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318] LNER: This DfT owned TOC will run a full timetable from 14 Feb. Passenger traffic has recovered
well, much better than on the West Coast. Hull Trains is to reinstate one train each way from 7 Feb.
319] Diggle: On Sat 21 Nov the 10.58 Piccadilly to Huddersfield departed 44 min late. Due to the loss
of all signalling on Huddersfield Workstation it was turned back via Diggle Jn trailing X/O (14m 67ch).
320] Drax: ❶NR intends to renew the two Cripple Sidings for Drax Power Station but for only half of
their current 250m length, saving £250k in renewal costs. They have operated at less than half their
length for over five years without any operational impact. The sidings (TRACKmaps 2 p40B 2020) are
of interest as they are on the original Hull & Barnsley Railway (H&BR; OG 20 Jul 1885; OP 27 Jul 1885)
towards Hull. This line CP west of South Howden 1 Jan 1932. The section through Drax CA 6 Apr 1959.
Hensall Jn (now Now Drax Branch Jn) via the site of Gowdall Jn, to where the line turns sharp left into
the power station, was connected up in Oct 1970; a trial coal train ran 16 Aug 1971. However, the line
was 'officially brought into use' from Mon 28 Feb 1972 with coal traffic starting in Jun 1972. As Drax
did not start generating until 1974, this was presumably to build up coal stocks and for tests. Drax
H&BR station was further northeast past the present end of the Cripple Sidings.
The power station line that along the southwest side of the power station site (below) is not on the
formation of the NER Selby to Goole line (OG 1 Nov 1910; CP (CA south east of Barlow) 15 Jun 1964),
even though it appears to be! That NER line was on an embankment here and the power station loop
cut through it and runs at ground level on the northeast side, actually alongside the formation. Further
southeast, this NER line went over the H&BR line where they crossed at right angles part way along
the Cripple Sidings but it has all gone. Drax NER station was further southeast (towards Goole).

ABOVE: OpenStreetMap (Copyleft) ©OpenStreetMap contributors. The Selby to Goole trackbed is top
left to bottom right. The ex-H&BR from Drax Branch Jn is bottom right of centre (Barnsley direction);
the present two Cripple Sidings continue straight on (towards Hull) where the power station turns left.

[BLN 1
BELOW: (Item 320) The Drax areas it was in 1960, Barlow and Selby are o

1394]
off top left, Goole bottom centre, Hull top right and Barnsley bottom left.

BELOW & NEXT: (Item 321) Little Smeaton bridge on the former Hull & B
National Highways has undertaken radical devegetation which may be a pre

Barnsley Railway looking towards Hull with Drax steaming on the horizon.
elude to infilling. Pontefract is off to the left and Askern right (HRE Group.)





❷Drax Power has indicated that it might keep its last remaining coal units in operation beyond their
planned closure by Sep 2022. Gas and electricity prices have surged to record highs, due to fears that
Europe faces extremely tight natural gas supplies during the winter months. The UK is heavily reliant
on these supplies for almost all its heating and over 50% of power generation. We could face a 'tough
winter' if temperatures are colder than average. The two coal units ceased commercial operations in
Mar 2021. Drax did not say they would run at full capacity during the winter but indicated an openness
to ramp up production if directed by the government. However, they would need to 'talk to them in
the next few months'. So we might see a resumption of coal trains if we face a cold winter.

321] Coal to Coast Greenway: (BLN 1393.196) Among the bridges the Heritage Railway Estate Group
has saved from infilling - at least temporarily - are two at Little Smeaton, east of the Upton & North
Elmsall station on the ex-H&BR line to Drax and Hull. These are potentially part of this greenway.

322] TPE: First Group is seeking expressions of interest from suppliers for up to 30 bimode locomotives
capable of 100mph, at least 15 for TPE, for use with its Mk5 carriages, and five for GWR sleepers (Item
371). The engine must meet at least Euro V compliance and all the National Technical Specification
Notices noise standards, no doubt to be able to stable overnight at Scarborough! (BLN 1390.3081)
They must be compatible with Automatic Selective Door Operation and other controls and passenger
information systems. TPE at present runs 4 coaches and Driving Trailer for push-pull operation with
Class 68s but they consume dramatically more fuel than anticipated due to the very high Electrical
Train Heating demand of Mk5 stock. 1,300 miles was expected from a tank (5,000 litres) but they are
only achieving 800 miles, so they cannot run to Saltburn (Hull is now the reported destination instead).

The new locos should also be able to run with up to 7 coaches. TPE may use them anywhere on their
network but the main routes are Liverpool - Manchester - Sheffield - Cleethorpes & Liverpool -
Manchester - Leeds - Hull, Scarborough, Middlesbrough and Redcar/Saltburn or Newcastle.

(BLN 1393.190) Despite what TPE had announced, there is still one through train from Scarborough to
Manchester Victoria SuX, two (one SuO) to Manchester Airport and two to Piccadilly SuO. In the
other direction, there is a train from Lime Street SuX and one from Piccadilly (two SuO). There are two
services to/from Leeds SuX (one SO). Of course, when you read this, it may all have changed again!

The RMT has announced strikes affecting TPE on Suns 13, 20 & 27 Feb and 6 Mar over a demand for
extra pay for Sunday and Rest Day working; they also want extra pay to use electronic ticket scanning!

323] Leeds - Bradford: (BLN 1392.47) The 30mph Stanningley Tunnel restriction is due to geological
problems. Around 1980 there was a rectification scheme but it was cancelled, believed to be due to BR
financial cutbacks. Conisbrough Tunnel was dealt with the same way in 2000 though (BLN 1376.1246).

324] Elland: (BLN 1384.2305) In Sep 2021 West Yorks. Combined Authority submitted a planning
application to Calderdale Council for the new station at Lowfields Way, with a 116 space car park, new
pedestrian access, landscaping and associated works. The £20M project has received funding through
the West-Yorkshire-plus Transport Fund and the Leeds City Region Growth Deal. Calderdale Council
will now be asked to approve compulsory purchase powers at the same time as starting negotiations
to buy land up to around £600k in value, to start work on the station and its access routes.

325] T&W Metro: ❶Fare revenue is only 70% of pre-Covid even though passenger numbers are 80%.
Nexus is trying to balance increasing revenue against encouraging passengers to travel more regularly.
Fares that are frozen: ●Pop smart card & Android app. ●19-21 Pop card. ●Take The Kids for Free offer.
●Corporate Season Tickets bought via employers. ●Gold Cards. All other fares will increase from 1 Apr.

