The words you are searching are inside this book. To get more targeted content, please make full-text search by clicking here.

14th November 2015

Discover the best professional documents and content resources in AnyFlip Document Base.
Published by membersonly, 2018-05-17 01:27:21


14th November 2015

Issue Number 1245 (Items 2056 - 2144 & MR 190 - MR 196) (E-BLN 39 PAGES) 14 November 2015


Published twice monthly by the Branch Line Society (founded 1955)

Membership Enquiries: [email protected]

22 Treemount Court, Grove Ave., Epsom, Surrey, KT17 4DU. 01372 728677

British Isles news from members, an international section is also available.
Opinions expressed are not necessarily those of the Compilers or the Society
BLN 1246 is due on 5 December and all coSnotcriebtuyt.ions must be received by 25 November.

Date Event Visit Type BLN Lead Notes

To be advised SVR short notice trip Highley, Engine House branch 1230 PS NOTIFY

Fri 13/11/15 AGM Fixtures Now closed for new bookings 1241 PS CLOSED

Fri 13/11/15 AGM 19.00 at The NRM Turn up on the day available 1241 TW Available

Sun 15/11/15 BLS Tyne & Tees Tracker 09.15 Main line railtour ex-York 1242 KA FULL

Sat 5/12/15 Signal box visits 10.15 Banbury/Leamington Spa 1244 NG .FULL

Sun 6/12/15 Newly Extended All day track tour 1245 KA OPEN
.of Nottingham tram network BELOW
*NOW OPEN* Tracker - all day tour

Sat 23/01/16 Ermintrude, Dougal & Carnforth to Cleethorpes tour 1245 JE NOW

Sun 24/01/16 NRM Shildon, with PLEG Morning track & traction event TBA TBA Claimed

Sun 7/02/16 Main Line Tracker tour A date for your diary TBA TBA Claimed

Sat 27/02/16 Main Line Tracker tour Crewe - Midlands; two Heritage TBA GJ Claimed

**NEW** date for your diary lines with unusual traction *NEW*

Fri 18/03/16 Heritage Railway visit Date for your diary TBA TBA Claimed

7- 9.May 2016 Rare track in SW SPAIN Details with a map in BLN 1244 1244 GB Notify

GB-Geoff Blyth, GJ-Graeme Jolley, JE-Jill Everitt, KA-Kev Adlam, NG-Nick Garnham, PS-Paul Stewart, TW-Tim Wallis....

2056] 'BLN Pictorial': This e-BLN picture supplement, generally themed, began on 18 October 2014.
As mentioned in his AGM report, your sub-editor Dave Cromarty would appreciate members'
feedback regarding its content. Do they look at BLN Pictorial? Do they find it interesting? Are there
other types of content they would like to see? Would they like more or less text, or is the amount
about right? Do they like the format, and if not what changes would they like to see? Any feedback
(favourable or not) is invaluable. Please let Dave - who spends considerable time and effort on
producing it - know, by email (or at the AGM). It is your publication, and your opinion really counts!

2057] Leamington Spa & Banbury Box visits, Sat 5 Dec: (BLN 1244 Addenda) Now fully booked.

E-BLN 1245 Downloads: Thanks to Ian Delgado there is a summary of the 39 booked moves that will
be 'lost' with the new timetable from 13 December. Ian's summary of Unusual Track on the Tyne &
Tees Tracker route is also included, as is Stephen Phillip's geographical route map and David Palmer's
historical notes and itinerary. Dave Cromarty's 'BLN Pictorial' looks at more past Society trips and there
is Paul Griffin's BLNI Poland supplement. Last but not least is the 23 January EDF Tracker booking form.

