1434

om Mallaig, a 'Normal' waits to board. NEXT: Looking towards Mallaig…

BELOW: Approaching Glenfinnan viaduct (which makes 'Normals' go Harry pott

ty) en route to Fort William - were those people expecting to see a steam train?

BELOW: The things you can do if you are a multi-millionaire; Jeremy Hosking he

ad out of the window on the Viaduct (train stationary), we would be in the cab.

[BLN BELOW: Approaching Glenfinnan station from the Fort

1434] t William direction later in the day on the return trip…

BELOW: The guests disembark at Glenfinnan after their excursion to

o Rannoch. NEXT: And finally, still at Glenfinnan, later that evening...

2359] Wet Wet Wet, (Hold Back the River/Walking on Water?): Extremely heavy rain forecast for Sat 7 Oct resulted in the planned closure of all lines from Dalmuir to Balloch, Helensburgh Central, Oban and Mallaig, together with Perth to Inverness. This was the correct decision, as lines flooded during the morning of 7 Oct between Shotts and Fauldhouse and at Branchton, Langbank, Thornliebank, Bridgeton, Lochburn Tunnels (Gilshochill), Milngavie, Dalmuir Tunnels, Bowling and Achnasheen. There were no trains on any of these lines for the rest of that day. There was less serious flooding between Lochwinnoch and Glengarnock (Down line) and Greenhill and Cumbernauld (Up line), with services resuming later in the day. The lines between Livingston North and Bathgate, also between Montrose and Laurencekirk, were closed during the evening due to flooding. Fort William to Mallaig reopened on Sun 8 Oct but the others closed as a precaution did not reopen until Mon 9 Oct. Additional lines closed on 8 Oct due to flood risk were Stirling to Hilton Jn and Ladybank to Dundee; both did indeed flood. Stirling to Dunblane opened about midday. Most of the lines that were flooded on 7 Oct reopened on 8 Oct but not that to Kyle of Lochalsh or from Montrose to Laurencekirk. By the afternoon of 9 Oct the only line still closed was Dunblane to Hilton Jn, as ballast was washed away at Forgandenny. It reopened on 11 Oct. Numerous roads were closed as well, with the A816 south from Oban expected to be blocked for at least four weeks because of a major landslide. The A83 was badly affected at 10 locations (one was closed for five days), after a month's worth of rain fell in 36 hours. 2360] West Highland DMUs: A Locomotive Services private working on the West Highland Line (WHL) used their 'bubble car' 55022, which was delivered to Fort William by road on Wed 27 Sep (photos at e-BLN 1433.X.100). It has been extensively refurbished; there are fewer external doors and internally there is a bar and lounge. Next morning it ran ECS to Arisaig Civil Engineer's Siding via Spean Bridge, quite possibly a test run. A transportable RETB system is available for visiting trains such as this one. There was a private, locomotive hauled passenger service from Alnmouth to Arisaig on 29 Sep, with 40013 to Mossend, steam 45231 to Fort William and 37521 to Arisaig. On Sat 30 Sep, 55022 made a special passenger trip from Arisaig to Mallaig, Rannoch and back. This was repeated on Sun 1 Oct but terminated at Glenfinnan on return from Rannoch. The private train returned from Fort William to Alnmouth behind 37667+37521 on Mon 2 Oct and 55022 was hauled to Carlisle Upperby by 45231. The things you can do when you have your own railway company, a Highland mansion and money! This prompted a question as to whether BR first generation DMUs operated on the WHL, to which the answer is, yes they did. The local service between Craigendoran and Arrochar & Tarbet was worked by a diesel railbus from 1959 until withdrawal on 15 Jun 1964. That resulted in closure of Rhu, Shandon and Whistlefield stations, together with the West Highland platforms at Craigendoran. Until 1975, there was a regular DMU working during the summer at 10.35 from Glasgow Queen Street and 18.55 return from Oban. This was of note as the only passenger service, other than Land Cruises (see below), to use the connection between the WHL and the Callander & Oban Line at Crianlarich before 1965. When a member travelled on it in 1973, the train was a 3-car Class 101 (MetropolitanCammell) DMU. A Class 104 (Birmingham Railway Carriage & Wagon Co) unit in a special white and maroon livery operated between Oban and Crianlarich during the summer 1985 to 1987. The service was sponsored by the Highlands & Islands Development Board and only appeared in the British Rail (BR) Passenger Timetable in 1987, when there were two round trips from Oban TFSO. Probably the best known and most popular first generation DMU workings on the West Highland Line were the Six Lochs Land Cruises that BR operated during the spring and summer between 1958 and 1965. These mostly ran from Glasgow but there were trips from many other stations in Central Scotland, often when there was a local holiday. Only a few trips ran in 1958, the first on 29 Jul. Thereafter, trains normally ran weekly, usually on Saturday, Sunday or Monday, but sometime other days. Class 105 (Cravens) and Class 107 (Derby) units were most common, in formations up to eight cars, but other types were used as well. In the early years the units were quite often brand new ones, sometimes on their first passenger working. The DMUs were considered to provide a good view of the scenery and were convenient for the various reversals. The fare from Glasgow was 10 shillings (50p, the equivalent of £19 today) but had increased to 14 Shillings by 1965.

