1355

t on the local stone, near Sprouston.

BELOW: Carham station Down platform (to Kelso & St Boswells) - the plat

tforms were staggered either side of a level crossing where the gates are.

BELOW: Carham station - the goods platform northeast of the passenger p

platforms, looking southwest towards the passenger platforms and Kelso.

BELOW: Sunilaws stationmaster's house (CP 1955) with a post box in th
The platforms were staggered either side of the crossing, the U

he wall also original railway concrete (crossing gate) and wooden posts.
Up platform (to Coldstream) began to the left of this building.

BELOW: Sunilaws station looking east towards Kelso, the concrete leve
The Up passenger platform was right, beyond the Stationmaster's hous

el crossing gate post is left, then the goods platform on the Down side.
se and the Down one was behind the photographer over the crossing.

BELOW: West Learm

mouth No2 Viaduct.

BELOW: View north over the Tweed Valley an

nd of Scotland from Learmouth No2 Viaduct.

BELOW: These (North Eastern Railway) railway cottages at Cornhill-o

on-Tweed are an interesting contrast with the earlier ones at Kelso.

BELOW: An overbridge abutment near Coldstream station (was Co

ornhill pre-1 Oct 1873) which was situated at Cornhill-on-Tweed.

BELOW: The junction at Coldstream (well, you will just have to t
walkable for about a mile to East Learm

take our word for it!) left is the trackbed to Alnwick via Wooler,
mouth. Right is the trackbed to Kelso.

1355 ANGLO-SCOTTISH BORDERS

1907] Roxburgh - Coldstream: (ABOVE: From Disused Stations) Authorised in 1845 the Kelso Branch
was built by the North Eastern Railway to link Tweed Valley communities with the fledgling railway
network at Tweedmouth on the East Coast Main Line south of Berwick-upon-Tweed. The Royal Border
Bridge had not been completed by then, which is why the junction of the Kelso Branch, Tweedmouth
Jn, faced south. This meant that trains had to reverse at Tweedmouth to continue on to/from Berwick.

The plan to serve Kelso was obstructed by the Duke of Roxburgh preventing the line being built further
than Sprouston, 2½ miles short of Kelso. Tweedmouth - Sprouston line opened in 1849. Sprouston
and Carham stations and the 3½ miles of track between, plus a short later extension, were the only
ones built on Scottish soil by an English Railway Company. In 1850 the North British Railway Kelso
branch from St Boswells on the Waverley Route opened. The Duke of Roxburgh initially prevented it
reaching Kelso and a temporary terminus had to be built west of Kelso at Wallace Nick. The difficulties
with the Duke were eventually overcome and the two branches joined at the end on Sprouston Jn in
Mellendean, west of Sprouston on 1 Jun 1851. Wallace Nick station closed and Kelso station opened.
A housing estate, Wallaceneuk (original name?), has been built on the site of Wallace Nick station.

In 1955 the passenger services were reduced to two trains per day in each direction (typically with one
coach) and several stations (Twizel, Velvet Hall, Sunilaws, Carham & Sprouston) closed to passengers.
The line CP 15 Jun 1964; Tweedmouth Jn - Kelso CG 29 Mar 1965 and Kelso - Kelso Jn CG 20 Mar 1968.

Today most of the 13 mile trackbed route between Roxburgh in Scotland and Coldstream in England
can be walked. A few short deviations are required. At Kelso the A698 Kelso Bypass was built over the
filled in cutting that the line and the station once occupied (see later), but the route can be followed at

a higher elevation. At Sprouston a cluster of houses built on the trackbed since closure means a short
diversion is required; an approximately half mile section of line between the England/Scotland border
and Sunilaws is closed off as an elongated trackbed field and occupied by cattle.

Roxburgh (OP 17 Jun 1850; CP/CG 15 Jun 1964) was a three platform junction station between the
Kelso line and the seven mile Jedburgh branch. The station house remains as a private dwelling, well
hidden behind trees. Just south of the station were two underbridges carrying the respective railways
over a minor road. The abutments of both remain. The Kelso line can be walked over the curved 220yd
14 arch Roxburgh Viaduct, 70ft above the River Teviot. It is category A listed; the unusual metal and
wooden footbridge strapped to its side is category B. There were delays in opening the line due to the
viaduct collapsing into the river during construction with several lives lost. On the far side of the
viaduct is a path on the alignment of Heiton Siding. The loading dock still exists in the vegetation.

Wallace Nick OP 17 Jun 1850 was replaced by Kelso 50ch to the East, on 27 Jan 1851; (CP 15 Jun 1964;
CG 20 Mar 1968). Kelso station was actually in Maxwellheugh; Kelso itself being on the other side of
the River Tweed to the north. It had two through platforms and a bay each end for terminating trains
from east and west. There is now no trace of the station as the A698 Kelso Bypass has been built over
the site (rubber tyred vehicles don't count, sorry). A row of railway cottages remains on Station Road.

The 2¼ mile Kelso to Sprouston trackbed has recently been surfaced by the Council as a walking and
cycling route. Sprouston (OP 27 Jul 1849; CG Jan 1965) station house remains as an extended well kept
private dwelling. Carham station (OP 27 Jul 1849; CG 18 May 1964) is in Scotland, but the village is in
England. The village is on the banks of the Tweed while the railway ran half a mile or so south. The
border follows Carham Brook rather than a straight line, hence the anomaly. Both platforms remain,
staggered on either side of the former level crossing, as does the goods loading bank. The station
house also survives as a private dwelling. Soon after the trackbed crosses from Scotland into England.

