1379

om Long Marston on the shuttle. NEXT: Honeybourne P3 springs to life.





BELOW: At Long Marston; left is Merseyrail IPEMU 777002 (with batteries) and

d right is GWR trimode (ac, dc & diesel) 769930. (Iain Scotchman, 16 Jun 2021.)

BELOW: The stewards (including some our ours) with 230010 after Rail Live 2

2021, in the Viva Rail shed at Long Marston. (Kev Adlam, Thur 17 Jun 2021.)

1741] Long Marston: (BLN 1364.3267) In mid-June 230010, TfW's final 3-car diesel/battery hybrid unit
(of five for the Wrexham to Bidston line), was still at Long Marston for finishing touches. It was able to
work Honeybourne - Long Marston shuttles on 16 & 17 Jun for https://bit.ly/3zLvjVw Rail Live 2021.

This was arranged at short notice and some of our Society's stewarding team assisted with the
operation. Although the schedules on Realtime Trains were from/to Honeybourne P1/P2 (reversing at
Honeybourne North Jn), they actually used a new temporary 'P3' behind Up P2, avoiding conflicts with
the main line and reducing reversals. The unit had the branch to itself all day and ran entirely within
the section covered by the branch staff held by the Mobile Operations Manager, who accompanied
every trip outside Long Marston. They were not documented as running on RTT etc (but did). The
schedules were also incorrect; trains actually ran at times to suite mainline connections and waited for
them where possible - an extra 'ad hoc' trip ran on 16th (nine round trips in total with eight on 17th).

At Long Marston the usual (permanent) 'temporary' North Gate Platform (SP 1574 4798) was used at
Boundary Road North, near the main entrance (TRACKmaps 3 p14D). The Class 230 left this platform
for Honeybourne on the hour and the Merseyrail IPEMU (battery) powered unit 777002 on the half
hour (but only ceratin hours). The latter gave demonstration rides of 480m over the Long Marston
internal railway to a temporary platform (SP 1584 4764) on the track next to the QRTC/Motorail Shed
(on the outer circuit). It was said the first time that a Class 777 unit had carried passengers in Britain.

777002 ran in battery mode as it has no diesel set but was charged from a shore supply between runs
(with no charge for the rides). It is fitted with a smaller battery than would be used on Merseyrail;
from another project so easily available. A lot of testing has already been done. Being a smaller battery
it needed charging fairly often. When not running trips it was fully powered up including the air con.

Vivarail's 3-road shed (see TRACKmaps) was largely open to the elements, its stretched plastic sides a
victim of adverse weather. Porterbrook is taking over the whole site so changes may well be afoot.
The Class 230 operated in battery mode all day, using its diesel powered generating set to recharge if
required. In normal service, diesel will only be used if a unit is away from electric charging points for
extended periods but it can also directly supplement battery power if necessary. The service was
operated by SLC Operations' drivers and guards under the passenger licence of Rail Operations Group
and access agreement by Network Rail using the future TfW stock (an impressive collaboration!).

1742] Birmingham Interchange: Due to rising costs, HS2 has had to increase expenditure on the new
station by £100M. The latest estimate from HS2 is that it will now cost £370M to build even before any
tenders have been submitted. Expected to open in 2026, the project is being dubbed as one of the
world's most sustainable railway stations. Driverless trains will carry 2,000 people an hour to the
National Exhibition Centre, Birmingham Airport and the nearby Birmingham International station.

1379 IRELAND (Martin Baumann) [email protected]
1743] NIR: The full Dec 2019 timetable was reintroduced on 14 Jun (some 6-car trains were reduced to 3).

1744] Fort Dunree: North of Londonderry, on the Inishowen Peninsula in County Donegal, this cliff top
fortress and military museum near Buncrana overlooks Lough Swilly. As part of a plan to lengthen the
tourist season and divert visitors to less well known areas, a funicular railway is proposed backed up by
€9.3M from Fáilte Ireland (the National Tourism Development Authority of Ireland). It is one of four
recipients of such public funding totalling €44.3M and €28.7M of private funding. A visitor experience
will be created at Fort Dunree and Head, a fort perched on a hilltop in Donegal overlooking the Wild
Atlantic Way. It is proposed to build a funicular railway offering visitors a 'thrilling ascent' to the High
Fort, while its descent will provide views of Lough Swilly and its surroundings. A glass walkway is also
proposed joining two elements of the site and providing views. https://bit.ly/2SHNwlU incorrectly
says that it will be Ireland's first funicular. Avid BLN readers will be aware of the two private passenger
funiculars at Clonakilty Golf Club, Lisselan Estate, County Cork (BLN 1266.MR199 with photos) visited
by the Society on Sat 18 May 2019. East of Newry a 1:3 narrow gauge funicular once carried granite
blocks from the Mourne Mountains to Newcastle Harbour - now part of the 5km 'Granite Trail' walk.