[BLN 1245]

2058] The BLS Newly Extended Tracker, Sun 6 Dec, 09.00: From Wilkinson Street

(outbound), now open for bookings and expected to sell out very quickly. The charter
targets crossovers, loop, sidings and non-preferred platforms on the NET network using one of the
new 62 seat Citadis trams, and is expected to finish by 17.00. As the focus is on new infrastructure, it
will not proceed beyond Bulwell (where the crossover is planned to be used for a reversal) or use the

Phoenix Park branch. Each non-passenger side
of the Wilkinson Street triangle is anticipated
in both directions, as is the centre platform at
'The Forest' also in both directions. Depot and
control room visits are included. There are
breaks at Toton Lane and Clifton South where
toilets and catering facilities are available. All
proceeds will be donated to the Oncology
(cancer treatment) unit at Queen's Medical
Centre Hospital, Nottingham. Fares £50
(members only) payee 'Branch Line Society'
(cheque or CPA) to Kev Adlam per back page.
The tour is expected to sell out quickly.
Charter tickets are valid all day for public
services. LEFT: (BLN 1224.63 plan) Revised
Depot plan, thanks to Martyn Brailsford. Also,
Beeston Centre's lengthy facing crossover is
unidirectional, used for outbound trams to run
into the inbound platform to reverse.

2059] Ermintrude, Dougal & Florence tracker, Sat 23 Jan: A truly magical roundabout tour which
includes clockwise and anti-clockwise circuits of West Burton Power station (therefore all three
sides of both triangles and much more besides). Quite a few members have requested some loco-
hauled tours so we hope that it will be well supported. A booking form is enclosed with BLN; those
who take e-BLN will need to print one off. Power stations are now very rare - don't miss this one.

2060] Mind the gap! A reminder that there is no BLN dated 28 November due to a three-week gap.

2061] BLS TRACKmaps Special: Thanks to Mike Bridge of TRACKmaps, in aid of the Railway Benefit
Fund, a full update of the Reading Area (April 2015) and Newcraighall to Tweedbank (September 2015)
is available. £1 (cash) per copy at our AGM or by post (cheque payee 'Branch line Society' with an A4
SAE (or A5 folded in half) to: Martyn Brailsford, 18 Queen Street, Brimington, Chesterfield, S43 1HT.

2062] Unusual Track: Anticipated but should be re-checked e.g. etc.
 Dumfries P1-London end trailing X/O: Now confirmed: (SuX) 04.58, 06.17, 07.45 (07.43 SO) and
17.07 also (SO) 11.02, 13.10 & 16.02 plus (SuO) 13.00, 15.01 & 19.01 to Carlisle/Newcastle.
 Bletchley East Jn facing X/O: (amends BLN1244.1982) DMUs from Bedford to P5 (preferred
platform) NB: P6 is still used if anything is being shunted in or out of the carriage sidings.
 Up/Down Dorridge Passenger Loop (P3) & both X/Os: 06.24 (SSuX) Stourbridge J.-Leamington.
 Birmingham Snow Hill country end facing X/O to P2: (SSuX) 08.02 Worcester FS to Whitlocks
End, 08.44 Stourbridge Junction to Dorridge & 08.53 Stourbridge Junction to Stratford-upon-A.

Chiltern Railways rare moves, from 25 October 2015 (supersedes previous reports) with thanks to PC:
 High Wycombe: (SSuX) 05.15 Moor Street to Marylebone via P2; overtakes 06.05 ex-Aylesbury.
 Oxford Parkway X/O: All trains use P2 arriving via the facing X/O east of the station (may end
when service extends to Oxford next year), except 06.09 (SSuX) ex-Marylebone booked 'wrong