At Sunilaws (OP 1859 as Wark; renamed 1 Oct 1871; CG 29 Mar 1965) the station building remains as
a private dwelling. Both platforms are staggered on either side of the level crossing, like Carham, and
the goods loading bank also remains. Goods traffic was handled until the end as the station served a
large rural area. The two impressive Grade II listed West Learmouth Viaducts 1 & 2 are then traversed.
Just before Coldstream station was Cornhill Jn, where the 35¾ mile rural branch from Alnwick via
Wooler converged (right) from the south. The first mile can be walked to East Learmouth.

Coldstream station (OP 27 Jul 1849 as Cornhill; renamed 1 Oct 1873; CP 15 Jun 1964; CG 29 Mar 1965)
was in the Northumbrian village of Cornhill but was renamed after the larger Scottish town of
Coldstream on the other side of the Tweed. There is no trace of the station, as a housing estate has
been built over it. However, a bridge abutment just west of the station remains as do two rows of
railway cottages, on the nearby Station Gardens. According to a resident of the cottages, the easterly
row was built when the station and the Kelso branch opened in 1849 and the other added when the
Alnwick branch opened, for the expanded workforce. All in all, a delightful and enjoyable railway walk.
Bus services (eg Kelso to Roxburgh) would assist with the logistics, Galashiels - Kelso is a good service.

1355 SCOTLAND (Mike McCabe) [email protected]
1908] Glasgow: (BLN 1349.1018) In the emergency timetable the Cathcart Circle is now served by
hourly services from Glasgow Central to Neilston, to Newton via Mount Florida and a third to Newton
via Maxwell Park with nothing going round the circle. Therefore, to travel between the east and west
sides of the circle passengers travel via Glasgow Central at extra expense (or by bus) but no section of
line is actually without a service! Changing at King's Park requires a wait of almost an hour there.

Ayr, Gourock, Paisley Canal and Edinburgh via Shotts have half-hourly services from Glasgow Central.
There is one instead of the usual two stopping trains to Barrhead, but one of the twice hourly
Kilmarnock trains makes extra stops. Most other routes from the high level station remain hourly.
There are four trains each way between Glasgow and Carlisle via Dumfries, an evening train runs to
Dumfries (which also has a Carlisle shuttle). The four trains to/from Ardrossan Harbour connect with

the Arran ferry; it makes two round trips SuX. Apart from the Caledonian Sleeper, Carstairs has peak
hour trains only, the only trains between Glasgow and Edinburgh via Carstairs run in the evening peak.

At Queen Street the Maryhill, Alloa and Edinburgh via Cumbernauld services are hourly, but via
Falkirk High to Edinburgh is now half-hourly. Services via Partick are much the same as usual, but
without Edinburgh to Milngavie trains. Helensburgh trains make extra calls to compensate.

1909] Milngavie: At that station that many mispronounce (its 'Mull-guy') over £5M is being invested to
extend both platforms from 141m to 205m by reinstating 39m of platform to the south and adding
25m. This will require repositioning of signalling and overhead line equipment but it is not to operate
longer trains! Lengthening the platforms will enable permissive working to allow some trains to have a
longer turnround at the terminus. 4tph normally run in both directions with just the two platforms.

There are two single line sections on the branch with consideration being given to adding a third new
intermediate station at Allander between Milngavie and Hillfoot. Westerton to Milngavie is often the
worst performing line in Scotland, with fewer than one in three trains arriving at the terminus on time.
Platform lengthening, due completion in Dec, is a much cheaper option than redoubling the branch.

1910] Levenmouth: (BLN 1351.1345) Covid-19 appears not to be disrupting plans for reopening the
branch. MSPs Jenny Gilruth & David Torrance held an online meeting with NR in the first week of June.
Fife Council was to be updated in the second week and an online meeting was planned for that week.
NR said that construction would begin in late 2021 and that the branch would reopen in 2023, as
planned. There are options for five possible sites for a station near Leven swimming pool, including the
Methil power station site [please can we have the one with the most new track?]. There are four
options for the intermediate station site at Cameron Bridge - so 20 possible combinations of the two!

X.125] BELOW: The good old days … two loco hauled services meet at the very remote Forsinard
station in the middle of a nature reserve. The photographer's train is for Wick and Thurso (dividing at
Georgemas Junction) and, as second to arrive, already has the road out again. The other train is for
Inverness. Note the south end wooden platform extensions; the road across is the A897. (Nick Lander.)

ABOVE: Our Sat 29 Aug 1981 Ayrshire Wanderer tour https://bit.ly/2Cry3xU near the British Rail
boundary high up on the Killoch branch. The destination shows 'Ardeer' a platform at the ICI Ardeer
factory - the branch was visited by the tour. A workers' service ended in Oct 1966. (Ian Mortimer.)

1911] Edinburgh Trams: After a pause since the end of Mar, on 1 Jun limited work was allowed to
restart on the Newhaven extension. The project remains within its £207.3M budget; the project team
is now working to mitigate any impact of the shutdown on the budget and the completion date.

1912] Fully Accessible Trains: On 12 Jun ScotRail announced that all its operational fleet of trains are
fully accessible. This follows the withdrawal of Class 68 hauled peak hour services on the Fife Circle.

BELOW: At Killoch Colliery during a Society internal railtour for 13 members on Mon 26 Aug 1985, the
locos are on a siding by the loco shed. Far middle right is a rake of merry-go-round hopper wagons.
Brian Ratheram is striding across and the late Angus McDougall is alone middle left. (Ian Mortimer).