1745] Belfast Lanyon Place/Central: (Quail 6 p18A 2004) Except as below, trains towards Yorkgate or
Bangor use P4; those from Yorkgate or Bangor use P3. All Dublin Trains use P2. Departures from P4
towards Portadown and P1 towards Bangor are below. At Lagan Jn the bidirectional Down to Up
facing crossover has no booked use. The one nearer to the station is booked for trains from Yorkgate
or Bangor that cross to P3. Yorkgate via the bidirectional Down line from Queen's Quay Jn (113m 79ch)
to P3 has no booked use. Yorkgate via the bidirectional Down Line from Queen's Quay Jn to P4: SSuX
07.20, 08.10 & 17.10 Carrickfergus & 21.38 Londonderry to Belfast Central plus 21.03 SuO ex-Portrush.

●Through P1 (in order they pass) SSuX: 06.10 Bangor - Lisburn, 06.05 Larne Harbour - Lisburn, 06.51
Bangor - Belfast Great Victoria Street (GVS), 06.45 Whitehead - Lisburn, 06.05 Portrush - GVS, 07.17
Bangor - GVS, 07.31 Bangor - Portadown, 07.27 Whitehead - GVS, 07.51 Bangor - Portadown, 07.33
Larne Harbour - GVS, 08.11 Bangor - Portadown, 07.55 Larne Harbour - GVS, 08.31 Bangor - GVS, 08.37
Bangor - GVS, 08.45 Whitehead - GVS,09.11 Bangor - GVS, 16.57 Bangor - Portadown, 15.38 Londonderry
- GVS, 17.17 & 17.37 Bangor - Portadown, 18.24 Carrickfergus - GVS and 19.15 Bangor - GVS.

●P1 to Titanic Quarter via bidirectional Up line and crossover (113m 75ch) SSuX 16.35, 16.55, 17.15,
17.35, 17.55 & 18.35 to Bangor. (SSuX 16.34, 16.54, 17.14, 17.34 & 18.14 ex-Bangor terminate in P1.)

●Through P2 (in the order they pass) SSuX: 07.37 Bangor - Lisburn, 06.12 Londonderry - GVS, 07.57
Bangor - Lisburn, 07.05 Portrush - GVS, 08.17 & 08.51 Bangor - GVS, 08.55 Bangor - Portadown, 15.45
Whitehead - GVS, 15.55 Bangor - Portadown, 14.38 Londonderry - GVS, 16.15 Bangor - Portadown,
15.56 Larne Town - GVS, 16.37 Bangor - Newry, 16.23 Larne Harbour - GVS, 17.54 Bangor - GVS, 16.38
Londonderry - GVS and 18.17 Bangor - Portadown.

●P3 Down starters SSuX 06.50, 07.22, 08.05, 08.26 & 18.15 to Bangor (no crossovers/bidirectionality).

●P1 Down to Yorkgate via bidirectional Up line to Queen's Quay Jn: SSuX 07.34 to Carrickfergus.

●Through P3 (in order they pass) in the Down direction SSuX: 07.06 Lisburn - Bangor, 06.35 Newry -
Bangor, 08.06 & 08.26 Lisburn - Bangor, 08.40 & 15.15 Portadown - Bangor, 16.20 GVS - Bangor,
15.45 Portadown - Larne H, 16.40 GVS - Bangor, 16.32 Lisburn - Bangor, 17.10 GVS - Londonderry,
16.52 Lisburn - Bangor, 17.34 GVS - Larne Harbour, 17.15 & 18.12 Lisburn - Bangor, 22.40 GVS -
Coleraine, 22.45 Portadown - Bangor. SuO all XX.10 services ex- GVS to Londonderry/Portrush.

●P4 towards Botanic: 17.29 SuO Belfast LP/Central - Portadown. [Thanks to Martin Baumann - BLN Ed.]

1746] Lisburn - Antrim: From just over a mile south of Lisburn at Knockmore (0m 00ch = 104m 09ch
from Dublin Connolly) to Antrim Jn (18m 40ch = 21m 55ch from the former Belfast York Road station
via Greenisland reverse), this little used ex-Great Northern Railway (Ireland) line is under possession
from 05.30 Fri 11 Jun until further notice. This is for bridge work at Lissue & Brookmount (0m 75ch to
1m 00ch), Ballinderry (2m 25ch to 2m 50ch) & Cedarmount (17m 25ch to 17m 50ch). There has been a
5mph restriction at Glenavy from 8m 50ch to 8m 75ch since 1 Jul 2020 due to embankment condition
and from 3m 75ch to 4m 00ch since 9 Jun 2018 due to a User Worked Crossing without a telephone.

1747] Ballina - Dublin: The International Warehousing & Transport (IWT) intermodal flow has ceased;
the last train left Ballina on Thur 10 Jun with Loco 232. It is unclear if this is permanent. Allegedly it is
because Dublin Port no longer allows the train to use the Common User Terminal, claiming congestion.
Founded in 1981, IWT is a privately owned Irish Company operating internationally who began running
the service on 20 Aug 2009. Initially it was based on containerised Coca-Cola concentrate traffic which
is shipped all over the world. IWT has invested over €2M in their Ballina terminal and have chartered
well in excess of 3,000 trains, up to 14 a week (thus taking the commercial risk away from Irish Rail).

