1341

ABOVE: (BLN 1340.2820) With single line working, trains turned back at St Helens Junction (which it
isn't now, of course) P1. It isn't going to Liverpool Lime Street either! (Both Paul Steane, 2 Nov 2019.)

BELOW: (Item 2958 above) Appleby North box, the connection to the sidings,
Appleby West and Warcop is off to the right. (Angus McDougall, 17 Jul 1999.)

2959] Carlisle: Mott MacDonald and BDP have been commissioned to develop an Outline Business
Case for the redevelopment of the Grade II* listed station. This will provide 'sensitively installed'
station entrances and exits (what do passengers do now‽) with redevelopment of parking and drop-off
facilities. It includes 'architectural improvements' to make the most of the station's heritage, refreshed
office and retail space, new opportunities for commercial and community uses, improvements to the
public realm and highways and junction schemes. The station is used by over 2M passengers a year.

2960] The Liverpool Overhead Railway: OP 1893, it CP 1956 due to a lack of investment and was the
first electric elevated railway. It was the first to use automatic signalling, electric colour light signals
and EMUs. They were chosen to reduce the fire risk of steam trains on an elevated line. Although most
of the seven miles of track was elevated, a half mile tunnel led to an underground station at Dingle at
the southern end (an 1896 extension). http://bit.ly/2L8rX7e has 31 pictures very interesting pictures
of the tunnel, including the 24 Jul 2012 (BLN 1116.908) roof fall which ended guided visits so abruptly.

1341 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]
2961] Brandon/The Breckland Freighter; Sat 14
Sep - the Sequel: (BLN 1337.2509) After its 10
weeks holiday in the yard, 66088 was finally
moved by road to (presumably) Toton for repair
on 25 Mon Nov. LEFT: Thanks to Sue Nairn from
'Weeting Village Life' (we kid you not).

2962] Cambridge South: (BLN 1307.1299)
Construction of this new station has been
associated with works on East West Rail from
Bedford due to open in 2027, a date the Mayor
of Cambridgeshire and Peterborough considers
optimistic. The Mayor says a new Cambridge
South station is urgently needed due to current
transport pressure into the area, especially at
the growing Biomedical Campus where Addenbrooke's Hospital is located. Papworth Hospital has
recently moved to the site and there is much new development. There are an estimated 26,500 daily
visits to the campus from patients, staff, academics, scientists and visitors with future growth set to
increase. He is seeking opening by 2023 encouraged by the success of Cambridge North station
(489,000 passengers in 2017-18, its first year).

As vast amounts of money are spent on local roads (next item), four unfunded works prevent progress:

Ely North Jn capacity upgrade excluded from CP6 funding to Mar 2024 (BLN 1317.2500).

Four tracking Cambridge - Shepreth Branch Jn (BLN 1307.1299).

East West Rail (particularly how it will interface with the network in the Cambridge area).

Signalling upgrades in the region.

Work has begun on developing plans for an interim station that could open before then, the success of
which could promote the above projects. This includes identifying the services that could call without
changing the timetable and minimising infrastructure changes required for a two platform station.

2963] Huntingdon: Highways England is spending £1.5bn to 'upgrade' the A14 including a new 6-lane
motorway standard Huntingdon bypass which swings south, to the west of the town, then east to
cross the ECML and rejoin the A14. So what has this got to do with us? The dominating concrete
viaduct directly over the station carrying the present A14 needed major repairs. It was easier and more
cost effective to build the new road. The work is well ahead of schedule and the new A14 road is due
to open on Mon 9 Dec. The A14 will close and the viaduct over Huntingdon station will be demolished.

Local roads in the area will be reconfigured. So, if you want photographs of the station with the
viaduct, go soon. There is no pedestrian access to the A14 viaduct and, with the very heavy traffic, it
would be extremely dangerous. A member emailed Highways England to see if access would be
possible after the A14 is diverted but before demolition starts. It gives a good view of the ECML (even
from a car). The reply was negative. Over Christmas a mobile protection deck will be built under the
bridge, between the existing steel reinforcement above Brampton Road. This will allow access to the
viaduct for demolition (a major job) while keeping Brampton Road and the East Coast Main Line open.

2964] Soham: (BLN 1338.2588) (Original station CP 11 Aug 1965) The Cambridgeshire & Peterborough
Combined Authority has now contracted NR to build the new station and footbridge, car and cycle
park, plus access road with bus turning circle. Detailed design follows with work on site scheduled to
start next year. Current plans are that the new station will open in 2022. It is expected to cost £21.8M
and C&PCA has already spent £2.7M just getting to 'grips' with drawing up plans for the scheme.

2965] Saxmundham: On 12 Feb 2018 the station building on the Up side was severely damaged in a
fire with collapse of the upper floor, roof and chimneys. It had been used for many years by a travel
agent but business there has ceased. Greater Anglia has announced rebuilding plans, the two storeys
being replaced by one in a style similar but not identical. There will be a waiting room, area for self
service ticket machines and an area available for commercial or community use after an initial period
of operational use to support introduction of new trains (A race to be slowest? - Regional Editor.)

2966] Werrington Jn: (BLNs 1335.2203 & BLN 1309.1549 - track layout) By 25 Nov sleepers, rail, and
ballast for the new **temporary** double track alignment (a significant realignment from now) had
begun to be laid out alongside the Down Slow/ Down Stamford adjacent to Werrington Jn along with
some catenary supports - commissioning is expected over Christmas if anyone needs the present lines.
Clearly the aim is to provide tracks for existing services while the formation is excavated to the new
dive under - which will be bored, or thrust, without affecting the Down Fast, Up Fast & Up Slow ECML.
An increase in sales of Off-peak Day Returns between Peterborough and Stamford is predicted.

NEXT FOUR PAGES: A series of pictures taken on 4 Dec by local member Nick Garnham.

BELOW: An interesting angle on Saxmundham station building. (Angus McDougall, 1 Aug 2015.)

ABOVE: The new cutting (or should that be 'cut' as in canal?) a repeat of t
East Coast Main line is in the distance running across the background - G

NEXT PAGE: The Stamford lines looking south towards Peterborough with t
right and new electrification masts; only the Down Stamford/Down (ECML)
the new electrification masts on the right compared with the 'cheap and che

the e-BLN 1336 view, the line from Spalding comes in on the left and the
Grantham and Stamford are to the right and Peterborough is to the left.

the temporary deviation (and a marked 'zoom' effect of the camera!) on the
Slow is electrified here of course of course. Note the modern standards of
eerful' Margaret Thatcher version alongside the original Down line.









PREVIOUS PAGE/ABOVE: Looking south towards Peterborough station, the
37558 is in the latest Railhead Treatment Train livery with three Greater

BELOW: Looking north from the new bridge at the new formation, a Birming

e new culvert is being covered over, OHLE masts are in place in the distance.
r Anglia liveried coaches, an Azuma is on the Up Fast in the background.

gham to Stansted train passes. Werrington Jn is right of the yellow crane.

X.159] BELOW: (BLN 1338.2424) Trains have started calling at Spooner Row
Cambridge to Norwich service to stop on Tue 3 Dec. As can be se

w station again. It is a request stop and a member duly requested the 07.00
een, only the front passenger door is platformed. (James Rodley.)

967] Stonea: (Pronounced 'Stony') The B1098 road along the Sixteen Foot Bank crosses the line
between March and Manea at the site of Stonea station (CP 7 Nov 1966) by a level crossing with an
adjacent underbridge for use when the barriers are closed to road traffic. The bridge has a height
restriction of only 7ft and has been struck by vehicles 13 times so far in 2019 but there will be no more
'strike action' for 12 months at least! The last vehicle collision was on 21 Oct when agricultural
machinery being towed struck the bridge causing significant damage to the bridge's impact protection
beam and supporting brickwork. This broke the outer cast iron protection beam supporting the
maintenance walkway on one side of the bridge. The beam is now unsafe and needs to be removed
along with the walkway itself. It is propped up to prevent it falling onto the road until it can be safely
removed. The underpass has been closed temporarily for safety reasons until late 2020 for repairs and
to prevent further bridge strikes and maintain safety for railway users.

A new impact protection beam will be designed to withstand future bridge strikes including visible
signage to warn motorists of the bridge height restriction. The surveys, design and associated repair
works will take 9 to 12 months to complete. Drivers can continue to use the level crossing next to the
underpass to cross the railway. Stonea rail bridge was originally constructed in 1895. At a height of 7ft
it is the one of the lowest bridge structures over a highway on the Anglia rail network. The section of
the bridge deck supporting the railway is made of wrought iron troughs supporting timbers onto which
the rails are fastened. A temporary speed restriction of 20mph now applies on the road approaches to
the adjacent level crossing along with improved lighting to ensure road safety. Network Rail has
estimated that strikes to railway bridges nationwide cost around £23M in repairs annually.

2968] Stevenage: (BLN 1339.2708) By 25 Nov sleepers had been laid out for most of the new track
approaching the new fifth (bay) platform. Some rails were awaiting installation. In conjunction with
this, at Langley Jn (TRACKmaps 2 p15B Oct 2016) from 2 Dec: The single end Down Direction trailing
points from the Hertford line to the ECML Down Slow at 28m 15ch (Hertford line) or 26m 61ch (ECML),
were to become double ended points. The new point end is at 28m 09ch (Hertford line) to provide a
route into the new P5 but secured out of use until commissioning, which is expected from 2 Mar 2020.

2969] Watford Junction (BLN 1339.2706): The reference to P1 to P6 in the item on the lifts being out
of use for replacement should have been to bays P1 to P4 and Down Fast P6. There is no P5! It was
never clear whether it would have reopened if the Metropolitan Line 'Croxley Link' extension had
reached Watford Junction. Our correspondent asked some of those involved in various organisations
working on the scheme and none would commit one way or the other. The reference to the London
Northwestern Railway (who provided the information) service to P6 should have been to Virgin Trains!

2970] Bedford: New OHLE is due to be energised on the Down Fast, Up Fast, Down Slow and Up Slow
between 50m 00ch and 50m 20ch from 26 Dec. That just leaves another 29m 20ch to reach Corby.

2971] Aylesbury - Claydon L&NE Jn: (TRACKmaps 4 p17A Dec 2018) From 17 Nov Calvert south end
Cripple Siding was extended and renamed Calvert Reception Siding (CRS). A new (south) crossover at
the Aylesbury end of the siding is secured out of use until a later stage. It comprises new hand points
'HP1' on the Up & Down Aylesbury single line at Sheephouse Wood footpath crossing, near Calvert
South GF, facing from the Aylesbury direction, connecting to CRS. The other end of the crossover is
new spring points 'SP2' on CRS. The keys to the padlocks securing the points are kept by the Claydon
L&NE Junction Signal Box signaller. A stop lamp with a baulk of timbers has been provided at the
Aylesbury end of the CRS and the previous buffer stop recovered at the Aylesbury end. The standage
from these timbers to Calvert South GF is 412yd. No crippled vehicles will be stored in CRS. Of note
regarding this enhancement to allow longer trains; if HS2 goes ahead then it is proposed to move the
whole Calvert rail terminal to the other (east) side of the Aylesbury - Claydon L&NE Jn line.

1341 SOUTH EAST - SOUTH (Julian James) [email protected]
2972] Thanet Parkway: (BLN 1307.1310) A report from the South East Local Enterprise Partnership
(SELEP) states that the cost of the station 2km west of Ramsgate has increased by £6M to £34.5M.

The cost increase is part of a September revised estimate by NR which budgets for upgrading nearby
level crossings* with a high level of contingency given the project's early design stage. SELEP will
review if it still represents value for money with findings expected in Feb 2020. In Apr this year an
almost £28M funding package was agreed by SELEP, including £14M from the organisation, £2M from
Thanet District Council, £700k from the East Kent Spatial Development Company and £10.95M from
Kent County Council. The county council is expected to have to find the additional money required to
keep the scheme alive. A report will go to Kent County Council's cabinet on 2 Dec with a proposed
decision for the council to fund the remaining gap while continuing to explore potential external
funding opportunities and reduce costs through the next design stage. (Transport Briefing) *Note that
trains stopping at a new location will alter and add to the mix of times taken to reach/required to
activate crossings. This may change their categories and require additional or modified equipment.

2973] Heathrow: (BLN 1340.2828/9) Plans to construct an airport southern rail link have received a
major setback with the government announcing that it now does not expect the scheme to be
completed before 2030. Heathrow Southern Rail Link emerged as a flagship project for government
plans to involve the private sector in the delivery of major enhancements to the railway. In May 2018
the DfT began a market sounding exercise with a view to finding companies that could potentially
finance and deliver the project. But in Strategic Objectives for Southern Access to Heathrow, published
by the DfT on 4 Nov, enthusiasm for the project is muted. The increased passenger demand generated
through natural growth and the construction of a third runway at Heathrow is not anticipated to
increase as a step change but rather an incremental increase over a number of years, it states.