1913] Killoch: (BLN 1354.1780) The
second train of the year ran on Mon 22
Jun, the empty wagons leaving Carlisle
New Yard at 04.59, reaching Killoch
08.00. After loading 1,600 tonnes of
coal it departed at 12.35, arriving Port
Talbot Grange Sidings early morning on
Tue 23rd. This was the first of three trial
trains which may lead to twice weekly
workings for about 12 months to clear
the massive coal stockpile at Killoch.

LEFT: Top left is Annbank Jn for the
single track branch to Killoch (down to
bottom right). The Falkland Yard and
Newton-on-Ayr to Mauchline line runs
left to right along the top.

The impressive Enterkine Viaduct
(308yd) over the River Ayr is shown.

The train staff for the 8¾ mile long
Killoch branch is kept at Annbank
Ground Frame (controlled by the signal
box at Mauchline) and a train can also
be 'shut in' on the branch allowing
others to run between Mauchline and
Newton Jn. MAP NEXT PAGE: The rest
of the branch to Killoch Open Cast Disposal Point, where there is a coal blending plant and washery.
The purple spot is the site of Drongan Jn on the line to Belston Jn (CG 1 Jan 1975 with the end of
traffic from Littlemill Colliery at Rankinston - trains used to have to run round at Belston Jn. Local
passenger services between Annbank Jn and Belston Jn were withdrawn from 10 Sep 1951). Drongan
Jn - Killoch is a relatively new branch built by British Railways (with concrete bridges rather crudely
fashioned, of interest but little architectural merit!). Built as a mineral line, with quite a climb, it
opened sometime in 1959. Initial traffic was in connection with the building of Killoch Colliery which
was in production from 1960-1987.

At 2m 50ch from the former Drongan Jn is the NR boundary where there is a ground frame controlling
a combined trap/catch point protecting the branch from Killoch unauthorised departures/runaways.
The single track then runs over a weighbridge before entering the complex. The line ends at 3m 19ch
from Drongan Jn. The last railtour was on Sat 12 Feb 2011, Pathfinder Tours 'Galloway Galloper'.

1914] Stories that can now be told (5): In the Good Old Days when numerous freight trains ran with
brakevans, the Society was able to arrange a significant number of official brakevan trips. They were
often accompanied by 'unofficial' add-ons. In Scotland there were usually some around our annual
August Bank Holiday weekend railtour/s (not a Bank Holiday north of the border). Unlike some parts of
the country, an Inspector did not have to accompany participants; the maximum group was normally
four adults and a ticket was required! The group leader would have an official letter from British Rail
Scottish Region stating the arrangements, the fare - usually 1½ times the equivalent First Class fare (!)
for the distance travelled - and where to collect the ticket. This would, of course, be handwritten and
from a larger ticket office, such as Ayr. For those who have never had the pleasure of travelling on a
genuine (dirty) working brakevan on an unfitted goods train, travel was about as far from First Class as
you could get. At times you had to hold on for your life to avoid the 'snatch' as the loco picked up the
wagons and you ended up very dirty, but they were great trips and the only way to do some lines.

On Fri 28 Aug 1970 the Society ran some brakevan trips from Ayr Harbour/Falkland Yard to Littlemill
Colliery, Rankinston (official and advertised in BLN) Waterside and Riccarton (unofficial/semi-official).

The trips: ●Falkland Yard (dep 06.20, loco D5366 = 27020) - Riccarton Power Station - Kilmarnock.
●Ayr Harbour (dep 09.20, loco D5367 = 27021) - Waterside - Falkland Yard & ●Ayr Harbour (dep
12.24, loco D5386 = 27103) - Belston Jn (reverse) - Littlemill Colliery - Falkland Yard. Our member is
not 100% sure if they did Falkland Jn (north end of Falkland Yard) to Ayr Harbour Jn (TRACKmaps 1 p3
Nov 2017). If anyone was on the trips, please could they confirm and how far they went at Waterside?

Littlemill was particularly interesting, first there were rather more than four participants - but the
guard didn't mind. After all the shunting had been completed with participants in the loco, they were
taken by the train crew for a 'wee piece' (or rather a great lunch) in the colliery canteen! Then the
brakevan (by now with our group in) had to be on the correct end of the train. So it was uncoupled
from the front of the loco, the loco propelled the van up to a reasonable speed and then slammed on
its brakes. The van (with participants) continued freewheeling into the loop with instructions to screw
down the handbrake once over the points! The loco went through the other loop past it and came

back to pick up the van. Well it certainly livened up proceedings and was miles from any officialdom.

1915] Active Travel Carriages: Five Class 153 units will be able to carry up to 20 bikes each on the
West Highland Line, with custom designed racks for bikes and large items of luggage as well as more
seats. They will have a special livery of Highland scenes and undergo a full interior and exterior refresh
with installation of free WiFi, at seat power sockets and a refurbished controlled emission toilet.
The first unit is due to be complete later this year, and enter service once staff can be safely trained.

1916] Glasgow Subway: (BLN 1349.1017) From 1 Jun, services restarted on the Inner Circle with both
operating from 06.30-21.00 SuX; 10.00-18.00 SuO. Train capacity is now about 35 passengers.

1355 WALES & THE MARCHES (Chris Parker) [email protected]
1917] Barmouth - Pwllheli: Llanaber, Llanbedr, Llandanwg, Tygwyn & Abererch TCP from 22 Jun as
the short platforms leave insufficient room for social distancing under current restrictions. Passengers
are merely advised to use the nearest alternatives, respectively Dyffryn Ardudwy for the first three,
Talsarnau and Pwllheli. Llandecwyn would almost certainly also have been affected had it not been
rebuilt in 2014 with a 50m platform when resited for the replacement of Pont Briwet (BLN 1216.1296).