1748] Don't forget to pack your TRACKmaps again: (BLN 1378.1613) On Sun 13 Jun, Translink were in
TRACKmaps mode and invented a station. They reported that a lineside fire between Ballymena and
Magherabeg* was delaying services. *Closed to regular passenger services from Mon 30 Apr 1956!

1749] Nil by mouth? Irish Rail says that eating and drinking is not permitted on their services due to
Covid and face coverings must be kept on. Not much fun travelling from Dublin to Tralee (4 hours) or
Ballina (3½ hours) for example. Translink allows food and drink but faces must 'recover' afterwards.

1750] Coleraine: Trains from Portrush use P2 except the following which run through P1: SSuX 06.05 &
07.05, SO 06.08, SuO 11.05, 13.05, 15.05, 17.05, 19.05 all to GVS & 21.03 (to Lanyon Place/Central).

Coleraine P1 to Portrush: SSuX 05.51 & 07.45, SO 05.55, 06.45 & 07.45, SuO (from GVS) 10.10, 12.10,
14.10, 16.10, 18.10 & 20.10 (but the last one waits 1 hour 33 minutes at Coleraine).

1379 ISLE OF MAN (Graeme Jolley) [email protected]

1751] Welcome to the IOM! From Mon 28 Jun you can visit the IOM provided you have had two
Covid vaccinations, the second at least two weeks before the visit and are travelling from the UK,
Ireland, Jersey or Guernsey where you must have stayed for 10 days prior to travel. All visitors must
complete a Landing Form 48 hours before arrival and upload evidence of the vaccinations and dates
(see https://adobe.ly/3iTQNJy for details and arrangements for children). ID is required on arrival.

We hope that our BLN coverage of the lovely IOM lines will encourage members to visit, particularly
those who haven't been before. See https://www.visitisleofman.com/ (Jul-Sep timetables with e-BLN).

1752] Steam Railway: During the season a 'Commuter Club' steam hauled dining train runs on the first
Friday of the month at 07.45 from Port Erin to Douglas serving breakfast, returning at 17.45. Of note
bus fares rather than normal train fares are charged (Adult £3.40 each way for the full journey; the
normal steam return is £13.40 but is far cheaper with a 'Go Card' depending on how much it is used.)

Fri 4 Jun was the first of the season. After years of 'training' for early morning starts, John Williamson,
our Chairman, & Jenny Williamson decided to 'commute' from Laxey to Douglas via Port Erin, as you
do. They were joined by our Port Erin member, Graeme Easton - a regular user of the service. No4
'Caledonia' provided the motive power and the evening return from Douglas was full and standing.

1753] Mountain Railway: Lhergy Crossover was installed during winter 2018/19 between Laxey and
Bungalow for single line working after the start of the 2019 season for relaying work. With relaying
finished, the crossover was no longer required. The continuous centre Fell rail on the Up and Down
tracks (which had to be removed to actually use the crossover) was then reinstated which required
removal of short lengths of the crossover itself. The official 'line' regarding its current 2021 status is:

The crossover is always available to us but with notice. It can be reconfigured between service days.
This is because no normal point work can accommodate the Fell rail and that is what has to be
adjusted by changing rail sections within the pointwork manually removing one section and installing a
replacement which is kept on site. The same applies at the sheep pens where we can remove a section
of Fell rail when the farmer needs to use the pens [presumably for Fell sheep‽]. There are no … plans to
use the crossover until we have finished the work above … Bungalow which will not be this year.
The sheep pens⁋ are a few yards on the Laxey (downhill) side of Lhergy Crossover, They are on the
north side of the line with road access from the south side. Members lusting after a ride over Lhergy
Crossover will have to be patient until an operational or maintenance opportunity comes along.
⁋Sheep Pen Accommodation crossing is at Pole 1044, SMR pole numbers start with 1000 at Laxey,
rising up the mountain, to distinguish them from MER ones (joint poles have MER numbers).

1754] Bus replacement trains: (BLN 1378.1501) The steam and electric railways have both run these
during bus strikes. The steam railway even had a temporary halt at School Hill (Castletown). It was in
use in Dec 2012 (BLN 1176.37), Jan 2013 (BLN 1178.192), Mar 2013 (BLN 1180.350) and May 2013 (not
in BLN at the time, but the closure of School Hill from 30 May 2013 was reported in BLN 1206.476).

Years ago, the railways operated throughout the winter and the strategy was then to run extra school
trains when there was a hint that roads might become impassable. In the year 2000 there was a mass
gathering of schoolchildren from across the Island for each to plant a tree in the new Millennium
Wood and the logistics exceeded the capacity of National Transport to supply buses. To take children
home to the south of the Island, a special was laid on from Douglas with every single item of coaching
stock that was serviceable. It required double heading throughout plus a banker out of Douglas.