With this in mind, government expects Southern Access to Heathrow interventions to be delivered in
phases over a period of time, increasing capacity to meet the required demand. We do not expect
interventions to be completed prior to 2030. As well as putting back the hope of the new rail service in
the foreseeable future, the document also questions whether heavy rail is the optimum solution for
any new service, effectively sending the rail scheme back to the drawing board: The scheme previously
known as 'SRLtH (Southern Rail Link to Heathrow)' has been renamed 'SAtH (Southern Access to
Heathrow)' to reflect the more agnostic* approach taken through the development stages of the
scheme so far and encompass modes other than just heavy rail. [*God (won't) help us! - Regional Ed.]

The DfT goes on to add: While we anticipate that heavy rail will be a vital component of this project,
there are other mode options and interventions such as light rail, guided busways and emerging
technologies such as maglev and autonomous pods that could be blended with heavy rail to enable the
realisation of wider opportunities and benefits. [They forgot to mention cheaper.]

2974] Hoo Jn - Grain, Port Victoria branch: (BLN 1332.1790) The Ministry of Housing, Communities
and Local Government has announced that Medway Council, which covers the biggest regeneration
zone in the Thames Gateway, has successfully secured £170M for major infrastructure developments
on the Hoo Peninsula. There is more than a grain of truth that parts of railway on the peninsula could
reopen as part of a major Thames Gateway investment package. Medway Council and NR have been
exploring options for upgrading the branch for use by passengers to connect to neighbouring boroughs
and beyond, including London. Medway Council's bid focused on significantly improving road and rail
connections in and around the peninsula before preparing plans to develop 10,600 new homes.

2975] Basingstoke: NR is consulting on behalf of South Western Trains Ltd (South Western Railway's
legal name) to increase the existing Down side berthing capacity at the country end of the station from
one to three 12 car trains. These are the former Thorneycroft Sidings. Berthing, stabling and light
maintenance with controlled emission toilet equipment is intended. The site is principally that shown
on TRACKmaps 5, p27B (Nov 2008)/ p30B (Aug 2019), as the Down West End Sidings (47m 79ch).

2976] Medway district: Some stations at least have acquired a 'Medway' suffix to their platform signs.
They are modern rectangular ones in Southeastern TOC colours; a dark blue/purple background and
lighter blue letters. Chatham Medway, Rochester Medway and Strood Medway have been spotted.

ABOVE: The Marchwood Military Railway (and why not?) on 22 Jul 1978. This was during a visit by
'The Marchwood Volunteer' railtour for a public open day there. The ship is RFA 'Sir Lancelot', which
later saw service (and was nearly sunk) in the Falklands War. (Ian Mortimer.)

2977] Strood: On a cold 18 Nov a member awaiting the 16.17 to Luton saw the de-icing train arrive
from the Medway Valley line into P2 (a rare move) then set off, wrong line, towards Rochester with
the de-icer in 'melt down'. 73109 was on the London end & 73201, 'Broadlands', on the Rochester end.

2978] 'Hastings Express' not 'The Hastings Flyer': A member on the 16.22 SSuX Cannon Street to
Hastings noticed that the scrolling head (and tail) destination indicators showed 'Hastings Express'.

The 16.22 and its Up equivalent (08.04 SSuX ex-Hastings) are unusual in only calling at London Bridge,
High Brooms, Tunbridge Wells, Battle & St Leonards Warrior Square and are the only trains scheduled
non-stop through Wadhurst. He has no recollection of seeing the 'Express' designation before, but is
not a regular user of these particular trains. The simple word 'Hastings' suffices for non-dividing down
trains whether fast or slow. On the other hand, the name 'Hastings Flyer' is synonymous with the
Pevensey Bay Disaster as immortalised by the 'Goons' Spike Milligan who was stationed at Bexhill
during WWII. [The 7 Jan 2015 Sussex Express (a newspaper not a train) reported the start of the
'Hastings Express' from 12 Jan 2015 when they ran to/from Charing Cross.] Fast forward to 2019, they
now do the 61¼ miles in 88 min (Working Timetable 86 min) much faster than other services. The press
report shows that local Hastings MP Amber Rudd had to do battle at the time to obtain the services.

2979] Ashford - Hastings: Updates on two issues were provided at (since) former-MP and ex-Minister
Amber Rudd's 11 Oct transport summit. To permit through running of High Speed services at Ashford
International, it is proposed to construct a new P2A between P2 and P3 (Up Channel Tunnel Rail Link
Chord), taking out the two Fast lines. This proposal has several advantages:

The platform would be good for connecting to the Kent route as well as the Hastings, Marshlink line.
The proposal avoids the need for reduced speed at crossovers away from the station.
It avoids trains having to change their power source on the move (from/to overhead power on HS1).
The project provides Ashford International station with an additional platform.

[BLN 1341]
Marshlink Action Group (MLAG) reports that NR presented their proposal to the High Speed Rail
Working Group (formed and chaired by Amber Rudd and attended by the MLAG chair as a member).
This track layout solution has, so far, survived much scrutiny within NR and is now moving into new
phases, costing and a formal proposal to the DfT. MLAG is well aware that if this proposal satisfies the
DfT's demands, it would be in the same position as many other rail schemes - needing finance. Thus
there were presentations at the transport summit from East Sussex County Council on financing issues.

MLAG previously considered that the upgrade most needed between Ashford and Ore is electrification
but this may no longer be the case. It is now expected that Govia Thameslink Railways Class 171 DMUs
will be transferred to East Midlands Railway sometime after Aug 2020 and be replaced by Electrostars
after conversion to bimodes. It is interesting that Amber Rudd, about three years ago, suggested that
Electrostars could be retrofitted to form a hybrid train and MLAG has since questioned why this
appeared not to have progressed. But, at the transport summit, Greater Thameslink Railway confirmed
that it is supplying engineers with an Electrostar EMU for retrofitting to be tested. If this speculation
comes to a positive conclusion, three-car Electrostars would also provide additional capacity.

A reminder that Hastings - Ashford (now the 'Marshlink Line') was listed for passenger closure in the
1963 Beeching Report but managed to hang on despite various past attempts to implement this.

1341 SOUTH WEST (Darren Garnon) [email protected]
2980] Treffry Viaduct: The 10 x 40ft arch, 650ft long, Treffry Viaduct, 89ft above the River Par, is a
historic dual-purpose tramway viaduct and aqueduct (leat) in the delightful Luxulyan Valley, Cornwall.
The aqueduct once powered 13 water wheels in the valley - one of 34ft diameter. It was built by
Joseph Treffry between 1839 and 1842 as part of his standard gauge Treffry Tramway to transport
mineral traffic to Par Harbour and Newquay Harbour. The viaduct section closed to rail traffic from
1 Jun 1874 when the Great Western Railway replaced it with a new line which opened that date
through the Luxulyan valley. This is the present Newquay branch, of course, (which is otherwise
mostly on the course of the former tramway - it certainly shows in places!).

The viaduct is a part of Cornwall & West Devon Mining Landscape, a World Heritage Site. It is also a
Scheduled Ancient Monument and on Historic England's Heritage at Risk Register due to its poor
condition. Now part of a 3-mile trackbed walk, the viaduct (only) was temporarily closed by Cornwall
Heritage Trust from 5 Nov for five weeks. This is to investigate the damage sustained to the structure
by water leaking from the aqueduct, thought to be washing away mortar from the masonry joints.

NEXT PAGE: Two views of Treffy Viaduct by Crispin Purdye http://bit.ly/2OST1K4 CC BY-SA 2.0.

2981] Parkandillack: (BLN 1340.2846) There is more evidence of a resurgence of traffic on this branch
as NR has announced a series of road closures to facilitate the renewal of bridge timbers at Nanpean.
Recently rail traffic has averaged 3-4 round trips a week (mostly to Fowey, Carne Point, or sometimes
Exeter Riverside), up from typically one per week in 2018. Some loaded china clay trains work out in
two (maximum 1,000 tonnes) portions, staged at Burngullow then form trains of up to 1,760 tonnes.

1341 WEST MIDLANDS (Brian Schindler) [email protected]
2982] Aston - move down the platform! For home games at nearby Aston Villa Park, private security
staff are on duty to handle the large crowds arriving, mainly on Cross City services, (Walsall line
passengers use Witton station). There is probably a safety limit on the numbers allowed on the
platform at once for each train. As the access stairs and lifts are at the south end, passengers cram this
part of the platform with the north end left empty. As a result 6-coach trains leave half empty with a
large number of passengers not allowed to ascend to the platform. On 25 Nov, the front coach of the
22.11 to Lichfield City was noted to have less than 20 passengers; the next train was in 21 minutes.



X.160] TfW spreads its wings? The 07.32 Cardiff to Tyseley (11.16) via Hereford & Birmingham Snow
Hill at Malvern Link on 13 Nov 2019 … actually ECS from Canton for refurbishment, worked by the Rail
Operations Group. ABOVE: Looking towards Great Malvern. BELOW: … and Worcester. (David Guy.)

2983] Cross City Sanding: (BLN 1337.2476) In Nov 2017, trials took place at the Rail Innovation &
Development Centre, Melton Mowbray, of multiple variable rate sanders fitted to a GWR Class 387
EMU, expecting brake performance to be significantly improved. Following positive results, in Oct 2019
tests were carried out by West Midlands Trains (closing the Redditch branch each Sunday). They
volunteered as they were keen to improve the reliability of the Cross City line, with its significant leaf
fall problems from third party property in the leafy Birmingham suburbs. The traditional leaf fall
timetable slows trains and affects punctuality (as well as missing selected stops). Since autumn 2018,
enhanced adhesion performance data has been collated in service and analysed on the Cross City Line
with extra train traction/braking monitoring equipment on Class 323 EMUs. This provided insight into
the effectiveness of the various low-adhesion treatments. However, only limited results were obtained
as the drivers drove mostly in Step 1, the lowest brake rate, and provoked little wheel slide protection
activity (which was surely their aim‽). This explains the subsequent passenger-free tests on the
Redditch branch. For in-service testing two Class 323s are now equipped with variable rate sanders,
replacing the fixed rate sanders dispensing on the third axle in the direction of travel and in addition
apply sand under the seventh axle of these three-car units. A further change since the original tests is
that sander operation is now automatic when the train wheel slide protection equipment activates.

2984] Washwood Heath (1): (BLN 1330.1485) At 12.30 on Wed 13 Nov 66105 arrived with a 05.27
aggregate train from Moreton-on-Lugg Tarmac terminal, the first commercial train into this new
terminal under construction in the former Up Yard. Conveying 23 brand new very smart JNA wagons, it
ran via Hereford with an 'off route' deviation to Alexandra Dock Jn Sidings (delay 108 min), then the
Severn Tunnel and Lickey Incline (given the weight, you can bank on it needing assistance). Further
trains have run and as well as Moreton-on-Lugg, there are also Mountsorrel paths, some days two.

2985] Washwood Heath (2): (TRACKmaps 4 p20 Dec 2018) NR wishes to permanently remove the
Down Washwood Heath North Neck from operational use. This is an enabling work for HS2 (Water
Orton Corridor) with lifting expected to take place in Jan and Feb next year. Later in 2020 all tracks
between Washwood Heath East Jn and Washwood Heath West Jn on the Down side are due to be
removed including Heartlands Park Siding, the Engineer's Sidings, the track at Cemex concrete sleeper
factory and East Jn itself. The exception is the Down Washwood Heath Through Siding which is to be
retained at the east end but realigned at the west end with a new facing (from Water Orton) single
track connection at about 39m 46ch to the future HS2 Construction Siding here.
2986] West Midlands Metro①: (BLN 1340.2850) Driver training for the extension to Library started
on 18 Nov with Tram 23 initially being used to train the Driver Instructors. [Who trains the Driver
Instructor Instructors?] Although the whole extension was available for training there was still finishing
work to be completed, especially at the two new stops. From Sun 1 Dec full 'shadow' ECS running
began with trams running from Grand Central to Library and return ECS. 16 of 21 trams have been
fitted with batteries (17 are needed!). Regular use of the Wolverhampton end trailing crossover for
Grand Central turnbacks has ended now both platforms are back in use. ECS running is expected to
continue until 7 Dec with public running starting on Sun 8 Dec (but this has yet to be confirmed).