1918] Proposed new stations, episode 957: (BLN 1353.1543) Welsh Government Transport Minister
Ken Skates has written to the UK Government Transport Secretary calling for investment in four new
or reopened stations identified by a TfW report: ①Deeside Parkway in the Shotton area, Wrexham -
Bidston line, but a Flintshire County Council planning document https://bit.ly/3eVkvc0 suggests it
should be at Broughton towards Chester on the North Wales Coast line! ②Carno (CP 14 Jun 1965) on
the Cambrian line (59m 17ch), well placed to break up the 21¾ mile Caersws to Machynlleth section.

③St Clears (CP 15 Jun 1964) pronounced 'Clares' between Carmarthen and Whitland on the South
Wales Main Line (253m 18ch) ④Ely Mill a Wiggins Teape paper mill closed in 2000, now with new
housing on the site; on the Cardiff City Line between Ninian Park & Waun-gron Park -1m 09ch apart.

They would be paid for from the New Stations Fund 3 and be ready by early 2024. Mr Skates regards
them all of equal priority. Deeside Parkway and Ely Mill would be part of the respective North and
South Wales Metro while Carno and St Clears reopenings are seen as sharing extensive support within
rural communities with limited public transport opportunities previously overlooked. Mr Skates also
invited the Transport Secretary to discuss further priorities for rail investment, including new stations
at Greenfield (on a greenfield site?) on the North Wales Coast line near Holywell Junction and Magor
(BLN 1331.1676). He proposes restoration of Gaerwen - Amlwch passenger services as a suggestion
for the New Ideas Fund and expressed interest in using the Accelerating Existing Proposals fund for
Aberbeeg - Abertillery (BLN 1343.176). He has also strongly reiterated the case for Aberystwyth -
Carmarthen (oh dear; see BLN 1316.2413) and Bangor - Caernarfon Traws Link Cymru re-openings.

The UK Government has said that bids will be independently assessed to fund the most beneficial.
However, your mischievous Regional Ed suggests that the Transport Secretary's name, Grant Shapps,
might indicate preference for a certain WCML station reopening which has also been advocated!

1919] Timetable: (BLN 1354.1791) On Fri 5 Jun TfW ran a 12.53 Holyhead to Crewe relief service not
advertised on journey planners, calling only at Chester. Evidently that was a successful trial as from
Mon 8 Jun it has run SuX calling also (according to Realtime Trains etc, though not driver and guards'
schedule cards) at Llandudno Junction. This is because the 12.28 Holyhead to Crewe via Llandudno
service was becoming quite busy (by social distancing standards) with both local and ferry passengers.

The 12.53 calls at or passes Llandudno Junction while the 12.28 is on the Llandudno branch, thereby
overtaking it. It returns from Crewe at 15.00, non-stop ECS (105 ½ miles) to Holyhead; a 1hr 55min
schedule bettered by 15 min on both of the first two days. It is expected to run until at least 4 Jul after
which the government plans to increase services again. Our local member suspects that relief boat
trains last ran in Apr 2010 when an Icelandic volcano erupted causing an ash cloud. Air traffic between
Ireland and England was suspended with a vast increase in land and sea travel instead!

The first train on 5 Jun ran non-stop via Bangor P1 but the second on 8 Jun used the Up Main, thought
to be as booked, although P1 is shown in Realtime Trains. Our member believes the Up Main was last
used in passenger service by a franchise operator in 2019 during the National Eisteddfod at Llanrwst.
Oddly a 07.07 from Holyhead then ran non-stop to Penmaenmawr; its last day was Fri 9 Aug 2019.

1920] Newtown: (BLN 1350.1172) The privately run booking office has closed permanently. Newtown
Station Travel said that it will not be reopening due to the financial effects [which] the Coronavirus
crisis and its handling have had on the business' viability' and suggested: If we organised transport
properly in this country Newtown station would be a manned transport/parcels interchange from very
early to very late seven days a week staffed by the transport operator. Let's hope more enlightened
times are around the corner. Clearly not; TfW has now applied for planning permission to install ticket
machines on both platforms in the next 12 months instead. Fears were expressed for the future of the
region's franchised offices at the start of the crisis, with only Gobowen being confident of survival.

1921] Pembroke Dock: (BLN 1352.1491) The pyramid has had a further reprieve in its bid to emulate the
lifespan of its Egyptian prototypes; the latest estimated completion date for the canopy repairs is Fri 10 Jul.

1922] Central Wales Line: https://bit.ly/2XNgsJ8 has news of community activity along the line and plans.

1923] Global Centre of Rail Excellence (GCRE): (BLN 1354.1783) This may come to fruition sooner than
expected at Onllwyn. Open cast coal mining at Nant Helen resumed by Coal Authority licence with a
31 Dec 2021 expiry date. However, in its first such use of powers in force since 2018, the Welsh
Government has invalidated the licence by refusing to authorise it on the grounds that continuing coal
extraction from Nant Helen would have inevitable environmental and climate change impacts - this is
a historic decision given the region's industrial history; implementation is required as soon as possible.

It is hoped that most of the 150 Celtic Energy employees whose jobs are at stake will find work on the
site restoration and subsequent GCRE projects. The Welsh Government has also said that it will not
authorise any further coal mining. This presumably means that residual traffic (already diminishing) on
the Onllwyn branch will end soon, also (when the licence expires in 2022) on the Cwmbargoed branch.
No doubt foreign coal will replace it with extra carbon production from its transport around the world.