[BLN 1245.2062 - cont.]
line' from Gavray Jn to avoid conflicting with the 07.24 (SSuX) booked from P1, also 'wrong line'
to Gavray Jn. If the arrival is on time, it is possible to make the 5-minute connection back again!
The first three SuO services shown to use P1 have, due to engineering work, been using P2.
 Bicester North X/Os: (SSuX) 16.24 Marylebone-Snow Hill & 18.24 to Stratford use P2.
 Banbury P1 London end trailing X/O: (SSuX) 06.10 (loco powered), 11.45, 12.44, 14.45 & 15.45.
16.44; (SO) 13.44, 15.44, 17.44, 19.45 & 21.45 to London Marylebone plus some GWR services.
 Banbury bay P4: 08.42 (SuO), 21.45 (SSuX) and occasionally 22.15 (SuO) to London Marylebone.
 Hatton P3 - Down Main: (SSuX) 16.24 Marylebone to Birmingham Snow Hill (BLN 1242.1807).
 Dorridge Up Passenger Loop: (SSuX) 06.28, 07.22, 08.25, 09.34, 11.34, 13.34 & 1535; (SO) 07.34
& every two hours until 19.34 (all times ex-Birmingham Moor Street) for XC trains to overtake.
 Snow Hill London end tunnel facing X/O: 07.11 (SSuX) & 18.10 (SO) ex-Marylebone arrive P3.
 Snow Hill London end tunnel trailing X/O: 18.12 (SSuX) & 22.12/15 (SuX), 20.12 (SO) depart P1.

2063] Romney Hythe and Dymchurch Railway (RH&DR), Burmarsh Road Halt: (TR 1072 3059) Now
NRU. The last 'school train' called Friday 24 July 2015 at 15.40. These (to/from New Romney) have not
run in the autumn term as only six children wanted to use them. Kent County Council therefore
withdrew their subsidy for the service. In practice they were available for public use (subject to space
being available) even on non-public running days, although then not advertised in the timetable
leaflet. On public running days, the afternoon school train from New Romney to Hythe (departing
variously at 15.15, 15.20 or 15.25); and in the main running season a through train from Dungeness,
has run as an advertised public service. From 3 October 2009 (BLN 1118.MR166), public trains called
'very occasionally' at Burmarsh Road Halt for a nearby tourist attraction at Haguelands Farm but not
recently. It is now regarded by the RH&DR as 'open with no booked service' and none is planned.

2064] Bristol Harbour Railway, Butterfly
Jn (ex-Ashton Swing Bridge Jn) -
Cumberland Road Bridge: (ST 5701 7216)
(BLN 1173.1378) CA. Track lifting was
completed on 23 October 2015 ready for
the Bristol MetroBus Guided Bus project.
Previously RO in September 2007; two
chains of the former Canons Marsh
Goods branch to a secure two-road
storage compound under the bridge; 65ch
from the 0.00 Wapping Wharf datum (the
former level crossing). Butterfly Jn, where
the Canons Marsh branch diverged from
the Wapping Wharf line, was so named
about 10 years ago because the profusion
of buddleia (included in the new scheme) attracts butterflies. (OG 4 Oct 1906, CG June 1965 ex-GWR.)
ABOVE RIGHT: 'Judy' on a typical passenger train at Butterfly Junction. (Tim Symons August 2015)

2065] Bristol Harbour Railway, Create Centre platform (ST 5690 7214) (incl.) - The Chocolate Path
foot crossing (ST 5715 7207) (230yd): CP/CA. Last public running is believed to have been Sunday 25
July 2015. All track was lifted west of the crossing during late October/early November for Guided
Busway construction. A shorter, straighter, realigned railway is to be built south of the old alignment,
terminating half way along the side of 'A Bond Building' (ST 5699 7213) with a new platform there,
north of the line and two covered storage sidings to the south (ST 5705 7211). These replace those

[BLN 1245.2065 - cont.]
under Cumberland Road Bridge (previous item). Ashton Avenue Swing Bridge is now 'closed' to road/
foot traffic; the disused track of the former Wapping Wharf branch (CG 31/7/1987) on it is expected to
be removed. Our comprehensive railtour of 4 November 2012 covered all these now lifted lines.