②There is a new timetable from public opening. Journey time between Wolverhampton St Georges
and Library will be 45 min with first trams from Wednesbury Parkway at 04.30 M-F, 05.00 SO & 07.40
SuO. They then run at irregular intervals (there is a published timetable) until 07.00 when a 6-8 min
frequency service starts (M-F) and every 6 min 16.30 until 19.00. The day ends with a 15 min service.

On Saturdays they are every 8 min from 07.00 until 20.00 then every 15 min. Sundays have a 10 min
frequency for most of the day. This frequency means while Library is the temporary terminus it should
be possible to do both platforms and the scissors crossover fairly easily during daytime service.

③With the extension opening new fares mean some increases, although the overall rise is only 0.7%.
Metro fares did not go up in Jan and were previously reduced. The Adult Off Peak Day Ticket increases
40p to £4.40 and the peak by 50p to £6.00.……………… is exceptional value with no peak restrictions, for

Birmingham or Wolverhampton or Sandwell areas it
is only £3.40 each (Railcard £2.25) and they all
include the entire Metro. Meanwhile, back on the
Metro, Birmingham City Hop rises 50p to £1.50 and
for Wolverhampton City 20p to £1.20; single tickets
are £2.40, £3.00 & £4.00, according to distance.

④Alpha Tower, the tall distinctive Birmingham
office block by the Town Hall was mentioned in a
couple of e-BLN 1340 captions. It is so called because
from above it is shaped like a Greek 'alpha' Floors 4
& 5 are home to the Midland Metro Alliance which
manages construction of the extensions. The rooms
are named after stops. So there can be meetings in
'Black Lake' or 'Great Western Street'!

2987] Tamworth: (BLN 1336.2344 with map) The north to west curve (trackbed on map) described
was one of various projects which came and went during periods when the Midland Railway and LNWR
'cooperation' waxed and waned, presumably as a result of changes in personnel on the respective
railways? It was built to enable the LNWR to run from Nuneaton to Burton and was apparently
complete except for the junction with the LNWR by September 1872. However, the curve was never
finished or connected (despite it being recorded as ready to open on 7 Jul 1873). In Mar 1874 the
Midland sought agreement to take up the rails, but in July the LNWR refused (apparently since the
Midland was refusing a similar request for the curve at Nuneaton). Midland records show that the rails
were removed in about 1878. The LNWR reached Burton (and also later, Buxton via Ashbourne) via
the Nuneaton & Ashby Jt line, which they had started to use (although not to Burton) on 1 Aug 1873.

2988] Perry Barr: Said to be the worst West Midlands station, but still clocking up 609,000 passengers
in 2017-18, designs for the revamp of this dismal station in time for the Commonwealth Games in
2022 have been released. They include a new station building replacing the 1960's entrance and a new
bus/train interchange. It is part of the £500M regeneration of the area which will host the athlete's
village on the site of the former Birmingham City University and has controversial road layout changes.
http://bit.ly/2OHGBog has an artist's impression and more information about the station plans.

2989] Portobello Jn - Bushbury Jn: This PSUL regained limited regular passenger use (as opposed to
diversionary use) from 25 May 2019 with the 06.04 (SO) Northampton to Crewe, a LNwR service.
It runs non-stop from New Street to Stafford as well as via Soho and, of course, Bescot presumably for
route knowledge retention. A member travelled on it on Sat 9 Nov and confirms it took the booked
route. The train is booked to run in the new timetable but is cancelled on strike days. Following an
agreement on 5 Dec, subject to ratification, normal Saturday working should resume from Sat 14 Dec.

2990] Longport: (BLN 1338.2608 with map) The first commercial traffic to the new Land Recovery
recycling facility at the former Esso Sidings was on Wed 25 Sep when two DC Rail operated trains ran.
The site had not seen 'active service' for well over a decade. The contract is for spoil from Crewe
Basford Hall from NR renewal and improvement projects. Although only 14 miles it is within a very
congested area. The new facility was only possible as the site remained connected to the network
despite not seeing trains for many years and demonstrates the value in protecting potential freight
land for future traffic that was not envisaged when previous use ceased. British Rail had a series of tips
such as at New Hucknall, Honeybourne, Stoke Gifford and Kirkham to dispose of spend ballast etc but
the landfill tipping tax (nothing to do with good service) promotes recycling and makes it economical.

X.161] NEXT PAGE: 50008 + 20118 + 20132 + 56091 are heading south on Tue 3 Dec 2019 as 0Z50
Leicester to Bristol Barton Hill. The convoy is passing Tibberton (MP 64), between Stoke Works Jn and
Abbotswood Jn with the two Droitwich transmitters in the background upper right. (Richard Putley.)





1341 IRELAND (Martin Baumann) [email protected]

27 Feb 2018 eastbound Inspection Car 2991] Waterford West Signal Box - Rosslare
25 Apr 2018 westbound Inspection Car Strand (Waterford Line Jn): LEFT: Summarising
the not infrequent movements during the last
6 Jun 2018 eastbound 082 & Weedkiller train two years on the 35¾ mile South Wexford Line.
19 Jun 2018 eastbound Inspection Car The last passenger train was 18 Sep 2010.
15 Aug 2018 westbound Inspection Car
21 Aug 2018 westbound Track Recording Car 700 2992] Cork Line Single Line Working: On Sat 2 &
23 Oct 2018 westbound Inspection Car 23 Nov this was on the Down line between
5 Dec 2018 westbound Inspection Car Lisduff facing & Ballybrophy trailing crossovers.
26 Feb 2019 eastbound Inspection Car
24 Apr 2019 westbound Inspection Car 2993] Thurles: Since 10 Nov the Up sidings have
18 Feb 2019 eastbound Inspection Car been temporarily out of use. The connecting Up
21 Aug 2019 eastbound MPV 790 weedspray main trailing points (86m 43ch) were plain lined
26 Aug 2019 westbound MPV 790 weedspray but replaced by points 26ft nearer the station
22 Oct 2019 eastbound Inspection Car on 17 Nov. The sidings remain out of use so far.
4 Dec 2019 eastbound Inspection Car
2994] On the Level: Irish Rail is consulting on
closing the six Cork line crossings: #Fanstown XC
187 (122m 37ch); #Thomastown XC 201 (127m
3ch); #Ballyhay XC 209 (130m 40ch); #Newtown
XC 211 (131m 63ch); #Shinanagh XC 215 (134m
7ch) and #Buttevant XC 219 (137m 13ch).

2995] Limerick Junction - Limerick: Dromkeen Level Crossing XL 036 (11m 50ch from Limerick) was
converted from an attended crossing to a CCTV crossing with four lifting barriers from 28 Nov 2019.

2996] Ballybrophy - Birdhill: (BLN 1340.2769) This part of the line, mostly jointed track with a 40mph
line speed, is being relaid in the Roscrea area during the Sat 9 Nov to Sun 14 Dec engineering closure.

2997] Galway: Redevelopment of land around the station has started. A new platform will eventually
be provided on the former bus depot site (on the left side of station on arrival), though funding for this
is not yet available. Galway train services are well used and extra stabling is also needed in the station.

As part of the work, from 28 Oct Tanks Siding 2 and Freight Siding 3 were both realigned closer to
Station Siding 1. Tanks Siding 2 was shortened to 97m from buffer stop to the fouling point. Freight
Siding 3 was lengthened to 130m from buffer stop to the fouling point. In the Feb 2004 Quail 6
(the last book to actually have that name) p10D, approaching Galway station, the Freight Siding is the
first to branch off left from the 'siding' after the 'Loop'. The Tanks Sidings are next to branch of left.

2998] Dublin Harcourt Street - Shanganagh Jn: The line, some of which is now part of …………
Green Line, closed after the last train on 31 Dec 1958; the 16.25 to Bray (a 6-car AEC Railcar hauling
two extra coaches). Track lifting began at the Dublin end in early 1959 but proceeded slowly and at the
end of May 1960 Shanganagh Jn to Carrickmines was still usable. It was indeed used to film 'Johnny
Nobody', released in 1961, with an 'A' Class loco (A12) hauled train. http://bit.ly/35AWouD has the
train sequences (1min) without having to watch all 88min! It is notable for the rare Crossley engine
sound recording of an 'A' Class diesel (General Motors engines were fitted from 1968 onwards).

2999] Belfast: NEXT PAGE: Railway Clearing House 1914 Junction Diagram. (Belfast) Central Jn,
bottom left - still Central Jn today - to the former Ballymacarret Jn (top right) was originally the
independent Belfast Central Railway. It connected the Great Northern (GN) line from Great Victoria St
south with the Belfast & County Down (to Bangor/Comber etc) and was absorbed by the GN in 1885.

Regular passenger services then ceased (last train 28 Nov 1885) but excursion traffic continued. Less
well known was the line starting at East Bridge Street Jn, (centre of map) 17ch north of the current
Belfast Central/Lanyon Place station. It provided a connection to both Belfast Docks and the Northern
Counties Committee system at York Road. This line originally had a passenger service as far as Queen's
Bridge, station (see map) 18ch from East Bridge Street Jn. Beyond was partially in tunnel which is now
a pedestrian subway. The tunnel never had a passenger service but is known to have been used to
transfer ECS railcar vehicles to and from the Belfast & County Down lines in the diesel era.

Belfast Docks - York Road was used by boat trains until 1930. East Bridge Street Jn - Donegall Quay Jn,
- correctly with double 'll' the town had one, (Docks boundary) was last used 31 May 1963; with official

closure from 3 Jun 1963. The Docks lines lasted until 1970 and a railtour (participants in open wagons!)
ran 23 Mar 1968. It is unclear when the Docks line was last used but it was before Jun 1970. Some
track remains in Dock St on the street running section. See http://bit.ly/34svHIh also.

Some rare if not unique footage of the line in use has emerged http://bit.ly/2qU8vEn (7min). Locos
seen are PG Class 0-6-0 10X and TR Class 0-6-4T No24. (The latter part of the film shows preserved CIE
4-6-0 No800 at Lisburn 28 Feb 1964 while being delivered to Belfast for the then planned transport

museum and preserved 0-6-0 being hauled by GM Diesel 173 on its way to the RPSI on 13 Dec 1965.)

3000] NIR timetable: A new timetable starts on 8 Dec. Dublin and Londonderry services are virtually
unchanged but the 21.38 from Londonderry no longer calls at Yorkgate so the crossover move to P2
has probably ended now. Stopping services are generally up to three minutes slower between
Portadown and Bangor. The 06.20 from Portadown is now a through train to Londonderry SSuX
(07.10 ex-GVS). On the Larne line there are some morning peak changes; Carrickfergus loses a
terminator and a starter. SuX the evening two hour gap to Larne is closed with a new 22.15 GVS to
Larne Harbour and Whitehead - Larne is still 2-hourly on Sundays. SO the 21.45 from Whitehead runs
to Newry, replacing the 21.27 from Bangor which terminates at Lisburn. 06.00 (SSuX) Belfast Lanyon
Place to Portadown still no longer calls at Great Victoria Street giving the avoiding line a 'local' service.

3001] BLS Draft Microgricer's Guide to Ireland 2019: This went out with e-BLN 1338 of 19 Oct 2019
and is on our website Documents Database, to find it put 'BLS Microgricer' in the top right search box.
The following additions/alterations have come to light and this list is also a 'freestanding' item.

Connolly - Dundalk/Howth: ●Howth [Quail page: 16A] Most services arrive and depart from Platform

1; the following, derived from Irish Rail's Live Train App, apparently use Platform 2:

Platform 2 arrivals Platform 2 departures
 M-F 08.25 Bray - Howth  M-F 09.52 Howth - Bray
 M-F 19.04 Greystones - Howth  SO 08.45 Howth - Bray
 SO 07.24 & 22.25 Bray - Howth  SO 10.00 & 18.00 Howth - Greystones
 SO 08.30 & 16.30 Greystones - Howth  SuO 10.35 Howth - Greystones
 SuO 09.00, 15.20 & 19.45 Bray - Howth  SuO 12.05, 16.45, 17.45, 19.35 and
 SuO 10.20, 16.10, & 17.50 Greystones - Howth
………….21.25 Howth - Bray

●Clongriffin P3 [16A]  M-F 10.25, 12.25 & 14.25 Bray - Malahide (P3 loop is not on Feb 2004 Quail 6)

●Skerries crossover [16B]  M-F 11.07 & 18.50 Connolly - Drogheda  SO 11.05 Connolly - Drogheda
●Balbriggan crossover [16B]  M-F 17.55 Balbriggan - Pearse  M-F 11.07, 18.50 Connolly - Drogheda

……………………………………………..  SO 11.05 Connolly - Drogheda

●Drogheda [16C] Platform usage determines which, if any, of the crossovers south of Drogheda

…station are used. North of the station the line is single track over the Boyne Viaduct anyway.