❷(BLN 1385.2453) A turf cutting ceremony, announced in the media on 21 Jan, marked the official
start of work on the Metro Flow project (South Shields line doubling). Work had been due to start in
Sep 2021. The schedule is challenging as all the preliminary work must be finished, without fail, ready
for a 12 week line blockade from 12 Sep until 3 Dec (inclusive), starting the day after the Great North
Run (the largest half marathon in the world). ❸St James - Tynemouth is TCP 21 to 25 Feb inclusive in
half term to replace a large section of overhead line and for other engineering work. The trailing
crossover at Tynemouth will be in regular use for turnbacks in P2 on departure towards Whitley Bay.

X.31] T&W Battery Locos: BLN 1234.1032 reported on our 1 May 2015 visit to the Metro Control
Centre, which by chance coincided with unit 4080 passing South Gosforth. It was being moved from
the non-electrified Hylton Street P'Way Siding at North Shields (the former Domestic Coal Depot) to
South Gosforth depot 'Top & tailed' by battery electric locos BL1 & BL2 (TOPS 97901 & 97902) -
pictured in the report. A member has sent three photos (taken by a friend) of these rarely seen locos
in use on the Rail Head Treatment Train (or whatever Nexus terms it) on 24 Oct 2021. (Phil Hodgson.)

ABOVE: (Item 332) Dodworth footbridge (Barnsley to Penistone line) that is to be 'strengthened'. (NR.)
BELOW: (Item 327) A Class 91 under power 'leads' onto the viaduct at Leeds on a hybrid HST set in 1989.

ABOVE: A Class 91 stabled on the viaduct with a Mk3 set and generator again in 1989.
An interesting contrast of horsepower, so close to Leeds city centre too! (All Dave Plimmer.)

BELOW: The same train taken from alongside Holbeck Depot, showing the limit of electrification.

ABOVE: The final train of all, a Class 31 on lifting duties - a Sunday morning in autumn 1990, where the
viaduct line crosses Domestic Street (the yellow 'C' road passing under the long straight stretch of the
viaduct on the e-BLN 1392 map). BELOW: Track lifting was back towards Leeds West Jn. This is the
brakevan used as a temporary (mobile) buffer stop. A couple of weeks later it was still performing that
function, but had been burnt out in the meantime. This was at where the line crosses the A643 (a new
road west of Domestic Street not shown on the BLN 1392 map) looking towards Gelderd Road Jn.

326] Huddersfield: (TRACKmaps Book 2 page 37A 2020) NR is to use the former Hillhouse Sidings site
as a temporary compound for the Huddersfield to Westtown Trans-Pennine Route Upgrade works.
They were just the Leeds side of Huddersfield Viaduct, off Alder St, a large 'flattened' triangle (with a
broad base on the west side of the line) of railway land now with commercial and industrial units on
short term leases. Sufficient notice to terminate the leases has already been served to the businesses.

It will have: A compound with open storage for trackwork and OHLE assembly. Welfare facilities.
Three stabling sidings for up to 16 carriages, replacing those at Huddersfield station. A temporary
150m passenger platform. This will be at the east end of the site, so train services from the east can
run during the line closures. Two blockades (totalling 64 days) are presently planned in Mar/Apr 2024
and Apr/May 2025. Two buses per hour will run to/from Huddersfield station, with five in the peaks.
Passengers will buy their tickets at the station, be taken directly to the compound and dropped off at
the platform to ensure there is no unauthorised access to the site. Members will be relieved to learn
that the site contains no World Heritage Sites, Scheduled Monuments, Registered Parks and Gardens,
Registered Battlefields or Conservation Areas. [What about that Great Crested Newt holiday park?]

327] Leeds: (BLN 1392.47) The through platforms are the successor to Leeds New station, owned
jointly by the London & North Western (L&NWR) and North Eastern (NER) Railways, together with the
approach lines on each side, OP 1 Apr 1869. For the first time this connected the lines west of the city
centre (owned mostly by the Midland Railway (MR), whose Wellington station was the predecessor of
the present day terminal platforms) and those to the east, owned by the NER, which had its terminus
at Marsh Lane. L&NWR trains had to traverse about ¼ mile of MR track to access New station. The
L&NWR opened the Viaduct Line in 1882 to avoid congestion and access the joint station more easily.

From 1 May 1967 (declining) traffic was concentrated on Leeds through platforms as far as possible,
with the complete closure of Leeds Central (a terminal station situated to the north), which handled
traffic from the Wakefield and Bradford Exchange (now Interchange) lines. Trans-Pennine trains could
run quite easily via Whitehall Jn and there was far less traffic on the Bradford Exchange line then.

Regarding reopening of the eastern (Leeds station) end of the Viaduct Line. It is not known if it was felt
that extra capacity was needed on the Wakefield route, leading to the idea of the Gelderd Road Curve,
or if there was surplus capacity on the Trans-Pennine line leading to a decision to close Viaduct Line,
providing a chance to create extra capacity for the Wakefield route. It was not possible to keep both
the line from Farnley Jn and create a new Gelderd Road Curve (OP 1 May 1967) as the levels were
different at what would have been the junction and the new curve would also have been too sharp.

[Gelderd Road Jn (SE 2789 3197) was a BR name for the 1 May 1967 junction (184m 22ch) not to be
confused with Geldard Road Jn (SE 2869 3322) almost a mile northeast near the Leeds - Skipton line.]

The Viaduct Line had sharp curves (and no doubt high maintenance costs) and Trans-Pennine line
trains took a minute longer via this route than by running via Whitehall Jn. It was soon found that two
approach routes from the Wakefield line (into the middle platforms via Whitehall Jn and into the
southern side of the station via the Viaduct Line) were not required, so the Viaduct Line only lasted
20 years, it CA 11 Oct 1987 (simplifying electrification). The OHLE in Leeds station was energised from
MP 183½, south of Gelderd Road Jn, to MP 20, on Marsh Lane Viaduct on 4 Jul 1988 (BLN 590.8).

Neville Hill Depot was not electrified (it followed in 1993). As there were some middle day diagrams
that did not return immediately to London, the Viaduct Line was partially reopened as a single track
electrified stabling siding. A member who is a Leeds native was surprised that the Viaduct Line wasn't
reinstated to Farnley Jn as part of the Leeds remodelling in about 2000. The project seemingly had a
large budget and this would have provided a non-conflicting route for Trans-Pennines services.

328] North Blyth: (BLN 1381.1925) The government has committed about £100M to the 'gigafactory'
at Cambois, on the 230 acre site of Blyth 'A' and 'B' Power Stations and part of the former coal staiths
area. Owned by 'Britishvolt', it will manufacture lithium ion batteries to power 300,000 to 500,000
electric vehicles a year. This is expected to create 3,000 jobs directly and at least 5,000 in the supply
chain. Two private investors will contribute about £1.7bn towards the estimated £2.6bn cost.

The government wants the UK to become a major force in the fast growing market for electric cars.
If manufacturers are to build electric cars in the UK, it is vital to have battery factories here, so there
may be more. The batteries are large and heavy, making local production desirable, and make up a
large proportion of the value of an electric car. Under the Brexit deal, cars made in the UK and sold in
Europe will soon have to contain a significant proportion of UK or European parts by value.