1924] No Conwy Valley 'spoiler' alert: (BLN 1354.1683) The North Wales Coast Railway website has
photo evidence of this branch's first train for some time on 2 Jun; a rake of JNA wagons 'top & tailed'
by a pair of Colas Class 70s from Crewe Basford Hall. It collected old spoil and ballast from the flood
repair works between Tal-y-Cafn and Llanrwst. Colas ran a similar working with Class 56s on 8 Jun to
drop fresh ballast. However Realtime Trains, Liverail etc showed neither venturing beyond Llandudno
Jn. With the entire branch under engineer's possession, this may indicate that it is being treated as an
Engineer's Siding with Llanrwst signal box out of commission. The closure and repair work has already
cost £1M in 2020. NR is now to undertake more preventative work to reduce the risk of long closures
due to washouts in future. This includes about 20,000 tonnes of rock armour to protect just over a
mile of embankment; similar work carried out in 2019 on other sections has proved effective. It will
cost a further £2.2M and extend the closure for 10 weeks. On that basis, according to its website, TfW
expects 'disruption' of passenger services to continue until at least 7 Sep at 10.30am to be precise!!

BELOW: A Society internal tour at Machen Quarry (Sun 20 Feb 1983), arranged by Jenny Williamson
when she and John lived nearby. Left is the former Newport to Brecon line, looking southeast towards
Newport. The branch then still served Bedwas Colliery and Coking Plant in the other direction. This
was the morning after the Society's Blue Dragon railtour from Cardiff Central. (Ian Mortimer.)

[BLN 1355]
1925] Machen: (BLN 1349.1026) The blockage by makeshift temporary buffer stops at Keeper's
Crossing (2m 49ch) has been further extended until Fri 10 Jul 2020. A reliable source advises that the
cause is a collapsed culvert which is being rebuilt; from the dates Storm Dennis, over the weekend of
15/16 Feb, was the culprit. NR stated, in a Freedom of Information response, that the last train to
Machen was a track recorder on Thur 12 Dec 2019 (now tracked down as arriving there at 04.50).

The last commercial freight left the quarry on Sat 21 Jul 2018 (a SO trip from Westbury Yard that
previously ran on 7 Jul 2018). The traffic was gritstone that was taken to Machen by road from Craig-
yr-Hesg Quarry north of Pontypridd, formerly rail served itself by a branch from the Taff Vale main line
at Pont Shon Norton Jn. The railway spelling was Craig-yr-Hesq. Trespassing has become a problem on
the Machen branch; British Transport Police issued warnings to eight offenders on 26 May 2020.

1926]: Covid-19 cover up: (BLN 1354.1663) NR's sensible take on the cross-border discrepancy:
When in Wales PLEASE wear a face covering. When in England you MUST wear a face covering.

1355 MINOR RAILWAYS (Peter Scott) [email protected]

MR90] Kerr's Miniature Railway, Angus (MR p28) (BLN 1331.MR123): During the 2019 season the
10¼" gauge railway only carried 3,500 passengers. John Kerr, 24, the owner and grandson of the
founder Matthew Kerr Snr thought 2020, the railway's 85th season, might be its last. He hopes to start
running as soon as the Covid-19 guidelines allow. The railway opened on Arbroath seafront in 1935 as
a 7¼" gauge line, but it had previously been laid at Balfield Farm, Dundee on where its eponymous
founder ran a dairy. One of the original carriages remains on the railway, and the original guard's van is
on a private railway 'down south'. The first loco was a 7¼" gauge locomotive known as 'Tibby', but also
known as 'Bonnie Dundee'. 'Tibby' disappeared during the Second World War, but sometime later
reappeared in Denmark where she was on static display in a restaurant. She was bought by an
enthusiast who owns a 'Steam Park' and it would appear that 'Tibby' is in a serviceable condition and
will be put to use there. [Précised from 'The Courier' (Angus & Dundee) Saturday 2 May 2020.]

MR91] Bulkeley Hill Tramway, Cheshire: Just south of Beeston Castle between Crewe and Chester, in
1937 the Staffordshire Potteries Water Board gained authority for the erection of pumping stations at
Peckforton and Tower Wood in Cheshire, with a reservoir on Bulkeley Hill, from where the water
would gravitate to a large storage reservoir at Cooper's Green, near Audley, for distribution to Tunstall
and the Potteries. Most of these enterprises were held up by the Second World War and it wasn't until
1953 that the Peckforton scheme and its linking aqueduct to Audley were completed.

There are two boreholes where water is pumped from the Sherwood Sandstone aquifer which is near
to the surface; close to the Copper Mine Inn (since renamed the Sandstone) with three pumping
stations, and at Peckforton Gap. There is a holding reservoir at the Gap, from where water is pumped
up 360ft to a covered reservoir on Bulkeley Hill at 690ft above sea level. From there a 27"steel pipe
feeds the water under gravity to the reservoir at Cooper's Green, Audley, 460ft above sea level.