ABOVE: To see all the labelling and other fine detail expand to full screen and 200% magnification.
Bristol Harbour Railway Create Centre platform/Butterfly Junction area (public planning documents)
the track in yellow has now been lifted, the Chocolate Path Foot Crossing is just off the plan, bottom
right. The new tracks are shown as parallel black lines with multiple short lines across. Also shown is
the proposed new platform (yellow with honeycombed shading) and the guided busway route. The
former residual section of the Canons Marsh Goods branch trackbed is to be used as a pedestrian and
cycle underpass. Ashton Avenue Swing Bridge is on the left and the areas of Buddlia are even retained!
2066] Liverpool Peel Ports, Alexandra Dock (new) Bulk Terminal: OG 26 October 2015, the first GBRf
train carrying 1,600 tonnes of biomass in 25 wagons left at 17.15 to Tuebrook Sidings for Drax Power
Station (99 miles* by rail) with 59003 'Yeoman Highlander'. Construction of Phase 1 of the new £100M
facility began in March and was completed on 16 October including a 375m long warehouse. Initially
four trains daily are booked, but when fully completed next year it will have an annual capacity of 3M
tonnes of wood pellets and is expected to dispatch up to 10 trains daily. Drax owns 200 high capacity
75mph wagons; each weighs in at 30 tonnes and can carry 70 tonnes of biomass. *Via Warrington,
Northwich, Altrincham, Stockport, Rochdale, the Calder Valley, Wakefield and Knottingley to Drax to
avoid busier routes and junctions. See for a video of the first train etc.
2067] London Tramlink, Wimbledon stop (P10b at the station) incl. - Dundonald Road stop (excl.):
(BLN 1236.1228) ROP Mon 2 Nov after TCP since 13 July 2015 for second platform construction.
2068] Ilford, Aldersbrook Up Carriage Holding Sidings (6m 75ch): RO (ECS) 2 November 2015 after
refurbishment with the 11.41 ex-Gidea Park which returned immediately to London Liverpool Street.

[BLN 1245]
2069] Newsham North Jn - Blyth Bates Coal Export Terminal (NZ 3098 8226): From 10 November the
trailing branch connection to the Up Blyth & Tyne Line has been plain-lined; the associated indicator
signal removed and the line deleted from the Sectional Appendix (in which it had been OOU since 3
March 2006). CG, coal out of Bates Colliery, when that closed on 25 February 1986. The branch was
recommissioned (coal in for export) on 1 February 1991; there was a test train 5 April and first revenue
earning traffic (which was short lived) 8 April 1991. The final train appears to have been, Hertfordshire
Rail Tours 'The Blyth Spirit III' on 10 September 1994. NR boundary was at 0m 36ch and most track is
actually lifted beyond (some by 2010). Measured from Google Earth the branch was about 2m 40ch.

ABOVE: The Blyth area on a 1958 OS 1" to the mile 7th Series map. Newsham North Junction is at the
former Newsham station (CP 2 November 1964), shown as the red spot at the middle bottom of the
map. Blyth Bates Coal Export Terminal was immediately below the letter 'F' beneath the west most
'Ferry' on the River Blyth, adjacent to the former Bates Colliery. Following the branch back under the
A193 west of the church and cemetery, Isabella Colliery (closed 12 February 1966) is passed shown as
'Mine' to its west. The NR boundary is where this branch joins the former passenger line to Blyth (CP 2
November; 1964 CA 29 January 1968). Before the junction, is Isabella Level Crossing (then the B1327
road now the B1523). In the top left corner, 'Bedlington Station' is by the present day Bedlington Jn,
the line left is to Morpeth and north to Lynemouth Power station and 'North Blyth Alcan' for imported
Alumina to Fort William by rail. This branch still extends to the limit shown just above the 'e' in the
east most 'Ferry' (F) along the promontory of land sticking out north of the River Blyth.

[BLN 1245]
2070] Wrexham General (excl.) - Chester, Saltney Jn: (BLN 1241.1791) TCP 7 to 15 Nov 2015 (incl.) to
complete and commission the redoubled track from the new Rossett Jn (206m 48ch) to Saltney Jn.
UPDATE: The commissioning has been postponed and a new date has not yet been set.

2071] Crewe South Jn - Shrewsbury, Crewe Jn and 6 intermediate stations: (BLN 1233.971) TCP/TCA
28 Nov - 2 Dec (incl.). Crewe South Jn - Nantwich (excl): Remains TCP (TCA part at least) to 4 Dec (incl.)
then with a local passenger service, Shrewsbury - Nantwich (ECS shunt over trailing crossover north of
the station). Through long distance passenger services are diverted via Chester (and the redoubled line
towards Wrexham). The work is in connection with the abolition of Crewe Gresty Lane signal box.