Construction started at Blyth in Sep 2021; from Mon 24 Jan until 13 May, there is a SSuX path from
Shap, Harrisons Quarry to North Blyth for a 2,200 tonne GBRf aggregate train (see BLN 1381.1925)
The artist's impression of the new factory doesn't show an obvious rail connection. East Bedlington
Parish Council optimistically hopes that approval of the plant could pave the way for rail services to
Cambois! The Nissan Washington factory is to have its own battery facility and has no rail connection.

329] Leeds: Down east end bay P7 at Leeds East Jn was lengthened over Christmas. It accommodated
5-cars previously. Can anyone confirm, please, if this was a platform extension (as seems likely) or is
the extension at the buffer stop end? It is used all day by some Northern local shuttles to/from York.

330] Berwick-upon-Tweed: NR will carry out major repairs to the Grade I listed Royal Border Bridge in
2022, then no major maintenance work should be needed for 30 years. The footpath along the bridge
remains open throughout. The work moves sequentially along the arches. Jan: set up site and repairs
to arches 1-2; Feb: Arches 3-5; Mar: 4-7; Apr: 8-11; May: 12-15; Jun: 16-19; Jul: 20-21; Aug: 22-25;
Sep: 26-28; Oct: As needed; Nov: Clear site. Masonry repairs will be made to all 28 arches. It involves
installing tie bars, replacing bricks, repairing cracks and any areas of weakening, applying new mortar
and improvements to pattress plates, which will help to stabilise and weatherproof the bridge.

331] Darlington: (BLN 1387.2729) A Compulsory Purchase Order inquiry into neighbouring buildings
on the east side of the station was due to take place in mid-Jan. Demolition work for the £105M
redevelopment is expected to begin in Feb and construction work could start this summer.

332] Barnsley - Penistone: On 10 Jan NR started work to strengthen the footbridge over this line
between Dodworth and Silkstone Common. It is quite unusual nowadays to see an attractive bridge
with quite steep steps and rather basic low railings. No doubt these will be greatly enhanced!

1394 NORTH WEST (John Cameron) [email protected]
333] I Was a Signalman - Part 11B: (BLN 1393.203) Broadheath No1 box was actually described on the
box diagram as Broadheath Junction (No1); a 2 Feb 1956 photo shows the external name board as
'BROADHEATH No1'. The other box was described on its diagram as Broadheath No3 (Goods Box).
Just for the record, the original BLN 665.23 of 21 Sep 1991 was not sent in by Dave Leeming!

334] I Was a Signalman Part 12, Baguley Fold Jn: (BLN 1393.203) By Dave Leeming. When I moved to
the Manchester Victoria side, it was something of a different world. Not Victoria actually, but correctly
Miles Platting, just part of the Victoria area, of course. Miles Platting was a quite extensive area
covering mostly ex-Lancashire & Yorkshire (L&Y) lines from Victoria (excl) to Ashton-under-Lyne also
beyond Rochdale to Smithy Bridge ('fringing' Preston Power Signal Box) and included Oldham Loop.

The job was a temporary position (so did not count towards my seniority) and I can't remember what
caused it to arise. It meant, of course, that I couldn't expect to be in that position for ever and the
regular man would return. If he didn't return, it would be re-advertised as a permanent job and I
would have to apply again. I knew I would have little chance of landing it as a permanent post but it
would be a valuable experience and I was determined to gain as much out of it as I could. In the event,
I was at Miles Platting for only nine months so there was not much time for any real adventures.

To begin with, I went to introduce myself to the chief at Victoria who welcomed me. I was told that I
could have as long as I wanted to learn the job and I guessed at three weeks. I formed the impression
that it was expected that I would want three months but I was anxious to 'get on with it'. They were
impressed to say the least! And there's nothing better than getting oneself into the 'good books' right
from the start! The Piccadilly side Block Inspectors would have briefed them about me, of course.

I spent those three weeks learning the rudiments of what could be quite busy boxes. I found them to
be pretty straightforward but with the usual idiosyncrasies that every box has. I had five locations on

my rota: Baguley Fold Junction, Brewery Sidings, Collyhurst Street, Miles Platting Junction & Philips
Park No1 (Park No1). While I was training at them, I also took the opportunity to have a brief look at
some of the other boxes of the Miles Platting area. Even as a Rest Day Relief Signalman, one never
knows where one might end up and it is good to have at least a passing knowledge of other boxes.
I visited Ashton Moss North, Hollinwood, Oldham, Rochdale, Shaw & Smithy Bridge. They've all gone
now. I had a brief go at all of them but was never given the opportunity of actually working at any.

The only one of them with any real historical interest was Hollinwood as it then still retained its L&Y
block instruments. These had the bell button as a plunger in the middle of the commutator, which was
different, so I did manage to have a go at something which was not plastic... The Miles Platting relief
job was a Class '3' as four of the signal boxes on my roster were Class 'C', enough to pull the grade.
As can be seen, the job grades were numbered and the signal boxes lettered.

Classification of signal boxes was based on a combination of equipment and traffic density. The more
levers and block Instruments there were with a sufficient number of trains passing, the more potential
there was for a higher grade. A signal box could pull a grade 'B' for instance because there was a large
operating frame with lots of working levers and many block instruments, even though there was
almost no traffic. Conversely, it could have few working levers but many trains - some level crossings
were like this. There was discretion in both directions for a signal box that was considered to be in the
'wrong' classification. This would be discussed at union level and a box could be regraded accordingly.

This might have implications for a signalman if his box was downgraded during his incumbency as he
would then be expected to apply for signalling positions 'at or nearer his rate of pay'. However,
discretion would be given here too if the next nearest box of a sufficiently high grade was many miles
away and that it would mean excessive daily travel or if the box concerned had a limited remaining
life. This could happen if a resignalling scheme closed every box except one and the surviving box was
also downgraded as most of the equipment had been taken away. Under those circumstances, a
resident signalman would usually be allowed to remain in that box until the situation changed again.

Relief signalmen were classified according to the class of box they were expected to cover. Class 'A'
boxes were generally covered by Class 1 reliefs and Class 'B' were covered by Class 2 reliefs. Class 'C'
and 'D' boxes were covered by Class 3 men who received the 'D' rate of pay as standard but with an
uplift on a daily basis when covering an actual Class 'D' box, recognising that they were reliefs.

To gain the higher relief status, one had to be rostered to spend more than 25 percent of one's time in
the higher grade of box and this could have the anomaly of the Rest Day Relief (RDR) receiving a
higher rate of pay than the General Purpose Relief (GPR) he was working alongside. This would be
solved in many cases by uplifting the GPR rate of pay to that of the RDR. This would be raised and
resolved at Sectional Council level. I will discuss these procedures another time.