ABOVE: (BLN 1378.1623) The steam railway train graph for timetable 'R'
plus the Sunday lunch train (green in) to Castletown, requiring crossing
movements at Santon loop. RIGHT: Douglas to Castletown divisible staff.
(Both Graeme Easton.) BELOW: (Item 1755) 'Ballameanagh' Manx Electric
railway tram stop sign situated at 'Ballamenagh'. (Jenny Williamson.)





PREVIOUS: (BLN 1378.1619) Snaefell Mountain Railway (SMR) Pole 1007; the

BELOW: At Bungalow, during single line working, ascending car No1 (right)
vehicle (with manual & hydraulic Fell brakes) is in the siding. NEXT: Driver's

e wires are down, appropriately on the Down line, from Bungalow to Laxey.

) from a recessed descending car (No4); an Auldyn Construction's road/rail
s eye view of work on the upper section. (All Jenny Williamson, Sun 6 Jun.)





BELOW: (Item 1753) Lhergy Crossover with Fell rails in place and 'missing' poin

nt rails on standby outside each set of points. (Jenny Williamson, Sat 29 May.)

THIS PAGE: Can't get the staff? Both sides of each, but only one side shows the start & finish. (Jenny Williamson.)

1755] MER: Observations on 8 Jun between Eskadale (Pole 147 - 2m 71ch from Derby Castle end of
line) and Halfway (Baldromma) at 3m 46ch revealed that track was being relaid on the Landside track
as far as Pole 161 with track missing up to Pole 162. By 18 Jun this lifted track had been relaid. Most
contractors' equipment had been removed, but final adjustments to the track were in progress.

By 19 Jun the blockage north of Groudle had moved from the Landside track to the Seaside track, with
work on the short stretch from Eskadale Crossing (Pole 147 at 2m 71ch) to Pole 151. There was
resulting single line working on the Landside track between the trailing crossovers at Groudle Glen and
Ballameanagh. On the single line train staff, the latter is spelt Ballamenagh, without the middle 'a' as
is the actual locality and road but the official tram stop sign has a triple 'a' rating with Ballameanagh!

1756] Crogga Valley Railway: (MR p12) This 7¼" gauge, 450yd long railway near Port Soderick has
public running on Sat 26 Jun from 11.00-16.00, part of an IOM Hospice 'open gardens' charity event.

1379 SCOTLAND (Mike McCabe) [email protected]
1757] Edinburgh Trams: A new Family Day Tripper ticket costs £7.50 for up to two adults and three
under 16s with no time restrictions. It also gives discounts at various tourist attractions. Inevitably at
that price, it is not valid to/from the Airport. An Adult single to the airport is now £6 online (£6.50 on
trams) or £8.50 open return - again 50p dearer on trams but a Family open return (2A & 3C) is £22.50
with no online discount! An Adult unlimited one day ticket including the Airport is £10 (Lothian Buses
are thrown in, like it or not) 3-Days £14.50, 4-Days £17.50 & 5-Days £20.50; Child tickets are available.

1758] Crathes: (Separate from the heritage Royal Deeside Railway's Milton of Crathes station half a
mile west.) OP 1 Jan 1863 by the Great North of Scotland Railway, initially with a bidirectional platform
and four trains daily each way; First or Third Class tickets were available and cheap tickets at weekend.
Later a separate eastbound platform was added possibly when the signal box opened in 1891. This box
was closed and removed in 1954. In its heyday the 43¼ mile long Deeside line had 72 trains a day,
including an Aberdeen suburban service. Ballater terminus to Balmoral Castle was 8½ miles but Queen
Victoria wouldn't allow the branch to be extended past Balmoral to Braemar (16½ miles).

To keep the Queen up to date with the affairs of empire, when the royal family was in residence a
messenger train ran overnight from Aberdeen. In the 1870s and 1880s this train was not popular with
landowner Sir R Burnett of Leys near Aberdeen, who, in his own business interests, sought legal action
to defend an original 1853 agreement that all passenger trains should stop at Crathes station. That
was the original Crathes Castle Platform OP 8 Sep 1853 at 14m 25ch from Aberdeen; it had CP 1 Jan
1863 along with Mills of Drum station - both were replaced by Crathes station at 13m 76ch that day.

It appears that 'difficulties' arose in 1877 and 1881 regarding the Queen's messenger train, Post Office
and excursion trains which the Great North of Scotland Railway Company claimed to be beyond the
scope of the agreement so they did not stop at Crathes. The case went through the courts for years,
becoming more notorious each time, until it eventually reached the Lord Chancellor and even the
national press took an interest. The chancellor moved that a declaration should be made, binding the
railway operator to stop regularly at Crathes station for the purpose of taking up and setting down
passengers. Quick words it as: until 1914 the Burnett Family had the right to stop any train here.