The Bulkeley Hill incline was the hauled tramway used in the construction of the Bulkeley Hill reservoir
and water main, including a massive anti-surge valve at the top of the tramway. This steep narrow
gauge track, about 5.2ch in length, was built solely to carry heavy components to the summit during
the construction of the surge regulator in 1949. There are foundations for a haulage engine at the top
of the line. The top of the tramway is on the Sandstone Trail long distance footpath (SJ 526 553) and
was seen on one of Julia Bradbury's walking TV programmes. (Picture later…)

MR92] Minor Railways Fund Raising: Enthusiast Ellis Morey has completed a lockdown marathon in
aid of three railways, by completing a 26¾ mile journey over a friend's private 7¼" gauge railway on
Anglesey in seven hours, using a small hand crank trolley. The 25 year old youth charity worker from
Caernarfon used just his arms to power the American-built children's hand crank over the 26¾ miles -

[BLN 1355]
the total distance of the three railways he is supporting - the Llangollen, Vale of Rheidol and Keighley
& Worth Valley Railways. His feat on 1 May was live on Facebook. The railway runs in the two acre
back garden of John Davies, who began teaching Ellis about railway engineering from the age of 11.

Ellis said: We've been doing the essential upkeep on this miniature railway during the lockdown, but I
also wanted to do something for the railways I love and that are so important to the economy and
history of this country. They provide employment, skills development, volunteering opportunities and
boost the local economy financially. Sadly due to the lockdown, railways are beginning to struggle as
they spend a vast amount of money in the winter on maintenance and expect to have a return in the
summer with passengers and events. John had a hand crank in the shed and I thought that's it. It'll be
hard and uncomfortable, but I thought it's unique and quirky enough that people would support me.
I'm a little tired with a bit of back pain, but on the whole fine.

MR93] Folkestone Miniature Railway, Kent (BLN 1351.MR70): Just a week or so after submitting the
text for BLN 1351, your MR Editor found the answer to the question as to when this 7¼" gauge
miniature railway opened, quite by chance when looking for something else! The 'Whitstable Times &
Tankerton Press' of Saturday 24 May 1947 reported: A new attraction for Folkestone (residents and
visitors alike) is the new miniature railway to run below the Leas. The work of Lt-Col R B Tyrrell of New
Romney, who has been entirely responsible for the design and production of the tiny 'Altalanta' engine,
six coaches and permanent way, it will undoubtedly prove to be a popular entertainment.

The capacity load is 13 adults or 30 children, and it is interesting to note that despite the fact that it is
only eighth scale or 7½" [sic] gauge, the train is capable of a speed of 16 mph. Lt-Colonel Tyrrell has
always been interested in miniature railway construction, and for many years a similar track at his
home at New Romney has been the venue for thousands of happy children, not to mention the grown-
ups, who have thoroughly enjoyed the thrill of a journey on this Lilliput Railway. Lord Radnor, through
his agents, Messrs Wooley and Co, approached LT-Col Tyrrell some time last year, and his efforts to
provide a further feature of interest and entertainment to Folkestone's many visitors have now been
successful. Capt R M Tyrrell MC, son of the designer (himself a model railway enthusiast) is coming
specially to drive the first train at the opening ceremony at 2.30pm on Saturday May 24th [1947].

MR94] Rugeley Power Station Society of Model Engineers, Staffordshire: This Society has an elevated
3½/5/7¼" gauge track in the grounds of now closed Rugeley Power Station (undergoing demolition).
After three years away from the track, and after being told they would never be able to return, the
Society can confirm that they have been asked if they would like to return. So, after several months of
legalities, the Society has obtained a special licence to return to the track site as of 30 April 2020. The
licence comes with many regulations and restrictions that must be adhered to - if not then they will be
asked to leave the site. Unfortunately, at this time the Society will be unable to have any visiting clubs
or individuals. These restrictions will be removed once Power Station demolition is complete and the
site is cleared, and in particular the area where the railway is becomes a public space. [Our Society had
an excellent and very friendly visit to Rugeley Power Station SME on the evening of 20 Jul 2016.]

Wednesday 17 June was the first day back on site for the SME; a working party of 12 members started
clearing three years worth of leaves, branches and overgrown hedges (with social distancing). This
continues Sundays and Wednesdays for a few weeks until locos can run. See https://bit.ly/2YR6CVT

MR95] Private Railway - Eastbourne, West Sussex: Retired Network Rail employee Adrian Backshall,
has used the lockdown to finish his short standard gauge railway. He has built 30ft of track in his back
garden in Eastbourne, complete with a hand-cranked trolley with a Wickham style body attached.
Apparently, he is now in negotiations with his wife Ruth, to extend the line by 45ft to the end of the
garden. Some of his former Network Rail colleagues have said they would deliver some suitable track
materials (when Ruth is not at home!!). The trolley is fitted out with a number of home comforts.
It is moved by rope and a hand crank at one end of the line.

BELOW: (Item MR 91) Bulkeley Hill Tramway, the view from top of incli

ine showing the steps descending (it is not some kind of strange track).

X.126] BELOW: Threlkeld Quarry Railway is now 'Baker' track (15th Edition p

p46); Bagnall 0-4-0ST 'Sir Tom' outside the shed. (Peter Scott. 22 Mar 2008.)

X.127] THIS PAGE & NEXT: Corris Railway: (MR p29) (BLN 1354.1798) The

e extension looking south; the embankment starts to rise. (Graeme Jolley.)





X.128] BELOW: The new bridge southwest of Alton that recently closed the

Mid Hants Railway here for 11 months while it was installed. (Stuart Hicks.)

MR96] CairnGorm Mountain Railway, Highland (BLN 1351.MR72): Repairs to the railway have been
approved by the Cairngorms National Park Authority (CNPA). The Scottish government must approve
the repairs including the cost, which could run to £10M. The park authority's planning committee gave
its approval at its first live-streamed public meeting, held online due to lockdown. Highlands and
Islands Enterprise (HIE), which owns the railway, said it was pleased to gain the planning permission.