I will start my sojourn with Baguley Fold Junction, the furthest from my Miles Platting 'home station'
and the only one which attracted any travelling time - 20 minutes each way. This box, in common with
most of the other Miles Platting area 'big' boxes on my patch, was a Railway Signalling Company
construction, an L&Y clone with an L&Y style 64-lever frame. Around half of the levers were spare or
missing. Some levers at the Ashton end had been removed to accommodate the CCTV equipment
(see later). On the block shelf above the levers were three standard BR (British Rail) block instruments.

Back in 1960, there had been boxes at Clayton Bridge station (level crossing), Baguley Fold Junction,
Park Station Junction, Philips Park No1, Ashton Branch Sidings Junction and Miles Platting Station
Junction. The distance from Clayton Bridge box to Miles Platting Junction box was 2 miles 1,228 yd.
The Line was double from Clayton Bridge station towards Baguley Fold Jn. Here, it split into two pairs.
The Main Lines continued past the box towards Park station and the Goods Lines ran parallel on the
Up Side. At Park Station Jn, the Goods Lines split again for Park No1 and Philips Park No2 (Park No2).

In 1990, the flat Junction at Baguley Fold still existed and the Goods Lines - then the 'East Curve' - still
continued but the former junction at Park itself had become a divergence so that line simply curved
away towards Park No2 and Ashburys. There was the usual crossover just east of the junction points.

In 1990, Park station (but not the box) survived, but not for long (the last train was on 26 May 1995).

There had also been a yard at Baguley Fold Jn connected to a branch which used to curve off sharply
through ninety degrees southwards over a substantial brick bridge (still in situ in 1990). It had led to
various sites in the direction of the present-day Etihad Stadium including Stuart Street Power Station.
There is no reference to this branch in the 1960 Sectional Appendix because it was a private line; the
track was all lifted by 1975. From this yard, additional Up and Down Goods lines ran towards Park
station; these were worked as 'no block' lines and were both available to be worked in both directions.

Back to 1990: Baguley Fold Junction signal box then worked to Park No1 in the Up direction towards
Manchester and to Ashton Moss North Junction towards Ashton-under-Lyne on the Down. It also
worked to Park No2 via the 'East Curve' towards Ashburys. It was Absolute Block all round and the
layout was fully track circuited to and from the Ashton side of the level crossing at Clayton Bridge.
Everything worked conventionally and all the previous permissive working had been abolished.
I do not remember having to signal any trains to or from Park No2. Although freights and railtours did
go that way occasionally, none of them happened while I was on duty there.

As well as the junction itself, the box worked the level crossing barriers at Clayton Bridge via CCTV.
It was a simple crossing and it caused few problems apart from annoying the punters who, because
there was nobody on site, had nobody to shout at!! I also acquainted myself with the Clayton Bridge
barriers on site and found them to be essentially the same as those in the Altrincham area.

A friend lived in the Clayton area and he was one of those who I must have stopped at the crossing for
trains to pass. He was invited to spend a few hours with me at Baguley Fold Jn to see the 'other side'
of the picture, so as to speak. He could see what happened and why. It was a pity that more of those
who complained could not have done the same. Shades of Navigation Road (see BLN 1386.2619)!

The CCTV monitors were mounted on the block shelf at the Ashton end of the box. The crossing was
operated from a pedestal where the lower numbered levers had been. As with all barriers, detection
was provided on the barriers to indicate that they had lowered successfully. Then the crossing was
'proved' by a push button on the pedestal, detected and seen on the black and white screen to be
clear. This released the electric locks on the signal levers so that they could be reversed. The barriers
could not be operated until the monitor had been activated. Two cameras were installed at the
crossing and two monitors in the box. We often changed them over to make sure that they both still
worked. If we were unable to see a picture on either monitor, we had to obtain the services of a
flagman to locally monitor the barriers on site and to communicate with us signalmen. We would
maintain the signals at danger until advised by the flagman that the crossing was clear. The crossing
equipment was very reliable and I am happy to say that no faults occurred when I was in charge!

The Down Line from the Down home signal to the Clayton Bridge signal was operated as if it was an
intermediate block section although was not designated as such. The crossing home signal, protecting
the level crossing had its own distant signals under the Down Main home signal and the branch home
signal. The Clayton Bridge signal was a colour light and the distants for it were motorised semaphores.
They all worked off the same shortened lever (painted red at the top and yellow below with a white
stripe between the colours to indicate that it needed a 'line clear release' to operate). It was the lever
that was locked and it could not be reversed until a 'line clear' had been received from Ashton Moss.
Which of the two distants cleared was determined by which of the two home signals was then 'off'.

On the Up Line, a 2-aspect colour light distant signal and a 3-aspect colour light outer home protected
the level crossing. The inner home signal, another 3-aspect colour light, protected the junction points
and there was a Position 1 feather for the branch. This signal also acted as Park No1 Up Distant Signal,
or the Park No2 Distant Signal depending on which way Baguley Fold Jn itself was set.

Working Baguley Fold was straightforward. On the Miles Platting side of Manchester, 'call attention'
was in general use for offering trains but 'out of section' (OOS) was not sent usually - unless someone
of importance was around. 'Train entering section' was not usually acknowledged by repetition but
the commutator was turned. There was such a density of trains in the Miles Platting area that 'OOS'

was very often immediately followed by 'ding!' and another train offered. Regulation 1e applied on
the Down Main - accept a train from the box in rear and offer it straight on to the box in advance. So:

A train is accepted from Park No1 on the Down and offered straight on to Ashton Moss. The Down
home and distant signals are pulled immediately. I receive 'on line' and go to the CCTV equipment for
Clayton Bridge crossing and press the monitor button to obtain the picture. I press and hold down the
'down' button and watch the barriers lowering. Once the crossing is seen to be clear, press the
'lowered' button and the picture goes off. (I could restore it by pressing the monitor button again.)
I pull the Down starter and watch the Down distant rise to off. The train passes (with tail lamp!), the
distant and home signals are replaced and 'OOS' is sent to Park No1. By then, the train is approaching
the crossing so I send 'on line' to Ashton Moss. The crossing signal goes to red as the train passes it and
I replace the signal lever. The crossing barriers rise automatically unless I have turned the 'auto' switch
to 'manual' to hold them down, or if I have pulled off for an Up train. In due course, I receive 'OOS'.

On the Up, I accept a train from Ashton Moss. When I receive 'on line', I offer the train to Park No1
and obtain a 'line clear'. I lower the barriers at Clayton Bridge and pull off my outer home signal but it
will not clear immediately. (It will clear when the train occupies the track circuit on the approach side
of the signal - 'approach controlled'.) Then, I pull the inner home signal lever and then the Up distant
lever and this action causes all of my Up signals to now show 'proceed' aspects. The train passes the
crossing and the barriers rise automatically when it clears the track circuits. I replace the distant and
the outer home signal levers. I send 'on line' to Park No1. I send 'OOS' to Ashton Moss when the train
has passed me and I have observed the tail lamp/lights. I replace my inner home signal lever and then
get 'OOS' from Park No1 one minute later.

