1355

Number 1355 (Items 1804 - 1931 & MR 90 - 100) (E-BLN 118 PAGES) 27 Jun 2020

BRANCH LINE NEWS

A societas est iens ut loca

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

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

Membership queries: Lisa Sheppard [email protected]
186 Anlaby Park Road South, Hull, HU4 7BU. 07873354464

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

……BLN 1356 is dated 11 Jul. E-BLN is out :Fri: 10 Jul; contributions by Wed 1 Jul please.

1804] Rail Atlas of Great Britain & Ireland 15th (2020) Edition by SK Baker: This fully updated book
is now available. Every member should have one (or two) and, for many, 'Baker' is THE definitive rail
atlas. Compiled by our member Stuart Bciaektye.rS,owciietthy.input from many of our members and BLN, it has
been five years since the last edition. The cover price is £20 but it is available to our members for
:ONLY £15: including P&P (UK delivery). Order by email at [email protected] with your
Membership Number to Sales Officer Graeme Jolley, who will send an electronic invoice (preferred)
and instructions to pay. IMPORTANT: after paying this, please email (as above) your e-receipt AND
ADDRESS for delivery. Or pay by cheque payee 'Branch Line Society', supplying your membership
number and a delivery address please to: BLS, Dolbryn, Penegoes, Machynlleth, Powys, SY20 8NN.

Books are sent out First Class large letter or as a small parcel according to the order. There may be a
wait of a few days due to the volume or orders and Royal Mail delays due to Covid-19. Graeme has
also reached agreement for substantial discounts on other railway books of interest. All the current
TRACKmaps are still available (that is all except Ireland) - details at BLN 1351.1190 (2 May 2020).

1805] BOOK REVIEW: Rail Atlas of Great Britain & Ireland 15th Edition S K Baker, Edited by Joe Brown.
Published June 2020 by Crécy Publishing Ltd, Price £20. Reviewed by William Ramsden, 21 Jun 2020.
The long awaited 15th edition of Baker's Rail Atlas of Great Britain and Ireland has now been published,
five years after its predecessor. It has acquired a new publisher, Crécy, and a new author, Joe Brown,
who acknowledges much assistance from the Branch Line News team in the preface. Despite the
changes of publisher and author, the format and dimensions of the atlas are similar to before and the
book will feel familiar to those with previous editions. This means the retention of clear mapping, a
sensible overlap between the pages, and a comprehensive index (26 pages, including heritage lines).

The atlas has been carefully and expertly updated, and the major change since the previous edition is
the inclusion of more comprehensive indexed maps of London, this alone accounting for an increase in
map pages from 106 to 118 (of 151 pages total), despite the price being unchanged. The increase in
large scale London mapping is very welcome, as is the colour coding of underground lines. My only
minor criticism of this is that the Network Rail routes are a little faint in comparison. Aside from this,
the only area with which I would take issue in the atlas as a whole is the decision to include proposed
lines and stations. Some of these proposals are not yet certain eg Skipton - Colne and some have
remained unchanged since the previous edition. However, I realise that their inclusion is a judgement
call, which will be welcomed by many readers, and it certainly does not detract from the atlas overall.

For those who 'only' do Baker there are some new lines for you that might broaden your horizons…
In summary, it is an excellent and clear atlas which retains the virtues of previous editions while
increasing large scale mapping of London, which is most welcome. This and the general updating since
the 14th edition make it a very worthwhile good value purchase, and it is unreservedly recommended.

1806] It's only taken 55 years! Thanks to our indefatigable member John Hampson, newly compiled
BLN Indexes for 1965 & 1966 are available for the first time. Although published twice a month, 1965
comprises 55 x A4 sheets but there are 2,400 entries - only two of which would qualify for BLNI now!

1807] Sixty Five Years of BLN: By Martyn Brailsford. We are pleased to announce that an online
repository of every BLN (and BLNI) is now available on our website to logged in members. Due to data
protection requirements, the task has taken a long time (I started it in 2013) as we used to regularly
publish personal details of members in paper BLN. This wasn't a problem at the time, but meant we
have had to make sure those details were not available in the online copies. No one expected in the
1950s (!) or even much more recently that BLN could be available online. On the advice of the Data
Protection Commission, personal data that was only in a paper version has had to be redacted.

I must thank all the people who have assisted in this project, some no longer with us, and apologise if
I've missed anyone. In particular the person who has probably put more effort into it than anyone else
- David Allen - who initially suggested an electronic archive many, many moons ago and spent a good
number of years scanning the majority of the original BLNs (about 14,000 pages). Thanks to Richard
Maund for supplying the missing copies and supplements. Also Jerry Holmes, Tony Jervis & Bill Lynch
who had the foresight to create a text archive of a number of past copies while they were BLN Editors.

Additionally, all our BLN editors/compilers over the last 65 years, including the International and Minor
Railways sections: John Ling, Geoffrey Lewthwaite, Roy Hamilton, Tony Jervis, Bill Lynch, Jerry Holmes,
Bert Ellery, William Graveson, Paul Stewart, Brian Philp, John Harrup, Alan Spencer, Paul Griffin, Derek
Woodward, Pete Skelton & Peter Scott plus all the Regional Editors too, past and present.

A special big thank you to John Hampson for recent rapid and efficient progress in enthusiastically
redacting data from over half the editions and Lisa Sheppard for double checking some I had done.

A pleasing by-product of this project, as it gathered pace, is that we have accumulated many paper
copies of BLNs, initially from Jerry Holmes, supplemented by others and finally completed by Frank
Porter who supplied numerous missing copies. The Society now has an official complete paper set.

Now we have this online resource, how do you access it? Go to our website branchline.uk and login
using the 'Members' button (far right of the menu). The electronic copies are under 'Archive,' (the
fourth across on the Home page banner). On clicking 'Archive' you are presented with a 'Category'
dropdown box top left (click the down arrow to pick your option) and a free text 'Search' box (right).

Under 'Category' select from: 'BLN', 'BLN Index' (there are gaps in the early years), 'BLN International'
or 'BLN Pictorial'. They are all PDF format and, on selecting a file, it is downloaded to your device.
They can be searched electronically (even the whole set if they are all downloaded) or printed. As our
website will list a maximum of 200 files at a time, the most recent at the top, the search criteria is
useful to reduce the number of files listed to make the older ones appear. In the 'Search' box enter the
year you are after, or the edition number, if known (but only after edition 1183 - April 2013).
Before then, BLNs are only in annual or three month combined files; in the 'Search' box enter the text
'for the' and you will be presented with a full list of the year/quarter year files from 1955-2019.

Once you have a list of files you can read some online (without downloading - but this is only available
for recent files) or download them permanently. :If: a blue 'Download' (right hand column) is available
next to the file, click it to download. Clicking the blue 'Open' icon (left hand column) lets you view the
document online. For most files, only a blue 'Open' icon is available - clicking on it downloads a copy.

On downloading a copy, open it in your favourite PDF reader (already installed) and enjoy. Your PDF
reader determines which options are available including the ability to print and to search an individual
file for specific wording, such as a place name. Note that due to the standards of BLN reproduction,
especially in the 1970s, the quality of the text is variable so that the ability to search for place names
etc is not 100% accurate. There were also typing mistakes and even errors (!); the Indexes may assist.

To download the full set of domestic BLNs, enter 'zip' in the 'Search' box and you will be shown zip
files with 10 years each (1955-1964, 1965-1974, etc). However, these are very large files, so will take a
long time to download on a slow internet connection. If you do download all the BLNs, for example
onto your 'Desktop', you can (with the free Adobe Reader for example) search the entire 1955-2020
Encyclopaedia BLNica in one go. This has its limitations but, with experience, it is a useful facility.

[Please email Martyn at [email protected] with queries/problems and for advice about all this.]

1808] Well worth the wait ... BLN, BLNI, e-BLN & e-BLNI 2016 Index: The late Angus McDougall
kindly and promptly compiled a comprehensive 2016 BLN index but, like Crossrail, there have been
commissioning delays. Thanks particularly to our Wales & the Marches Editor, Chris Parker, as well
as Tim Wallis and Derek Woodward (Deputy BLNI Editor), with 'lockdown' time it is now proof-read,
a mammoth task. The 38 pages are available with e-BLN in A4 Anyflip format, also A4 & A5 (booklet)
formats which can be downloaded. It can be printed on 10 pages of A4 paper in booklet format or
19 pages as double sided A4 sheets. The index is available to all logged in members on our website.

On our 'Home page' go across the banner to 'Archive'- select 'BLN Index' in the left box and put
'2016' in the right box. When downloaded, it can be searched electronically with the search box on
the viewing page. The index is comprehensive, clear, well structured and has cross referencing.

Paper BLN subscribers can have a free copy printed to order, on A4 paper, for folding to A5 booklet
format with BLN style Calibri 12.0 font. Send an A4 SAE (no smaller please) with a LARGE LETTER
STAMP to our member Andrew Murray, Flat 7, The Hawthorns, Meadow Road, Hadleigh, SS7 2DP.

1355 HEAD LINES (Paul Stewart) [email protected]
1809] Peterborough, Fletton Jn - Fletton Fly Ash Loop - Fletton Jn: (BLN 649.23) Not previously in BLN.
Rail traffic ceased Mon 25 Feb 1991 as the hole excavated by the former brickworks was filled in with
fly ash from Ratcliffe Power Station. On the Down side south of Peterborough this was a merry-go-
round type loop for unloading the ash. A Badger Railtours tour was advertised for 16 Feb 1991 to do it
with a photo stop - did it run? The loop was intact but disconnected at the junction by Jan 1996.

1810] Ratcliffe South Jn - Ratcliffe Power Station Fly Ash Bunker Loop - Ratcliffe South Jn: (Quail 4
p4A Oct 1990) Rail traffic ceased Mon 25 Feb 1991 (as above). Last train Sat 6 Apr 1991 Institution of
Mining Engineers East Midlands tour. The line was reported 'partially lifted' by Jul 1993 (BLN 709.195).

1811] Thorne Jn - Scunthorpe (excl); 3 stations: TCP Wed 17 Jun; ROP Tue 23 Jun 2020 (Item 1827).

1812] Horden station: (BLN 1352.1426) OP is expected 06.30 Mon 29 Jun 2020 for public service after
commissioning on Tue 9 Jun. The new station at 78m 66ch is 182m south of Blackhills Farm User
Worked Crossing between Seaham and Hartlepool on the Durham Coast line. There are two 100m
platforms connected by a ramped pedestrian footbridge. P1 (Up) is southbound and P2 northbound.

1813] Clevedon Miniature Railway: (MR p23) ROP Wed 27 May, the first Minor Railway to reopen?

1814] Severn Valley Railway: (BLN 1343.33) (MR p7) ROP expected Sat 1 Aug (daily running); Bewdley
(excl) - Kidderminster Town (incl) TCP Sun 29 Dec 2019; Bewdley - Bridgnorth last ran Sun 15 Mar.