Platform 1 northbound ('Normal' running) Platform 1 southbound (via trailing crossover

 Daily All Connolly - Belfast Enterprise services south of station on departure to Dublin)

 M-F 07.50 Connolly - Drogheda  Daily All Belfast - Connolly Enterprise

 M-F 07.55 Pearse - Dundalk services except the M-S 08.00 ex-Belfast

 M-F 05.35 Rosslare - Dundalk  M-F 06.30 Newry - Connolly

 M-F 09.54 Pearse - Drogheda  M-F 07.10 & 20.40 Dundalk - Pearse

 FO 14.30 Connolly - Dundalk  M-F 09.00 Drogheda - Connolly

 FO 21.40 Pearse - Dundalk  M-F 18.021 Drogheda - Pearse

 SO 08.05 & 10.00 Connolly - Drogheda  SO 08.10 Dundalk - Connolly

 SO 06.45 Gorey - Dundalk  SO 18.02 Drogheda - Connolly

 SO 23.40 Pearse - Dundalk  SuO 09.30 Dundalk - Connolly

 SuO 23.40 Pearse - Drogheda

 SuO 15.15, 16.15, 17.15, 18.15, 19.20, 20.35 and 22.35 Connolly - Drogheda

Platform 2 southbound ('Normal' Running) Platform 2 northbound (facing crossover south of
 M-F 05.40 Dundalk - Pearse
 M-F 06.30 Dundalk - Bray station before arrival from Dublin in service)
 M-S 10.15 Dundalk - Connolly  M-F 09.10, 10.30, 15.22 & 18.50 Dublin
 M-F 10.50 & 12.45 Dundalk - Connolly
 M-F 07.05 Drogheda - Bray ….Connolly - Drogheda
 M-F 08.303, 09.40, 15.10, 17.00, 17.30,  M-S 13.50 Connolly - Drogheda
 M-F 07.093, 15.43, 16.23, 16.531, 18.24,
….18.50, 20.00 & 22.05 Drogheda - Pearse
 M-F 10.10 & 16.28 Drogheda - Connolly ….19.23, 20.15, 20.46 & 22.40 Pearse - Drogheda
 M-S 12.20 Drogheda - Connolly  M-ThO 21.40 Pearse - Drogheda
 M-S 08.00 Belfast - Connolly  M-F 16.50 Bray - Drogheda
 SO 07.05 Dundalk - Pearse  M-F 11.07 Connolly - Dundalk
 SO 09.40, 14.20, 15.15, 17.10, 17.30, 18.50 &  M-F 17.13 Pearse - Newry
 M-F 18.00 Pearse - Dundalk
….20.10 Drogheda - Connolly  SO 10.40, 15.44, 16.05, 16.35, 17.50, 18.22/40,
 SO 11.15 & 12.45 Dundalk - Connolly
 SO 22.10 Drogheda - Pearse ….19.20, 20.20 & 22.47 Connolly - Drogheda
 SO 11.05, 17.15 & 22.45 Connolly - Dundalk

xxxxxxx

Bay Platform 3 Departures Bay Platform 3 Arrivals (plus the facing
 M-F 06.28, 06.45 & 16.02 Drogheda - Pearse
 M-F 07.58 & 14.50 Drogheda - Bray crossover south of station before arrival)
 M-F 13.40, 14.202 & 15.50 Drogheda - Connolly  M-S 11.50 & 12.50 Connolly - Drogheda
 SO 06.28, 07.58, 13.38, 14.40 & 16.10  M-F 14.50 Connolly - Drogheda
 SO 14.45 Connolly - Drogheda
….Drogheda - Connolly  SUN 09.20, 10.17, 11.17, 12.15, 13.15 &
 SUN 07.55, 08.55, 10.55, 12.05, 13.05, 14.05,
….14.15 Connolly - Drogheda
….15.05, 16.05, 17.05, 18.05, 18.55, 19.55, 20.55

….& 21.55 Drogheda - Connolly

116.53 Pearse - Drogheda (arr 17.56) is allegedly the inbound working for the 18.02 Drogheda - Pearse,
. but they are shown to arrive at and depart from different platforms.
214.20 Drogheda - Connolly is shown P2 departure, but allegedly inbound working arrives 13.44 at P3.
307.09 Pearse - Drogheda (arr 08.05) and return 08.30 Drogheda - Pearse are both booked into P1. .
.However, this will block P1 for Enterprise services at 08.10 and 08.22, so either the Enterprise services
.use P2 or the Pearse services arrive in P2 (as shown) or possibly P3.

●Dundalk P3 [17B]  M-F 05.35 Rosslare Europort - Dundalk & 10.50 Dundalk - Dublin Connolly return.

3002] Dublin Pearse: The station piano installed in 2017 recently had to go away for repairs taking
about a week following "severe mindless vandalism". They should string them up… There are also
pianos at Heuston, Connolly, Waterford & Cork. Do piano repairers have tuna sandwiches for lunch?

3003] From the Horse's Mouth, Thoroughbred Rare Track: (Should have been on our 'Cork Stopper'.)

3004] Londonderry: (BLN 1340.2852) Thur 20 Nov the 09.38 to Great Victoria Street departed via the
new loop, probably for route learning as there were two drivers. Ireland Editor on board with red pen!

3005] Cashelnagore: (OP 9 Mar 1903; Closed in the 1940s‡) This former Lough Swilly Railway station
on the Burtonport line, 56m 59ch from Londonderry, is now a Bed & Breakfast. The owner has cleared
vegetation in the station area so that the platform is now visible. He intends to lay some track at the
platform but for decoration only (sorry). To book see http://bit.ly/2DpEHBW which also has many
pictures; the northwest County Donegal (one 'l') scenery is outstanding. There is only one problem;
although the area is spelt 'Cashelnagor' the station (Bradshaw/old railway maps) was Cashelnagore.

‡The closure history here is complex: Letterkenny (24m 60ch) - Burtonport (74m 56ch) CA 3 Jun 1940.
On 14 Jan 1941 a freight train ran from Letterkenny to Gweedore* (63m 66ch) and return through
Cashelnagore. Regular freight traffic (only) resumed 3 Feb 1941 and unofficially carried a coach from
Mar 1943 which was available to passengers until closure (it could only happen in Ireland!). The branch
officially closed again from 6 Jan 1947 but irregular freight continued to run until June that year, exact
date unknown. The final train at Cashelnagore station would have been a track lifting train in 1949.

*An Chúirt, Gweedore Court Hotel & Earagail Health Club is immediately adjacent Gweedore station;
the bar has memorabilia including a replica BR (!!) totem nameboard 'Gweedore'. Somebody cares!

1341 ISLE OF MAN (Graeme Jolley) [email protected]
3006] Brassed off with the Brassica? (BLN 1325.750) An ongoing saga that would make a good story for
'Thomas the Tank Engine' (of course modelled on the Isle of Sodor Man) - on second thoughts … You
couldn't make it up! The troublesome diesel loco dubbed 'the Cabbage' is out of action again. No21 had to
be abandoned in Castletown siding after a power problem with one motor. It was then left to languish
in the goods shed [covered on John & Jenny Williamson's Sep 2013 railtour with reliable steam power].

The green machine had only recently re-entered passenger service after major repairs; it had been out
of action since Jun 2015. An IOM Transport spokesperson said: After a successful (re)introduction to
service, diesel loco 21 experienced abnormally high power consumption on one of the traction motors
on 25 October. It was decided to withdraw the loco from service as a precautionary measure.

It has been dogged with technical problems since it was first delivered in 2013. Early tests revealed
teething problems including overheating, and its engine was replaced by the manufacturers under
warranty. Issues were then experienced with the bogies, which are over 40 years old and not covered
by the warranty. They were sent to the UK for tests and repair. The loco cost £420,000 and to date
£246,800 has been spent on repairs. It finally returned to traffic in Sep and is due to be named later.

1341 SCOTLAND (Mike McCabe) [email protected]
3007] Port Road: This denotes The Portpatrick and Wigtownshire Joint Railways (plural) serving
sparsely populated areas of southwest Scotland. In 1885 the previously independent Portpatrick
Railway and Wigtownshire Railway companies were amalgamated by Act of Parliament into a new
company jointly owned by the Caledonian, Glasgow & South Western, Midland and London & North
Western Railways and managed by the Portpatrick and Wigtownshire Joint Committee. It ran from
Portpatrick and Stranraer in the west to Castle Douglas in the east along with the Whithorn and
Garlieston branches. East of Castle Douglas was exclusively Glasgow & South Western Railway.
However, it is understood that the term 'Port Road' came to signify all the direct Dumfries to Stranraer
line - do learned members agree? A member is making reference to it in an item about (Northern
Ireland) troop trains between Stranraer and the Wansbeck Valley (a North British Railway line!).

3008] Azuming to Aberdeen: The first Azuma to serve Aberdeen was the 07.52 to King's Cross on Tue
26 Nov. There are normally three LNER services each way, seven days a week, with an extra round trip
from Leeds on weekdays. In response to customer and staff feedback, extra luggage space will soon be
installed in each carriage including floor mounted luggage racks for large items. The trains have a
tartan design, representing the East Coast route, and the words 'Celebrating Scotland' on the side. As a
point of interest, CrossCountry runs trains to Aberdeen from Dundee SuX (Edinburgh SuO) & Plymouth
with departures to Penzance SuX (722 miles with 43 stops in 13hr 23min), Plymouth SuO & Edinburgh.

3009] Not used in e-BLN (in paper BLN was the monochrome picture with picture e-BLN 1340.2863.)

3010] Cadder ladder: There are three sets of points at Cadder East End (as it is named) which are very
close together. This means that during maintenance the points from the Down Edinburgh & Glasgow
into the Down Passenger Loop and then to the Down Arrival must be treated as one, requiring a full
route possession, impacting on the main line. NR plans to move the Down arrival points by 36m and
the trap points by 48m, so they can be maintained individually, reducing the possession time required.
No freight traffic is booked to use either line but the loop could still hold 1,045m long trains. Cadder
West End points are to be modified to increase linespeed from 30mph to 40mph. Both works at
Cadder are due to be undertaken during an 8-day blockade between 24 Dec 2020 and 2 Jan 2021.

3011] Longannet: Spanish train manufacturer Talgo (Tren Articulado Ligero Goicoechea Oriol) has
signed a framework agreement with Scottish Enterprise and Transport Scotland to establish a base for
manufacturing (assembly?) here. It will build new trains but now 'for the UK' (originally export was
mentioned) and, if Talgo succeeds with current bids, particularly the initial HS2 rolling stock contract.

3012] More live wires in Scotland: From Transport Scotland's website 'The Scottish Government is
committed to a substantial rolling programme of electrification that will bring significant economic,
social and environmental benefits.' It is not known when/if they intend to be more specific about their
ambitions, but the objective is to 'decarbonise' the Scottish rail network by 2035. It is planned to
electrify the entire rail network in Scotland except the Far North, Kyle and West Highland lines and
south of Girvan which would naturally use 'green energy' of course, such as Hydrogen power.

3013] Edinburgh Trams (1): There will be a free overnight service for Hogmanay for the fourth year in
a row. Trams will run between West End (trailing crossover on departure) and Airport every 20min
from midnight on 31 Dec until 05.00 on 1 Jan with thanks to financial support from Edinburgh's
Hogmanay producer, Underbelly. The section from West End to York Place will be closed as usual.

3014] Edinburgh Trams (2): Several new safety features are being installed after the Rail Accident
Investigation Branch report into the tragic death of Carlos Correa who was struck by a tram at
Saughton crossing the tramway. Various pedestrian crossings on the reserved sections of the tramway
are having anti-trespass rubber pyramid pads, traditional cattle type grids and chicane bollards fitted.

4

1341 WALES & THE MARCHES (Chris Parker) [email protected]
3015] Dec 2019 timetable: (BLN 1339.2738) The Welsh Government Transport Minister has confirmed
that the introduction of additional SSuX express services at the expense of some intermediate stations
is to go ahead despite two affected, Chirk and Ruabon, being in his own Clwyd South constituency.
Planning started 12 months ago and had to take account of a franchise requirement for an express
service to leave Cardiff by 07.30 and reach Holyhead within 4½ hrs, shaving 44 min off the current
schedule. [The franchisee is financially incentivised to do this, but the 'bonus' amount is redacted from
publicly available documents.] How soon it was realised that this could only be achieved by knocking
out existing services is undisclosed. Church Stretton & Craven Arms can be added to the list of stations
suffering; in their case, while a morning gap is created, the worst effect is caused by the withdrawal of
the 12.32 Holyhead to Maesteg service used by many schoolchildren from Shrewsbury in that area.