There was a large underbridge next to the box and I could see the road from that end of the box.
The road is on a rising gradient, quite deceiving as headroom under the bridge becomes less and less!

It was - and still is - an extensive bridge, at least six tracks wide: the double track Main Line, an empty
double trackbed and the double track East Curve Branch (now the Up Baguley and the Down Baguley).

BAMM!I was working there one day when - - there was an almighty bang and the box shook.

It took me a few seconds to gather my wits and I immediately thought of the bridge. Fortunately,
there was no train about just then. I went to the end of the box. There was the front end of an
articulated lorry sticking out from under the bridge. He had been deceived by the clearance and had

hit it. I scooted down the steps and the stairway to the road - around 50 steps. The lorry driver was
curled up in the road holding his stomach. I enquired after his health but got no reply. I told him to

hang on and don't go away! I went all the way back up the 50 steps to the box and it then occurred to
me that it would be a good idea to take his registration number. Grab pen and paper. Back down the

steps, note the number and back up again. I was quite fit then! It was a good job I did take his number.
When I looked again, he had gone. I went down the steps (again!) to find that he had backed out…

As luck would have it, a local manager just happened to be strolling along the line. I took him in to the
box and effectively - as a superior officer - put him 'in charge' although I had to tell him what to do!
He had a squint along the rails and couldn't see anything wrong or out of line so we decided to keep
the job moving, instructing drivers to cross the bridge at 5mph. I contacted our Control to report the
incident and I asked them to inform the Railway Police and that I had the lorry's registration number.
The bridge was later examined by the engineers and passed as sound and undamaged. Not surprising
really as it is a big hefty structure and it would not have easily been moved!

The upshot of this was a visit to the box a couple of days later by a Railway Police Inspector - assisted
by a Constable - who asked me if I would give a statement. No problem. But he started to get uppity
and he began to insist that my first duty should have been to inform the Police. I let him know that my
first duty was safety of the line and that it was Control's job to inform the Police - which they obviously
had. If he wanted a statement there and then, he had better change his attitude, or it would have to
be arranged for me to be relieved from duty and have another signalman booked on for a whole day
to cover for me while I gave my statement (which would take all of ten minutes) along with numerous

other inconveniences and which would not go down at all well. He backed down and I gave him his
statement. The Constable never smiled but I could see it in his eyes...

Baguley Fold Jn box is the only survivor of when that part of Miles Platting area was recontrolled to
Manchester North which also took over the duties of Park No2. Manchester Victoria was rebuilt in
1992) and resignalled in 1998 which ultimately resulted in the closing of Victoria East PSB, Victoria
West and Deal Street boxes as well as Thorpes Bridge Junction PSB and everything in between.
Baguley Fold Jn box was gutted and fitted with a small NX panel for the junction and signalling. It still
controls Clayton Bridge crossing, the most likely reason for its continuing existence (but see item 335).

It is noticeable that the modernising and resignalling which replaces 'big' signal boxes often leaves
some 'little' ones. There are many small islands of absolute block working interspersed between long
stretches of track circuit block working. My own experience saw places like Mobberley to Plumley
West and Glazebrook East to Warrington Central which still survive to this day. Often, it was because
the various PSB control systems were unable to communicate with each other. Blackrod was an
example which was a transfer point between Preston and the new Manchester Piccadilly installations
until a way was found round the problem. The new order of signalling will eventually put paid to most
of these islands; signalling will be essentially the same everywhere and the conflicts will disappear.

Addenda: Manchester Abattoir sidings (single journeys only) were on the Up side between Baguley
Fold Jn and Park. The concrete cattle unloading pens are still visible. Manchester Arena is on part of
Victoria's former through platforms, part of an abortive bid by the city to host the 2000 Olympics.

335] Manchester Victoria: Resignalling to Stalybridge is part of the Trans-Pennine Upgrade, including:
●Speed increases on the Rochdale Slow lines and Ashton lines. ●Closure of Baguley Fold Junction
Signal Box and resignalling of the area. ●Conversion of Clayton Bridge Level Crossing to Manual
Controlled Barriers with Obstruction Detection. ●Track circuits will be replaced with axle counters.

336] Blackpool Trams: Fisherman's Walk (excl) - Fleetwood Ferry TCP from Mon 31 Jan for up to
eight weeks. This is for a metal gas main pipe in Lord Street laid in the 1920s to be replaced with a
modern plastic version. It was very fortunate/deliberate that our tram tour was on Sun 30 Jan!

337] Buxton - Hindlow: (TRACKmaps 4 p44E 2018) NR is to reconnect Hillhead Quarry to the branch at
3m 20ch. Tarmac has contracts to supply HS2 with materials. The quarry was rail connected until it
closed on 31 Jan 1973 (BLN 233 p130); BLN 557 noted that five freight wagons were taken there by
road from Hindlow for a 16-19 Jun 1987 industry exhibition as the quarry wasn't rail connected then.

In the current timetable six daily paths are available on the Hindlow branch for the Tarmac quarries at
Hillhead and Hindlow itself. The private sidings will be constructed, owned and operated by Tarmac.
NR will reinstate Hindlow No1 Ground Frame (3m 20ch) as shown on TRACKmaps and install an
intermediate token block machine at Hillhead in the current token block section between Buxton
Signal Box (0m 02ch) and Briggs Ground Frame (4m 43ch). A train to Hillhead Quarry will take the
token from Buxton Signal Box as normal, use the token key to unlock the ground frame, arrive at
Hillhead Sidings, close the ground frame and return the token into the new intermediate token
machine (the train will be 'shut in'). Then one token can be released at Buxton Signal Box, Briggs GF or
Hillhead Sidings for another train to enter the single line. The work is due to be completed this spring.

338] Piccadilly: NR is to convert a disused room near P1 into a new Assisted Travel Lounge. Costing
£800k it will be a quiet welcoming waiting space with dedicated staff to help people with mobility and
sensory needs. It will have: ֎An accredited Changing Places toilet. ֎A sensory space for people who
find stations overwhelming. ֎Accessible seating and seven wheelchair bays. ֎A staffed welcome
desk. ֎A water bowl for service dogs. Pre-Covid 44,500 people used the Piccadilly lounge annually.

339] Oxford Road: Due to a delay in fitting Automatic Selective Door Opening equipment, (ASDO not
an ASBO), TPE trains are prohibited from calling at P1. If a TPE passenger train has to be routed via P1,
the signaller will contact the driver by GSM-R and advise then to 'follow their company instructions for
this platform' (presumably not to stop or not to open the doors?). The same rules apply at Penrith P3.
It seems that drivers/conductors can no longer be trusted to open the right doors (or is that left?)