ABOVE: (Item 2359) Flooding at Bowling station on 7 Oct 2023. (NR.) LEFT: (Item 2360) The 18.55 Oban to Glasgow Queen Street in dreich conditions at Crianlarich. (Greg Beecroft, 6 Aug 1973.)

BELOW: The Crianlarich shuttle (a Class 101 DMU) leaving Oban. It ran in the

summer from 1985 to 1987, note the long train of oil tanks. (Donald Stirling.)

BELOW: The shuttle approaches Dalmally to cross our 30 Aug 1987 Glasgo

ow to Oban railtour which included Crianlarich Lower. (Angus McDougall.)

BELOW: The actual tour DMU at Oban; the late Blanche and, to her ri

ght, Doug Eacock are prominent on the platform. (Angus McDougall.)

The usual schedule was for the train to depart Glasgow Buchanan Street mid-morning and run via Stirling to Callander where there would be a lunch stop. The train would then continue, running along the west side of Loch Lubnaig and passing the end of Loch Earn, before climbing through Glen Ogle to Killin Junction and traversing the branch to Killin, where there was a further break. Any passengers wishing to view Loch Tay (one of the six lochs) would have a walk of about a mile. The extension of the line to Loch Tay remained only to serve the (steam) engine shed. There was once a passenger station but its last scheduled passenger train (to connect with Loch Tay steamers) was on Sat 9 Sep 1939. A visit to the Falls of Dochart Inn, overlooking the rapids in the village centre, is likely to have been a more popular option! The Killin branch was operated on the 'one engine in steam' system, so pilotman working was necessary when the cruise train ran. On some days the DMUs worked an ordinary passenger service to Killin Junction and back while cruise passengers visited the village. The train continued to Crianlarich Lower for a further break. In the early days, passengers detrained here and rejoined the train at Crianlarich Upper! Later, many trips omitted a visit to Crianlarich and passengers remained on the train while it ran between the two stations, reversing at Crianlarich West Jn. The DMU returned to Glasgow Queen Street Low Level, passengers viewing Loch Lomond, Loch Long and Gare Loch along the way. There is a brief view of the entrance to Loch Goil from the WHL, so even those who had not walked to Loch Tay could see six lochs! Some trips reversed at Craigendoran Jn for a pub stop at Helensburgh Central, particularly if there had not been a break at Crianlarich. The Land Cruises occasionally ran in the opposite direction, particularly if a second, relief train was required. Any enthusiasts would wish to be on the relief train as it still started at Buchanan Street and ran to Dumbarton via Maryhill Central. It used the goods line round the northeast side of Glasgow from Germiston Jn to Possil via reversal at Balornock Jn. From Maryhill Central the train continued via Crow Road and the north to west curve at Partick West, which had just one passenger train each way on weekdays. A Land Cruise ran from Buchanan Street on 30 Mar 1964 but all other Glasgow trips in 1964 and 1965 started from Queen Street. Callander to Crianlarich Lower was to close completely from 1 Nov 1965 (Callander to Dunblane plus Crianlarich Lower to Crianlarich West Jn also closing to passengers) ending the Land Cruises with diversion of Oban services to the WHL. A landslide between Balquhidder and Glenoglehead on 27 Sep resulted in earlier closure. It being the Glasgow Autumn Holiday, the final Land Cruise operated that day, with passengers conveyed by road between Callander and Killin. All trains to Oban ran via the WHL, as now, from 28 Sep 1965, but from Buchanan Street via Maryhill Central until 2 Oct 1965. First generation DMU workings to Fort William were much less common. Between 1960 and 1963, there were a few excursions by DMU from Glasgow Queen Street to the WHL. The train split at Crianlarich, with one portion to Oban and the other to Fort William. Passengers travelled between the two towns by steamer, almost certainly MacBrayne's King George V, to return on the other portion. Our Society 'West Highland Scenic Diesel' railtour from Glasgow Queen Street on 24 Aug 1968 was an exceptionally rare, if not unique, working by a first generation DMU to Mallaig. Can anyone provide photos and/or memories of it, please? The Society also ran a DMU tour, with Class 101 and 107 units, from Glasgow Central to Crianlarich Lower and Oban on 30 Aug 1987. However, in 2023, is 55022 the first single car DMU (as opposed to a railbus) to work on the WHL? Thanks to https://bit.ly/3S2444F which has more about the Land Cruise trains) from https://bit.ly/3FeIguR a superb website. 2361] Timetable changes: ScotRail has launched a consultation on proposed timetables for the Ayrshire and Inverclyde lines. The Ayrshire consultation relates to the changes that were introduced in Jun 2023!! That resulted in Ayr having half-hourly trains from Glasgow, calling at Paisley Gilmour Street, Johnstone and all stations from Kilwinning. There are hourly trains to Ardrossan Harbour and to Largs, calling at all stations from Paisley. This has not been popular at Largs, which has an indirect route to Glasgow anyway, as most trains used to be semi-fast. Significant changes are proposed on the Inverclyde lines from June 2024. Instead of two stopping trains to Gourock and a semi-fast to Wemyss Bay each hour for most of the day, it is proposed that there are two semi-fasts to Gourock and two stopping trains to Wemyss Bay. This requires use of Dunrod Loop half hourly, instead of only at peak times and in connection with Royal Scotsman workings, as now. Sunday services are yet to be advised.