1815] Gloucestershire Warwickshire Steam Railway: (MR p7) ROP Sat 15 Aug 2020 (last ran 15 Mar).

1355 BLN GENERAL (Paul Stewart) [email protected]
1816] The Health Protection (Coronavirus, Wearing of Face Coverings on Public Transport) (England)
Regulations 2020: These are available as a PDF with e-BLN and make interesting reading; they are not
too complicated or lengthy. They define 'public transport' for example and only apply to England.

Someone was working late on the evening of Sun 14 Jun (presumably making sure they had closed all
the facemask loopholes) as the Regulations were not released until late that day, although they came
into force next day (when first laid before Parliament). The key section is that face coverings must be
worn when boarding or using public transport. Most of the order is about penalties and exemptions.

Interestingly an employee of the operator of the relevant public transport service acting the course of
their employment has 'immunity' (but not when they are off duty?). There is no requirement or even
suggestion that face coverings be worn on stations or platforms. TfL services are 'covered' by their own
bylaws and are more stringent. Face coverings are required throughout all TfL stations. They even
define how they must be fixed. In response to a query via (appropriately) Facebook, Merseyrail kindly
advised a member they are 'encouraging' people to wear them on stations but it is only 'guidance'.

BELOW: Fri 19 Jun 2020 at 09.44 in the morning and Reading station is deser

rted - typical of most stations over the last three months. (Stuart Hicks.)

1817] Lockdown travel: (BLN 1354.1765) In May a member who lives abroad had to make two visits to
Glasgow due to a family bereavement. They included two journeys from Euston to Glasgow Central
with Avanti West Coast and one the other way with Caledonian Sleeper. The first thing that struck him
at Euston was the almost total lack of people. There were probably no more than a couple of dozen
(including staff) on the usually thronged concourse with no shops open at all - even those selling food.
All his trains were on time, unsurprisingly. The sleeper arrived in London about half an hour early.

On the trains to Glasgow the most obvious thing was the lack of passengers. On both he never had
more than one with him in a carriage and ended up alone. Quite a pleasant way to travel but not good
economics. Indeed on his second trip he had the whole of First Class to himself by Glasgow.
There were none of the usual catering staff in First Class and no on train ticket checks. They were
checked at the Euston barrier on the first trip but nothing at all on the second. On the first he was
allowed on to an earlier train than his ticket specified without difficulty. A member of the train staff
regularly cleaned surfaces that passengers were likely to touch. Although there was no at seat catering
the shop was open and he could obtain free refreshments (but limited choice) by showing his ticket.

On one trip passengers were warned that the police might ask at Glasgow why they were travelling
but it didn't happen. On the sleeper there were some other passengers but it was difficult to tell how
many. It was a no frills service, no club car and a limited breakfast - a bottle of water and a croissant.

In contrast with air travel, at the same time, flights were about 70% full. The airlines did not seem to
have grasped the concept of social distancing. Our member was placed in a middle seat or with five
other people in a row at check in, although it was always possible to move to a seat with no one beside
him. There were people directly in front and behind. Passengers and crew were all required to wear
face covering, something that was not required (at the time) on trains in the UK. However, when you
are in a carriage by yourself, wearing a mask seems somewhat academic.

1818] Milk Traffic, the crème de la crème: Milk is a particularly perishable product, so during the 19th
and early 20th centuries it mainly went by passenger trains, in churns. Most towns and cities obtained
their supplies from the nearby countryside, or from cows kept in towns, so milk was usually carried by
train for short distances. Cattle plague in the 1860s saw the demise of nearly all town cows, resulting
in greater quantities of milk being conveyed from rural to urban areas. It began to be consigned over
long distances, particularly to London, because the Home Counties could not meet the demand.

Ventilated milk vans were first used in the 1870s and they enabled the operation of dedicated milk
trains. At the same time a start was made on developing rail-served milk depots. The first came into
use at Semley, between Salisbury and Yeovil, in 1871. The development of road transport between the
wars accelerated the development of milk depots. Lorries could collect milk from farms and bring it to
a depot, for the railway to take over for the trunk haul. Some depots included milk processing plants,
where butter, cheese or other products might be made. Milk tank wagons were first used in 1927.

'Railways South East' (summer 1989) had an interesting 7-page article about milk traffic (in PDF form
with e-BLN). It indicates that dairy sidings for milk dispatch were a relatively late development, when
milk was carried in (latterly) glass lined tank wagons rather than churns. Of interest is the reference to
standard gauge milk trucks being carried on the 2' 6" gauge Leek & Manifold Valley Light Railway.

The Official Handbook of Stations 1956 edition lists sidings for various dairy companies:

United Dairies had sidings at Whitland, Carmarthen, Yetminster, Bailey Gate (a cheese factory on the
Somerset & Dorset Joint (S&D) line near Blandford Forum), Wootton Bassett Junction and between
Crewe and Chester at Calveley. Yetminster and Wootton Bassett dealt with milk tanks only, churns
were presumably not accepted. Milk was received at East Finchley, Wood Lane, Vauxhall and Mitre
Bridge at the London end. The public goods depot appears to have been used at East Finchley, as no
private siding is listed. Unloading arrangements at Vauxhall were unusual. The tanks stood on the
Windsor Reversible Line, the most westerly track, to discharge by pipe to a depot below. There was a
United Dairies 'cooling factory' at Welford & Kilworth on the Rugby to Market Harborough direct line.

[BLN 1355]
Wilts United Dairies had sidings at Hemyock (a delightful 7¼ mile branch east from Tiverton Jn which
worked seven days a week, like the cows), Bason Bridge (S&D near Highbridge), Buckingham, Chard
Junction, Uttoxeter, receiving milk at Nine Elms, London. Curiously, they had no siding in Wiltshire!
Express Dairy had sidings at Appleby West, Leyburn (Wensleydale line), Pipe Gate (between Market
Drayton and Stoke-on-Trent), Horam (Eridge to Polegate line) and Frome. Milk was received at Acton
Central, Cricklewood, and St Helier (South London). The Handbook notes that Acton Central received
milk in tanks and churns by passenger train only. Express Dairy also had an egg depot at Acton Central.

ABOVE: The Hemyock branch. A Bristol Railway Circle Bake Van Trip on Sun 25 Nov 1973. Unusually
there was no traffic that day but the trip still ran for the 'passengers' with a Class 25 loco and three
brakevans from Exeter. The level crossing gates at Uffculme are being closed behind the brakevan,
looking towards Tiverton Junction (a passenger station in 1973, of course). The end of the former
passenger platform is bottom right; there used to be a loop here (but just one platform). The Culm
Valley Line CP 9 Sep 1963; CG Mon 3 Nov 1975 when the dairy at Hemyock closed unexpectedly.
British Rail planned a series of brakevan specials from Exeter St Davids to Hemyock on 1 Nov 1975,
even printing tickets (£2.50) but they did not run due to safety concerns by the then Department for
the Environment. The M5 was under construction at the time with a bridge to carry the motorway
over the branch but when it closed the track was quickly lifted and the arch filled in. (Ian Mortimer.)
PAGE AFTER MAP: A view towards Hemyock from the train between Uffculme and Culmstock. The
distant chimney in the centre to the left of the electric cable pole is Hemyock Dairy, just past the
station. It was the former home of the St Ivel processing plant, where the butter spreads 'St Ivel Gold'
and 'Utterly-Butterly' were produced before being moved to a factory in the north of England.

BELOW: 1960 OS 7th Series one-inch map. The Taunton to Exeter line runs to
then - once the junction for Hemyock an archetypical branch and (unsurprisi
Tiverton Parkway station which is on the site of Sampford Peverell Halt (t
branch but many tight curves that trains squealed round and virtually no ear
the level crossing east of Hemyock station. After the line was closed to passe

op border left of centre to bottom left where Tiverton Junction station was
ingly) the line to Tiverton. From 12 May 1986 it was replaced by the present
top left). There were very few sections of straight track on the Culm Valley
rthworks - the two factors are likely related! The dairy was immediately past
engers (from 9 Sep 1963) the station was later flattened to assist shunting.

Nesmilk Limited, part of the Nestlé group, had sidings at Carlisle Bog Goods, Congleton, Ashbourne,
Tutbury (Derby to Uttoxeter line) and Martock (Taunton to Yeovil line). There was a milk and yogurt
factory at Staverton Mill in Wiltshire, served by sidings 1½ miles away at Holt Junction station (for the
line through Devizes) on the Trowbridge to Melksham line. Nesmilk received milk at Bow, London.

The Milk Marketing Board had sidings at Felin Fach (Green Grove creamery), Pont Llanio (both north
of Carmarthen on the Aberaeron branch and Aberystwyth lines respectively), Egremont (Cumbria) and
Sturminster Newton (near Blandford Forum, S&D). The Scottish Milk Marketing Board had creamery
sidings at Dalry and Dalbeattie (on the Dumfries to Stranraer direct 'Port Line').

The Co-operative Wholesale Society had dairy sidings at Melksham, it also sent out milk in tanks and
churns by passenger train from Wallingford and, presumably via the public goods station, at
Llangadog (on the Central/Heart of Wales line) - known by the GWR as 'Llangadock'. London Co-op
(LCS) had a creamery with private sidings at Puxton station (Bristol to Weston-super-Mare line) but it
is not clear that they actually handled outward milk. West Ealing received milk traffic in tanks and
churns for LCS by passenger train. Meadowland Milk was also at West Ealing and received milk on the
same basis. The Co-op had various other sidings, but it is not specified if milk traffic was handled.

The independent Egginton Dairy had a siding to dispatch milk (but not eggs) at Etwall between Derby
Friargate and Egginton Jn on the Great Northern line. Primrose Dairy had a siding at St Erth.

Other London area locations recorded as able to receive milk were Black Horse Road (Hitchman's
Dairies), this was then the name of the present passenger station, it did not become Blackhorse Road*
until 12 May 1980 (Quick), Marylebone (Independent Milk Supplies) and Queen's Park (Wallen's
Dairies). J Lyons & Co received milk in tanks at Greenford to manufacture Lyons Maid ice cream.

[*The new name matched the Victoria Line station, a direct interchange station was then built to the west.]

There does not seem to have been extensive milk traffic to major cities other than London, unless it
was handled at public goods stations. The 1956 Handbook includes no obvious entries for dairy sidings
at Bristol, Cardiff, Birmingham, Liverpool, Manchester, Sheffield, Leeds, Newcastle, Glasgow and not
even at Hull Dairycoates. Only in Edinburgh was there the Harrison Park siding, Lothian Road, of
Edinburgh & Dumfriesshire Dairy. Derby Co-operative Society had a dairy siding at Derby St Marys.