At one point TfW proposed bus replacements as a 'short term' solution; it has now reverted to
claiming that insufficient rolling stock precludes additional stopping trains. It suggested that a bus
leaving Shrewsbury after connecting with the 09.01 Holyhead express could reach Wrexham General
(approx 30 miles) by 09.25 (sic) including calls at Gobowen, Chirk and Ruabon! One can only charitably
suppose that this was a typographical error and there is no mention of it in the public timetables now
available online. However, in a letter of 25 Nov to Oswestry Community Action, the Deputy Transport
Minister stated that TfW would announce a Shrewsbury - Wrexham coach timetable shortly and
commendably confirmed that, to be 'fare' off peak fares to/from the intermediate stations will be
available to users of the 08.25 departure from Shrewsbury on which they are not currently valid.

TfW claims to still be seeking a permanent solution for the May 2020 timetable while previously
indicating that it was only considering minor tweaks. It is also promising improvements to SSuO
services at the affected stations from Dec 2022 and that henceforth it will lead a structured discussion
around timetabling, and other matters. [Catching up with most other parts of Great Britain.]

The political dimension to this has of course been largely paralysed by the calling of the Westminster
General Election for 12 Dec but the fact remains that TfW is in contravention of the Train Service
Requirement for these stations under the devolution agreement. The BLN back reference item was
quoted in the (Liverpool) Daily Post of 18 Nov http://bit.ly/37JJ1dv with the source duly acknowledged
(but note there was no actual BLS spokesman). [The information is 100% factually correct though, as
TfW has admitted to the Transport Secretary in publically available documents - BLN Editor.]

The most positive aspect of the new TfW timetable - and dramatically so - keeping a franchise launch
promise (BLN 1306.1238) to increase Sunday services, stated to be of 41% compared with Dec 2018
and hopefully matched by equivalent staff resources! Bridgend - Maesteg is to have its first ever
Sunday service, the Conwy Valley its first winter one and the Llandudno branch its first in winter for
many years. Cardiff - Rhymney is to have seven additional return services, with 45 instead of 16
to/from Caerphilly, Cardiff - Treherbert 28 instead of 15, Cardiff - Swansea 29 instead of 14 (excluding
GWR) and the Cambrian Coast line five instead of one. Cardiff - Gloucester services are to begin two
hours earlier at 08.23 while the Cardiff Bay shuttle ends three hours later than before at 22.00, making
130 round trips instead of 100 on a Sunday, inviting comparisons with Stourbridge Town! Seven extra
'all stations' services are claimed for Crewe - Shrewsbury, although in fact at least some of these are to
replace intermediate calls no longer made by longer distance trains (BLN 1337.2504).

3016] Bow Street is a runner! (BLN 1286.1614) Once again without any prior announcement on TfW
or National Rail websites, Aberystwyth to Dovey Jn (excl) was temporarily closed from 12 to 20 Nov
inclusive. This was to start construction of this new station, unconfirmed until NR finally issued a
Network Change proposal on 22 Nov! Completion is scheduled for the end of Jun 2020 at a cost of
£6M, substantially less than the original £8.5M (BLN 1271.3219). Included are a single 100m x 3.5m
(4-car length) platform on the east side of the single line with provision for future extension to 150m
(6-car), a shelter, CCTV, LED lighting, ticket machine, help point, information screen and boards, bus
stop, pedestrian access and a car park with six disabled and at least 60 standard spaces. The original
station had a passing loop with two platforms; it CP 14 Jun 1965 (with many others on the Cambrian).

ERTMS alterations are required, as is regrading of the formation to ease the gradient through the site
from 1:89 to 1:300 rising towards Aberystwyth. Derogation has been needed as the normal standard
maximum for new stations is 1:500 but the cost of achieving it here is considered prohibitive. The
stated mileage location of 91m 30ch (from Whitchurch Cambrian Jn via Oswestry) is clearly incorrect
as this would give overlap with the original station site a mere 2ch north; that site is in fact in industrial
use. Secondly the line is actually level at that point (at the foot of 1 in 75 gradients in both directions).

Previous references indicate that it is in fact a short distance further south. The Dec 2019 timetable
includes adjustments in anticipation of the station's opening; inevitably there are reductions in already
tight Aberystwyth turnaround times, mostly to 8 minutes. The actual effect on journey times and
punctuality is to be subject to periodic formal review.

3017] Shrewsbury: (BLN 1334.2120) The refurbishment work which began on 26 Nov 2018 overran
somewhat and NR has thanked residents and station users for their patience! The Dana roofed
footbridge, which carries a public right of way above the station giving direct access from the town
centre to the doors of the (now closed) prison, reopened Fri 8 Nov. Unfortunately within 48 hrs local
radio was already reporting that local graffiti 'artists' (not of Banksy standard) had, as many times
before, defaced the interior. Some final minor finishing works to P4-7 canopies were to be completed.

3018] Llandudno Junction: (BLN 1336.2369) On 8 Nov there was still little or no sign of clearance work
on the freight yards in preparation for the promised slate traffic. (North Wales Coast Railway website.)

ABOVE: (Item 3019 below) A Virgin Voyager in Rhyl Down P2 with the Position 1 'feather' is about to
make an Up departure, then take the trailing crossover, out of sight beyond the road overbridge.

BELOW: Rhyl station with, right 11.41 to Cardiff passing in Up P1 and left, 11.57 to London Euston
(formed of the 10.42 from Crewe) awaiting departure in P2. (Both Simon Mortimer, Sun 10 Nov 2019.)

3019] Customer care at Rhyl: On Sun 10 Nov with engineering blockades in force west of Llandudno
Junction, the 10.42 Virgin Trains Crewe to Rhyl service terminated in (Down) P2 at 11.38 from where it
departed over the trailing crossover for London Euston at 11.57. Although this was necessary to allow
a Llandudno Junction to Cardiff TfW service to pass at 11.43, the Voyager was timetabled to wait on
the Down line for 10 mins for the Cardiff train to clear before proceeding over the facing crossover to
(Up) P1. However, that would have meant either delaying or missing the onward replacement buses.

The platform alteration was therefore announced and displayed but caused confusion to passengers
waiting while those alighting from arriving buses had to dash over the footbridge to catch the 11.57
with seconds to spare, including a woman led by her guide dog! With the buses being Arriva, the Virgin
Trains staff took no prisoners and bellowed to them to board immediately as they were going - NOW!!

3020] Clarbeston Road - Fishguard Harbour: (BLN 1340.2764) The line reopened Fri 15 Nov, three days
ahead of schedule. An 09.10 ECS route proving working from Carmarthen reached the Harbour at
10.01, returning at 10.04. The first public service was the 11.00 from Swansea arriving on time at
12.30, all without further mishaps and with much improved views from trains. However, the fallen tree
prompting this closure clearly started a chain (saw) reaction as on the same day NR announced…

3021] Clarbeston Road - Milford Haven: The whole 13¾ mile branch was likewise temporarily closed
to passenger traffic with bus replacements from Sun 17 Nov; expected until Mon 23 Dec incl. This is for
devegetation up to 8m from the outer running rail or to the NR boundary fence, whichever is the
nearer. Teams are working 12-hour shifts. Oil trains from Robeston, up to three daily, seven days a
week, continue. Given BLN 1340.2870 & 2871 and the above, sadly it hardly needs to be said that until
late afternoon on 18 Nov there was no mention of the Milford Haven closure on the TfW website!

3022] Pembroke: Similar urgent devegetation takes place around Pembroke Tunnel overnight Sat 14
to Fri 20 Dec as well as the installation of rock anchors at the top of the approach cuttings. At least
there is no indication of vegetation inside this tunnel unlike some (BLN 1336.2378)! This is a prelude to
a blockade 19 Jan to 18 Feb 2020 incl when further rock anchors, bolts and netting are to be installed.

3023] Newport - Cardiff: The blockade for renewal of switches and crossings at Newport station Up
end (BLN 1300.514) is confirmed as from end of service 24 Dec to start of service 2 Jan. New material
is being accumulated, stacked in the Maindee triangle by the Down Hereford as noted on 30 Nov.

Significant track renewal and replacement of the edges of P2-4 is also planned as well as some OHLE
adjustments. Unusually the public drop-in event took place on the station premises, inside the Godfrey
Road entrance, on 26 Nov. From 27 Dec, with electrification work also taking place westwards, bus
replacements will run Bristol Parkway, Cwmbran, Ebbw Vale Town and Cheltenham or Chepstow
to/from Cardiff Central or Bridgend. Energisation from St Brides Feeder Station through to the
Brickyard Sidings turnback (BLN.1336.2378), including Pengam Up/Down Reception Sidings 1-3,
Cardiff Central P0-4 and an overrun section at Wentloog Freight Terminal, is scheduled for 18.00 on
27 Dec. From 1 Jan start of service, some Marches Line services resume in lieu of Cwmbran buses.
Hopefully regular IET working to/from Cardiff in electric mode will begin the next day (BLN 1332.1847).

3024] Cardiff Central: Not shown in TRACKmaps 3 p21 of Jun 2018 but included in the supplement to
BLN 1290* is the rare crossover between the Down Barry and Down Barry Loop lines at the west end
of P7 & 8 forming an additional 'step' in the north west to south east ladder across to P8. It enables
terminating trains from the Radyr Branch Jn direction to use P8 as well as P6 & 7. This facility was used
extensively over the weekend of 23 & 24 Nov because of a Cardiff Central to Heath High Level, Cardiff
Bay, Coryton and Llandaf blockade (Llandaf line trains ran via Ninian Park, local Saturday services on
that line, which run on SuX, were replaced by buses). P6, 7 & 8 acted as west end bays for turnbacks.

*The same applies to the trailing Line 'B' to 'C' crossover (Up Platform to Up Main in old money) at the
west end of P2, the facing Up to Down Llandaff crossover east of Cardiff East Jn, and the extended
double track section of the Bute Road/Cardiff Bay line to south of the South Wales Main Line bridge.

3025] Rolling stock: (BLNs 1339.2747 & 1340,2875) Despite claims of strenuous efforts to reduce
maintenance and modification backlogs, short formations and the use of Class 150 units on long
distance workings are still all too common. In recent pronouncements, TfW advises that remedial work
on the 170s received in poor condition from Greater Anglia is to be carried out at Tyseley rather than
Canton. The Class 175 refurbishment programme now underway is revealing a 'surprising' amount of
corrosion - BLN 1338.2563 explains why! The Mark IV loco hauled stock cascaded from the ECML (now
not expected to enter service until 'early 2020') is to be confined to Manchester/Crewe - North Wales
Coast loco powered services initially, pending completion of gauge clearance for the Cardiff - Holyhead
route on which Mark IIIs will remain in use meanwhile. Until Class 769 bimode units are introduced,
the plan is to concentrate Pacers on the Rhymney line (as a penance for enjoying the Class 37s?) and
Class 150s on the Core Valley Lines (Cardiff Bay, Coryton, Merthyr, Aberdare and Treherbert).

3026] Core Valley Lines (CVL): (BLN 1333.1974) TfW's recently published Sustainable Development
Plan includes a commitment that 100% of power for CVL stations and OHLE will be from renewable
sources, 50% from within Wales. However, as expected the asset transfer from NR to TfW is slipping
well beyond the original target date of 21 Sep 2019. Taking account of concerns raised by freight
operators, on 26 Nov the ORR announced that the CVL network licence to be issued to Amey Keolis
Infrastructure Ltd (AKIL) will include additional management obligations. These allow the operators to
seek early ORR intervention if they consider that there are CVL maintenance deficiencies which could
affect their services, additional to the rights they have through track access contracts. However, the
licence cannot yet be issued as AKIL is working to achieve the required statutory safety authorisation.
The ORR understands that this will not be before 31 Jan 2020, which also happens to be the similarly
deferred Br*x*t Day (no comment!). http://bit.ly/35Td6Ft is the full licence and decision letter.

3027] Cardiff Parkway: (BLN 1338.2632) A 4 week public consultation on the proposed station plans
opened on 20 Nov with 'Meet the Team' drop in events at St Mellons and Marshfield on 23 & 25 Nov.

3028] Tram Inn's not dead yet: (BLN 1335.2254) NR has identified a SPAD risk for Up (northbound)
freight trains here because, by current standards, the spacing of the Up Distant colour light and Up
Home semaphore respectively (which have been in situ for decades) gives a non-compliant braking
distance for the all traffic line speed of 75mph. A review has taken place as part of the Tram Inn Life
Extension Project, a splendid title confirming that full resignalling isn't happening anytime soon!