A spokesman said: We do need to be clear, however,
that the final decision on whether to proceed with
these works will depend on the outcomes of a detailed
options appraisal and business case for Cairngorm
Mountain. Progress with these aspects has been
affected by Covid-19, but we hope to be ready to put
recommendations to the board of HIE and the Scottish
government in the summer.

Nick Kempe, of campaign group 'parkswatchscotland'
(yes, it really is one word), said CNPA was sadly
undermining its own authority by allowing HIE to push
ahead with its plans for the railway, and wider
snowsports area, before the results of public
consultation were known. He said: On the plus side,
the planning committee strengthened officers'
recommendations … should the repairs go ahead, the
park will take enforcement action if HIE fails to fully
restore the natural environment as promised.

MR97] The Talyllyn Railway, Gwynedd (MR p30)
(BLN 1332.MR135): During the lockdown, as no
volunteer humans were at that time working on it, the
Railway employed 'Lady Maude' and 'Hamish' - two
local donkeys - at Rhydyronen. Their job was to clear
line side vegetation. Manager Stuart Williams stated
that this is the first non-running spring since 1951.
['Powys County Times' 1 May 2020.] LEFT: The two
volunteers are doing all the donkey work.

MR98] Llandudno Pier Miniature Railway, Conwy: The Manchester Evening News of 28 January 1971
noted that an application had been made to Caernarvonshire Planning Committee for: permission to
provide a miniature railway on the 2,000ft long Llandudno Pier. The first application by the then pier
owners, Trust House Fortes Leisure Division, a year ago had been turned down on the grounds that
the pier had always been a pedestrian way and that a railway would be out of character. The company
wanted the railway not only as an attraction for children, but also to carry passengers for the steamer
sailings and for patrons attending the twice daily orchestral concerts at the pier head pavilion. Pier
General Manager, Mr George Rodgers, said a revised scheme had been drawn up and they were
optimistic it would be approved. As far as your Minor Railways Ed knows, there has never been a
miniature railway on Llandudno Pier, so presumably the revised application was also turned down.

MR99] Ravenglass & Eskdale Railway, Cumbria (MR p14) (BLN 1353.MR79): The 3 November 1971
'Guardian' noted that the railway had applied for planning permission to build a 2½ mile spur to carry
tourists from Ravenglass, Cumberland, to the castle and gardens at Muncaster. The paper stated that
Millom Rural District Council had approved the plan, which was to be considered during November
1971 by the Lake District Planning Board. Nothing ever seems to have happened about this plan, so
perhaps the Board turned down the application. [Does anyone know what happened, please?]

MR100] Great Central Railway, Leicestershire (MR p7): On Friday 22 May 2020, BR Standard Class 2
78018 was in steam and running on the railway after repairs. This is believed to be one of the first
steam locomotives to operate on a public heritage railway since the lockdown began, but not for the
public. Michael Gough, Managing Director said that on 18 May the railway had brought 10 staff back
from being furloughed to complete essential functions and prepare for the reopening. On 22 May,
78018 was put through trials following repairs carried out prior to lockdown. 78018 had undergone a
valve exam, with a new valve head and valve rings needing to be fitted alongside the turning of a pony
truck wheel. The test runs were carried out with strict health and safety disciplines in place.
This included the driver and fireman wearing face coverings, and the guard in the coaches alone.

1355 FIXTURES REPORTS (Paul Stewart) [email protected]
1927] The Institution of Mining Engineers, Notts & North Derbyshire Tour, Sun 23 Apr 1989: By Ian
Mortimer. Exactly three weeks after the first tour (BLN 1354.1993), the second https://bit.ly/37oVsvx
left Derby at 08.51 on St George's Day. It was formed of an 8-car train (two 3-car DMUs and one 2-car)
which became the standard formation for most of the tours. It was the one that the writer had most
been looking forward to, as it included lengthy branches (tour maps in e-BLN 1355), some of which
served collieries on the verge of closure or which, in one case, had already closed the month before. At
first the weather conditions were awful, with persistent heavy rain. This contributed to an inauspicious
start to the tour as on the first branch from Pinxton North (formerly Langton Colliery Branch Jn) to
Bentinck Colliery, poor railhead conditions and an adverse gradient meant that the units struggled and
eventually slid to a halt at the start of the colliery area. Although disappointing, it turned out to be a
blessing in disguise, as will be described in a later report. Bentinck opened in 1896, also raised coal
mined at Annesley Colliery 2¼ miles away in the Leen Valley as they were connected underground in
1983, but, despite this 1,000 miners lost their jobs when they both closed on 28 Jan 2000.

Although the weather later improved, it did have an adverse effect on timekeeping as well as affecting
how far the tour reached in a couple of places. After running through Mansfield and Shirebrook, we
next visited the 3m 54ch branch to Welbeck. Welbeck Colliery survived until 11 May 2010 (when 410
jobs were lost). The final train clearing coal stocks was 10.20 Welbeck to Drax on Fri 1 Oct 2010. Until
2 Nov 1959 Welbeck was also served by a lengthy London, Midland & Scottish Railways branch (which
had only opened 30 years earlier) from Shirebrook Jn to the opposite side of the colliery.

It was notable for having a passenger platform, just before the colliery, which featured in PSUL and
was used for annual miners' excursions until at least 1980 (also taking some of our members). We
proceeded past the platform and through the bunker (3m 32ch), but short of the line end. The next
target was another lengthy branch, this time of 4½ miles to Bilsthorpe Colliery, which was reached via
Clipstone West Curve and Rufford Jn. Rather incongruously, like Rufford and Clipstone Collieries it is
in Sherwood Forest. Bilsthorpe, like Welbeck, had by then a simple layout in the form of a single track
through a bunker, and this time we reached the line end. Bilsthorpe, sunk in 1925, closed 31 Mar 1997
after 50 years of production. Before simplification in Mar 1976 it probably had the most complicated
and difficult to understand colliery layout in the UK (BLNs 282 p161 & 283p164) including a connection
to the Mid-Nottinghamshire Joint Railway (from Ollerton south towards Farnsfield Jn).