BELOW & FOLLOWING: (Item 334) Baguley Fold Junction signal box. (D

David Leeming in 1989 who somehow knew that no trains were about.)







LEFT: The replacement panel - it's still there. (www.tilleyweb.biz.)

BELOW: The low bridge referred to in Dave's article, adjacent to the
junction and box. The box is on the embankment the far side of the

bridge on the right with the steps up to on the embankment



ABOVE: Clayton Bridge Crossing controls with Dave's reflection bottom centre in Monitor 2 (switched off)
BELOW: The illuminated diagram at the time (1989). ('Ingy the Wingy'.)

X.32] BELOW: The new Blackpool North tram extension terminus

looking towards the end of line. (Ian Mortimer, Sun 30 Jan 2022.)

X.33] BELOW: The platform for Glossop and Hadfield at Broadbotto

om looking towards Manchester. (All Ian Mortimer, Tue 1 Feb 2022.)





BELOW: A Hadfield to Manchester train approaches; it was only ever double

track here. The goods shed is impressive (the goods yard closed 15 Jul 1963).





Changing at Guide Bridge (PREVIOUS), Ian reached Romiley to see how the

platform extensions are progressing. BELOW: Looking towards Manchester.

BELOW: The 13.03 to Rose Hill Marple leaves Romiley on its five minute jour

rney; 150150 is the rear set with 150128 leading. (Ian Mortimer 1 Feb 2022.)

BELOW: Looking towards Marple, Sheffield and Rose Hill, the train is for Manc

chester Piccadilly; 4-car DMUs require Selective Door opening here at present.

340] HS2: Manchester City Council says that the current (economy) plan for a combined above ground
Northern Powerhouse Rail (NPR)/HS2 Piccadilly station, rather than their preferred option of an
underground though station, would cut off and blight part of the city. Analysis by the Council finds
that the land required to build the government's preferred option would cost up to 14,000 new jobs
due to lost development opportunities around Piccadilly, cutting potential economic growth by an
estimated £333M over 30 years. HS2 would have to emerge from a tunnel in Ardwick, then take a mile
long viaduct up to 12m high to the new surface station. The NPR line to Leeds would also require a
new viaduct. Chancellor Lane, one of the main roads into the city centre, would have to be closed for
good and a huge new road interchange built at Pin Mill Brow. The new station would also be at full
capacity from day one of HS2 and NPR. It would also require all trains between HS2 and NPR to
reverse at Piccadilly but an underground station would allow for through running without a reversal.

Meanwhile, Architects Weston Williamson + Partners who designed two Crossrail stations, oversaw the
Waterloo redevelopment and work on railway projects abroad, have drawn up plans for a fully-
integrated subterranean rail hub beneath Piccadilly. It is very similar to Old Oak Common HS2 station
and would sit beneath Station Square, a pedestrianised forecourt opening up opportunities for urban
regeneration around Store Street, Chapeltown Street and the Ashton Canal. [Crowdfunding perhaps‽]

341] Winsford: On Thur 2 Dec the 22.43 Crewe Down Refuge Siding to Kirkdale CS 'Top & Tailed' by
56302 & 56091 came to grief on the Down Fast south of Winsford (thankfully not north!). Early Fri 3rd
it was declared a failure with a rear wagon wheel flat and stayed put, returning to Crewe 24 hrs later.
As a result, on Fri 3 Dec, from Euston, all the 1SXX trains to Glasgow Central (and 1S87 terminating at
Preston), 13 in all, plus the 08.07 and 19.00 to Liverpool Lime Street and 17.57 to Lancaster crossed
from the Down Fast to Down Slow via the facing crossover at 158m 48ch just north of Crewe station.

342] Liverpool: (BLN 1333.1919) First mentioned in BLN in 2015, computer images of how the new
Merseyrail station could look have been released. It will be between Liverpool Central Low Level and
Brunswick on the Hunts Cross line at the Baltic Triangle. There is also an online poll to find the most
popular name. It would reopen Liverpool St James (0m 62ch), named after the local parish church,
OP 2 Mar 1874; CP 1 Jan 1917 (along with many other stations that day) - the platforms can be seen in
the first gap between the tunnels leaving Central for Hunts Cross. The Metro Mayor has pledged to
open the new station and to avoid confusion with James Street station a new name will be used.

The shortlist is: Liverpool Baltic, Liverpool Parliament Street and Liverpool Riverside - so 'Liverpool' is
likely to feature then; perhaps unsurprisingly the first one is in the lead. https://bit.ly/3ANczpD has
the pictures and public vote which closes at 17.00 on Fri 18 Feb. Land has been purchased for a ticket
office building and, subject to funding for construction, it is hoped to open the station in 2025.

343] Great Musgrave: (BLN 1388.2859) Incredibly the National Highways engineer in charge of the
notorious infilling of the overbridge here has asked Eden Valley and Stainmore Railways to assist with
the planning application to make the infill permanent! :'I don't believe it!': The two railways have
been planning a link from Warcop to Kirkby Stephen for 25 years. Before infilling, Great Musgrave
bridge was in good condition, with only an estimated £20k of repairs needed to a handful of minor
defects. Now, National Highways claim that bringing the structure back into use for rail use could cost
as much as £431k, on top of the £124k they spent on [unnecessarily] infilling it. They have applied to
the local authority for planning permission as it was done without permission under emergency
powers, which thankfully only permit temporary 'emergency' work. Some say that these powers were
abused to avoid having to consult and risk opposition to the work. The Railways have, understandably,
declined the request for details of their future plans including replacement structures, construction
phases, land acquisition, fundraising, liability transfers and Parliamentary powers. One line that
National Highways may take is to claim that there is no realistic prospect of the railways joining up but
their infilling proposal certainly faces stiff opposition. Ironically, it was the widely publicised picture
(e-BLN 1379.1694) of this bridge after 1,000 tonnes of ugly mass concrete had been applied that was
widely publicised and turned the public and political tide against National Highways in mid-2021.

344] Holmes Chapel: (BLN 1385.2485) Simplified Bidirectional Signalling on the Up lines extends from
Sandbach South Jn to Styal Jn (north of Wilmslow on the Styal line) and to Cheadle Hulme North Jn.
On the Down lines it is available from Cheadle Hulme South Jn to Sandbach South Jn and on the Down
Styal from the Facing X/O between Wilmslow P1 & P2. However, TRACKmaps 4 (2018) does not show
this on the Up and Down Wilmslow on the Cheadle Hulme side of Wilmslow South Jn (it will, it will!).