Relocation and renewal of signal TI2 as an LED was considered to coincide with renewal of the level
crossing (5m 37ch from Rotherwas Jn, Hereford). However because of the line curvature a banner
repeater or additional running signals would also have been required, eating too much into the
Project's slim £250k budget. Instead, a restriction of 60mph for freight traffic is to be introduced with
speed signs at the start and end of it accordingly - but the mileages stated (6m 60ch and 6m 10ch
respectively) do not correspond with the milepost values and seem to be measured from the present
Hereford (Barrs Court) station. Project completion is expected during the 2020-1 financial year and the
effects of the restriction are then to be kept under review. Passenger traffic line speed is unchanged.

1341 MINOR RAILWAYS (Peter Scott) [email protected]
MR225] Swindon & Cricklade Railway, Wiltshire (MR p6): The railway is appealing for £100,000 to
complete Phase One of its extension northwards to Cricklade (closed to regular passenger traffic from
11 September 1961 and to all traffic 1 Apr 1964). It has published a four phase plan for the proposed
1¼ mile extension and already has enough sleepers to extend as far as Fairfield Lane and sufficient rail
to reach all the way to Cricklade, from track recovered at Didcot Power Station (BLN 1313.1952). Phase
One takes the railway over South Meadow Lane Farm crossing to North Meadow Lane Farm crossing.
Phase Two (said to be the important Phase of the whole project) sees track laying through Fairfield
Lane cutting and reinstating the bridge carrying the lane over the line. The bridge was demolished in a
1970s army training exercise and filled in. This will require specialist contractors and considerable
money - grant funding will be sought to rebuild the bridge and correct drainage issues in the cutting.

BELOW: Diagram of the Swindon & Cricklade Railway extension phases.

[BLN 1341]
The third Phase involves the construction of a new halt north of Fairfield Lane. Phase Four is laying of
the final 0.6 mile of track to Cricklade and building a new station there. The final plans for this Phase
have yet to be developed. Of the money required for Phase One, £70,000 is for ballast at £25 a tonne.
To assist/donate see http://bit.ly/2XSS1It or by BACS to 23-05-80 Account 33168918, quoting 'RTC' as
the Reference - donations can be Gift Aided where possible. Any queries to 01793 771615.

MR226] Churnet Valley Railway, Staffordshire (MR p8): On 11 October 2019 a train for invited guests
ran over the first section of the extension from Leek Brook Jn towards Leek (town), with the opening
performed by Sybil Ralphs, leader of Moorlands District Council. The train was hauled by S160 USA
2-8-0 5197, with 33102 on the tail to draw it back. Approximately 200 yards of the track was laid in the
second week in October by 30 volunteers from the Permanent Way Institute. This is the first section of
the Railway's £1M 'Reconnect Leek' project, which aims to lay just over ½ mile of the eventual 50ch
reinstated line from Leek Brook Jn towards a new station in Leek. (See BLN 1318.2642 with map.)

MR227] Bideford Railway Heritage Centre, Devon: Passenger rides are to recommence in 2020 at the
Heritage Centre, which is based at the former Bideford station. Formerly rides were given each year
(from around 1995 to around 2001) at an annual open day on a (imported) pump trolley. The line then
reopened on 15 August 2004, using a Hibberd diesel and brake van. However, these rides ceased
around the end of 2005 season. The last two years has seen a total restoration of the site.

The Bideford Station Group secured a lease on the station site in 1989 and relaid double track, rebuilt
the signal box and provided BR Mk1 coach 4489 to serve refreshments. A new £50,000 museum was
opened earlier this year inside SR parcels van S2142S, funded by the Heritage Fund Lottery.
The Hibberd Planet diesel is now operational and following restoration of the BR brake van, it is
planned to resume passenger trains over 15 chains of track in 2020.

X.162] BELOW: Leeming Bar, Wensleydale Railway, an atmospheric picture. (Ian Hughes, 29 Nov 2019.)

MR228] Volks Electric Railway, East Sussex (MR p16) (BLN 1333.MR145): For the first time in over 25
years the railway operated a public three train service on Sunday 3 November, the day of the London -
Brighton vintage car run and the last day of the regular operating season of the year (although there
will be Santa Special trips in the lead up to Christmas). To enable a three train service - instead of the
usual two - trains used single line tokens for each section they operated in and this saw the rare use of
the passing loops along the line instead of the more usual passing at Halfway Station loop. In use were
three trains made up of single cars 4, 9 & 10. Outside the depot was a 2ft gauge 4w vee-skip wagon
made by Hudson. The observation area by the depot was not open.

MR229] Hythe Pier Railway, Hampshire (MR p18) (BLN 1333.MR149): On Saturday 16 November this
2ft gauge railway and also the ferry were sampled, with the 09.40 train from Hythe Pier town end and
the 13.00 ferry from Southampton Town Quay. Both crossings were with vessel 'Oliver B' registered in
Cowes. The larger catamaran 'Hythe Scene' (formerly 'Great Expectations' built 1992) was moored at
the end of Hythe Pier. On the railway, Loco No1 was in use with the three coaches and the flat wagon
for luggage and push chairs. The tank wagon was stabled on the stop block at the Pier head. Loco No2
was stabled on the siding adjacent to the platform at the town end of the Pier. Loadings were good on
both trips. The adult return fare for railway and ferry was £7, with seniors at £5. Tickets were till roll
receipts, clipped on the way out and collected on the return. On the outside of the station building at
Hythe there is a red Transport Trust plaque with the wording: An ancient ferry crossing, first recorded
in 1575; accessed since 1922 by the oldest pier railway in continuous service in the world

BELOW: Another nautically themed picture, the Hythe Ferry. 'Oliver B' has arrived at Hythe Pier with
the 13.00 crossing from Southampton Town Quay. (Peter Scott, 16 Nov 2019.)

ABOVE: Hythe Pier Railway on 21 Jul 1979 (Angus McDougall.) BELOW: Locomotion Museum
at Shildon. Class 71 E5001 undergoes restoration. (Rod Bryant, 10 Nov 2019.)

X.163] BELOW: The Welshpool & Llanfair Light Railway is threatened by floods. (Rod Bryant, 26 Oct 2019.)

MR230] Rother Valley Railway (RVR), East Sussex: (BLN 1328.MR 71) The railway has undertaken work
on the section of trackbed it owns past Junction Road towards Robertsbridge. All works are being
undertaken very closely with external independent environmental professionals. This is section 4 of
which 4a is the B2244 road level crossing itself and 4b the section between the level crossing and
Austins bridge (that bridge is not in RVR ownership and they are at great pains to respect all owner's
privacy and restrict access from RVR to private land by trespassers albeit often well meant). This
section, about 400 yards, is not all being worked on. Environmental considerations play a big factor as
the railway aspires to be a model reconstruction project with sensitive managing of the western end.

The eastern end of Section 4b is currently receiving the most attention. The ground has been prepared
(including for the original Junction Road Halt goods siding; the intention is to reinstate that), culverts
replaced, revamped and generally upgraded. Ground works include the trackbed, ancillary ground
support and improving sight lines by trimming hedges. Of the trackbed ground works, the modern
method of preparation is being followed. TERRAM matting overlaid with crushed concrete and subsoil
to the prescribed depth is being laid. Levelling, performed to meet the road at the correct height, is
naturally part of that. Once ballast, sleepers and rail are added all will be at the right level. Culverts
and ditches have been cleared and reinforced to facilitate drainage and natural flow in the river area.

MR231] Castle Hill Cliff Railway, Bridgnorth (MR p34) (BLN 1250.MR26): Fire crew from Bridgnorth
were called to the railway on 19 September at 18.40, when the cars were stuck mid-journey with some
passengers inside. This cliffhanger had a happy ending; the Officer in charge was sent down, secured
into a fall arrest system, to calm the passengers. Other fire crew were then able to operate the manual
release system on the brakes to safely lower/raise the cars respectively. Fortunately, the local fire
crew visit the railway periodically and undergo familiarisation of the system in case of such an event.

MR232] West Huntspill Model Engineers, Highbridge, Somerset: Established in 1967, this society
operates an elevated 3½/5" gauge railway at the Playing Fields (ST 3155 4620), off New Road, West
Huntspill. TA9 3QE, Public running is every Sunday afternoon 14.00-16.30, weather permitting, from
Easter until the end of October. Fares are £1 for two laps of their 1,072 feet long track, a dumbbell
layout bent through a right angle. www.westhuntspillmes.co.uk has more details and photographs.

3029] Dartmoor Railway, Train to Christmas Town: Well, to the west end connection into the former
Meldon Quarry Sidings and Road 12. Mention the BLS and ask to be sat at the front at Okehampton.
Various times Fridays to Sundays until 24 Dec; 1½ hours. See http://bit.ly/33E5Rjm 08000 832383.

1341 FIXTURES REPORTS (Paul Stewart) [email protected]

3030] Sheffield Supertram; The Steel City Special Sun 28 Jul 2019: By Terry Cotter. As is now
becoming a regular event, the run up to this tour for me was marked by questions about the viability
of pre- and post-journey arrangements! While sweltering in Europe, I had been keeping up to speed
with the conditions back home on the 25 Jul and the disruption on the Midland mainline caused by the
heat. I was glad not to be travelling until the weekend, hopefully it would all back to normal by then…

Arriving at St Pancras from Sittingbourne early on Saturday 27th gave as many options as possible,
following the advice from East Midlands Trains the night before to not travel all weekend. There were
long queues at the ticket office and no ticket machines wanting to sell tickets! Plan 'B' and over to
King's Cross for Sheffield via Doncaster. This understandably seemed much busier than usual for a
Saturday morning and I arrived just as a Leeds train was advertised for boarding so was swept up in
the stampede. It was quite odd to find that I had the whole front coach to myself to Peterborough!

Having made it to Sheffield, and given that there were delays to mainline services in all directions, I

decided to spend the day on Sheffield Supertram for a bargain price of £4.20. [ was £3 then!]

What better way to start than with a trip to Hillsborough for the crossover (in use due to engineering

work and not on the tour - although quite a few participants did it on service trams afterwards). Well a

better way may have been with slightly less rain but during the afternoon I managed to see the odd

sight of a car arriving at the tram only Castle Square stop where, despite a tram being directly behind,
the driver was attempting to park until advised otherwise by a member of staff on the platform. To
compound matters she then drove off, continuing along the tracks to Fitzalan Square stop rather than
accessing the road system. Here further progress was impeded by trams on both lines so, with much
sounding of horns and a dubious reversal into a one-way street, she drove off to where cars should be.

As the day wore on and the rain eased off, I continued visiting various tram stops but noticed that my
wait at Granville Road was much longer than expected to go to Halfway and there was very little tram
movement in the area, so I walked towards Sheffield station to find something to eat. A Hillsborough
bound tram which had passed me earlier seemed to be discharging all its passengers, so something
was clearly amiss. Arriving at the station stop I discovered that it was turning back via the crossover
there and returning to Halfway. While watching this manœuvre, another tram arrived from the same
direction and also terminated. The driver informed me that the line ahead was blocked by a person
threatening to jump off the tram bridge so they could not progress any further then. A tram then
arrived from the opposite direction with the destination 'Sheffield Station' and all passengers duly
alighted and headed to the station. I assumed this meant trams were running normally but as the tram
departed back via the crossover, the penny dropped that I should probably have been on it as the rear
destination display was showing 'Meadowhall' so it would be covering the rare third side of the Delta!

I wasn't overly concerned as our tour next day would cover this both ways but, as always, subject to
issues on the day. I therefore decided to wait in the area in case a further tram carried out this move,
just in case a problem was to arise the next day. Patience paid off as, after a while, a tram arrived with
Sheffield Station as its destination which then became 'Meadowhall' as hoped. A few radio messages
later and manual operation of the points, it was off to Hyde Park via the Delta. A quick change of
platform here allowed return to the station and the other track of the curve to be covered before
seeking sustenance. Trams were now returning to normal, so I took the opportunity to cover the new
Tram Train section to (Rotherham) Parkgate, again just in case!

Sunday morning of the tour saw most participants squeeze on to Cricket Inn Road platform, much to

the surprise of a few 'normals', before a service tram arrived depositing the rest who were also

surprised that they couldn't walk the short distance across from Nunnery Square (a large Park & Ride)

as they had expected to do. The connecting bridge high above the main A57 is strictly 'trams only' and

the walking route a long way round! Tour tram 108 quickly followed and all swiftly boarded for the run

to Herdings Park and the all important single track overrun past the platform to the buffer stops.