BELOW: (item 2362) The new (clipped and padlocked) trailing crossover south of Dunblane, looking south towards Stirling. (All images by Nick Jones on 8 Oct 2023.)

BELOW: The Stirling end of Dunblane (P3 track to the right) the new trailing cros

ssover is past the overbridge; the new signals are folded down in the foreground.

BELOW: The new folded down starting signals for turnbacks in Dunblane P3

(furthest away track) and P2; left is towards Stirling and right towards Perth.

2362] Dunblane: (E-BLN 1433.X.99 photo) The new trailing crossover south of the station is complete but not yet commissioned. It is secured out of use with the new signals at the south end of P2 and P3 folded down. Some timetable changes may be necessary to give trains to Edinburgh from P3 (or P2) a clear path over the crossover, as the present timetable results in some conflicts. The track north out of Dunblane P3 is only rarely used by passenger trains, although the 'Northern Belle' did it on the way to Gleneagles and Perth on Sat 30 Sep after an operational stop at the platform. This track is used by generally two trains an hour turning back from Edinburgh here ECS. When the new crossover is in use, they will use it in passenger service, subject to pathing constraints (some may do an ECS turnback). 2363] Ayr Station Hotel: (BLN 1433.2258) On 9 Oct work began to make the hotel building safe after the disastrous fire on 25 Sep. South Ayrshire Council said that it is not known how long this will take and the extent of the work would only become clear as it progressed. The interior of the south wing has been almost entirely destroyed and there are concerns about the stability of the external walls. On 16 Oct 'The Daily Record' reported that no decision had yet been taken on demolition. The railway is likely to remain closed between Newton Jn (Newton-on-Ayr) and Girvan for many weeks. With ScotRail trains reversing ECS half-hourly at Falkland Yard, Grangemouth to Prestwick aviation fuel trains have had to continue via the little-used line through Annbank Jn to run round at Mauchline. ….. 1434 WALES & THE MARCHES (Chris Parker) [email protected] 2364] Aberystwyth: (BLN 1428.1687) Since our last report, the timber traffic from mid-Wales to Chirk Kronospan continued roughly weekly until mid-Sep, which saw an upsurge with loaded departures on 16, 19, 20, 22, 25, 27 & 29 Sep & 7 Oct. Timings, and the returning empties, varied greatly and routing has been shared between Crewe/Chester and Gobowen with reversal at Chester. Your Reg Editor was alerted to this by hearing the distinctive English Electric growl of the Class 37/97 combination south of Gobowen at around 18.00 on 20 Sep and again six hours later - the latter was the empties running 75 minutes early! They temporarily replaced the Baglan Bay traffic, probably due to the Dinmore Up Tunnel work (BLN 1433.2271). Conditional 'Q' paths for this were shown from Chirk via Shrewsbury, Wolverhampton, Walsall, Sutton Park, Camp Hill, Droitwich, Malvern (where freight trains normally only carry hen's teeth) and Hereford to Baglan during the tunnel wor k- but none ran. This was possibly as the path coincided with a passenger service to Great Malvern! Carlisle traffic continues normally. 2365] Ebbw Vale branch: (BLN 1433.2274) A NR notice confirms that Park Junction signal box is due to be 'closed' (sic - not abolished) from Mon 4 Dec 2023 and control of signals transferred to the Ebbw Junction Workstation at 'South Wales Control Centre'. If this is a new name for Wales ROC*, does it mean that NR considers Shrewsbury to Crewe and the eastern half of the North Wales Coast line to be in South Wales or just acknowledges that the control centre is located there? (The Crewe line is not in Wales at all, of course.) On the Ebbw line, signals will be renewed in modern format (semaphores RIP) and there will be some changes to line speeds, names, train detection and point numbers - and also presumably to signal numbers, although that is not specified. [*Still a 'ROC' in the Sectional Appendix.] 2366] NR digital updates - time to pull your finger out: NR Wales & Western region has successfully trialled a new facility for users to receive email updates concerning work taking place in their locality including videos and photos. See https://bit.ly/46nGlQE to register; a postcode is needed presumably to determine which updates are issued. However, it appears to accept any GB postcode and it is likely that other regions will be included before too long. NR claims the new system will also allow anyone with an interest in the railway to sign up for news on major projects across the Wales & Borders route. 2367] Rhymney line platform rot: A 'fault with the surface' of Heath High Level Down (to Cardiff) P2 caused trains to pass through non-stop from start of service on Wed 4 Oct. The Up platform (P1) was unaffected. Passengers were advised to use Heath Low Level or 'circulate' via Cardiff Queen Street (or Llanishen) to/from the Up platform at no extra cost. ROP was from start of service on 10 Oct, although Realtime Trains shows the 07.43 Rhymney to Penarth as calling for five minutes the day before; this may have been a trial which revealed outstanding issues. 'Multiple holes' were also discovered in the timber decking of Llanbradach Up P2 north end on 3 Oct, fortunately this was beyond the 3/4 car stop marker so was cordoned off without stopping the stopping trains from stopping. An inspection of Colliery Road underbridge (10m 76½ch) on which the decking stands took place on Wed 11 Oct.