345] Westhoughton: (pronounced 'West-how-tn') In a £2.3M project (the electrification budget is
£78M), Chew overbridge, carrying a very minor 'unmetalled' gated road which is used by heavy farm
machinery, was to have been removed on Sun 22 Jan. It is just the Westhoughton side of the M61
overbridge. A new steel bridge with OHLE clearance is to be installed on Sun 19 Feb. Chew Moor
station was the other side of the present M61 bridge, first in Bradshaw in Jan 1851 and last in Jul 1851.
Maybe everyone ate their food properly in 1851? The discredited 'Butt' says it OP 1848 near the
eponymous village and in Aug 1852 Lostock Junction station opened less than a mile away replacing it.
It is shown on an 1849 OS map supporting the 1848 date (Colonel Cobb has 1851-52 to be different!).

1394 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]
346] Long distance taxis: (BLN 1393.269 & Item 392) When a member worked for InterCity Great
Western (remember them?) in the early 1990s, an elderly lady turned up at Reading one evening after
the most horrendous journey from the south coast missing, not just her ticketed connection, but the
next one too. (In those days, cross country services were only hourly - we would never have that
again, would we‽) The staff found out where she was going and immediately booked her a taxi to…
Dundee. £800 and 458 miles (eight hours), trumping the Holyhead to London via Derby 298 miles.

The driver had to obtain his wife's permission, needless to say. Would driving regulations allow this
journey now, indeed would the same would happen now? On privatisation, the rail industry was told
to aspire to airline standards! As many know, that often involves abandoning late arriving passengers.

The issue of train crews in taxis surely should have been addressed years ago (Derby to Newcastle in
BR days and Plymouth to Penzance now, for example) given the relative safety of rail versus road,
especially as these journeys potentially can take place in darkness and fog early morning/late at night.

347] London Gateway: (BLN 1393.211) The Rail Accident Investigation Branch is investigating this
significant and disruptive derailment on Christmas Eve. It has confirmed that the leading bogie of the
12th wagon - the only one on the train without a container on it - derailed about 500m before Port Jn.
This was NR infrastructure before 'The Bridleway'/Smiths Level Crossing (28m 07ch) and on plain track.
Four more wagons derailed on the first facing set of points in the port area at Port Jn (the ones for the
Thames Haven Single line now plainlined). Separately it has been confirmed that this 500m section of
the Down Thames Haven line was re-laid (an anagram of derail!) during the repairs after the accident.

348] Werrington Jn: (BLN 1391.3237, photo e-BLN 1393.X.10) Due to a points failure on Thur 20 Jan,
the 08.22 and 11.42 EMR services from Lincoln ran to Peterborough P6 instead of booked P2B & P1
respectively after traversing Werrington Diveunder in passenger service. The 10.28 to Doncaster and
13.21 to Lincoln return workings respectively left from Peterborough P6 and ran via the diveunder.
At least three diversionary uses by EMR trains on Sat 22 Jan were also attributed to a points failure.

349] Little Kimble: (BLN 1388.2875) With closure and lifting of the line at Calvert to construct HS2 an
aggregate train now runs from Tytherington (at 15.43) to 'Little Kimble' on the Princes Risborough to
Aylesbury line five nights a week for 18 months. The first was Sun 9 Jan from Acton. After passenger
services finish it goes through to Aylesbury North Loop and, after reversing, reaches its destination at
00.38. Unloading during the night is actually north of Marsh Lane Crossing between Little Kimble and
Aylesbury, fortunately a fairly remote spot! The unloading point (47m 44ch) is near where HS2 will
cross that line. The proposed Stoke Mandeville bypass road, which is being constructed by HS2, is
nearby. After unloading, the return working is booked to depart 05.06 but can leave two hours earlier.
The train is 20 bogie box wagons operated in 'Top & Tail' formation by a pair of DBS Class 66 locos.

One consequence of this is the 00.10 MSSuX from Marylebone to Aylesbury Chiltern train now
terminates at High Wycombe for an all stations bus connection onwards to Aylesbury taking an hour.

350] Felixstowe: (BLN 1386.2642) From 10 Jan GBRf began a third service to Birmingham Intermodal
Freight Terminal, operated by Maritime Transport. It runs SuMX with capacity for 87TEU each way.
It is the 15th GBRFf operated service from Felixstowe, taking the number of scheduled freights on the
branch to 74-76 in total (37-38 each way) on a typical weekday (the port can handle 48 trains a day).

A summary list of recent BLN items on intermodal etc traffic from the main ports:
Felixstowe: BLNs 1322.313 (branch new track plan) & 1386.2642.
Barking (Tesco): BLN 1380.1837.
Tilbury2 (Tesco): BLNs 1386.2641, 1392.81 & 82.
Tilbury London Container Terminal Tesco: BLN 1392.81.
London Gateway (DP World): BLNs 1380.1843, 1383.2210 & 1386.2640.
Southampton Western Docks: BLN 1372.701, track layout.
Southampton (DP World): BLNs 1376.1282, 1380.1843 & 1383.2210.
Southampton Western Docks (Solent Stevedores): BLN 1369.236.
Liverpool Seaforth Container Terminal: BLNs 1374.1007 (new track plan) & 1385.2476.
Teesport, Tees Dock Freightliner Terminal: BLNs 1378.1574 & 1381.1920.

351] Cheddington: P4 on the Up Slow closed from Fri 21 Jan for up to 10 weeks; normally 23 trains to
Euston call (20 SO; 18 SuO). An inspection the day before found that urgent repairs are needed to the
supporting structure. The largely wood construction is sliding down the embankment into the farmer's
field. Rectification is expected to take up to 10 weeks, the design preparation began on 24 Jan and
may take four weeks but could shorten the duration of the works. A replacement shuttle bus service is
operating between Leighton Buzzard, Cheddington and Tring. Down services at Cheddington P3 are
unaffected. 12,408 passengers were recorded at the station in 2020-21 and 68,694 the year before.

352] Reedham Jn - Great Yarmouth: (BLN 1378.1574) This has been the subject of many BLN reports
on the lengthy closure during resignalling and the curious isolation of Berney Arms station. BBC News
carried a long article on the human side of life there, past and present, from which this is an extract.

The Norfolk hamlet of Berney Arms was once home to a small but thriving community. Today, it lies
empty but for an unused pub, an RSPB centre, a closed marsh mill and a railway station. What was it
like to live there and what does its future hold? I would go back and live there tomorrow if I could, said
Sheila Hutchinson. She was raised in Berney Arms, a remote settlement sitting on the north bank of
the River Yare near Great Yarmouth. At one time there were 11 families there, she said. Livelihoods
were eked out largely from the land itself, whether directly at the marsh mill or indirectly from grazing
cattle. The last lifelong residents to leave Berney Arms were Mrs Hutchinson's uncle Stanley Hewitt
and his family. They left in 1988 when their farmhouse was sold to the RSPB. When we were growing
up we had no running water, no electricity and a fireplace in the kitchen. People have asked me what it
was like growing up like that. The answer is simple, we didn't know anything different. I don't remember
ever being poorly or having a day off school, the 75 year old said. To reach school each day she walked
across nearly a mile of marshland to the station. She carried a flannel and a towel with her to clean up
before joining the train to travel to school in Great Yarmouth. Author Mrs Hutchinson, who wrote
'Berney Arms Past & Present' with her husband Paul, remembers the breathtaking views from her and
her brother's bedrooms, stretching out to Burgh Castle on one side and the station on the other.