2072] Crewe, Salop Goods Jn and (as a through route at the Gresty Lane end) Salop Goods Loop Jn/
Crewe Local Distribution Depot - Gresty Lane: TCG (TCA part) 28 Nov-2 Dec (incl.) per previous entry.

2073] London Paddington (incl.) - Slough (excl.) & Heathrow Central Terminals 1, 2, 3 - Heathrow
Airport Jn & 9 (NR) intermediate stations: TCP is expected from 22.00 on 24 until 29 December 2015,
(04.30), extended Christmas shut down for major Crossrail and electrification work. A free Heathrow
Express shuttle operates all day each day between the three Heathrow Airport stations. In connection
with the complete closure of Paddington station, HSTs from Penzance and Bristol TM divert from
Reading via Basingstoke to Waterloo. Swansea HSTs operate from Swindon via Didcot West Curve and
Banbury (reverse) to Marylebone. Trains run to Windsor & Eton Riverside, Henley-on-Thames and to
the west of Slough. Connecting trains: Hereford–Reading, Cheltenham–Swindon and Bedwyn–Reading.

2074] *West Ealing Jn - Drayton Green Jn - Greenford (LUL) Bay Jn - *Greenford P2 and 3
intermediate stations ALSO Acton Main Line, West Ealing and Hanwell & Elthorne stations: TCP is
booked from 21.00 on 24 December 2015 to 3 January 2016 (as above). (*Branch service is SuX.)

2075] Maidenhead (excl.) - Bourne End (& 2 intermediate stations) - Marlow (incl.): TCP due from
21.35, 24 December 2015 to 3 January 2016 (incl.) for Crossrail/electrification work at Maidenhead.

2076] London Underground, Hammersmith (Circle/H&C) incl. - Praed St. Jn and Edgware Road (excl.)
- Tower Hill (excl.)/ Aldgate East & Baker Street Jn - Baker Street P2 & P3 (Met) and 17* intermediate
stations: TCP due 25-30 Dec 2015 extended Christmas closure. (*District Line runs to Edgware Road.)

2077] Scunthorpe, North Lincoln Jn / Gainsborough, Trent Jn / Lincoln Pelham Street Jn - Barnetby -
Brocklesby Jn - Ulceby North Jn - Immingham freight locations: TCG expected 25 - 29 December 2015
(incl.) - see next item. (Immingham East Jn - Marsh West Jn & Grimsby Docks is affected but NRU.)

2078] Scunthorpe (excl.) - Cleethorpes; Habrough - Barton-on-Humber; Brigg* (excl.) - Barnetby* &
Market Rasen (excl.) - Barnetby and 15 intermediate stations: TCP 25 December 2015 to 10 January
2016 inclusive. A 17 day extended Christmas blockade is planned for resignalling (see East Midlands
section). Scunthorpe - Marshgate Jn (incl.) & 5 intermediate stations TCP 25-28 December (incl.). Of
note, when no freight trains run, the DMUs from the west terminate at Market Rasen and run to
Holton-le-Moor ECS to use the crossover (instead of running to Grimsby P3 and back as they would
normally). When freight trains restart, the DMUs run ECS to Barnetby to crossover to avoid blocking
the line in view of their up to 90 minute turnaround at Market Rasen. (* Passenger service is SO.)