In a few cases milk traffic was important enough to keep a railway open after passenger services had
been withdrawn. North of Carmarthen, Aberayron Jn - Pont Llanio (CP 22 Feb 1965; CG 1 Oct 1970),
Carmarthen Goods - Felin Fach Green Grove Siding (CP 12 Feb 1951 beyond Aberayron Jn; remainder
CP 22 Feb 1965; all CG 1 Oct 1973) & Pencader Jn - Newcastle Emlyn (CP 15 Sep 1952; CG 1 Oct 1973)
- there was other traffic as well as milk such as domestic coal at Newcastle Emlyn and Lampeter
station intermediately. The Hemyock branch CP 9 Sep 1963 (some trains were mixed milk tank and
passenger services - was the bumpy ride a milk shake?); it survived just for milk traffic until 3 Nov 1975.

There were a number of rail-served factories making milk products, where the finished goods are likely
to have provided most, if not all, of the traffic. Sufficient milk would probably have been available
within a short lorry journey of the plant. These included Carnation Milk at Dumfries, Libby McNeill at
Milnthorpe (between Carnforth and Oxenholme) and Cow & Gate at Wincanton and at Lostwithiel
(for a subsidiary company, Dried Milk Products Ltd). Kilkewydd Siding, between Welshpool and
Forden, dealt with traffic for the adjacent Midland Counties Dairy 'Cilcewydd' Mill creamery south of
the town. It is the very distinctive brick built multistorey building on the east side of the line by the
River Severn where the line has been redoubled in recent years to form a 'dynamic loop'. In Devon at
Lifton, on the Great Western Railway's Plymouth to Launceston branch, a factory opened in the goods
yard during 1917 that handled milk and later made Ambrosia rice pudding. The company actually used
Lifton Milling Co's Siding though. Rail traffic continued until Feb 1966. Production outgrew facilities
and Ambrosia Milk Products Siding opened at Lapford (Barnstaple line) in 1928 on the Down side.
It closed in the early 1970s though rail traffic ceased before that - probably also in 1966. There was a
rail-served creamery at Sorbie, on the Newton Stewart to Whithorn branch, which produced cheese.

Churn Halt - latterly with one passenger train a week (Didcot - Newbury line) was only able to deal
with parcels, horses and carriages for Churn Camp, an army depot and shooting range. No milk there!

[A Gold Top award to Greg Beecroft (who did not provide the cheesy jokes) for his help with this item.]

1819] Milk platforms: (BLN 1354.1686) There was a milk traffic 'landing stage' at Charndon, on the
Varsity line (Oxford to Cambridge) between Bicester and Verney Junction. The wooden structure on
the Up (eastbound) line was served by a daily milk train; its opening date is unknown but it was out of
use by the time Claydon L&NE Jn was built nearby in 1940. As it was in a deep cutting, a stout wooden
chute was provided for farmers to slide 17 gallon churns down to it with 'comparative ease'. How easy
it was to haul the empties back up the cutting side is unrecorded!

Apr 2019 'London Railway Record' has a May 1957 photo of a diesel shunter hauling road milk tankers
on rail flats at New Wandsworth; this traffic was handled at Croydon. The member who provided the
details worked as a Travelling Porter in South Wales during summer 1965. He recalls loading about
20 empty churns each evening on to the Treorchy to Cardiff parcels train at one of the upper Rhondda
stations, but did not have to deal with any full churns on the morning trains. Can any member please
advise on how the full churns were delivered, the customer(s) and the origin(s) for this traffic?

1820] Avanti West Coast: From 20 May SSuX Train Managers working the 05.00, 05.24, 05.45, 06.04,
06.45 & 07.05 from Wolverhampton; the 05.55, 06.10 & 06.43 from Manchester Piccadilly, the 05.13
ex-Lancaster & the 06.05 ex-Liverpool Lime Street, to London Euston, now have to advise passenger
loadings to Avanti West Coast Control after the penultimate station stop, providing the passenger
numbers for the journey's busiest period. This data is required by the wider business and the DfT.

1821] My First Railway Memories (31); Hooked on Trains Part 2: (BLN 1354.1688) By Chris Lewis (BLS
Member 1668). Cosham was my favourite venue to watch trains, two miles from home. In 1954, on my
seventh birthday, I started at a school in North End over four miles from our house. After the first two
days I was left on my own to do the journey and even came home for lunch. Can you believe that now?

On the way back I usually alighted from the bus at Cosham to watch the trains. Several steam trains
were due at the relevant times including, at 12.09, the Brighton to Cardiff - a Brighton Bulleid (the
Portsmouth portion went through earlier to join at Fareham). In the afternoon I usually saw the
Bournemouth to Brighton train about 15.45. It had a variety of power ranging from Bulleid Pacifics, of
Brighton Shed, to Schools and even a class 'L' but in 1957/8 'Beachy Head' was often on it. I have to
admit I thought - scrap it! They did of course. A Hall followed it on a Reading to Portsmouth train.

My brother joined the RAF in 1957 at St Athan in South Wales so my father arranged for us (with my
mother) to visit for the annual parade. We travelled from Cosham at 09.42 on the Portsmouth to
Cardiff through train, still steam throughout (a Western Region locomotive from Salisbury) and for
many years afterwards. My father took me back to Cardiff General station after dinner to see the
Britannia hauled 'Capitals United' arrive. We saw four Britannias, 19, 20, 23 & 26. (Sad that I can
remember all this! No wonder my brain has no room to take in what my wife Jennifer tells me now.)

Returning to Cosham, this is where I went on Saturdays to watch the trains, first of all by bus and then
bike. I am not sure at what age I started buying a 6d return (=2½p) ticket to Portsmouth Harbour (and
sometimes rode on the Gosport Ferry). It was 9½d (4p) to Fareham and I could never understand why
the difference. (My mother did not know I was doing this!) It always had to be a steam train of course.

Then I started to buy a weekly Runabout Ticket during the summer holidays usually with a few friends.
Most bought the Portsmouth to Salisbury/Andover area Runabout to watch the trains at Salisbury.
My preference was for the Amberley to Southampton and Winchester one. Why? Two main reasons,
it meant I could travel on the Brighton to Bournemouth train passing straight through the local
stations of Havant, Cosham and Fareham. Also it meant I could travel all day between Southampton
and Winchester usually behind Bulleids. The day started with the 08.40 steam train from Cosham
(Portsmouth to Bristol train) that should have arrived in Southampton Central at 09.15. The Royal
Wessex, normally a Merchant Navy, was due to leave there at 09.15 (I think 09.16 working timetable)
and I invariably made the connection. It was only a 20 minute run to Winchester but I never tired of
doing this journey several times a day. I know I travelled behind at least 90 of the 110 Bulleid Pacifics.

There are many other journeys I could detail, such as Salisbury to Exeter and back with 'Okehampton';
three times on the Bournemouth to Birkenhead through train from Southampton to Chester; the
'Midday Scot' from Euston to Crewe hauled by 'Duke of Gloucester'; a DMU excursion from Chester to
Windermere, the Liverpool Overhead Railway, the Ffestiniog Railway in the early days, Afon Wen to
Bangor and many other now closed lines. But I will finish with a school railway trip on a Sunday and
maybe just in 1960. We went to Guildford, then Reading (the only time I have travelled this route
completely) to visit the shed there, then to Swindon for its then weekly open day. I remember seeing
9Fs (including the future 'Evening Star') and Warships being built. Then we went back the same route
but I think calling at Didcot Depot because I remember a 'King' (6027) hauled us to or from Didcot.

These ten years set the groundwork for my lifetime interest in railways. The 1960s brought more lines,
a Welsh Rover Ticket (covering many now closed lines including the Crumlin viaduct), a North West
England Rover, and Southern Region Rovers leading to the highlight of the 1960s, the performance of
the Bulleid Pacifics during their last year of operation. The 1970s started an interest in overseas
railways, driving to many places including behind the Iron Curtain. At the turn of the century my wife
and I started going on organised tours, first with Railway Touring Company (RTC) doing 25 overseas
tours in 10 years, all excellent and seeing many parts of the World. We became stewards on RTC
British tours for several years including Great Britain I. We have been on numerous Railtrail tours and
still lead many of them abroad. We also lead trips in India. In all Jennifer and I have now visited
100 countries in the past 20 years usually involving railways. I think you can consider I am hooked!!

Finally, a question: In the late 1950s, for two consecutive years in early June, a rebuilt Bulleid went
through Cosham from the Farlington direction at 10.00. Not unusual you would think but this had a
Bricklayers Arms locomotive 'Plymouth' on the front both times. I saw it from my bedroom window,
returning at about 20.00 crossing Farlington Marshes. (I could see the smoke and steam from the
Hayling Billy, the Havant to Hayling Island branch too, nearly three miles away.) The following year it
was 'Barnstaple 'at the same time. Where had the train come from and where was it going?

1822] BLN Quiz 8: By Robert Green. Cryptic Clues to stations, in Britain, open closed or abandoned.
There is a theme in the answers for steam enthusiasts! Will appeal to Telegraph/Times cruciverbalists.
❶ NB. Storage for the royal produce? (10)

❷ See, moving only diagonally, collects what's in the corner to get here. (7,6)

❸ Fine model of a Collett rebuild found on the outskirts of the Duchy? (5,4)

❹ A grand house above the beach, perhaps? (6-4-5)

❺ Yer Down Main cleared for 'The Inter City' or 'The Birmingham Pullman'! (6,5)

❻ Country place of learning - but missing one of the three 'R's. (6,6)

❼ Restricted inside I first comb Sally's hair indoors! (2,5)

❽ Uncomfortable at Betty's spa tearoom got back rest adjusted up the road North East. (8)

❾ Station served by a shuttle. Poor quality Staffordshire ceramics? (9)

❿ Where the sailor hesitated before being challenged? (8)

1823] Points & Slips: ●●BLN 1354.1699] In case you were puzzled by this, the Camden High elevated
walk is at Camden Road not Camden Town. ●●1746] An interesting feature of the Alston branch
'Paytrain' fares in 1973 before closure was that the 45p adult fare per single journey from/to
Haltwhistle (return fares not available) was a special Saturday fare - in the week it was 8p more at
53p! After his three 'farewell' round trips on the Alston branch, later that day our member went on to
do the South Shields branch (to the British Rail station) for the first time. With so many passengers
boarding at Newcastle Central, the 29p 'Paytrain' single fare was collected at the ticket barrier so all
passengers had to pay before boarding. The first generation 2-car DMUs ran half-hourly then and the
journey was described as 'slow but interesting', the interest enhanced by the clear view forward from
the front seat behind the driver. ●●1787 & 1883] From 6 May 2020 the former Welsh Assembly
became 'Y Senedd /The Welsh Parliament' - a member in English is now 'MS' (Member of the Senedd).