CP 28 Feb 1966 Crathes station is now for sale (offers over £225,000). Currently empty, it is in need of
TLC but many original and fascinating features have been retained, including the original waiting room
flagstone floor, wood panelling, ticket kiosk/hatch, original ticket counter and a built in safe. There are
original fireplaces throughout. The current WC/Shower room was the ladies' toilet and retains the
original William Wilson & Co cast iron cistern (working). There is a reconstructed 'Signal Box'. Planning
permission is available for alterations/extension, including a garage. https://bit.ly/3cQVArG has
details, a video tour and 19 photos or 01224 452750. Only half a mile to the Royal Deeside Railway!

1759] Class 380: ScotRail has agreed a five year maintenance contract extension for Siemens Mobility
Class 380 trains. The 38 EMUs have travelled almost 50M miles over the last 10 years, enabling 125M
passenger journeys. 21 Siemens Mobility employees are based at Shields Depot in Glasgow.

1760] Reston is restless: (See 1684) CrossCountry services proposed to call at Reston from May 2022:
SuX 07.03 Birmingham NS to Edinburgh, 05.25, 07.27 & 13.27 Plymouth to Edinburgh, 11.00 Glasgow
to Penzance, 13.05 Edinburgh & 13.00 Glasgow Central both to Plymouth. The 06.01 Glasgow to
Plymouth & 14.27 Plymouth to Edinburgh will call at Dunbar instead of Reston. The remaining Dunbar
calls have been removed. ScotRail will provide extra Edinburgh - Dunbar trains (their operational limit).

LNER will continue to serve Dunbar with 10 trains a day instead of 8. The DfT and Transport Scotland
are discussing options for serving Reston which should open 12 Dec 2021. The current planned May
2022 timetable currently ONLY has one LNER and three CrossCountry services a day calling at Reston
in each direction. [As as aside, Reston station was costed at £2.04M in 2004, by 2016 it was £10.63M,
the latest estimate is £20M (NR Feb 2021). If only they had built it 17 years ago!] The CrossCountry
calls have been transferred from Dunbar - each of their services can only serve one of the two stations.
[It will be interesting to see the fares between Reston to Dunbar and what route/s are allowed!]

The 2014 Abellio ScotRail franchise specified a 2-hourly service at Reston but, due to delays in building
the station, this was subsequently scrapped. ScotRail says: It is much more efficient for cross border
operators to serve it and we do not want to impose unnecessary burdens on the Scottish taxpayer.

Two options are being developed. The first is a TPE Newcastle or Berwick-upon-Tweed to Edinburgh
shuttle calling at Dunbar and Reston, then CrossCountry would not have to call. The second option is
for ScotRail to run extra Edinburgh - Dunbar services (so more CrossCountry trains could stop at
Reston) but it is unlikely these could be resourced until May 2023. Those who have campaigned since
1999 to restore Reston will be restless! Then, of course, there is the question of East Linton services.

1761] Caledonian Sleeper: There are no services from 15 Jun until 27 Jun due to a strike over pay.

1762] Monkey Business: A marmoset monkey was discovered by staff at Cambuslang station in early
June. The cheeky little fella was unharmed and showed off his best table manners, scoffing a tin of
fruit, while waiting to be successfully reunited with its owners. Other unusual items left on ScotRail
trains and stations include the ex-spec-ted glasses, keys, umbrellas, season tickets, [not very] mobile
phones, coats, hats, gloves, handbags etc. Surprisingly, artificial limbs, crutches and a wheelchair have
also been discovered. (How did the owners alight?) Also lost have been skateboards, bikes, false teeth,
expensive diamond rings, car tyres and even a fold-up scooter. ScotRail's lost property office is at
Glasgow Queen Street. Items are held there for three months, and then given to charity if unclaimed…

1763] Levenmouth: On 15 Jun Scottish Transport Minister Graeme Dey confirmed that the reopened
line would be double track with provision for later electrification. Adapted or extra Class 385 units with
battery traction are planned, as electrification between Thornton and Edinburgh is not included.

The new Leven station is to be south of the original one, behind the Leisure Centre, so if you went on a
train to Methil Power Station or Docks you won't gain much new track! Cameron Bridge station will
be east of the A915 and the previous station. NR will design and construct the railway and the costs
will be confirmed with the Final Business Case, expected towards the end of the year. It is anticipated
that the existing single track will be lifted this year. Station designs will be complete and planning
applications made in the autumn with the main construction beginning early 2022 for 2024 opening.

1764] Beattock Summit: The long term OOU Up Siding (39m 69ch) was returned to use on Mon 7 Jun.

1765] Royal Scotsman: (BLN 1678.1627) A member with his wife by chance travelled on the 'Western
Scenic Wonders' departing Fri 4 Jun. At Bridge of Orchy the train stabled in Up P1 and was 'locked in'
by clipping and scotching the points. Service trains then passed in both directions on Down P2 (both
lines are normally unidirectional with right hand running). At most of the loops the Scotsman arrived
first, then the service train, allowing the Scotsman to depart. At Glenfinnan the Jacobite had to wait
outside to allow the Scotsman passengers to cross the line and await the arrival of the Scotsman ECS
from Mallaig. When this approached the platform, the Jacobite moved up to allow the crossing move.