2079] Norton Bridge, South Jn & Norton Bridge North Jn: (BLN 1237.1337) (plans below, thanks to
Martyn Brailsford) Due to be taken OOU from 26 March 2016 (Easter) pending remodelling. The WCML
Down Slow line will be slewed onto a new alignment between the new *Little Bridgeford Jn (137m
42ch) and 140m 00ch. The Down Norton Bridge line will diverge from the Down Slow line at the new
*Searchlight Lane Jn (138m 55ch), then bridge over the WCML to rejoin its existing alignment at the
new *Yarnfield Jn (2m 40ch). The Up Norton Bridge line is parallel to the Down Norton Bridge/Down

[BLN 1245.2079 - cont.]
Slow line between Yarnfield Jn & Little Bridgeford Jn,
also bridging over the WCML. More works take place
over May Day bank holiday (30 April - 2 May 2016)
weekend, final commissioning is due over the late May
bank holiday (28 - 30 May 2016). (*New TIPLOC - timing
points.) The present lines from Norton Bridge in the
Stone direction will be singled as far as the future
Yarnfield Jn as the Norton Bridge East Chord.

LEFT: The existing and new routes under construction at
Norton Bridge; the station (OOU) platform is just south
of the telephone box symbol and no longer shown.
Stafford is southeast past Little Bridgeford Jn (bottom
right). Heading northwest on the new line (red) to the
left (west) is Searchlight Lane Jn after it has crossed
over that lane. Top right on the Stone/Stoke-on-Trent
line is Yarnfield Jn. Left, above the '86' is where the
Down Slow meets the other three tracks towards Crewe
(off top left). This map explains why the new route is
16ch shorter than the existing one, and why the new
flyover crosses the existing route at almost a right angle.
A train on the Down Fast could overtake one on the
new Down Slow and then overtake it again after the lines rejoin! (From NR traffic public management

2080] Rugeley Trent Valley Station P1 - Rugeley North Jn: (BLN 1192.1216) ROP expected after Chase
Line electrification to Walsall (due December 2017). A Connection of Strategic Importance CP 14
December 2008 when the previous Birmingham New Street to Stafford through DMU service via
Walsall was cut back to Rugeley TV, with connections to the then improved LM Trent Valley EMU
service. Line speeds are being increased, a half-hourly all stations service is planned and at least one of
the two LM Birmingham to Liverpool trains each hour will run this way calling at Walsall and Cannock.

[BLN 1245]
2081] FIXTURES REPORTS, The Romney Marsh Tracker, Sun 11 Oct 2015: (119/60) (MR.P19) Many of
the participants from the morning's 'Tenterden Town Tracker', and a few others, made the relatively
short journey to Hythe station (OP 16 July 1927); the only terminal station on the Romney Hythe and
Dymchurch Railway (RH&DR), with its impressive overall roof, excellent facilities and interesting track.
There was a strict party limit of 32, the maximum that could be shoehorned into two of the diminutive
carriages on this 15" gauge line. Access to some lines would not have been possible with a longer train.

ABOVE: The two-coach BLS railtour waits in the afternoon sun on 11 October at the end of P3 at Hythe
- the centre run round engine release road is behind and the very rare P1 far left. (Darren Garnon)
BELOW: The tour in the very rare Hythe P1. (Stuart Hicks)

[BLN 1245.2081 - cont.]
Starting from P3, Diesel Hydraulic No12 'J.B. Snell' propelled the tour back to the platform buffer stops.
This is extremely rare, as during service, all trains stop well short to allow the locos to run round. The
tour then moved forwards to clear the trailing crossover beyond the shed road. On arrival at Hythe our
organiser had at first been told that his requests to traverse Hythe turntable and P1 had been declined
and Dungeness non-passenger loop was only a 'possibility'. However, members were delighted
(particularly those at the back) as the train promptly propelled over the turntable! After reversing it
was into the non-passenger Hythe centre (run round) road, before a double reversal to take the
crossovers adjacent to the shed and cover the full length of P2. Further reversals took the train over
the other (facing) crossover back to the starting point on P3. A refreshment break was taken, using the
excellent tearoom and member Jill Everitt magicked up some well travelled sausage rolls (from Devon
on a green liveried HST the day before!) in aid of First Devon and Exeter Prostate Cancer Fund!