1824] More Criss Cross Quiz: (BLN 1354.1684) A member advises that there were never any level
crossings between electrified railways and tramways in the UK. However, from 1942 to 1964 at
Laygate Lane crossing, the National Coal Board (NCB) Harton Electric Railway intersected with a South
Shields Corporation trolleybus route. Both were 550Vdc but maintenance (the NCB's responsibility,
including part of the trolleybus wire either side) and operation were complicated.

1825] Passengers' Luggage in Advance: BLN 1354.1715 reminded a member of working on the VSOE
(Venice Simplon-Orient-Express) in its final days, when the train ran ThSuO from Folkestone Harbour.
At Calais passengers from the continent transferred to road coaches, travelled through the Channel
Tunnel and met the British Pullman at Folkestone Harbour for a leisurely ride through Kent enjoying
afternoon tea. At Victoria their luggage would magically be waiting for them on the platform.
The reality was that the staff 'worked like stink' to transfer the luggage from the road coaches into a
small truck which raced up the motorway. The driver was in touch with the train manager and would
let him know if he was stuck in traffic. If so, a quick word from the guard to Control ensured that the
VSOE passengers would find themselves looped at Otford (or suchlike) so their luggage always arrived
first! Perhaps Microgricers on the train would hope that their smalls were delayed.

Once no truck was available so the luggage had to go on the train. The driver had to pull forward until
the brake van was on the crossing. Then, much to the annoyance of the boating fraternity, the train
blocked the crossing while the staff manhandled the cases on board. 'Happy days!' says our member.

Much less interestingly, a member from the North of England remembers that, when he was at
university in the South in the 1960s, it was very much a case (ha, ha!) of PLER (Passengers' Luggage En
Retard!). It took days for it to be delivered to his college and he was running out of clean clothes. After
a couple of terms he realised that students' luggage was delivered only at the weekend. He then
discovered that the railways had a flourishing parcels business (especially to Woolworths he thinks)
that took all their resources during the week. With 10,000 students and more probably travelling by
train in those days, there was no doubt a considerable volume of such luggage.

1355 EAST MIDLANDS (Graeme Jolley) [email protected]
1826] Spalding: (BLN 1354.1693) A member considers that the 10 TEA wagons in Spalding Up Sidings
would more likely carry 750 tonnes of Calcium Carbonate from Aberdeen Waterloo rather than the
1,000 tonnes suggested by the gross and tare weights in online systems (admittedly not always very
reliable). As they are private owner wagons there would be no demurrage charges but 'standage'
charges might be incurred for the 9-day occupation of siding space, just missing going into a 10th day
by two minutes. The discharged wagons from the second train (which arrived 08.18 on Tue 2 Jun) left
at 21.05 on Wed 10th, with the third arrival on Tue 16 Jun. The paper mill at King's Lynn, which the
traffic is for, is to increase production, requiring a weekly train. NR plans to make the shorter second
(east side) siding suitable for this. On occasions both Up sidings have been occupied at the same time
when the ECS off the 18.38 SuX Peterborough to Spalding P1 recesses here (booked 19.02-19.17), the
only train booked to do so, before forming the 19.59 return. It doesn't always, and can wait in P1
instead - it is not obvious why it sometimes recesses and sometimes doesn't. Any ideas please?

1827] Scunthorpe - Doncaster: After previous heavy rain, during the week of 8 Jun the embankment
between 21m 39ch and 21m 37ch on the Down Main before Frodingham Viaduct (here that is towards
Doncaster not Scunthorpe) started to slip. Initially a 5mph restriction was imposed (both directions).

From Sun 14 Jun the route closed to freight which was diverted via Brigg (line ROG Fri 12 Jun) - that to/
from Scunthorpe having to reverse at Wrawby Jn. In recent months there had been virtually no freight
on the Brigg line which had closed to all traffic Sat 21 Mar (but could be reopened if needed). Serious
consideration was previously being given to permanently reducing the opening hours of the Brigg line
from the end of June. However from Sun 14 Jun it was reopened on three shifts, seven days a week,
and was busy with diverted freight again although there were problems with capacity on the single line
sections and driver route knowledge. Meanwhile the landslip worsened closing the Up Main.

From Mon 15 until Wed 17 the Northern Scunthorpe to Doncaster all stations service ran with Single
Line Working on the Up Main and a Pilotman between Scunthorpe P1 and Gunhouse Jn. Trains from
Scunthorpe made a double reversal at Gunhouse Jn facing crossover (the sidings and headshunt are
out of use but the loop is operational). The driver and Pilotman had to change ends twice, but the
revised schedules allowed time for this. The Pilotman joined and alighted here. There used to be a
trailing crossover used by banking engines out of Scunthorpe to return. The Gunhouse Jn move was
necessary as wrong direction moves are not permitted over Keadby Canal Swing Bridge on either line.

TPE ran Manchester - Sheffield with buses for Doncaster and Scunthorpe then trains to Cleethorpes.
Three TPE units were 'trapped' at Cleethorpes so it was an ECS shunt at Scunthorpe (55 min available).

At 06.00 Thur 18 Jun Scunthorpe (including P1) to
Thorne Jn closed to all traffic for repairs - the TPE
Cleethorpes shuttle had to use Scunthorpe P2 and
the east end trailing crossover on departure in
service. TPE also extended its Manchester services
to Doncaster. 50m of steel pile were required to
repair the embankment. The line reopened at
17.00 on Tue 22 Jun after a successful test train
run with a Northern ECS DMU in both directions.

1828] Brigg: The passenger service was suspended from 21 Mar (including at Kirton Lindsey and the
recently enhanced SuX Gainsborough Central service). Normally three Saturday services make the
1½ hour journey from Brigg to Sheffield with three the other way to Cleethorpes (taking 40 minutes).
The usage amounts to just under five passengers per train in total (picking up and setting down).
There have been no timetabled weekday services at Brigg since Fri 1 Oct 1993. The local Council is now
campaigning to increase this to an hourly service in each direction, they also want a potential new
Cleethorpes to London via Lincoln service to call (oops) - that would be interesting!! Since the Brigg
line reopened (see above) there have been Northern ECS workings for set swaps and route knowledge.

1829] Leicester: On Tue 17 Jun 66785 was using the remains of Fox Street Sidings running round the
13.02 Hotchley Hill to Middlesbrough AV Dawson freight working at 14.43. This train then returned
north past Loughborough South Jn again. However, it is believed that the remains of Leicester Fox
Street Sidings are due to be removed, possibly next month. They once occupied the area now the
station car park north of the station, on the Down side, alongside P2. The residual stub is shown on
TRACKmaps 4 p10B but not labelled as such. It is the loop and headshunt at the country end north of
the platforms on the Down side between Leicester North Jn and the crossover at 99m 30ch.

1830] Clipstone & Welbeck Collieries: 'Private & Untimetabled Railway Stations' and tickets images in
'Chesterfield to Lincoln' (Middleton Press) tell us that Clipstone Colliery Sidings had an excursion to
Cleethorpes on 4 Aug 1968 and Welbeck Colliery had excursions to Cleethorpes on 13 Jun 1964 and to
Scarborough on 17 Jun 1967. Did these collieries have stations within Richard Maund's definition (BLN
1354.1719)? If not how did passengers access the trains? [The Welbeck annual excursion was
chartered by Welbeck Colliery Miners Welfare and was in PSUL between 1977/78 and 1981/82.
BLS members were welcome to buy tickets and participate. There was a short low platform at the
colliery - best described as an excursion platform - with no facilities, boarding/alighting was using
ladders. On Sun 31 July 1977 it ran to Bridlington, (BLN 1233.997) excursion P8, no less. See item 1927
also.] https://bit.ly/3fw84Uy is a particularly interesting webpage about the area by Richard Maund.

1831] Mapperley Tunnel: This is on the Great Northern Railway Derbyshire & Staffordshire extension,
running from Colwick Jn, Nottingham, to Egginton Jn southwest of Derby on the line to Stoke. It is
1,132 yards long. Opened in the 1870s, it survived a partial collapse in 1925 but, due to the condition
of the tunnel, the last train ran on 2 Apr 1960 (the line past what became the Gedling Colliery branch).

A new 3.8km single carriageway Gedling Access Road is being constructed and was originally planned
to cut through the tunnel. However the historical significance of the tunnel has now been recognised
and it has recently been confirmed it will no longer be affected by the road construction.

1832] Great Northern Railway Leen Valley Extension: Sutton-in-Ashfield (Town), Skegby, Pleasley
and Shirebrook South stations had a dated summer Saturday advertised passenger service from 1954
until 1962. It is noted by Quick and shown in table 66 of the Summer 1956 Eastern Region timetable.
Most trains ran to and from Edwinstowe with a reversal at Shirebrook North. These stations are not in
the 1963 Beeching Report. A member queries if it went through the formalities of being closed?

BELOW: 1960 map of northern Nottingham showing the tunnel upper right near Gedling Colliery.

BELOW: Althorpe 'Humberside' (which ceased to exist in 1996) looking ea
bascule bridge. It has not rolled or lifted since 1956! A train arrives on th

ast towards Scunthorpe over King George Bridge, a Scherzer rolling, lifting,
he Down Main (to Doncaster) after crossing from the Up. (17 Jun 2020.)

BELOW: An unusual shot of a Scunthorpe to Doncaster service on Gu

unhouse Jn crossover. (Taken by an authorised person, 16 Jun 2020.)

ABOVE: Gunhouse Ground Switch Panel was in use during the recent S
BELOW: In semaphore signal day when the crossover was trailing. This box

Single Line Working. (Taken by an authorised person, Tue 16 Jun 2020.)
x had no spare levers! Keadby Canal Jn (R) was for Keadby Power Station.

BELOW: Scunthorpe: a Northern Doncaster service turns back in P1 left;
departed, shunted ECS to P1 for its return journey to Cleethorp

; right in P2 is a TPE arrival from Cleethorpes which, when the Northern
pes. Note the new footbridge with liftshere (Wed 17 Jun 2020).

BELOW & NEXT: Scunthorpe P2 two days later on Fri 19 Jun 2020. The line
included Scunthorpe P1. The TPE Cleethorpes shuttle had to turn bac

e towards Doncaster was closed to repair the landslip and the possession
ck in P2 using the trailing east end crossover in service on departure.





BELOW: Scunthorpe P2 looking east towards Barnetby, the Ground

d Position Signal ('cats eyes') are set for the rare trailing crossover.

1355 GREATER LONDON (Geoff Brockett) [email protected]
1833] Feltham Depot: (BLN 1354.1707) From 15 Jun a new crossover, with an air gap in the middle,
was installed between the Down Main and Up Main, clipped and padlocked in the 'normal' position.