Our member commented: It's a very expensive way to do some freight lines but
it is certainly worth every penny - the food was just amazing!

1766] Decarbonisation: Between 2014 and 2019 Scotland's Railway electrified 325km track miles of
the central network around 90 structures needed to be rebuilt or significantly altered, including
bespoke systems in Winchburgh and Queen Street Tunnels. 70 Class 385 Hitachi EMUs costing £370M
were commissioned (more 'crack' trains, but this has not greatly affected operations), increasing
passenger capacity by 44%. Over 76% of passenger and 45% of freight journeys are now made with
electric traction, and rail contributes only 1% of Scotland's overall transport carbon emissions.

To promote further decarbonisation of rail services, all diesel trains are due to be taken out of service
over the next 15 years; East Kilbride and Barrhead are now being electrified. ScotRail is using a fuel
additive projected to reduce diesel use by 3%. Falkirk High is due to be Scotland's first net zero carbon
station. Encouraging a shift from road to rail freight is planned. Introduction of hydrogen and battery
trains is planned over the next 14 years. [Has Nicola considered following France's lead and restricting
short distance non-international flights where good fast alternative rail services are available?]

1767] The first Forth Bridge: A £7.5M NR project began in Feb to grit blast, refurbish and repaint the
North Queensferry approach span on the 130 year old bridge. It will be repainted in the classic Forth
Bridge red colour with completion due in early 2022 and is expected to last for 30 years.

……. .1379 WALES & THE MARCHES (Chris Parker) [email protected]
1768] TfW Mk 4 sets but (not) the Central Wales line: (BLN 1378.1646) TfW has confirmed that most
of the additional stock recently purchased - not leased (!) - will be used to form 4 x 5 car sets to operate
Manchester to Swansea services from 11 Dec 2022. Free WiFi, First Class accommodation, priority
seating, a buffet car with enhanced food and drink are all included. TfW's stakeholder manager advises
that the routing of these services north of Shrewsbury is 'TBC' but the statement that it will serve the
cities (plural) of South Wales removes any possible doubt as to its route south thereof! The Heart of
Wales Line Travellers Association's chairman has called for £20M investment https://bit.ly/3zdjsz3 in
the alternative Central Wales route. TfW's 'stock' response is that it is refurbishing its Class 153 single
car units and intends to run an extra daily return Swansea to Shrewsbury service from Dec 2022.

1769] South Wales Mineral Railway: (BLN 1378.1640) A member advises that Section 51 of Tony
Cooke's Track Layout Diagrams provides the most 'definitive' answer to closure and track removal
dates west of Crythan Platform. Court Sart Jn - Ynysymaerdy Incline Top (2m 16ch) never reopened
after traffic was suspended through to Tonmawr Jn from 1 Jun 1910 but it resumed over the rest of
that section in about 1915. Simmonds (BLN 1378.1645 op cit, p510) gives Apr 1913 when loop sidings
(2m 25ch - 2m 40ch) were reused to load coal from Eskyn Colliery. All activity ceased in Dec 1920. Track
lifting from Incline Top to 2m 51ch, 3ch west of Crythan Platform, followed in 1927. This is supported
by 25" OS map (1936) https://bit.ly/3iEyOHe upper right. Eastwards past the Platform to 4m 11ch was
approved for closure in 1950, then only used for wagon storage. The track was removed in Jan 1951.

1770] Corris Railway: (BLN 1378.1637) To set the record straight, Section 60 of Tony Cooke's Track
Layout Diagrams supersedes both editions of his 1947 GWR Atlas with Ffridd Gate station correctly
located south of the level crossing. It also names the next stopping place to the north Doldderwen.

1771] And (not quite) finally… (BLN 1373.914) Unfortunately the 'improved' netting recently installed
beneath the rail bridges in Shrewsbury has brought its own problems, particularly at Castle Foregate,
one of the largest. Because of their homing instinct, the birds are still attempting to peck through the
netting; some have become trapped in it, causing serious avian welfare issues. Cuan Wildlife Centre
(CWC) - ironically based at 'The Signals', Much Wenlock (near the trackbed there towards Craven
Arms) - would like the netting removed, the bridge undersides boarded up and a 'loft' created nearby
to rehome the pigeons. NR has regularly attended to free trapped birds and points out that boarding
up would prevent essential maintenance inspections. CWC acknowledges that NR put a lot of emphasis
on making sure the birds are cared for but they had expected this plan to work and sadly it hasn't.
The loft idea has worked elsewhere but is expensive. NR states: we take animal welfare extremely
seriously and will do whatever it takes to resolve this issue as quickly and as safely as possible.

X.142] BELOW: (BLN 1378.1648) The 'lifting bridge' near Machynlleth. (Greame Jolley, 19 Jun 2021.)