(With thanks to Jim Sellens) FROM TO (I/B = inbound; O/B = outbound) km After a pause for a

Cricket Inn Road I/B Plat Herdings Park overrun 8.36 service tram to arrive

Herdings Park overrun Gleadless Townend, O/B line 1.22 and depart from the

Gleadless Townend, O/B line Beighton/Drake House Lane O/B Plat 5.85 platform, we returned

Beighton/Drake House Lane O/B Plat Birley Lane crossover, I/B Line 3.86 via Gleadless Townend
Birley Lane crossover, I/B Line Crystal Peaks O/B Plat 3.19 and its crossover, of
Crystal Peaks I/B Plat Donetsk Way crossover, I/B Line 1.14 course, to the outbound
Donetsk Way crossover, I/B Line Halfway overrun 3.47 line. Now running to a
Halfway overrun Shalesmoor O/B Plat 16.38 new schedule that was
Shalesmoor O/B Plat Nunnery Depot West Entrance line 4.82 slightly different to our
Nunnery Depot West Entrance line Meadowhall Interchange, L Plat 5.63 booklet, it was off to
Beighton/Drake House
Meadowhall Interchange, L Plat Nunnery Depot Road 10 5.33 Lane (one of nine dual
Nunnery Depot Road 10 Meadowhall Interchange R Plat 5.33 named stops) for the
Meadowhall Interchange R Plat Arena/Olympic Legacy Park I/B Plat 3.26 crossover there to
Arena/Olympic Legacy Park I/B Plat Arena crossover, O/B Line 0.15 return back to Birley
Arena crossover, O/B Line Arena/Olympic Legacy Park I/B Plat 0.15 Lane and cross again for
Arena/Olympic Legacy Park I/B Plat (Rotherham) Parkgate stop board 7.88
(Rotherham) Parkgate stop board Sheffield Station O/B Plat 12.07

Sheffield Station O/B Plat Cricket Inn Road O/B Plat 1.56 a run to Crystal Peaks.

ABOVE: Our tour tram approaches Crystal Peaks running ECS from Halfway. (Bernie Lovelock.)

This was for a comfort stop at the nearby large shopping centre where refreshments could also be
purchased as the sun came out. Meanwhile our tour tram went ECS to Halfway for service trams; busy
with Sunday shoppers off to peek at the crystals, to continue to run normally.

Suitably refreshed, participants rejoined the tour to cover the Donetsk Way crossover and Halfway
overrun (the whole way, of course) before returning to Sheffield Station. This concluded every piece
of track that side of the station except the out of use (welded) Spring Lane crossover. Our tour then
did Shalesmoor crossover before proceeding on to the first Nunnery Depot visit. The tram entered via
the West Entrance line, ran through Road 5 then turned 180oround the sharp loop at the east end and
back through Road 7 (the Carriage Wash line). Reversing before the west entrance, it was then out via
the East Entrance line to Woodburn Road stop and on to Meadowhall non-preferred platform (which
most DID prefer!) - left on arrival. We said goodbye to tram 108 and had a lunch stop.

The second part of the tour was on Tram Train 399202 (really a hybrid of 202 and 204, although much
fun was had trying to confirm this from the interior numbers…). Our departure was again from the
non-preferred platform (which was actually now true for several who wanted to do the other one!),
the first point of call was Nunnery Depot Road 10 (to the shed door) via the East Entrance line. From
here the tour returned to Meadowhall preferred platform on the right (also now the right one for
some on the tour). After reversal, it was off to Arena/Olympic Legacy Park crossover which, running
early, was covered a couple of times for service trams to pass. Another highlight for many followed the
run to (Rotherham) Parkgate - right up to the Stop Board (further than service trams go) but not the
overrun which is for emergency use only and requires Network Rail agreement to use. Of note Tram
Trains have Realtime Trains etc schedules and actual running times are documented on the NR section.

The next juicy bit of track was at Nunnery Depot where the tour entered through the East end again,
but then ran through the shed itself using Road 9 before exiting at the West end and running via the
hard to do (unless there's disruption of course - see above!) side of the Delta to Sheffield Station/
Sheffield Hallam University stop. Here some participants left the tour while most remained on board
to enjoy the crossover and rare Delta track back to Cricket Inn Road where the tour terminated. All in
all a very enjoyable and comprehensive tour in Sheffield, Rotherham and a tiny bit of Derbyshire.

[BLN 1341]
Huge thanks, as always, to all involved in the planning, execution, stewarding, track plan drawing and
itinerary compiling etc which made this possible, ably and professionally led by Kev Adlam as always.
We are pleased to report that nearly £6k was raised from the 86 participants, including the raffle and
auctions, resulting in donations of £3,672.44 to Railway Benefit Fund & £2,316.00 to Railway Children.

3031] How easy is it to run a train to Portsmouth? Type 3 to the Sea, Sat 10 Aug; The Prologue: By
Dan Hitchens. So when do you start planning a train? Well for NR you need to bid 12 weeks before and
with freight agreements 14 weeks. Therefore, Sat 10 Aug 2019 minus 12 Saturdays is Sat 18 May,
simple, sit around on Fri 17 May, have a chat, send it in and jobs a good 'un. For the Portsmouth tour
this doesn't come close, but it was that sort of attitude, sitting around having a chat, that started it all.

The first VT special had 13 weeks; 'The Welsh Warrior' Sat 7 Dec 2014, the WB64 ('Pretendolino' Mk3
stock) farewell. James Dobson and Andy Grundy walked into Virgin Trains (VT) Control and said WB64
is being retired; do you want to do a farewell, and it's 13 weeks this Saturday we went into melt down.

87002 To Glasgow 37025 to Ayr then 87002 back to Euston non-stop. Job done and we pulled it off.
Well not exactly; the 87 hadn't hauled a train for 12 months and 37025 wouldn't be ready. Other
traction wouldn't keep to the paths and could cause issues to the booked Table 65 West Coast
timetable. With possible failures and the first VT charter style train since a few private VIP hires, it was
agreed that the farewell would be loco-hauled with two VT Class 57s to just North Wales. We then
found it would all be too difficult with our TOC safety case and the Union agreements. So DRS would
be the TOC and 'The Railway Magazine' the booking agent. Little did we know that days after agreeing
this and the refusal to use 87002, it would work to York and back in place of another loco on a charter!

The loco was proven but it was too late as we had already planned and submitted the spec to NR.
I didn't know that WB64 was out of gauge for everything west of Chester due to modifications to all
other Mk3s except WB64! Virgin then advised that WB64 would be withdrawn earlier due to recurring
Time Division Multiplexer faults. With the train advertised it was agreed by the board that on Fri 6 Dec
2014 WB64 would do its passenger farewell on the normal Birmingham diagram with VT staff and then
we would have it for the Saturday. Anyway the farewell ran but what did we say farewell to, other
than the end of loco hauled stock on Virgin Trains? What we knew was that after arrival at Crewe
WB64 went to Wembley de-branded but none of us knew that it then went to Norwich for Anglia.

Except for the Driver Van Trailer the set was used in service. WB64 is now part of the TPE training fleet
at Crewe LNWR. Ironically, we passed it on 'Type Three to the Sea'; half by the Potteries Loop on the
way out and other half by the Up Fast on the return. 37682, one of the pair of 37s to Holyhead and
back was dragged to Derby and cut up. We missed that one, so it was farewell to 37682. The other was
37419 'Carl Haviland' (an ex-North Wales passenger loco) with DRS 57 302 'Chad Varah' on the rear.

Following this tour Virgin Trains, DRS and The Railway Magazine jointly ran 'The Bournemouth Flyer'
(22 Aug 2015) and 'The Independent Yorkshireman' (19 Jun 2016). You must be thinking he is waffling
up some branch line, come on get to the point. The point is that on 'The Independent Yorkshireman'
Neil Chapman MD of Hovertravel, travelling as a guest, suggested running a train to Portsmouth.

So on 3 Sep 2016 we wrote a draft Chester to Portsmouth spec with two DRS Class 37s, a Virgin Class
57 and the usual Mk2s from Riviera so 'The Solent Syphons' charity train was conceived. 'The Railway
Magazine' doesn't usually do the logistics for trains but was again happy to take bookings for us. DRS
had to look at dates around the Northern Belle with crew availability and dates that Riviera had stock.

By the next chain of emails at the end of Sep 2016, use of 37558 'Avro Vulcan XH558' was suggested
which entered service that summer. With many following the real 'XH558 Vulcan' in its last season
could we run a train with 37558 and a Newton-le-Willows (Vulcan) built 37 to give us two veteran
Vulcans on the train. Suddenly we had 'The Vulcan Vectis' with 37558 and friend. We tried to plan the
route so that the Vulcans could ascend the Lickey as well as crossing the East Midlands…

Crewe - Madeley - Stafford - Penkridge - Wolverhampton - Walsall - Sutton Park - Water Orton
- Nuneaton - Narborough - Kettering - Luton - Hendon - Brent Curve - Acton Wells - Southall - Reading -
Basingstoke - Eastleigh - Botley - Cosham - Portsmouth - Cosham - Botley - Eastleigh - Chandlers Ford
- Salisbury - Westbury East Jn - Bath Spa - Dr Days - Cheltenham Spa - Bromsgrove - Kings Norton -
St Andrews Jn - Park Lane Jn - Sutton Park - Walsall - Wolverhampton - Stafford - Madeley - Crewe.

This was pushing DRS route knowledge of the two drivers that signed Portsmouth to the limit and we
wanted time there. So it was Crewe 02.00 back 23.00; maybe not, but you have to start somewhere.

In Dec 2016 we found out that in 2017 there were only three dates that married up but felt that none
worked. Who else could we hire stock from within the politics of the railway? We looked at SRPS stock
which was not on the safety case of DRS then. During 2017 VT became very busy; DRS had changes
coming especially for the team that had run these trains. 'Railway Magazine' became involved in the
amazing Euston to Glasgow tour with 50007 & 50049. The result: no train would be possible in 2017.

Well, I did spec Class 221 Super Voyagers to Mallaig with some Polmadie drivers. I also did the first
spec of a tour to VT depots with stock and Class 08s. Wembley, Oxley and Longsight, 'Rodney's
Independent Trotter'. In 2017 speaking to a long-term friend at GBRf Dale Williams, about a Class 50
and 73 tour to Portsmouth, I rewrote the Portsmouth tour (knowing GBRf would take the 50s back to
Glasgow). Spring 2018 would be the first possible date but with what stock and GBRf were very busy
with their own successful trains? In spring 2017 I went back to DRS at Crewe to see if we could run in
Sep just before the leaf fall and bring the 20s back from overhaul at Barrow Hill via Portsmouth.

'Four to the Shore' was born; four Class 20s and a 57 on the rear, losing two 20s at Eastleigh. The Class
20 speed and mileage was against us as well as the lack of stock. WCR stock was not on the VT or DRS
safety case. We have always used a booking agent because the Virgin Trains system would result in all
the money going into the one big pot, then we had to prove how much was ours. However, before we
could sort out a booking agent, the Class 20s were refused anyway as they would be leaf fall only!

Again, no further on, I then spoke to someone called 'Kev' at the Branch line Society. Apologies, my
first thought had been the tours of many years ago, hum Branch Line, 'well they spend all day in yards
going nowhere fast'. I noticed the 18 Mar 2017 'Bound for Craigy' East coast train to Edinburgh. Exactly
what I had in mind but for the West Coast. I was at work in VT Control watching goings on with our
then partner TOC, Virgin East Coast, on the day of that tour. The BLS definitely doesn't spend all day in
a yard! The PR in the industry about 'Bound for Craigy' raising over £43,000 was amazing so I accepted
an invite to the 'Pickering Paxman' to meet Kev. 'Invited' meant stewarding a coach with a gentleman
from DRS Control whom I knew! I gave the plans for Portsmouth, Mallaig, Dundee and Oxley to Kev.
I was surprised by the enthusiasm and enjoyment and professional way the 'Pickering Paxman' was run
and have been a regular part of the Society's steward team ever since that tour. [To be continued…]

3032] The Isfield Investigator, Sat 26 Oct 2019: By Andrew Murray. Our 55 participants, some on their
first visit to this delightful railway, who had travelled from far and wide and Buxted, met in Isfield
station buffet (P1) for a briefing by our organiser Simon Mortimer and Lavender Line volunteers. It was
remarkable how young some of them were (like Policeman and Doctors nowadays). During the briefing
we were allocated into two groups, 'A' or 'B'. Quite a few participants had come by train to Uckfield
but sadly the line south through Isfield to Lewes closed 24 Feb 1969 (a bridge was allegedly unsafe),
rail replacement bus services were provided until 4 May 1969 and their successors continue to run.