2368] Shrewsbury - Hereford: No sooner had the line fully reopened after the Dinmore Tunnel work (BLN 1433.2271) than Sutton Bridge Jn to Shelwick Jn (both excl) was blocked for almost the whole of Sat 30 Sep, when the buckeye coupling between the 4 th and 5 th wagons of the previous night's 23.25 Margam to Dee Marsh steel train snapped off south of Dorrington just before 06.00. The train divided, causing a brake application; the front portion came to a halt at 9m 10ch and the rear at 9m 37ch, each side of the site of Leebotwood station (9m 23ch; CA 9 Jun 1958). There was extensive damage to the undersides of the rear 21 wagons and also track damage, including displacing some concrete sleepers. Reportedly, one was hit by the TfW 04.54 Crewe to Cardiff (2-car DMU 150229 instead of the booked Class 67 and Mk4s) damaging one fuel tank and rupturing the other; with a significant diesel spillage. There were no injuries but the resulting unsafe underfoot conditions delayed de-training the eight passengers until the unit could be moved to the nearest foot crossing. A limited bus service ran. Cancelled services included Saphos Trains' fully booked 05.55 Hereford to Carlisle 'Lakelander' via the WCML, returning Cumbrian Coast, steam hauled north of Carnforth. It terminated at Craven Arms and returned to Hereford;hopefully breakfast was still served! The ECS later ran to Crewe via Malvern. The 05.49 ex-Swansea Central Wales line service terminated at Knighton and ran ECS to Craven Arms where it stabled in the Down Goods Loop. Later services only ran south of Llandrindod or Llanwrtyd, according to normal crossing/crew exchange points. The stricken freight was re-coupled with brake continuity by 15.24 and ran at low speed to Sutton Bridge Jn Up Goods Loop (Shrewsbury), where it terminated 11hr 43min late at 17.52. The Down (southbound) line was undamaged and single line working was considered but not implemented due to delays in cleaning up the fuel spillage. The line reopened at start of service on Sun 1 Oct, with an emergency speed restriction at the incident site lifted at 15.18 although, reportedly, the offending buckeye had not been located. A suggestion is that it may have landed in the Class 150's fuel tank after rupturing it. The RAIB is investigating in full. 2369] South Wales Metro: (BLN 1433.2281) ❶The TfW Vehicle Change Proposal dated 23 Aug 2023 had been kept very quiet; unsurprisingly as it discloses on its final page that introduction of Class 398 tram-trains to passenger service is now expected no earlier than Nov 2024. Deliveries have been very slow and Taffs Well depot is incomplete. There are speculative theories as to how other stock will cover this; continued use of Class 150s is widely assumed but many are due for major overhauls. ❷Cardiff Council has granted conditional planning permission for land adjoining the Cardiff Bay branch to be used as a temporary works compound. ❸On the Coryton branch, vegetation clearance and most OHLE mast foundation piling was completed during three weeks in Aug (evening trains have not run for some months, tickets accepted on local buses). Masts are expected 'before long'. 2370] Sprinting to the coast: (BLN 1433.2272) Despite the changeable weather, and likely because of strained family budgets encouraging 'staycations', TfW experienced a significant growth in passenger numbers in Jul and Aug to coastal resorts compared with 2022, particularly Barmouth, Barry Island, Tenby and Llandudno. Cambrian Coast traffic increased by 18%, helped by the return of 4-car DMUs (BLN 1431.2042); the increase at Pwllheli was no less than 63%. Most surprising was a 58% increase at Flint; this is probably mainly departures/returns as the only tourist attraction there is the castle ruin! 2371] Pontrilas: (BLN 1420.808) (CP 9 Jun 1958) Reopening plans as a rural transport hub have been backed by Transport Minister and local MP Jesse Norman, the current owner/occupier of the station house and a previous Herefordshire Council administration but not by the present Council leaders. They believe it would represent poor value for money. Cllr Philip Price declared: I would be unwilling to saddle the council with the additional financial risk that building a new station would present at this time. It is likely that the scheme will not create additional capacity but will simply transfer journeys from other stations or the bus network. Pontrilas is not listed for any HS2 cancellation funding. 2372] Access for All for even more: (BLN 1427.1565) The Flint station upgrade (BLN 1427.1652) is to include a new footbridge, providing step free access funded by this UK government scheme; others at Newtown and Llanelli are added to those already announced at Abergavenny, Cwmbrân and an Up lift (in fact) at Ludlow (BLNs 1425.1418, 1429.1830 & 1432.2171 respectively). Work on all six is due to begin on various dates between 16 Oct and Dec and they should be completed by autumn 2024.

