrians may use these and cross at any time (following the usual 'Stop, Look, Listen'

procedure) without involving the crossing keeper and a section of the road bed on the Carlisle side of

the road is segregated off for pedestrians by means of a painted white line. (...to be continued.)

:Details must be checked 1363 CONNECTIONS (Paul Stewart) bln-editor@branchline.uk .Please mention BLN.
3080] Down-storing: Modern Railways for 40 years, (just 5 missing) in need of a new home. Also 30 UK railway
timetables, assorted dates, 1987-2012. All in cardboard boxes. Items used and free to collect, the lot, or just
specific batches, from near Waterloo. David Thomas davidthomas36@talk21.com or by post via your Editor.
Re: BLN 1360.2658 (5 Sep 2020) our member Ronald Jackson still has the railway periodical available as
described but will split them. Collect Southgate, London N14; ronjksn@blueyonder.co.uk or post via the Editor.

3081] Roy B Turner 'Tubby': Roy passed away suddenly at home in mid-September just before his
67th birthday. He had been an active and keen member (No1551) of the Society since joining in
May 1983. In his earlier days he was a Midland Rail Fan member. His grandfather was an engine
driver at Walsall (Ryecroft) shed in steam days and his late father (a BLS member) a clerk at Long
Eaton. Roy joined our Committee as Sales Officer from Nov 1985 until Nov 1997, a duty which he
discharged faithfully and productively with great interest and attention to detail. During his time
in this office, he was master of the heavy sales suitcase which was usually supported by a couple
of equally heavy book filled holdalls, always requiring assistance from unsuspecting travellers to
move them between the boot of his car and the tour train office, often without the use of station
lifts. His sales efforts were much appreciated by the Treasurer and as a service by our members.

Roy was a mild-mannered gentle man and offered good company in the confines of the tour train,
with much discussion as to which crossover may have just been traversed. His seating bay was
often notable, in the days before real ales were available from the buffet, for a display of bottled
beers ready to share with his travelling companions once the sun had climbed over the yardarm!

Roy's first 'foreign' tour was our 1993 'Tour de Luxe' (in Luxembourg). When the train stopped
near Wasserbillig on the German border, he promptly walked to the back of the train to avoid
reaching DB metals only to find on return that his seat was adjacent to a catenary post with 'DB'
clearly stamped on it! This set him on the slippery path and he soon became an inveterate cross
channel traveller, covering many obscure bits of Benelux track by service trains and tours, as well
as amassing lots of haulage, especially in the Brussels rush hour. His restraint at Wasserbillig was
to little avail as he later started on a quest to complete all the German track. Unfortunately, this
was never achieved, as his father's later ill health precluded long trips away from home.

He was a man of modest words, though he could speak forthrightly if the need arose, and his
brief but concise reports of sales activity to the Society AGMs certainly didn't require the
Chairman's guillotine. More recently, Roy had taken to booking First Class when available and
could be found on most Society tours and visits, and invariably at the 'right' end of every train.
The size of the systems he did visit depended on the size of stock he would have to travel in/on.

For many the last time they saw Roy was before Lockdown when he donned a high-viz vest for a
trial of stewarding on our 13-15 March railtours (the 'Power of Aire' and associated tours from/to
Carnforth). He also wrote the BLN report for the Friday 13th tour (BLN 1353.1652) and, even after
that weekend, said that he was looking forward to volunteering for future stewarding duties.

On 29 Aug a member who had just done the Wembley bidirectional move and Watford Junction
P10 was on his way to do Kent House and Hounslow crossovers. He briefly 'bumped into' Roy
(you couldn't miss him) at Clapham Junction who was doing these same moves but the other way
round and he seemed to be his usual jovial self. (Roy keenly embraced the art of Microgricing.)

From a small family, Roy was a bachelor. Since his father died some years ago, he had lived alone
in the family house in the Rushall area of Walsall where he was found in early September.

He had expected to retire in January next, after 50 years working with the same Company (now
part of Siemens) in the electrical component industry. Roy Turner was a wonderful character with
a great sense of humour who will be very much missed by his travelling companions and Society
members who deem it a privilege and pleasure to have known him. [Thanks to various members.]

CONTACT DETAILS: See BLN 1350 centre pages, e-BLN 1350 2nd & 3rd pages, website PDF or via the Editor.

●Editor: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX. 01684562862 07790652351. bln.editor@branchline.uk
●Fixtures Secretary: Kev Adlam fixtures@branchline.uk @BLSGeneralSec (Any post via BLN Editor above please.)

●BLS Sales: Graeme Jolley sales.officer@branchline.uk Dolbryn, Penegoes, Machynlleth, Powys, SY20 8NN. 07484646542.
● MAPS: By permission of the National Library of Scotland http://maps.nls.uk/index.html ●Printed by Willow Printing & Design Ltd,

75/79 Back Cross Lane, NEWTON-LE-WILLOWS, WA12 9YE willow.printing@btconnect.com 01925222449 https://goo.gl/X6aQBA
●Published by the Branch Line Society, 10 Sandringham Rd, Stoke Gifford, BS34 8NP. ISSN 1354-0947.