1772] Bala - Blaenau F(f)estiniog: (BLN 1022.624) A member reports that on Sat 12 Jun two friends
walked along the trackbed to Blaen-y-cwm aka Cwm Prysor Viaduct - now a permissive footpath from
the A4212 - but found it fenced off and manned by two security guards, one of whom had managed to
drive his car close to the viaduct, in the course of which he had punctured a tyre. The guards said that
the viaduct was being used for a movie set but was tight lipped about what the film was, although they
talked of 'famous actors...' It featured in Episode 8 of the 2018 BBC crime drama series 'Hidden' when
one of the characters made a suicide jump from it https://bbc.in/3zxS2nV available on BBC iPlayer
until Feb 2022. Superb viaduct views around the 45 min mark but perhaps best to ignore the storyline!

1379 MINOR RAILWAYS (Peter Scott) [email protected]
MR100] Hull Model Engineers, East Riding of Yorkshire (MR p16) (BLN 918.MR49): This society runs a
ground level 5"/7¼" gauge track in West Park, Hull. They have recently been hit by vandalism and theft
that has left the Chairman wondering if it is worth carrying on. The Society have been offering rides to
families in Hull for over 30 years, but that could end as the constant threat of antisocial behaviour and
crime in the West Park has taken its toll on members. In the latest of a long string of incidents, the
Society's maintenance equipment storage shed was broken into and cleared out by callous thieves on
Tuesday 25 May. Chairman Alan Dixon said: We came down last Tuesday to find that someone had had
the locks off the storage container that we use to keep our equipment in. They'd been in and cleared
out everything of value; they'd left us a couple of shovels and the forklift that would have been too
difficult for them to get out the park. They had to lift everything they took over the fence which is about
five foot high so it isn't an easy task, it isn't a security fence but still they were lifting lawnmowers over
there. We've been targeted by antisocial behaviour and vandalism in the park for years; we've had
bonfires made right up against the container. There is a bandstand nearby that has been a real
problem over the years, the kids bust the doors off it eventually so the Council had to do a job on it
putting up metal fencing to try and stop them getting in. The thing is if it carries on like it is someone is
going to get hurt eventually, it isn't the bigger kids that do the breaking in that I'm worried about.
If some smaller kids go in after they've seen others doing it - there are no floors in there, it is a big drop.

The Society has been in West Park for around 30 years offering rides at the weekend that have been
enjoyed by generations and are still only 30p. The Club was formed in about 1937 and moved to the
Park in the early 1980s after the Clubhouse at a previous track was destroyed by vandals - members
run the railway as a passion project choosing to cover many costs themselves and doing a lot of work
for charities. They had only recently invested in a new lawnmower to help them maintain the Park
which they do as part of their agreement for use of the land with Hull City Council. Alan said: We've
absolutely had enough with all the vandalism that we have to deal with anyway and then to come
down and find that someone has been in and had the locks off is just sad. It really makes you wonder if
it worth it anymore when we've got members having to come down and clear up every time we want
to use the park. They're forever sweeping up broken glass and drugs paraphernalia, the other week we
even found a condom full of drugs wraps that someone had misplaced while they were here.

MR101] Helston Railway, Cornwall (MR p6) (BLN 1369.16): The Railway's spring 2021 Newsletter
(No31) has some images of the proposed new Prospidnick station - at the north end of the Railway.
They show a new level crossing and station with platform, run round loop, footbridge (restored, from
St Austell) and water tower - all in GWR style. Currently the cutting, which will contain the new station,
is being dug out. The track through the station has to be level as required by the ORR. The station will
be adjacent to, but at a lower level than, the car park. The railway has been extended some 250 yards
where it will remain awaiting the completion of the station. The existing line is due to reopen on 7 July.

Motive power for the coming season will be 0-6-0ST Peckett 2000/1942, built for the British Sugar
Corporation. It was overhauled in 2018 and afterwards was at Beamish. Network Rail enabled the
Railway to purchase 1¼ miles of track recovered during the refurbishment of the St Ives branch over
the winter. It comprises bullhead rail on wooden sleepers. Network Rail also donated a similar length
of track panels from Gwinear Road, consisting of 30ft lengths of flat bottom rail on concrete sleepers.

X.141] BELOW: Bo'ness signal box during a recent official vis

sit - note the gradient profile (steep) , top right. (Kev Adlam.)

BELOW: (Item MR 102) The end of the line? … 'The Duke' is turned on the tin

ny turntable before running round (the actual end of line is off bottom right).

BELOW: At the northern end of 'The Harbour' run round loop

p; the end of line buffer stops can just be seen top left corner.

BELOW: The turntable at Pinewoods station (actually much nearer t

to the sea than Wells-next-the-Sea) looking north to the end of line.

BELOW: The northern extremity of the line past Pinewoods station is in

the loco shed/workshop - the locos do stable on their nominated roads.

BELOW: Pinewoods station looking south showing how remarkably small the tur

rntable is - and at 'The Harbour'. (All Julian James, 15 Jun 2021, unless specified.)

BELOW: Pinewoods station, the other end of the run ro

ound loop, looking south towards The Harbour station.