2373] Machynlleth: Coinciding with the three month Pwllheli line closure (installation of Barmouth Bridge/Viaduct's replacement metal spans is making excellent progress), the line to Aberystwyth is to be closed with bus replacements Sat 21 Oct to Fri 3 Nov (incl) for engineering works on the blind stone arch of the underbridge at the west end of Machynlleth station. There is opportunistic work at four other sites. The Pwllheli to Aberystwyth coastal bus trip takes about 4 hours! Prior to being 'blinded', the arch accommodated the original Corris Railway route to Derwenlas Wharf on the Dyfi Estuary. It was legally abandoned on 25 Jul 1864, less than two years after the line above it had opened and the same day as the Act creating, by amalgamations, the Cambrian Railways Co was given Royal Assent. Now don't get excited, this is not a HS2 cancellation project to reopen the Corris Railway but an 'Active Travel' scheme so cyclists and pedestrians can use it (a new trackbed walk at least) but 14 days 2374] Quaker's Yard: (BLN 1433.2276) TCP since 29 Apr 2023, the station closure was again extended when a further short notice eight day blockade (Sun 8-Sun 15 Oct) of Pontypridd (exl) to Merthyr and Aberdare for Metro work. Buses were then shown serving the station until Fri 20 Oct at least. 2375] Deganwy: (BLN 1308.1483) httpsbit.ly/3PRM224 is the diagram. On the Llandudno branch, NR is to replace semaphore signals DY5 (Up Distant), DY6 (Up Home), DY16 (Down Starter) and filament lamp colour light DY7 (3-aspect Up Starter) with equivalent LEDs at the same locations,except that DY6 also becomes 3-aspect (red/yellow/green). The 50mph line speed on the Up line outside station limits (2m 66ch to 1m 40ch and 1m 11ch to 0m 28ch) will be replaced by a 35/50mph differential to mitigate possible under braking between DY5 and DY6. Those two signals will be on new fold down posts but the others will re-utilise existing ones. For the first time, AWS will be provided for DY6 and DY16 and Full Welwyn Block Controls for the Up line. Despite the evident economies, the cost is £442k; work will be carried out during existing scheduled possessions and commissioning (due in Mar 2025). Objectives include modernisation, elimination of working at height risks and improved sighting for drivers. 1434 MINOR RAILWAYS (Peter Scott) [email protected] MR195] South Devon Railway, Devon (MR p6): This standard gauge railway runs along the former GWR Ashburton branch from Totnes Littlehempston (0m 22ch) to Buckfastleigh (6m 77ch). A visit was made on a hot sunny Friday 8th September when a one train service was operating, with GWR 0-6-0PT 6412 (Swindon 1934) on five coaches. The trains used - the 12.10 ex-Buckfastleigh and 13.00 return from Totnes Littlehempston - were reasonably well filled. Bishops Bridge Signal Box, with a passing loop (3m 40ch), was open but no other train was passed in either direction, the through line being used each way. Staverton (3m 25ch) is a lovely wayside station with an adjacent level crossing - two passengers joined the train on the Up journey. There were none on the return trip. At Buckfastleigh, since this reporter's last visit some 10 years ago, a large two-road shed has been built across the end of the line. A 'Priv' adult return ticket was £4.50 for which a large card ticket was issued - suitably coloured cream and brown! The line follows the River Dart for much of its length, a scenic journey. http://www.minorrailways.co.uk/trackplans/southdevon.pdf is the 8 September 2023 track plan. MR196] Saltburn Miniature Railway, North Yorkshire (MR p22) (BLN 960.MR296): Amazingly, there does not seem to have been a BLN report about this 15" gauge railway during the past 20 years! Opened in August 1948 (a boom year for seaside miniature railways - the surviving lines at Hastings, Cleethorpes and Littlehampton all opened that year) it runs for 715 yards in Valley Gardens, close to the seafront. The station at Cat Nab, at the seafront end, has moved a couple of times over the years. However, a probably unique event in its history occurred on Bank Holiday Sunday, 27 August when a car was seen driving along the line! Online footage https://www.youtube.com/watch?v=ZQIIonZgjEo shows a blue Vauxhall Mokka reversing as the train, carrying passengers, comes around a curve near the seafront. It appears the embarrassed driver and their passenger had taken a wrong turn ahead of the Cat Nab car park and proceeded to drive onto the track. The footage shows, as their mistake becomes apparent, the car driver beginning to reverse back down the line, which is fenced off from nearby pedestrians. At this moment, the passenger train can be seen coming around the curve before coming to a stop. The car can be seen struggling to reverse back past the platform and off the track - but does eventually make it! Of course, the outcome could have been very different.