When new points are only partly installed, this isn't necessarily because all the components were not
available. With modern signalling systems, this will generally be done to permit the completed points
or crossovers to be in a length to be fitted with new axle counters, obviating the need for insulated
block joints (which separate track circuits). Before the axle counters are commissioned, complete point
lead rails (pronounced as in 'leader', not as in 'lead' roofing) across the four-foot way or closures
(between the running lines) would 'drop' the track circuits as if a train was present. Therefore, the rails
have to be completed and welded during the signal changeover, a necessary but unwelcome extra task
for the available possession time. It may be the case that some block joints remain - likely to be the
case in junction work. However, it only needs one avoidable block joint to require a temporary air gap.

A member, who didn't know that a narrow gauge railway was used for construction of Feltham Yard,
advises that the Southern Railway had a 2ft gauge railway for moving stone at Meldon Quarry.
He wonders if this was the Feltham 2ft line relocated (or even redirected and never installed there?).

Joe Brown's wonderful London Rail Atlas (5th Ed) p35 has a 1962 track plan of Feltham Marshalling
Yard. All on the Down side, it was some 50 tracks across at its widest point, there were separate Up
Reception and Marshalling sidings and Down Reception and Marshalling Sidings, each separated by Up
and Down Humps respectively. In the southwest area were additional 'Old' and 'New' Sorting Sidings.
Feltham (steam) shed was in the southeast area from 1922 and closed 9 Jul 1967. The adjacent Coal
Stacking Ground and turntable was later the diesel shed site. There was also a Wagon Repair Shed.

1834] Covid-19; LUL: (BLN 1354.1701) Following the reintroduction of WTT (Working Timetable)
weekday services from 18 May, most lines have continued with emergency timetables at weekends.

By 5 Jun about 90% of the schedule was being operated SSuX. Limited weekend services on the Circle
Line resumed on 6 Jun, with the WTT restored SSuX on the Circle and Hammersmith & City Lines from
15th. On the Central, Jubilee, Northern, Piccadilly and Victoria Lines new timetables will be introduced
on 6 Jul, with Night Tube services removed, but Sunday start times as on other days of the week.
This has been the case since Night Tube was withdrawn to assist key workers on early shifts.

TfL announced on 9 Jun that work had restarted on various construction projects but with social
distancing, including the Northern Line Extension, Bank capacity upgrade & Barking Riverside branch.

1835] Cricklewood: (BLN 1354.1703) No12 siding was shortened earlier than expected from 5 Jun.
VolkerFitzpatrick has appointed WSP to undertake the design of the new Brent Cross West station.

Your BLN Editor misunderstood item 1703. The Up Departure Road (TRACKmaps 4 p8B Dec 2018) is
actually now (logically) renamed the Departure Road North to the north of where the non-electrified
Fuel Road south end points are. South of those points it is now renamed Departure Road South.

1836] 55 Broadway: (BLN 1346.514) Planning permission has been granted to convert this iconic
Grade I listed building to a 520-room hotel to be run by Blue Orchid Hotels. (Architects' Journal)

1837] Crossrail: (BLN 1354.1702) All central section stations, except Bond Street, have now been
certified as ready to support trial running of a full service. Bond Street is expected to be ready by the
end of Jul. NR is consulting on plans to fit Eurobalises on the Great Western Main line, which will
operate Correct Side Door Enabling on the Class 345 EMUs. They are to be fitted at all operational
platforms between Paddington and Reading except for the bays at Slough, Twyford & Reading.

X.120] Kew Bridge: NEXT PAGE: Although low resolution, a couple a couple of very interesting
pictures. They were taken by a former signaller at Kew East Junction box, on one of his many walks!
UPPER: The top one is the Southern Railway concrete nameboard (no doubt manufactured at Exmouth
Junction Concrete Works) on the disused Up platform (CP 12 Sep 1940) taken on the 24 Mar 1996 -
an amazing survivor (there were even some barley twist style gas lamp columns in the weeds too).

BELOW: The lower one is 47228 & 47308 with 6X58 Wembley Yard to Dollands Moor having a signal
check in the old LMS Down platform at Kew Bridge (CP 12 Sep 1940) on 27 March 1996 between Kew
East Jn and New Kew Jn. Do trains 'queue' at this signal? The former LMS waiting room is on the right.
The buildings were being used by a chap who repaired motors (seen in the picture). It's hard to believe
that 24 years later a large football ground would be build to the left of the line obliterating the
Up platform here (contrasting 2020 pictures E-BLN 1353.X.104). (Pictures thanks to Don Kennedy.)

1355 NORTH EAST & YORKSHIRE (Geoff Blyth) [email protected]

1838] Church Fenton - Harrogate: A former pupil advises that Tadcaster Grammar School (a Tudor
foundation) was a West Riding County School, with a catchment area between Leeds and York.
The residual morning train from Leeds was the 'School Train' and picked up pupils at stations between
Scholes and Newton Kyme (BLN 1352.1423 map). For some reason the school train home, at 4.10 pm
from Tadcaster, was not in the public timetable but did run. The school acquired a new site 1½ miles
west of Tadcaster in the mid-1950s. Initially only senior pupils were transferred there, and were taken
by bus from Tadcaster station. In 1959 the new school was fully opened and all pupils ceased using the
train. (The morning train from Leeds terminated at Wetherby from 5 Mar 1962.)

In 1958 the headmaster organised a special train to Stratford-upon-Avon from Leeds via Wetherby
and Tadcaster to take the entire school to the Royal Shakespeare Theatre. It even called at Stutton,
where the platforms were still intact even though the station had CP 1 Jul 1905! Strangely the train
terminated at Birmingham New Street for Midland Red buses forward to Stratford. [If they had taken
the Great Central route, the train could have diverged right (as itineraries say) at Woodford Halse and
taken the Stratford-on-Avon & Midland Junction line direct to their Stratford station (CP 7 Apr 1952
but intact)! - NE Editor.] This same excursion was repeated in 1960. (With thanks to Laurence Myers).

(BLN 1354.1711) The Summer 1955 timetable still had the afternoon Leeds (3.50pm) - Wetherby
(5.09) - Church Fenton (5.35) train, so this narrows its withdrawal down (it had gone by Apr 1957).

In contrast to its miserable service in its last years, Church Fenton to Wetherby once enjoyed through
trains between King's Cross (KX) and Harrogate, probably to avoid congestion round Leeds. For
instance, by Jul 1922 the service comprised: 11.20 SuX & 13.40 SuX from KX (the latter continued to
Ripon but was not advertised for local passengers) and 15.45 SuX ex-Harrogate. Other balancing
workings ran via Leeds: 07.15 SuX from KX, 10.50 SuX from Ripon & 14.30 SuX ex-Harrogate.

These trains carried portions from/to various other locations, such as Scarborough. So the new
'Harrogate Pullman' probably just took the place of a round trip from Jul 1923. The Pullman's use of
what was a minor line was only brief and it RAN via Leeds again (renamed the 'Queen of Scots'*) from
1 May 1928. However, a one way ordinary service continued to run via Church Fenton: for example in
Jul 1925 13.40 SSuX, 13.50 SO KX to Ripon (the balancing 09.00 SuX Ripon to KX ran via Leeds).

This train, or at any rate its equivalent, ran until about the outbreak of WWII, being diverted via Leeds
possibly by as early as Aug 1939. It was restored from 22 May 1944 southbound and 2 Oct 1944
northbound. June 1945 Bradshaw's (labelled 'VE edition'!) gave the timings as KX 10.30, Harrogate
15.51 and Harrogate 12.05, KX 17.25 MFSO/17.45 TWThO. It was finally withdrawn from 16 Jun 1947.

[*The 'Queen of Scot' ran to Edinburgh & Glasgow via Leeds (the mid-point), Harrogate & Newcastle.]

Had PSUL existed before 1947 it would have shown these trains as the only ones using the rare track
between Wetherby East (where the goods station was located) and Wetherby West; (map at BLN
1351.1423). Clearly your NE Editor and our famed 'Member No1' were born about 15 years too late!

After the Wetherby South - Wetherby West curve OP 2 Jul 1902, there were probably no passenger
services using Wetherby East - West other than these London trains. However, for a brief period from
after Oct 1941 to before May 1942, the 21.00 SO Leeds - Harrogate via Wetherby ran via Thorp Arch
(reverse) then direct to Harrogate. The purpose is unknown; perhaps taking people home after a night
out in Leeds or for workers going on/off shift at the then new Thorp Arch Royal Ordnance Factory?

1839] On the tiles: BLN 1239.1559 had an account of all known examples of the superb North Eastern
Railway (NER) tile maps installed by the railway. No one was able to add to it. The current situation, as
far as is known, including modern replicas, is shown in the table. If any member has more information
the NE Editor would be pleased to hear it. Notes: ‡ No map here in NER days; % not an NER station.

https://bit.ly/3fCNJww has more informtion and reports of two updated tile maps in southern England
at private houses (anyone can have their own NER wale tile map https://bit.ly/3el2x2G at home).

Alnwick‡ Replica in Barter Books buffet
Alnmouth Missing; station building demolished in 1982. There is also a half size replica in a private
house which was the York, Newcastle & Berwick Railway's Lesbury former station house.
Beamish‡ Full size modern replica at NER station building (relocated from Rowley, no map originally).
Beverley Extant
Bridlington Bought by a private individual; was probably in the now demolished west side of station.
Darlington Missing but was present there in 1979, see: https://bit.ly/2Z7ob4n
Durham Missing
Goole Missing
Hartlepool Extant
Hexham Said to have been destroyed by someone trying to remove an old poster!
Hull Paragon Missing
Kings Cross% Believed to be the one now displayed in the NRM at York
Leeds City Sth Missing; perhaps lost during remodelling of the station in the 1960s?
Leyburn‡ ¾ size replica, bought for the Wensleydale Railway by a benefactor
Malton Was right of the platform exit https://bit.ly/3disyhO destroyed when doorway was moved
Marylebone% Missing https://bit.ly/2NfNdbK (probably wooden framed rather than built into the wall).
Middlesbrough On P2
Morpeth On P1 behind railings at the top of the subway steps.
Newcastle C Missing; possibly on P10 and perhaps destroyed by works for the new signal box in 1959
Normanton% Missing. 'Uncovered recently' according to the back of a c1973 photo, behind boarding?
Pickering‡ Replica map installed by 2009.
Saltburn Extant
Scarborough On the end of the main station building, just before the canopy ends
Selby Missing, may have gone in the early 1960s with demolition of a wall by the booking office
South Shields Survived to at least 1987, behind a wooden protective screen; now in the town museum
Thornaby Missing. Said to have been given to the late Ken Hoole, doyen of NER historians, on
demolition of the station building. However, there is no supporting evidence of this.
Tyne Dock 3 tiles survived a 1970s arson attack. One (Preston!) was offered for auction in Jul 2011.
Tynemouth Extant; now a Metro station.
Whitby (Town) Extant
Wooler‡ It is alleged that there is a replica map here, but there is no supporting evidence.
York First NER map (Whitby Gazette 27 Sep 1900) just off P3, left of the convenience store.