Refreshed and taller (legs stretched), participants re-boarded for the next stage, departing from the
extremely rare P1. This had initially been declined as it is not signalled for passenger arrivals. However,
a quick thinking member suggested the crew run the train to P1 during the break ECS and, eager to
please, they did! The timing of our departure was crucial with single track crossing moves so that a
non-stop run from Hythe to New Romney via the rare Dungeness inner loop was achieved (no mean
feat with four trains out). Skilful driving was required by driver Steve to keep us 'non-stop', with
speeds dipping at places for a slower than usual view of the very interesting and varied scenery.
(BELOW: Dungeness (RH&DR) station and the large shingle beach behind from the 'new' lighthouse
looking northeast. New Romney is along the coast top left.) (John Cameron 31 October 2015)

[BLN 1245.2081 - cont.]
We did manage two crossing moves non-stop and all trains were on time. Some participants had
booked specifically in the hope that the inner, non-passenger, loop at Dungeness (station OP 1928)
would be traversed. Breaths were therefore held as the tour approached the points, which were set
'right' and through the inner loop, much to the surprise of passengers waiting for the next service train
on the platform (left)! The station was a building site (its facilities were being completely rebuilt),
surrounded by temporary fencing. A member returned to the RH&DR on 31 October to do the normal
platform line; the loop was very rusty even though a non-stop special had run through earlier that day!

LEFT: No9, 'Winston Churchill' approaching Dungeness from
New Romney looking southeast. The old lighthouse is in the
background, left of centre partially obscured by smoke and
the Britannia Inn is to its right. The very rare inner loop
covered by our tour is on the left. The whole RH&DR was
double track until the Second World War but, after repairs,
New Romney to Dungeness was reopened in 1947 (by Laurel
and Hardy ) as single track.
(John Cameron 31 October 2015)

On arrival back at New Romney (OP 16 July 1927 as a terminus until the 5½ mile Dungeness extension
was built over the massive shingle bank, opened the following year), the train crossed to the reversible
P2 for a (much needed) leg stretch and complimentary hot drink. The loco was changed to an
unnamed and unnumbered 4-wheel 1938 built Diesel Mechanical (Motor Rail, works No7059), not
normally used on passenger trains. Crossing back at the east end, the tour reversed on the main line to
traverse nearly all of bay P4. Two more reversals took the tour into carriage siding 3, the furthest
(north) from the main line before reversing again and travelling right through the works building,
emerging on the other side to travel up to the doors of the PW Depot on the middle road of the three.
From there the connection from the PW road to the main line was taken before reversing and running
through P2 (again) to the west headshunt. The tour map showed two crossovers at New Romney
between Up and Down Hastings as the lines are called and it became evident why the train kept using
the same one - the further east crossover had gone! P1 was then covered and the connection taken
into the Loco Works building to the end of the middle road. Most of the locos not operating on the
day were seen stabled on either side as the train exited to travel over the turntable (the second of the
day!) and to the end of turntable road 3. Next, the Loco Shed became the third building that the tour
entered, reaching nearly the end of the middle road of the three. Further reversals allowed the train
to reach the coal road buffer stops, in the car park! Unsurprisingly there was a pile of coal (left)…

[BLN 1245.2081 - cont.]
ABOVE: Late Sunday afternoon autumn sun at New Romney 'Coal Road' buffer stops in the car park; it
is hard to believe that 32 BLS-sized adults fitted into the 2 coaches! (Darren Garnon 11 Oct 2015). It is
also the headshunt for the Coach Works building. Here there was a photo stop before traversing Loco
Works road 3 as far as possible. After this, it was the connection from P1 to the main line, to complete
our very comprehensive New Romney coverage. Then there was a further break in P4 while the loco
was changed to Diesel Hydraulic No14 'Captain Howey' for a spirited return to Hythe.

Thanks to the RH&DR team for really going the extra mile (or two) to ensure that our tour covered as
much rare track as possible, which was thoroughly enjoyed by the participants, in the lovely autumn
sunshine. Thanks and congratulations to Darren Garnon, who had spent a great deal of time and
effort, including site visits, to arrange the day's two excellent visits. Both were exceptional, which is
particularly creditable as they were his first Society visits. May there be many more to come!