MR197] Lappa Valley Steam Railway, Cornwall (MR p14) (BLN 1387.MR190): There are three different gauge railways here. The 15" gauge 1¼ mile Main Line runs from the entrance and car park at Benny Halt, along the trackbed of the former GWR Newquay to Chacewater line, to a return loop at East Wheal Rose Platform 1. Continuing 700yds along the trackbed is the 10¼" gauge Newlyn Branch Line, which runs from Platform 2 at East Wheal Rose to Newlyn Downs Halt - not far short of the site of Mitchell & Newlyn Halt (13m 14ch). East Wheal Rose features a large indoor play area and café called 'The Engine Shed', boating lake and other amusements, including the Mine Engine House (whose viewing platform is now closed). Also at East Wheal Rose is the 7¼" gauge Woodland Railway, which runs in a circuit of around 350 yards from Platform 3. The whole railway is contained between the former Halt Road underline bridge (13m 15ch) and the overline bridge at Benny (14m 51ch). On Wednesday 13 September,trains were running every 40 minutes from Benny Halt on the 15'' gauge 'Main Line' with 0-4-2T 'Ellie' (Exmoor Steam Railway 331/2006) and five coaches plus an open wagon for pushchairs etc. Travel was on the 12.00 departure, with return from East Wheal Rose at 14.20. The train on the Newlyn Branch Line was formed of 0-6-0PH 'The Duke' (AK95/2014) and a covered four coach articulated set. The loco ran round at both ends. The Woodland Railway ran on demand, apart from a lunch break between 13.00 & 13.30, with 4w-4wPH APT (Mardyke/1982) plus 3 sit-astride coaches. A new station for the Newlyn Branch Line is being built at East Wheal Rose next to the far side of the Woodland Railway, presumably with closure of the existing one (?). Despite the online park map showing this as open, the chap selling tickets at Benny Halt explained that it wasn't finished and hand altered a copy of a map he was giving out. The track and run-round loop are roughly laid but need ballasting, fettling and a platform constructed. It joins the existing line near the 10¼" gauge shed. Senior (60+) adult entrance was £13.95, for which a simple till roll was issued.All railway rides are then free. All trains were well filled but not overcrowded. The lady in the café at East Wheal Rose said that the site is 'manic' during the summer school holidays. Peter's updated track plan shows all three lines and the new Newlyn Branch Line station http://www.minorrailways.co.uk/trackplans/lappavalley.pdf MR198] Swindon & Cricklade Railway, Wiltshire (MR p6): The railway held an 'End of Season Gala' over the weekend of 23-24 September; a visit was made on the Saturday, a pleasant mostly sunny day. An adult day rover was £10, for which a red Edmondson card ticket was issued. In operation were: 0-6-0DM 03022 (Swindon 1958), 0-6-0DE D3261 (Derby 1956), GWR 