353] HS2: A mesh shield to protect endangered bats living in ancient woodland traversed by HS2 has
caused a stir because it will cost FORTY MILLION POUNDS. French engineering firm Eiffage is working
with British contractor Kier to erect an 850m 'tunnel' over the new track at Sheephouse Wood in
Buckinghamshire. Plans for the Sheephouse Wood Bat Mitigation Structure have been disclosed under
public procurement transparency rules and follows a high profile campaign by conservationists
including BBC TV presenter Chris Packham. They argued that to protect the ancient woodlands, home
to Bechstein bats, HS2 should not be built. A HS2 spokesperson said Bechstein's bats are one of
Britain's rarer bat species, protected by strict UK environmental legislation. The protection structure
was designed following extensive consultation with leading bat experts to keep the bats away from
passing trains and allow HS2 to meet legal obligations to avoid harming them and other bat species.

354] Chelmsford, Beaulieu Park: (BLN 1392.90) On 21 Dec 2021 Essex County Council's (ECC) Cabinet
authorised a Development Services Agreement with NR for the station to enter GRIP Stage 5 with an
indicative cost estimate of £9.4M, This is full design stage with cost and time estimates. It means that
ECC takes all the risk of cost escalation and underwrites any operating deficit incurred due to the
station. (They must be very confident!) Now planned to open in 2026, over 2M annual passengers are
expected and it will support 3,600 new homes and a 40,000m2 business park northeast of Chelmsford.

355] Cambridge South: (BLN 1380.1831) At South Cambridgeshire District Council's Cabinet on 10 Jan,
councillors confirmed that they support the scheme in principle but want environmental clarification.
This includes biodiversity improvements and minimising any loss of trees alongside the railway.

356] Slough: The footbridge at the country end of the platform buildings reopened in early Jan after a
closure for repainting. The London end footbridge, opened in 2012 for the Olympic Games, with lifts
was available throughout. It involves a longer walk with free access to rain (when available).

1394 SOUTH EAST - SOUTH (Julian James) [email protected]
357] Wye & Chartham: (BLN 1388.2886) Between Ashford and Canterbury West both sets of manually
controlled level crossings with hand operated gates (requiring the signaller to enter the road) are to be
upgraded to Manually Controlled Barrier crossings with CCTV controlled from Canterbury & Wye Area
Control Centre (CWACC - 'quack'). Each will have four standard lifting barriers, LED road traffic lights,
'red man standing' signals and an audible warning system. Work starts on 10 Sep with commissioning
in a 52 hour possession from 17 Dec. At Chartham the former signal box (now a gate box) adjacent to
the crossing will become redundant once the new crossing is commissioned. However, the building
will not now be demolished but will remain in situ following consultation with the local Parish Council.
A listing application for this box is now under consideration by English Heritage (BLN 1388.2885).

358] Ashford Chart Leacon: (BLN 1367.3676) The depot opened for the electrification of Ashford to
Maidstone East on 9 Oct 1961. With privatisation it was sold for £19.46M on 5 Jun 1995 and closed in
Apr 2014 - remaining staff were transferred to Ramsgate. Demolition began in 2020 to create five new
stabling and light maintenance sidings with staff facilities for Southeastern EMUs due to open in 2023.
They were to have been displaced from Ashford Hitachi Depot by Thameslink units for the Maidstone
East line. The site is clear but there has been no new construction work; is the scheme now paused?

359] Ashford International: (BLN 1386.2650) International P3 & P4, Up and Down Channel Tunnel Rail
Link respectively, have been closed since 19 Mar 2020. It is presumed but not confirmed that no trains
have run through these platforms (the tracks have certainly been very rusty). However on 14 Jan a
non-passenger train led from St Pancras International by TransManche Super Train 3733999 was seen
reversing in P4 from 12.02 to 12.35. Realtime Trains suggests that a further such service that day used
P3 from 14.25 to 14.50 but a similar pair planned for 12 Jan had not run. Similar movements were
planned for 19 and 21 Jan. These may have been test trains, rusty rail moves or for driver training.

360] Ryde - Shanklin: (BLN 1392.103) When a half hourly service runs, the extra trains only run to
Ryde Esplanade as there is no connecting ferry. It is said to improve connections with the hovercraft!

361] Virginia Water: On Fri 21 Jan the 10-car 05.42 from Reading to Waterloo, the first of the day, lost
all its Down side shoegear and some on the Up after striking a displaced out of gauge conductor rail
between Longcross and Virginia Water. No trains were able to run on the Up Main through Virginia
Water. The suspected cause was a stoneblowing machine working overnight. Very extensive
disruption followed, partly through difficulty moving the disabled train. Conductor rail 'sits' on top of
the insulators retained laterally by upstanding lugs and restrained longitudinally against drive through
the passage of shoes in a single direction by clips on the foot of the rail (NR) or by anchors to sleepers
(LUL). On the trains, links supporting the shoes are designed to break when overloaded, so that shoes
do not displace further conductor rail. In your Regional Editor's work experience, there were known
locations where householders next to the line would phone up sporadically and ask that somebody
attended to remove accumulations of shoes that had been projected over the boundary fence into
their gardens! A 10-car EMU was sent to rescue the failure and the 20-car train, travelling at 5mph due
to interoperability problems, eventually made it into Staines Up Goods Loop (fortunately electrified).

X.34] BELOW: The Sat 7 Jun 1986 open day at Chart Leacon De
selection of vehicles from the 'platform' shown in the picture cen
There was also a shuttle from a platform on a siding on the main l

epot, Ashford. 777 'Sir Lamiel' was giving rides with this strange
ntre right (which was at the back of the depot) to the yard neck.
line side of the depot to and from Ashford station. Ian Mortimer.

X.35] Portsmouth Direct Line: (BLN 1392.94) The upgrade programme, from
12 level crossings. The initial blockade between Sat 12 and Sun 20 Feb 2022
crossings, including Farncombe West, Princes Bridge and Sheet. The latter
Automatic Half Barrier (AHB) crossings, likely dating back to the 1970s. All f
crossings, either with CCTV or Obstruction Detectors; it is not at this stage kno

BELOW: The original wooden 'V' shaped barrier design is shown to good effe
crosses School Lane. The photographer suspects that this type of barrier me
lifting barrier machine' (and colloquially as a 'penguin') but would be very g
Note the crossing is close to a school and the fenced pavements have pedestri