The next colliery, Blidworth, was the furthest south visited and had closed the month before the
railtour on 1 Mar 1989. Track lifting had begun, so participants were fortunate to reach the colliery
bunker. It was then on to Rufford Colliery which, along with Blidworth, Bilsthorpe, Clipstone and
Mansfield, had been served by separate lines operated by the London & North Eastern (L&NER) and
LMS, which made for a very complicated system. At one time empty wagons were generally brought in
via British Rail's Eastern Region lines (successors to the L&NER) and the loaded left via the London
Midland Region lines (successors to the LMS). The LMS line from Mansfield South Jn, which by the end
only served Rufford Colliery, closed 17 Oct 1983. As the main loading point for Rufford was on the
LMS branch, a new connection (opened 12 Dec 1983) was constructed between the L&NER and LMS
south of Rufford Colliery Jn to access it. The tour used this connection and proceeded to just short of

the loading pad. We should have gone further but a combination of poor adhesion (again) and late
running meant that the decision was taken to reverse here. Rufford Colliery closed 26 Nov 1993
although the preparation plant along with the Dec 1983 connection remained open until spring 2002.

Returning to Clipstone South Jn, the east curve was taken to visit the Thoresby Colliery branch where,
rather disappointingly, the tour only ran as far as the signal short of the colliery sidings (the British Rail
boundary). Thoresby was the penultimate UK deep mine to close, surviving until 10 Jul 2015. The next
colliery on our itinerary was Bevercotes, a 5m 13ch branch, visited by a LCGB tour in 1982. This IMinE
tour ran further, going through the bunker and stopping around 50 yards from the line end. The
colliery began production as late as 1965 and lasted less than 30 years, closing on 7 May 1993.

After running back to Shirebrook, the short branch to Warsop Main Colliery was taken (which ran
beneath the Lancashire Derbyshire & East Coast line east of) to beyond the bunker around 150 yd from
the line end. This turned out to be another 'last chance' line, as the colliery, said to be losing £200,000
a week, closed on 25 Aug 1989. Running back north through Elmton & Creswell to Seymour Jn, the
DMUs reversed and ran to the line end at Markham Colliery, where production ended 2 Jul 1993.

From here it was via Chesterfield and the Up & Down Goods line through Doe Hill to Tibshelf &
Blackwell Branch Jn. A reversal here took us to Sutton Colliery Jn, where the 1½ mile branch to Sutton
Colliery was traversed. This was a particular highlight for the writer as the colliery was known to have
a limited life due to the exhaustion of coal seams, and in fact closed on 11 Aug 1989 less than four
months later. The tour ran through the colliery area and to the points accessing the loaded sidings.

Returning to Sutton Colliery Jn, a reversal took us past the site of Butcherwood Jn (by then no longer a
junction as the line to Pleasley Colliery had closed 7 Jan 1981) and on to the line, opened on the
course of an NCB line in 1980, to Silverhill Colliery loading bunker. Prior to 1980, access to the colliery
had involved am interesting double reversal at Teversall Colliery and the use of the end of the Great
Northern Railway Teversal branch. Coal production at Silverhill ended 30 Oct 1992; after closure one
of the spoil heaps was landscaped to provide a viewpoint. It was intended to be the highest point in
Nottinghamshire, and was raised by an extra 5 metres to make it so (at 204.3 metres above sea level),
but a subsequent survey found that nearby Newtonwood Lane was slightly higher, at 205 metres!

This was the final branch of the day, so it is pleasing to be able to report that a point just short of the
line end was reached. A final reversal and we were on our way back to Derby, finally reached 75 mins
late at 19.40 after visiting 11 collieries in just under 11 hours! The writer still regards this as the best
UK railtour of the many that he has been on. https://bit.ly/3fw84Uy has more interesting information.

LEFT: 1960 map, the single track was
the Midland Railway Tibshelf South
Jn (Erewash Valley line) - Pleasley Jn
line, via Pleasley Colliery. The pale
blue spot was Butcherwood Sidings;
orange spot Teversal Colliery; pink
spot Silverhill Colliery; yellow spot
Great Northern Railway unadvertised
Teversall East station (photo later).

The brown spot was the buffer stops
location on the GNR branch from
Skegby Jn where trains reversed to/
from Silverhill Colliery. The 1980
direct bunker line followed the NCB
line (shown) from Teversal Colliery.

NEXT PAGES: The railtour maps were
drawn by our member Dave Mellor.













LEFT: 1960 OS 7th Series
One-inch map.

The Clipstone triangle on
is top centre on the
Lancashire, Derbyshire &
East Coast line. Moving
down the map:

Light blue spot:
Mansfield Concentration
Sidings.

Sand colour/yellow spot:
Clipstone Colliery.

Dark Green Spot (left):
Mansfield Colliery with
the town off map left.

Purple spot (far right):
Bilsthorpe Colliery.

Red spot:
Rufford Colliery

Pink spot (bottom):
Blidworth Colliery.

The Midland Railway line
is the single track along
the bottom; Farnsfield Jn
is bottom right.

BELOW: A very wet Sun 23 Apr 1989 at Bentinck Colliery; this was as far as