0-6-2T 6695 (AW983/1928) and 4w railbus W79978 (AC Cars 1958). The latter was in passenger use for the first time at the railway and has had much work carried out, although more needs to be done - only some seats had back cushions. Due to work later was Class 73 E6003 'Sir Herbert Walker'. Running between Hayes Knoll and Taw Valley Halt was a train of four BR Mk1 coaches, hauled alternately by 6695 and 03022+D3261 double headed. Locos were swapped at Hayes Knoll and ran-round at Taw Valley Halt. More interesting was W79978 which was working between Blunsdon and South Meadow Lane (stopping just short of the level crossing (37m 58ch) - the former passenger limit - passenger trains now do not normally run north of Hayes Knoll (37m 17ch) towards Cricklade. To cross the other train, the railbus ran via Hayes Knoll Relief Line (non-platform) line, alternately north and south bound. It was very popular with passengers, offering as it did clear views of the track ahead and behind. This particular unit originally entered service on the Kemble to Tetbury branch, so has a local connection. It was previously based on the Colne Valley Railway in Essex. Track has been laid towards Farfield Lane in direction of Cricklade for some distance, but cannot be used until proper gates etc have been provided at South Meadow Lane Level Crossing. The railbus guard said no passenger train had yet ventured over this crossing. At Blunsdon the previously lifted 7¼" gauge Lakeside Miniature Railway (BLN 1420.MR47) has been fully relaid and now goes by the name of Waterside Miniature Railway. It was not operating, but a volunteer said it reopened in August 2023. Trains used were well filled by not overcrowded; Blunsdon buffet was doing good business. Plenty of volunteers were on hand but, sadly like so many other railways, they have announced a reduction in running days for 2024 season due to a lack of footplate crews, which will reduce income. However, the Gala was well run and a pleasant experience; most visitors appeared to be enthusiasts - mainly probably coming to sample and photograph the railbus. http://www.minorrailways.co.uk/trackplans/swindoncricklade.pdf is the 23 September track plan.

BELOW: (Item MR197) Lappa Valley Railway, Main Line (15'' gaugeNEXT: Lappa Valley Railway; the 7¼'' gauge APT set passes Ea

e); 'Ellie' arrives at East Wheal Rose. Left is the end of the 10¼'' line. ast Wheal Rose engine house. (Both Peter Scott, 13 Sep 2023.)

BELOW: (Item MR198) AC cars railbus W79978 in Hayes Knoll loop en route from

m South Meadow Lane Level Crossing to Blunsdon. (Peter Scott, 23 Sep 2023.)

PREVIOUS: (Item MR199) Paradise Railway; notices at the station. BE

ELOW: 'Zebedee' waits at the station. (Both Peter Scott, 10 Sep 2023.)

BELOW: (Item MR200) Bodmin (& Wenford) Railway; 'Judy' with a converted