Everyone then boarded the green BR Class 205 'Thumper' DEMU 1133 (60151+60832) at the north end
of P1. Our first ride was north on the former Up line to the extremity of the Old Up Siding as it is now
referred to, a continuation of the former Up line from British Rail double track days. At its end a wagon
is used as a stop bock which we reached. Our train then reversed and headed back towards the station
reaching midway along the Station Dock (adjacent to the north end of P1) to clear the points for the
East Shed Road. After re-reversing, the tour traversed that line into the shed right up to the far doors

(right hand road on arrival). It continues through these doors outside the north end of the shed where
Class 205 vehicle 60832 & Drewry loco ARMY 830 were stabled. These two out of use vehicles were in
exactly the same location as my last (2015) visit so presumably have not moved for at least four years.

Our train retraced its tracks via the Station Dock to the Old Up Siding to clear the trailing crossover
with the Down line. We then used this crossover and headed along the former Down line towards P2
but took the facing crossover (right) back into the north end of Up P1 to detrain. The unit then headed
empty back to the East Shed Road and into the shed, stabling on track that everyone had now covered.

Participants split into the two groups and, after shunting, 'Laboratory 20', No999507, the Wickham
track recording car, arrived into the Station Dock by the small ventilated van permanently stabled on
the blocks, immobilised by various shore supplies. Group 'A' boarded this and traversed the left hand
'West Shed Road' into the shed to just short of the end (no doors) where a wagon was located. They
then reversed back to the station dock for Group 'B' to repeat this. A third run was made for those
who had been doing Riley's Miniature Railway on P2, including the organiser, living the life of Riley!

Since our arrival in the morning BR Class 09 D4113 (09025) had been stabled at the P1 south buffer
stops, north of the level crossing on … Station Road (there's a surprise). It was coupled to a 4-wheel
tank wagon, a Toad brake van and Ruston ex-Army loco No422 'VALIANT'. After the Wickham had
completed its manœuvres and had been shut down in the dock, Group 'A' boarded the Toad brake van
for another ride up to the Old Up Siding. With the Ruston leading we crossed to the former Down line
before returning back across to the Old Up Siding heading as far a possible again along this siding.
Return was direct, along the former Up line, with the Class 09 reaching the buffer stops at the south
end of P1. Group 'B' then replaced Group 'A' in the Toad, but to save time the move was performed
the other way round with the Ruston leading directly along the former Up line to the Old Up Siding
and the Class 09 returning to the station by way of the two crossovers and the former Down line.
'VALIANT' was then detached from the Toad and stabled in the station dock. Former ICI Hibberd No15
then replaced the Ruston on the 'Toad' and the two groups repeated the previous move (for haulage).
No15 then went in the dock and was shut down and replaced by former Army Andrew Barclay loco
No221. For us to cover as much track as possible in the Isfield station area, the railway had stabled
much of its stock at the north end of the line at Worth Halt. With No221 leading, Group 'A' left P1 and
crossed to the Down line to run as far north as possible along the single track public running line; this
was just short of Worth Halt where stabled stock was encountered. The Class 09 lead back to P1 for
Group 'B' to repeat this while Group 'A' took advantage of the lunch provided in the buffet - included
in the fare. Group 'B', of course, enjoyed their lunch before or after their trip to the end of the line and
back. All day, unlimited hot drinks were freely available and the buffet staff worked very hard for us.

Throughout our visit we had the opportunity to ride on the 5" gauge Riley's Miniature Railway, which
runs along the back of P2. Nearly all the track was done - including a recent north end extension - with
some member's knees even squeezing into the ultra-low shed [well, the track was kneeded ...]! Not
only people, but coaches, ventured along sidings and shed roads they had never ventured along before
and this certainly gave the operators a better appreciation of route availability; clearances were firmly
established. This raised a good amount in donations from participants for Evelina Children's Hospital.

While lunch was being taken in the buffet, the two coaches which are normally stabled in the south
end of P1 were returned to their normal location from P2. Up to then the blue Class 205 DEMU 1118
(60117+60828) had been stabled at the south end of P2 during our visit. After lunch everyone boarded
1118. Unfortunately there were issues with the 'Thumper' - excess condensation in the generator
made the risk of a flashover on starting too great, so it was not able to move under its own power.

The Class 09 was soon coupled to the north end involving locating and fixing high level brake pipes and
hauled us north out of P2 on the former Down line as far north as possible towards Worth Halt. After
reversal D4113 propelled back south to clear the trailing crossover adjacent to the shed before hauling
us north along the Old Up Siding to the end.

The Class 09 then propelled the unit back to P2 south end. About 15.00 most then left with trains to
catch or another fixture to go to. However, those who stayed and could wait while the stock at Worth
Halt was cleared, enjoyed a full line run to the buffers just beyond the halt at the end of the day.
The total Class 09 haulage was then 5m 75ch! [Editor's note: Photos held over due to time constraint.]

We would like to thank Simon Mortimer for organising the day and, of course, the very enthusiastic
Lavender Line volunteers who were keen to make our visit a big success - and did. They kindly gave up
their time on a day when the line would normally be closed; at least two were in the previous day as
well preparing the stock, one volunteer seemed to cover as much distance on foot as we did by rail!!

PS: Extension north requires a new bridge over the River Uck (an expensive but not impossible job and
studies have been carried out). Extension south is unlikely due to Station Road level crossing there.

3033] Eastbourne Miniature Steam Railway, Sat 26 Oct 2019: By Stephen Phillips. With participants
travelling from far and wide and Buxted to Isfield, Simon Mortimer had thoughtfully arranged a follow
on visit as we were in the area. After a reasonably fine day (but with serious flooding in much of the
rest of the country), the rain and wind had moved south by the time we reached the rather exposed
site of this 7¼" gauge long railway at about 15.45. Most 'normals' were on their way home due to the
deteriorating weather, but Simon had made it clear to the operator that we would attend even if there
was a tempest or a monsoon and the railway was still open, after all day running as booked. It is an
impressive operation, modern buildings include a shop, café and model railway display area with other
attractions, as well as the non-public areas with engine and carriage sheds - quite a complex of tracks.

Our party of 17 boarded a train hauled by GWR 2-8-0 No3802, a heavy freight design well suited to the
six or seven coach loads that they haul here. We were given two circuits of the line starting in the usual
P1. Then, after traversing the half-mile circuit, part of which runs by the main line out of Eastbourne
and on which trains were seen as we passed, we were signalled in to the very long loop line through
the rarely used P2 which we passed non-stop, arriving back in P1 following a second circuit. P2 is often
occupied by a demonstration freight train and the regular line driver said he had rarely done it himself.

PREVIOUS PAGE: Eastbourne Miniature Steam Railway, our train at the normal P1. (Stephen Phillips.)

We picked up two public passengers and some young ladies from the staff who considered that a ride
at the end of the day's work would be fun. A further normal ride then took place, the rain fortunately
abating for this. The railway staff then kindly allowed four of us at a time to look in the shed, where we
were able to view the splendid selection of motive power used, mainly scale models of main line
steam locos. Refreshments were purchased and we were then invited to ride a further circuit, the last
train of the day, a little earlier than the booked 16.45, which most of the group did, while a few took
the opportunity of taking photos before the stock was put away. Our thanks to the railway for making
us so welcome and taking us round in conditions where many would have called it a day.

:Details must be checked: 1341 CONNECTIONS (Paul Stewart) [email protected] .Please mention BLN.

3034] The Grotto Grid, Sat 14 Dec: Thanks to our member and railtour magician Ian Loveday, there is
more rare track in this Pathfinder's tour. Calls at: Westbury (05.10/00.05) - Bath - Bristol Parkway -
Cheltenham - Bromsgrove - Northfield (07.45/21.35) - Coleshill Parkway (08.15/21.05) - Burton
(08.50/20.30) - Derby (PU only 09.05) - Chesterfield (SD only 18.15). Includes Chaddesden Yard, Derby
Pilot Line, Scunthorpe Trent Reception Line, Roxby Gullet branch (4¼ miles long), Scunthorpe Yard,
Anchor Exchange Sidings (agreed with British Steel), Scunthorpe Old Station & 'E' Line, Stainforth Jn -
Carcroft Jn, Roundwood Chord, Up Canklow Goods Loop, Up & Down Staveley Goods Loop,
Woodhouse Run Round Sidings, Up & Down Blackwell Slow, Up & Down Erewash Slow, Lenton Curve,
Toton HL Lines, Toton Up side & Burton-on-Trent Wetmore Jn - East Yard - Horninglow Bridge Jn.
With a Colas Class 56 and two DB Cargo Class 66s. From £109; see http://bit.ly/2QZbDcF for booking.

3035] Sat 15 Feb: Save the date for a Manchester area Pathfinder tour also organised by Ian Loveday.

3036] Tornado Books & Hobbies: (BLN 1340.2883) 68-70 Dalton Street, Birmingham, B4 7LX. To reach
this new Ian Allan-type shop from New Street station, follow the tram tracks in the Snow Hill direction
along Stephenson Place, then Corporation St carrying straight on where the trams turn left to Bull St.
Continue past 'The Priory Queensway' interchange as far as the mini-roundabout turning right into
Newton St. The dead ended Dalton St is first on the right with the shop towards the end on the right.

3037] The Railway Touring Company, Buxton Spa Express, Sat 30 May: Ealing Broadway (07.05/22.40)
with pickups to Leicester (09.50/20.00) then Humberstone Road Sidings to attach 'Tornado' to Buxton
(13.00/17.00). Includes Dore South Jn - West Jn, Peak Forest, the extended Buxton Reversing Facility
and to Buxton station. Return is via Stockport to Guide Bridge, Sheffield, Woodhouse Jn - Beighton Jn -
Barrow Hill Up side (detach Tornado) to Leicester etc. From £99 01553661500 http://bit.ly/37OiLP6

3038] British Railways in the 1960s; London Midland Region: Pen &
Sword Books, 160 high quality photos, one per page, the vast majority in
colour, by our official Society Photographer Geoff Plumb, mostly when
he was a schoolboy [of course they had cameras then]! Detailed historic
captions. Hardback 24cm x 25cm page size. Your Editor was particularly
taken by the Cromford & High Peak Railway - tour participants riding in
team hauled open wagons at Cromford Wharf. There are lovely pictures
of a 2-car green liveried Park Royal Class 103 DMU on the final day of
the Harrow & Wealdstone to Belmont branch service on Sat 3 Oct 1964
and one of a demolition train at Ashchurch on the Midland Railway line from Evesham. The book
features a range of motive power in context and locations including industrial railways. Hardback
£30 or £27 from http://bit.ly/30jr9lA or £12.99 as an e-Book/Kindle. Amazon has the book for
£18.34 including P&P or £3.79 for the Kindle version. The perfect Christmas present for yourself!

NEXT PAGE: BELOW: Our Society Photographer, Geoff Plumb, with his new book on 30 Aug 2019.
(Geoff Plumb!)

X.164] LEFT: Cork driver
Ken Fox with Kev Adlam
at Cork P3 during our
Sunday 19 May 2019
'Cork Stopper' tour with
Irish Rail. (Neil Dinnen.)

3039] Kent Rover: (Item 2895) Unlimited Off-peak travel - after 09.30 Mon-Fri plus weekends & Bank
Holidays for £45 Adult; accompanied Child only £5 (Railcards £30 - Network Card after 10.00).

X.165] LEFT: E-BLN 1341 - Guess the location:
A clue: This location can be bypassed and
originally swept clean. Answer in e-BLN 1335.
(With thanks to Robert Green.)

●Bookings: Mark Gomm, 84 Mornington Rd, STOKE-on-TRENT, ST1 6EL. [email protected] 07983 541887.
●Fixtures: Kev Adlam :POSTAL CORRESPONDENCE C/O THE EDITOR BELOW: [email protected] @BLSGeneralSec
●Geoff Blyth (Redcar British Steel event): 26 Trafalgar Way, BILLERICAY, CM12 0UT. [email protected]
●Iain Scotchman, (Sweden May 2020) [email protected] 102 Shenfield Place, SHENFIELD, CM15 9AJ.
●Paul Griffin (Germany trip): School Bell Mews, Church Lane, Stoneleigh, COVENTRY, CV8 3ZZ. [email protected]
●Sales Officer: Graeme Jolley, Dolbryn, Penegoes, MACHYNLLETH, SY20 8NN. [email protected] 07484 646542.
●Paper BLN Problems & Membership Secretary: Lisa Sheppard 186 Anlaby Park Road South, Hull, HU4 7BU, 07873354464 …
/(Text/Phone - note mostly turned off when at work.) [email protected]
●MAPS: By permission of the National Library of Scotland http://maps.nls.uk/index.html
●Editor: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX. 01684562862 07790652351. [email protected]
●Published by the Branch Line Society, 10 Sandringham Rd, Stoke Gifford, BS34 8NP. ISSN 1354-0947.