BELOW: Ready for departure after the run round at The Harbour station, W
NEXT PHOTO: (Item MR103) Wells & Walsingham Light Railway;

Wells-next-the-Sea (well, well, almost, it's actually over ¾ mile) is behind.
'Norfolk Hero' at Wells station. (Both James Beal, 22 May 2021.)





BELOW: Toby Weasel the Tram engine on a siding at Wells on

n Sea (sic) at Wells-next-the-Sea. (Stuart Hicks, 11 Jun 2021.)

BELOW: The north end of the new loop on the Wells & Walsingham looking

towards Wells (note the weighted point lever). (Stuart Hicks, 11 Jun 2021.)

BELOW: The new halfway passing loop (right) on the Wells & Walsingham Light Railway had still to be
ballasted and finished off on 11 Jun. Looking south, the loco is running round (NEXT). (Stuart Hicks.)



MR102] Wells Harbour Railway, Norfolk (MR p21) (BLN 1377.MR85): A member visited this Railway on
Saturday 22 May. 0-6-0D 'The Duke' (Alan Keef 2014) was operating on a train of four bogies - the
entire coaching stock. Your correspondent took the 11.50 from Harbour station and 12.00 return.
The adult fare is £1.50 single, no returns are available, so he had to pay again 10 minutes after paying
the previous time! [Other members have been able to pay for both directions at the outset.] Fares are
paid to the conductor (contactless payment is available) including very appropriately American Express
- and no ticket is issued due to the pandemic. There was a vicious wind blowing across the coach but it
didn't matter, by sitting slightly off centre in the front compartment a forward view could be obtained
by looking through both sets of windows on the locomotive. The operation is very smart, with the run
round achieved in a few minutes at each end. It has to be, they operate a 20 minute frequency with
one engine 'in steam'. Bank Holiday Monday 31 May was so busy with queuing that the train was going
back and forwards as quickly as safely possible. Despite the short turnarounds, there was time to
disinfect the grab rails at Pinewoods. New Perspex sheets separated the compartments. Late morning
trains were running with a third to half of their compartments full, but by mid-afternoon trains were
observed to be pretty much full, at least northbound. This was on an unseasonably cold spring day:
if the problems with the landlord can be sorted out, and the railway saved, the operation seems to be
a viable business. It has been run by the present very pleasant and helpful husband, wife and son team
for 21 years now. After some rather nice fish & chips on the Quayside, it was a quick walk up to….

MR103] Wells & Walsingham Light Railway, Norfolk (MR p21) (BLN 1360.MR135): Our correspondent
arrived for the 13.00 departure. Do you know it's not going all the way? said the booking office clerk,
and yes, your correspondent was aware. The railway's website was advertising a special Covid round
trip route, with the note: some trains may be hauled by a tram engine, all very mysterious. The train
was actually composed of about 10 open, semi open and closed coaches with Garratt 'Norfolk Hero' at
the front (south) end and 'Norfolk Harvester' at the other, for 'top & tail' operation. The Garratt made
a spirited run up to the former Wighton Halt, which is under a bridge with no visible way out! [A Halt
in standard gauge days, it closed 5 Oct 1964 and is not a passenger station on the 10¼" gauge railway.]

After a pause of just a minute or two, the train was heading back to Wells, led by the diesel, but just
long enough to see an orange army at work a few chains ahead. A little light questioning of the staff
back at Wells revealed that the work was to install a new passing loop about halfway, which was
expected to be finished next day (23 May). An adult return was £5, (full length was £9.50 in 2020) a
light card ticket was issued. Loading was light, not helped by a rain shower that passed over just before
departure. One quirky bit of operation was observed. At Wells, the Garratt was uncoupled from the
coaches and taken a few yards up the line to just beyond the engine shed (well within the shunt limit).
Here, next to a faded painted sign declaring the 'blow down point', the engine noisily ejected its excess
steam, into what must be the cleanest hedges in Norfolk. Then it was back to the train to couple up.

Another member visited on Saturday 29 May. The new passing loop had been installed although still
needed ballasting and finishing off; they were working on it this day. The loop, the current limit of
passenger operation, had been used for the train engine to run round since 23 May. It is 100m long
between the toes of the points with an operational length of 79m. An 11 carriage train, double headed
by the two Garratts can be accommodated on the main line or loop. It extends from 2m 12ch (from
the end of Wells workshop, note both tracks now extend two lengths north) to 2m 17ch - between the
former mainline Wighton Halt (1m 75ch) and Wighton (Seton's Halt) (2m 29ch). The loop points have
weighted levers but at present are locked to the 'mainline' position for running passenger trains. When
running round the points are currently unlocked and relocked before departure as at Walsingham.

It will ultimately be used as a passing loop, allowing a full line hourly service to run with two trains.
The intention is to upgrade the signalling and procedures to allow this to happen safely by 2022.
When passing it is likely to be left hand running. The loop line is on the west side of the formation (the
right side heading south). It was planned to have the loop on the east side of the formation, however,
the mainline was already on the east side of the formation so it was decided to leave it there.