The updated tile maps do not show the North Holderness Light Railway which was on the originals. In
July 1897 this 9½ mile line from Beverley to North Frodingham obtained its Act of Parliament but was
abandoned by the NER in 1903 in favour of a bus service. They do show the Axholme Joint Railway,
the South Yorkshire Joint Railway, the Dearne Valley Railway and intermediate stations Gosforth -
Ponteland, which were not on the original maps.

One is at Headley Court, southeast of Leatherhead, Surrey, which belonged to Walter Cunliffe, a
director of the NER. His grandfather had made his fortune in connection with the NER. According to
the Historic England website The former schoolroom, above the Cromwell Room, has a ceramic tile
map depicting the NER. The map is reported to be in excellent condition and has a wooden surround.

NEXT PAGE: A branch that was never built - Beverley to North Frodingham,
(the North Holderness Light Railway) on the NER tile map at Scarborough P3.

1840] York: (BLNs 1327.983 &1329.1280) https://bit.ly/37N6UBh has some interesting pictures of the
original 1841 (second) terminal station and the present 1877 through (third) station in past decades.

1841] Wombwell: At that perfect town for a gynaecology clinic, Hough Lane overbridge closed in Jan
for demolition and rebuilding; the new one opened on 18 Jun with wider footpaths and a cycle path.
The speed through the station for non-stop trains in both directions has been raised from 60 to 70mph

1842] T&W Metro: ❶A £70M build contract has been awarded for the new Gosforth depot which
will be commissioned by Stadler. The Swiss train builder has a 35-year contract to service and maintain
the 46 new units, due to enter service from 2023. Work is to start later this year, with most of the
building work completed by 2025. So that the present fleet can be serviced and maintained, half of the
depot, which dates from 1923, will be demolished and rebuilt before work starts on the other half.

❷The new main line crossover and track turnout for the temporary Howdon depot will be controlled
from South Gosforth Control Room. Depot movements will be controlled via a new local VDU panel at
Howdon. The new facility will be able to accommodate 10 Metro units (20 Class 599 units). Overnight
cleaning and duty checks will take place for the trains stabled here, but their stay at Howdon will be
rotated as all maintenance will be at Gosforth depot. The exact stabling of trains will change over time
as it will depend on the space available at Gosforth while building work is in progress.

❸BLN 1349.938.1 explained that, when the South Shields line is doubled as part of the £103M 'Metro
Flow' project, there will be an issue with the oil trains to Jarrow Oil Terminal. When they are shunting,
they have to run back along what will be the Out Shields passenger line (map above) to split the train.
['In' is the innermost line on the coastal loop On TRACKmaps 2 p46A & p49 Oct 2016 the 'In Shields'
and 'Out Shields' east of Pelaw are the wrong way round, but will be amended (!). On the first of those
maps south is at the top.] NEXT PAGE: Before (now) and proposed (with thanks to Martyn Brailsford).

There would actually be more points in the new layout than the existing one and extra crossovers to
do but no platform alterations are required. A facing crossover will be installed east of Jarrow stop,
with bidirectional signalling, for Metro services to pass freight trains occupying the Out Shields line.

Clearly Metro services wouldn't use the first trailing crossover east of Jarrow as it is just for discharged
oil trains leaving the terminal. Indeed it may not even be electrified so our indefatigable North West
Editor may need to organise a diesel tour to do it and the oil terminal!

❹A while ago it was suggested that un-refurbished Metro units would not be able to stay in service
after 31 Dec 2019 as the disabled spaces do not meet accessibility regulations. However, they have
continued in occasional use since. A member noted 4002 & 4040 in service during March. Nexus has
obtained an exemption, but he was surprised to find that it lasts until 02.00 on 1 Jul 2026 (let's have a
Society farewell tour at 01.00 that day‽). The Rail Vehicle Accessibility (Non-Interoperable Rail System)
(Tyne and Wear Metro Specialist Metrocar) Exemption Order 2019 is available as an e-BLN download.
❺If 4001 & 4002 last to Jun 2025 they will have had 50 years in use; starting on the test track in Jun 1975.

BELOW: T&W Metro Unit re-liveried taken from each end. (From a friend of Phil Logie.)

1843] Doncaster Works won't: (TRACKmaps 2 p17 Oct 2016). On 16 Jun Wabtec announced that it will
cut up to 450 jobs (halving the workforce) between Q3 2020 and Q1 2021 at its large Doncaster site on
the Down side of the station - which still has a considerable amount of ungriced track. This comes after
the 27 Mar announcement of the closure of their Kilmarnock site (BLN 1350.1168). The company
specialises in stock maintenance and refurbishment. As interest rates are very low and manufacturing
capacity is available, rolling stock leasing companies are purchasing new stock rather than refurbishing
existing trains. Apparently staff numbers have been reducing and some moved to the new Hitachi
Azuma Depot (the largest Azuma/IET depot on NR) when it opened south of Doncaster on the Up side.

One of your NE Editor's long standing pipe dreams is that this could be an opportunity to obtain some
of the site to slue the Goods Lines to the west, to make room for a new island platform on the west
side of Doncaster station for the Sheffield line trains. A continuation northwards via a new link to the
avoiding line (Hexthorpe Jn - Bentley Jn) just west of the bridge over the ECML would provide a
non-conflicting route to the Hull/Cleethorpes line. The avoiding line west of that point could be closed.

Quite apart from the cost (although it would be more useful than the Doncaster North Chord!) the
biggest problem is the A19 New Bridge Road; the gradient to climb from under that bridge up to the
bridge over the ECML would probably be impossible. One can but dream…. but, with the plans for
increased services on the ECML, congestion at the north end of Doncaster can only get worse.

1844] The even more relentless advance of York ROC: (BLN 1354.1720) Additional to the previous list.
Recontrol: Beighton and Woodhouse: Sep 2021. King's Cross: Christmas 2021. Batley: Apr 2022.
A member has seen a date for South Kirkby of Dec 2022, but as resignalling rather than a recontrol.
That whole area is already controlled by York ROC so it is likely to be boundary changes as suggested.

1845] Shildon: Planning permission has been granted for a microbrewery, bar and café in Norland
House, a former railway building next to the original Stockton and Darlington Railway (S&DR) route.
The Friends of the S&DR supported the application as a 'welcome facility' for those using the proposed
S&DR walking/cycling route. It is opposite the 'Masons Arms' pub. 'Locomotion No1' is alleged to have
started her historic journey here, but it seems clear from actual accounts that it was further west.

1846] Boris goes loco: (BLN 1345.400) Prime Minister's Questions 11 March, courtesy of Hansard:

Peter Gibson (Darlington) (Conservative): As this is the country that brought railways to the world,
what plans does my Right Honourable Friend have to celebrate their 200th anniversary in 2025? Does
he stand with the people of Darlington to prevent the removal of 'Locomotion No1', the world's first
passenger steam engine, from Darlington, where she has resided for over 160 years?

The Prime Minister: I congratulate my Right Honourable Friend and the people of Darlington on the
historic role they played in our railway history and heritage, and I will do what I can to support his
campaign to prevent Darlington from being despoiled of the iconic Locomotion No1.

The Science Museum may not be happy with the use of 'despoiled' although it can mean to 'strip of
belongings' as well as the rather more derogatory 'loot, maraud, pillage, plunder, or sack'! Can we now
expect the Hon (Conservative) Member for Bishop Auckland, which covers Shildon, to raise a question
asking for the Prime Minister's support for its removal to the superior facilities of 'Locomotion'‽

1847] Wakefield Westgate: (TRACKmaps 2 p35b Oct 2016) The electrified Prison Siding (nowhere near
Clink Road Jn) is to be shortened from 141m to 133m useable length. On the Down side, it is a north
continuation of the P2 Down Passenger Loop. This is to allow repositioning of the two Down turnouts
north of the station when they are relaid in a £1.04M scheme. A benefit will be to increase the speed
out of P2 from 20mph to 25mph. The siding is currently only used by the ECS of the 21.45 SuX from
Knottingley which is locked in the Prison Siding from 22.24 until 22.58, but the crew are not barred
from using a cell phone then. It is indeed close to Her Majesty's establishment, separated from it by
the incongruously named Love Lane! Barring any objections the work can be carried out taking no
prisoners, once lockdown ends. Your NE Editor has attempted to shorten the sentences of this item.

1848] Scarborough - Whitby: https://is.gd/A7dYFA The Cinder Track is on the trackbed,CP 8 Mar 1965,
with CA the same day of (Scarborough) Gallows Close Sidings - Prospect Hill Jn - Bog Hall Jn (Whitby).

It is a designated greenway for walking, cycling and horse riding. However, it was neglected for years
and struggled to fulfil its potential. In 2019, work started on a £3.5M project to restore it to its proper
condition. The first stage is complete but a ceremony to mark this had to be postponed with lockdown.

As well as improving the surface of the track for walkers and cyclists, the project aims to enhance the
environment by 'rewilding' (a proper word!) the formation, where some former platforms have been
taken over by nature.

Over 1,000 trees have been planted alongside the track, including limes to attract pollinating insects
around Cloughton. Two volunteer groups have been set up, based at Whitby and Staintondale. The 20
mile scenic and largely coastal route is thoroughly recommended.

1849] Leeds: (BLN 1354.1713) P1 closed two weeks after the intended 23 May (BLN 1332.1740). In a
complex project like this, and with social distancing, delays can have a knock-on effect. However, NR
has some contingency in the plan to complete the new P0 for its commissioning in service on 28 Dec.

1850] Outfoxing a grey lag: (BLN 1351.1280) The greylag goose nesting on York station has left its
roost, unfortunately abandoning its clutch of four eggs (incubation period 30 days). This is believed to
be due to the station fox regularly patrolling its territory! Not Silver Fox (LNER No2512, BR 60017)…

1851] Hull: (TRACKmaps 2 p38C Oct 2016) P2 & 3
tracks have been relaid and reballasted; the buffer
stop end crossover between them, formerly
allowing a P2 loco run round, was removed from
Mon 15 Jun. Not many of these survive now on the
network although on the other side of Hull station
the P7 engine release crossover is in situ but both
points are clipped. Bucking the trend, Oban P3
runround crossover was renewed recently.

Also at Hull social distancing of cars in the short stay
station car park is required - signs (LEFT) indicate to
use alternate bays only (it was not busy). Something
that has passed us all by is Hull Paragon becoming a
through station. A poster states: ENTHUSIASTS If
you are visiting to watch services pass through this
station please follow the guidance below… It then
says: Please wear a face covering while on the
station. The wording is of note (it does not say a
face covering must be worn) as the law requires
face covering only when boarding or riding on public
transport). (All pictures in this section taken at Hull
station by Alan Sheppard Sun 21 Jun 2020.)