[BLN 1363]

X.194] Luton & Harpenden: (TRACKmaps 4 p9 A&B Dec 2018) First posted on our Website Forum
and not in paper BLN 1363. On Sun 25 Oct some Thameslink services before 09.30 from the north
are due to turnback in Luton P4 (trailing crossover on departure). At Harpenden services are turning
back from the south in P4 (trailing crossover on departure). Ironwork for new Luton Crescent Road
ground frame is being installed (but not yet commissioned). As always, check before travelling.

3017] Woodbridge: NR is upgrading three of the 10 level crossings in the area. The work from 6 Oct to
23 Dec then 6 Jan to 4 Apr involves upgrading level crossings at Jetty Avenue (78m 66ch), Ferry Lane
(79m 04ch) & Haywards (79m 09ch). They are used much more now due to local development; some
equipment is old and will be replaced with obstacle detectors. The yodels (alarms) will be shortened
from 70 secs to 20 secs for each train at Haywards and Ferry Lane road crossings. The work includes
new signalling with related cabling, axle counters plus new crossing decks at Ferry Lane and Haywards.

3018] Chappel & Wakes Colne: (BLN 1350.1140) Community volunteers are 'adopting' the Grade II
listed station next to the East Anglian Railway Museum on the Sudbury branch in partnership with
Greater Anglia and the Essex & South Suffolk Community Rail Partnership, which has provided funding.

3019] Werrington Jn: (BLN 1362.2883) New points are to be installed in the Down Spalding Line for the
future Glinton Jn north of Lincoln Road bridge on the weekends of 17 & 18 Oct and 7 & 8 Nov.
Weathered steel (rusty) cross-bracing girders are being installed above the southern approach ramp.

3020] East West Rail: (BLN 1357.2181) The Company has outlined plans to apply for a Development
Consent Order (statutory powers under the 2008 Planning Act) for the Bedford to Cambridge section
following the planning permission granted earlier this year for its route between Bicester/Aylesbury
and Bletchley. Development work is also said to cover the existing route between Bletchley and
Bedford, implying changes to the present line rather than a new line as was once considered.

3021] HS2: Structural work on the temporary precast factory to produce tunnel segments for the HS2
10 mile twin Chiltern Tunnels has been completed at the south portal site, near the M25. A second
temporary precast plant will cast sections for the nearby Colne Valley Viaduct. All the tunnel segments
will be made on site to avoid HGVs using local roads. Starting next year, two 170m long, 2,200 tonne,
machines will take over three years to complete the boring work at a speed of 15.6m a day and require
112,000 concrete segments to line the tunnels. The factory sites will be landscaped after work finishes.

3022] Clacton-on-Sea: (BLN 1362.2880) (TRACKmaps 2 p6A Oct 2016) Rail level walkways with bollard
lighting at 4m centres and access platforms are to be installed by Greater Anglia in the sidings adjacent
both the Down and the Up lines as well as at the Dead End Road. The walkways, of glass reinforced
plastic, permit utilities to run beneath. The stepped access platforms will be similar to those at
Norwich (BLN 1361.2729) with one each (except where shown) on roads 4, 7, 8, Straight and Loop,
Middle Road and Outside Road (two) and the Klondyke Road. Most of these are named on TRACKmaps.

3023] Heathrow: (BLN 1347.709) Procurement for the Western Rail Link has been put back more than
two years to 2022. Changes to demand for flights at Heathrow risk seeing the scheme delayed further.
With passenger numbers dramatically down, the Airport's ability to contribute towards the cost of the
project has also been severely reduced. NR currently intends to let three major contracts; including
one for a 5km twin bored tunnel, from the GWML near Langley, to access Heathrow Terminal 5
station. Originally for delivery in Control Period 5, which ended last year, the latest delay means work
is unlikely to be completed before Control Period 7, which starts in Apr 2024. (Transport Briefing)

NEXT: (Item 3015) Shenfield left in P2 is the 15.05 from Clacton-on-Sea to Liverpool Street making a
cross platform connection with the 16.14 TfL local service starting here to Liverpool Street in P1
(right). Unfortunately social distancing isn't on the curriculum. (All three Simon Mortimer, 7 Oct 2020.)





BELOW: Shenfield P1 looking towards London. NEXT: At the London e

end with the position 2 feather lit ahead to cross to the Up Electric line.





BELOW: (Item 3016) At the south side of Lowestoft station (right), looking we

est to Lowestoft Goods Yard, note the gates. (©Andy Overton, 21 Sep 2020.)

BELOW: Lowestoft station south side looking west through the fence at the

new end of line (track plan BLN 1349.968). (©Andy Overton, 21 Sep 2020.)

BELOW: In the opposite direction, looking east from Lowestoft station south

h side along former line to the fish docks. (©Andy Overton, 21 Sep 2020.)

X.195] BELOW: 37425 after the first test run on the new Forth Ports Tilbur
Railport Jn returning to the mainline (left). This was 08.42 ex-Norwich Cro