1852] Oops, or keeping your tootsies warm: The
DfT and Innovate UK have awarded £9.4M to 25 rail
projects as part of the 2020 First of a Kind (not for
the first year) rail innovation competition.
The winning projects are in four categories:
customer experience, environmental sustainability,
maintenance, and train operation. One 'customer
experience' which caught a member's eye was a
£394k grant to Sheffield Hallam University to
develop an electrically heated station platform. It
uses a low voltage to warm the platform surface
once the temperature falls below freezing point, to
help prevent passengers slipping on the ice. They hope that the coping stones could also be linked to
real time passenger data to show green, yellow or red, depending how busy the coach will be on the
next train stopping at that point. The question is will just warming the coping stone cope with the ice?

NEXT PAGE: New track and ballast where there was a crossover for P2 (left) engine release until
recently. A DMU is stabled in the rare short P1 (outside the train shed) at the end of P2 on the left.





BELOW: The remaining engine release crossover for Hull P7 (left); although

clipped out of use the ground position signals (facing the other way) are lit.





X.121] Prudhoe: (E-BLN 1354.722 repeated - title and location previous omitted due to computer
crashing) From 8 Jun NR began a £290k three month refurbishment of the Grade II listed footbridge.
This includes strengthening, cleaning and repainting - all off-site. The bridge will be lifted out in
sections. While it is closed, access will be via the pedestrian footpath over the level crossing.

PREVIOUS PAGE: The footbridge at Prudhoe with the signal box and crossing behind. (Network Rail.)

ABOVE: Poster at Hull on Sun 21 Jun - and you thought it was terminal station! (Alan Sheppard.)
1853] Blea Moor Tunnel: On the Settle & Carlisle Line NR is to install covers above the three circular
ventilation shafts on the 1m 869yd long tunnel reducing the risk of ice forming and derailing a train.
Dismantling and rebuilding of brickwork on the shafts is required. In 2010 a train derailed after it hit a
large block of ice in Summit Tunnel, Calderdale. The Railway Accident Investigation Branch report said
that it was aware of other incidents involving ice in tunnels (this tunnel has only been open for a mere
145 years!). Blea Moor Tunnel took nearly five years to build and was completed in 1875. 500ft below
the moor, it was built with seven construction shafts sunk from the moor, three remain for ventilation.
NEXT PAGE: A northbound freight on the Settle & Carlisle line exits the north portal of Blea Moor
Tunnel, after passing from the North Eastern to the North Western Section of BLN. Milepost 251 is on
the left, which is from London St Pancras via Cudworth and Keighley. (Ian Mortimer May 1975.)

You may wonder why this story is in the NE section of BLN, rather than NW. Our editorial policy for the
Settle & Carlisle Line is that if the location is in Cumbria, then it goes in NW, if it is in North Yorkshire
then it goes in the NE. Blea Moor Tunnel crosses the (current*) border between the two counties. The
Judgement of Solomon your BLN Editor was that ⅔ is beneath Yorkshire (and two of the three shafts).

[*Prior to the Local Government Act 1972 coming into force in 1974, the entire tunnel was in
Yorkshire. The 1974 changes are still contentious in this area - and elsewhere.] Talking of the NW…

1355 NORTH WEST (John Cameron) [email protected]
1854] Castlefield Corridor (BLN 1349.952) A NR 'Castlefield Corridor Congested Infrastructure Report'
explains various issues that cause poor performance of rail services in the central Manchester area:

High junction utilisation: The number of movements per hour at key Central Manchester Junctions:
●Castlefield Jn 30 ●Windsor Bridge North Jn 22 ●Windsor Bridge South Jn 22 ●Water Street Jn 20
●Ordsall Lane Jn 16 ●Irwell Street Jn 12. These movements at flat junctions cause delay through
conflicting movements. The introduction of grade separation at any of these junctions would release
capacity and improve the performance in times of perturbation. Should an infrastructure solution not
be available, then a train service solution is required; ie reducing the number of trains.

Conflicting moves at Oxford Road: A train leaving bay P5 to head west needs a gap between both
eastbound and westbound trains to depart without delaying other services. This is difficult to achieve
with the high service frequency. It is made worse by the need to be immediately behind the preceding
fast service to Liverpool (via the Cheshire Lines Committee route) to prevent the next fast service
catching the slow service before it reaches its destination. Provision of a centre turnback, with a non-
conflicting arrival and departure would eliminate the conflict.

Insufficient capacity Castlefield Corridor - Piccadilly: The 15tph each way on this section means
trains run on the minimum timetable planning rules values (identified as being deficient). If there were
additional platforms at Oxford Road and Piccadilly, that would allow greater timetabling flexibility,
with the timetable less susceptible to minor delays leading to significant delays for many services.

Salford Crescent layout: Windsor Bridge North & South Jns and the location of the island platform
between them means that there are many conflicting moves reducing capacity. All Atherton trains
cross the whole layout in both directions, conflicting with Bolton line trains. Windsor Bridge North Jn
grade separation would provide the most benefit; certain services would then have no conflicts here.

An alternative would be to reconfigure service with fewer crossing movements; routing trains from
Atherton towards Piccadilly and having most Bolton services routed towards Victoria. This would
maximise existing infrastructure configuration and could be a more effective cheap 'quick win'.

Victoria platform utilisation: The platforming suggested to maximise capacity is…
●P3: Westbound to Piccadilly via Ordsall Chord and Chat Moss lines from Stalybridge
●P4: Eastbound from Piccadilly via Ordsall Chord and Chat Moss lines to Stalybridge
●P5: Westbound Rochdale to Salford Crescent ●P6: Eastbound Salford Crescent to Rochdale

Segregating flows reduces conflicting moves and encourages a similar number of services on each
platform each hour. However, there are times when presentation times of services force this pattern
to be broken. This creates conflicting moves in the throat and increases the risk of delays.

Victoria East Jn & Miles Platting Jn: Provision of extra crossovers east of Victoria station would
enable more parallel moves here, relieving the west side of the station and would benefit capacity.

Airport: Longer (156m) trains prevent the use of any platform here by two trains simultaneously,
greatly reducing capacity. It leads to short turnarounds which adversely affect performance. Potential
solutions include longer platforms for permissive working, extra platforms or shortening of trains.

1855] Clifton Jn - Radcliffe North Jn: (BLN 1354.1731) The original Lancashire & Yorkshire Railway rail-
served Clifton Power Station was built at Clifton Junction in 1913 to supply the Manchester Victoria to
Bury (Bolton Street) and Holcombe Brook electrification. It supplied substations at Radcliffe and
Victoria. Supply was also taken from the Lancashire Electric Power Company at Outwood. Our member
assumes that the power was supplied along the course of the railway, in a similar way to which a 25kV
supply has recently been provided by NR along the currently non-electrified (but planned to be) line
between the feeder station at Stalybridge to the limit of electrification at Victoria.

1856] Castleton North Jn - Castleton South Jn: (BLN 1354.1672) The unidirectional Up Through Siding
remains out of use; Castleton South Jn crossover is still plain lined since 17 Nov 2019 (BLN 1343.15).

1857] Manchester Victoria: Station air quality is improving wiith a new overbridge extraction system.

1858] Levenshulme: New lighting, drainage channels and ceilings are to be installed at the station. The
subway walls will be deep cleaned and refurbished, and the subway floor replaced with a new
concrete slab and resin finish. The work, to address long term flooding issues, is due to take place in
Sep. However, the station (530,000 passengers in 2018-19), with its only access from the street via
stairs, has not been granted DfT Access for All funding for accessibility works. This is despite a petition
of 1,135 signatures collected by the Friends of Levenshulme Station. Nearby stations Belle Vue (only
6,820 passengers) and Ryder Brow (31,368 riding) have recently been awarded such funding however.

1859] Ardwick: NR is to increase the operational length of both platforms on the island here. P1 is
currently 45.8m; P2 is 39.9m, shorter than the Sectional Appendix shows and requiring Selective Door
Opening. When your NW Regional Editor alighted in 2019 (the only one to do so from a packed pair of
Class 142 units) only the front door of the rear unit and the rear door of the front unit were opened.

The front unit had to be opened externally by the guard who was travelling in the rear unit, causing a
delay. The new operational length will be 56m for both platforms following refurbishment of currently
disused sections. New paving will match the existing. In 2018-19 Ardwick documented 1,238
passengers and is only ¾ mile from Manchester Piccadilly. The single fare is £2.60 and the journey four
minutes. It is normally served by only two trains in each direction SSuX (one SO). In the Emergency
Timetable as at 23 Jun only the 07.25 (SuX) New Mills Central to Manchester Piccadilly called at 07.54.

Those travelling in the other direction are allowed to catch the 07.35 from Piccadilly to Ashburys
(07.39/07.52) and double back to Ardwick at no extra charge - handy if you need both stations. Works
will be completed in late Jun/early Jul this year when Selective Door Opening will no longer be needed.

1860] Metrolink: From 15 Jun passengers could no longer buy single tickets on the 'get me there'
app. Some were boarding trams without paying - using the app to buy a single if inspectors appear.
From 22 Jun services increased to every 10 mins. A new 'Clipper' card allows discounted travel for
those working flexibly. Ten identical day travelcards (any zone combination, anytime or off-peak) are
available for the price of nine. It has to be bought online and loaded onto 'get me there' smartcards.

1861] Blackpool Heritage Tram Tours: The charity is one of only 230 social enterprises and voluntary
groups to receive the Queen's Award for Voluntary Service this year - the highest award made to a UK
voluntary group and equivalent to an MBE. It is in recognition of the hard work necessary to establish
Heritage Tram Tours as a major tourist attraction with many volunteers involved in this.

1862] Merseyrail: Wi-Fi provision on the new trains is delayed as Wirral Council's planning committee
has voted to defer Merseytravel's application to erect five masts between Bidston and New Brighton.

1863] Millom - Sellafield: (BLN 1354.1679) The nine day line closure from 20 to 28 Jun is confirmed as
total and not just in the evenings/overnight as reported elsewhere. NR is spending £2M on the 18 span
Eskmeals Viaduct over the River Esk estuary, renewing wooden timbers and replacing 600m of rail.
It was built in 1868 with red sandstone piers and still has the original wrought iron girders, which were
strengthened in the 1920s. Emergency speed restrictions will be lifted. Meanwhile, Customer
Information Screens have been installed at Flimby & Green Road stations on the Cumbrian Coast line.

1864] Settle - Carlisle line: https://settlecarlisletrust.org.uk is the Settle & Carlisle Railway Trust's new
website. Among many features is a heritage section and the facility to search the Trust archives.

1865] Pacers: (BLN 1354.1726) The 13 Northern Class 142s back in service are for social distancing.

1355 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]

X.122] PREVIOUS: (E-BLN 1354.X.117) Exposed piles at Werrington diveunder. Two separate sources
indicate that the 9-day closure to insert the main 'tunnel' section under the ECML, planned for Sep, is
deferred until Feb 2021 (half term). Progress has been slowed by social distancing. (Nick Garnham.)
1866] Ipswich - Lowestoft: (BLN 1338.2578) Over four months at night and over two weekends NR has
installed new equipment to make level crossings safer and reducing barrier downtime. Axle counters
at 27 sites are connected by over 15 miles of new cabling (but not linked to the signalling). This gives
signallers better 'insight'* into train positions … allowing them to make more informed decisions.
*A poor choice of word by NR, clearly the writer is not an engineer and certainly not a signal engineer!

ABOVE: Thanks to Martyn Brailsford for the new track plan with interesting official local line names.
1867] Cambridge: (BLNs BLN 1334.2066 (interim track plan) & 1354.1740) Note TRACKmaps 2 p11C
Oct 2016 is the original layout. The Depot roads were formally renamed from 31 May 2020 as follows:
Next to P8 at Cambridge station No3 to No7 (formerly 'Reception Roads') became No3 to No7 Carriage
Sidings (there is no No1 or No2 Carriage Siding - they remain as No1 & No2 Reception Sidings.) Further
north the Arrival Line became No10 Carriage Siding. In this section No1 to No5 Carriage Sidings became
No11 to No15 Carriage Sidings and the Esso Siding became No16 Carriage Siding. No17 is not yet laid.
From the same date the connection from the south end of P8 at the station to Reception Sidings No1
and No2 became Reception South (and at the north end of P8 Reception North). From Reception South
to No3 to No5 Carriage Sidings became the 'Post Office Ladder'. The Bypass Road north from No3 to No7
Carriage Sidings became the 'Fletchers Terrace Ladder', track accessing No8 and No9 Carriage Sidings
became the 'Chisholm Line' and that for No10 to No16 Carriage Sidings is 'Cavendish Road Ladder'.
1868] Avoiding Witham, Maldon & Wickford again: (BLN 1354.1742) These three Victorian PSUL
curves were described in the Great Eastern Railway (GER) Working Timetable (WTT) as the Fanton
Curve (at Wickford), the Maldon or Langford Curve and Witham East Curve. They were used by a
10.33am SO Southend and stations to Rayleigh then with no further booked calls to Colchester and
4.25pm SO return (with the same calls), a market service. It first ran Sat 5 Oct 1889 (as soon as the
Wickford - Southend and Woodham Ferris* - Maldon lines opened). There was also a Colchester to
Southend excursion on opening day of those lines, which was on Tue 1 Oct 1889. As well as the extra
SO services there were five trains a day SuX between Woodham Ferris* and Maldon East.

[*Woodham Ferris was the original station name on opening of the Wickford - Southminster line on
1 Jul 1989; renamed Woodham Ferrers 1 Oct 1913 then South Woodham Ferrers from 20 May 2007.]

By Jan 1890 Bradshaw's showed that this through train ran at 10.22am SO from Southend Victoria to
Colchester, arriving 11.50am. The return was then at 4.30pm reaching Southend Victoria at 5.56pm.

'The Great Eastern Railway in South Essex' by Charles Phillips (Pen-and-Sword Books), recommended
by a member, reports that the through Southend Victoria to Colchester service ran for the last time on
Sat 23 Feb 1895 so was withdrawn with effect from Sat 2 Mar 1895. This has also been confirmed by
contemporaneous timetables published in the 'Essex Herald'. The book advised that the three curves
were then disconnected. Authority for their closure and the associated signal boxes was granted on
5 Jun 1895; removal of the curves appears to have been completed by the end of 1895.

Just why the GER thought a once a week passenger round trip was worth investing in these three
curves is not clear, [unless they were hoping to develop the traffic] and it is not possible to see what
freight use might have been made without sight of a GER WTT from the period. None survives at Kew
and none is in the compilation the Great Eastern Railway Society make available as a CD, so that looks
like a forlorn hope. Apparently (and perhaps not surprisingly) the curves seem to have been closed at
the same time as the passenger service was withdrawn, and obviously were eventually removed.

According to 1891 GER Appendix, the controlling boxes were: [*not Belchamps as shown on OS maps]
●Witham East Jn (on GER mainline) - Witham South Jn (on the Maldon branch) [Witham East Curve]
●Langford Jn (to Witham) - Maldon West Jn (to Woodham Ferrers) [Maldon or Langford Curve]
●Belchamp* Jn (on the Southminster branch) - Fanton Jn (Southend Victoria line) [Fanton Curve]

1869] Ely & Wisbech: Two reports by Mott Macdonald give increased cost estimates for upgrading Ely
North Jn (BLN 1305.1059) and to reopen March - Wisbech (BLN 1319.2762). These have been reported
elsewhere and the headline £200.4M figure was reported in BLN 1348.833. The main step changes:

Work Source Output Cost

None Present capacity, all now in use 8.5tph peak, 6.5tph off peak, 127 tpd* £0

Ely remodelling Grayling 2019-24 commitment £25M+

Ely remodelling Cambridgeshire & Peterborough 11tph of which 3 are freight £451M
(C&P) Combined Authority, 2019

Ely remodelling C&P Combined Authority, 2019 14tph ('optimum') £551M

Non railway work C&P Combined Authority, 2019 To avoid cutting off Queen Adelaide £96.5M

March - Cambridge Mott Macdonald, 2020 Level crossing upgrade (39 No) unknown

Wisbech - March Mott Macdonald, 2020 Guided busway £75M

Wisbech - March Mott Macdonald, 2020 'Tram-train' £152M

Wisbech - March Mott Macdonald, 2020 Rail 2tph (1tph to Cambridge) £200.4M

*Train movements per day; is it the total in all directions? Trains (tph) per hour figures are for comparison.

The Wisbech to March 7¼ mile reopening includes the town centre station (BLN 1350.1136), a passing
loop at Coldham, about halfway along the branch, and a new platform at the west end of the currently
disused March P3. NR and Mott Macdonald both advocate that all 22 level crossings on the Wisbech
branch should be closed. Only seven (TRACKmaps 2 p13C) appear to be across roads. It doesn't really
need to be pointed out that the extent of the works for trains to run between March and Wisbech
could be much less than has been included in these costed proposals. Changing trains at March would
make the service less attractive reduces the cost of remodelling Ely.

1870] Lowestoft: Work has begun to create a new heritage area by the station. The latest phase in
efforts to regenerate the station forms part of a scheme that aims to celebrate the history of the
former rail link with the town's Fish Market and Outer Harbour. The Lowestoft Central Project, in
association with the Wherry Lines Community Rail Partnership, has taken delivery of a set of railway
crossing gates. They will form a 60ft wide backdrop to the area at the back of the station, where the
former track across to the harbour has been preserved - said to be 50 years since it was last used.

[BLN 1355]
The gates will be restored and repainted over the summer and mounted onto their original concrete
posts to form a western boundary to the area. This will be complimented by an original semaphore
signal and interpretation panels telling the history of the link which when operational, saw millions of
tons (pre-metrication!) of fish transported by rail which ran alongside Waveney Rd and across the A12
into the station site until the early 1970s. The south east corner of the station, the short stay car park,
will house the heritage element. It is part of a rejuvenation scheme at the station site supported by
Greater Anglia. Over the summer, project volunteers will begin restoring the gates, disposed of gifted
by NR following completion of the Wherry Lines modernisation project. (Eastern Daily Press)

1871] Lowestoft: On 11 Jun GBRf ran 66766 light from Peterborough maintenance shed (09.59/16.54)
to Lowestoft P4 (13.06/13.29), thought to be for driver route training for trains for the forthcoming
engineering works (next item). Return to Peterborough GBRf was due 16.55, actual 16.54.

1872] Norwich - Lowestoft: East of Norwich there are still significant lengths of short bullhead rails.
Work to replace these through life expiry is being carried out. It is likely to lead to disappointment for
those who believed signal commissioning would end disruption, a not uncommon situation.
This follows works successfully completed in Feb to replace 3km of previously 40mph restricted track
between Buckenham and Cantley. A further 1km in this section was to be relaid on 13 and 14 Jun.

In Aug about 4km of track will be renewed near Cantley including through the station. There will be a
weeklong closure of the line from 23.00 on Fri 14 Aug and the line will reopen on Mon 24 Aug.
The works will include installation of a new vehicle deck across Station Road crossing at Cantley.

1873] Foxton - Barrington: (BLN 1245.354) Amending this item. There was a loaded spoil train on
Tue 17 Sep 2019, and the empty wagons left as usual; both ran in their usual paths, as 6L06 and 6M03
respectively. The next arrival, was Fri 20 Sep, as correctly reported, (loco 66737), from Cricklewood as
6L06 but with a layover of some 7½ hours at Ferme Park rather than the normal 4¼ hours - hence the
much later booked (and actual) arrival at Foxton than usual. This was not enough time for the wagons
to be taken up the Light Railway to Barrington Pad, be unloaded, and return in time for 6M03 at 17.40.

In fact the loco left the wagons and departed to Ferme Park light engine; the confusion is that it still
used the schedule of 6M03 (ie with wagons, tut rut), so shows on websites such as Realtime Trains
under that reporting number, but Live Rail shows it was changed to 0M03 (correctly a light engine) as a
Very Short Term Plan before departure. A local 'gen' group also reported that it as a light engine move.

So the wagons were left there. Our member who saw that the line and crossover at Foxton was very
rusty on 3 Nov 2019 has since confirmed that there were no wagons in the exchange sidings so they
must have been at Barrington (so could well have been loaded on arrival - the train weights support
this but may not be right). Otherwise the wagons would have made a trip from Barrington to London
and back empty. It's not the first time that wagons have been left for several weeks at Barrington.

66771 arrived on Wed 6 Nov 2019 as 0L52 13.36 from Ferme Park, and should have left in the usual
6M03 path at 17.40, but a points failure delayed its departure until the following day (Thur 7 Nov),
running as 6M03 12.00 Foxton Exchange Sidings to Ferme Park Reception Line. But there is more…

On Mon 15 Jun 2020 DC Rail 60046 ran light engine from Wembley to the north end of Foxton
Exchange Sidings by Barrington Road Level Crossing; the next two days it ran to Barrington Pad with
more trips expected. Staff in a road vehicle operated the three level crossings. Inert spoil traffic is
anticipated from Willesden 'F' Sidings before the end of July. Work has already started on housing
construction at the Barrington Cement Works site. [Thanks to a member for their diligent research.]

NEXT: Barrington Cement Works, a 23 Sep 1981 Society tour arranged by your Editor. The railway was
in three (joined) sections then, the loco in foreground is on the 'clay' branch, the distant loco on quarry
branch and the Barrington Light Railway ran to Foxton Exchange Sidings. Tours of Ciba-Geigy Factory
railway at Duxford and Bury St Edmunds Sugar Factory were also arranged. (Ian Mortimer.)