2082] Derby Railway Technical Centre, Signet (signalling)
Solutions, Sat 17 Oct: (120/60) Despite the impression that the
railway industry in Derby is not what it once was, the city now has
more railway related businesses than any other place on the

planet. In the 1960s BR announced 'The Railway Technical Centre
(RTC) at Derby is the largest railway research complex in the
world.' Thanks to Kev Adlam and our friend Major Ian Hughes of
Green Dragon Safety Health Environment and Fire Risk
Management Solutions, a BLS visit was made to the RTC and in
particular 'Signet Solutions'.

A full group of 10 met, mostly at Derby station, (one impressively having travelled especially from Fort
William), took the short 15-minute walk to the RTC, and were warmly greeted by host Ian, and Isobel
from Signet Solutions. A brief introduction to Signet was presented during tea and biscuits. The
company provides signal design, testing and maintenance training for rail companies worldwide,
including training volunteers from minor railways. The tour then began in a large signal demonstration
room. This contained a small section of standard gauge track with what seemed like one of every
possible item of signalling equipment attached to it – including 'Train Protection & Warning System'
(TPWS) grids, Advance Warning System (AWS) magnets, a full signal head, shunting signals, axle
counters, and level crossing treadles amongst others. Two standard gauge point ends which had
different types of point motors fitted were also available for scrutiny and discussion.

[BLN 1245.2082 - cont.]
Plenty of time was taken to discuss
many of the items of equipment in this
room and how they worked and also
enjoy the odd anecdote from our host
for good measure. Topics included the
contents of lineside Location Cabinets,
which contain interlocking circuitry and
relays for points and signals (as opposed
to being in a signal box). Another part of
this large room contained various
smaller items of older signal box
equipment – some of it static exhibits (the innards of a token key machine was one). There was a
working shelf with the usual instruments, indicators, and bells for line clear/occupied found in manual
signal boxes. Next was a room with the old NX (Entrance-Exit) panel from Leamington Spa box,
(BELOW), BR's first Solid State Interlocking installation in 1985 and replaced in 2005; wired up for
route setting simulations. It was not fully operational, as although a route could be set, the computer
simulating a 'virtual' train moving was not working.

Another room contained a rack of relays attached to a small simulation panel (ABOVE LEFT & RIGHT).
This was to teach wiring and interlocking faults, and had a special interlocking instructors' panel that
could introduce specific 'faults' into the system for the trainees to methodically identify and solve. This
was demonstrated, and faults could be seen on the panel when attempting (and failing!) to set routes.
A small 'abacus' style device here was actually a manual interlocking training device (BELOW LEFT).

[BLN 1245.2082 - cont.]
Two participants took turns at seeing how manual
interlocking works on a simple set of points and a
home/diverging/distant signal set up. For rookies to
signalling like your reporter, this simple device went a
long way to explain how the levers and interlocking in a
manual box actually work (Victorian computers, safe
and still effective).

A very large relay board took up most of one wall of a
different room. This was connected to another small NX
simulation panel. This panel had switches fitted to
simulate the track circuits operated by a train passing.
Two of the group were able to set a route, activate and deactivate track circuits to simulate a train
passing, then clear the route before setting another. This was to the distinctive sound of 1970s' vintage
Westpac (Westinghouse) relays clicking in real time and actually controlling what was taking place,
preventing a conflicting route being set. Your reporter started to understand how route setting actually
works, and even managed to successfully set and clear a route! There was also a full size hydraulic AHB
barrier (with a partially sawn off barrier), wig-wag lights, and control equipment.

In another room were a class of eight
Minor Railway S&T technicians from the
Invergarry station & Glenfinnan signal box
project, the South Tynedale, North
Yorkshire Moors, Ravenglass & Eskdale
and Kent & East Sussex Railways. This was
the first morning of the 2 day Institute of
Railway Signal Engineers sponsored Minor
Railway Section, cable maintenance and
testing course. They were breaking in to
cables to cut and joint them to simulate
repairing a cable fault. We were able to
see the results of their efforts as a severed
cable had its individual wires crimped
together and then sealed within a resin
casing which would be watertight within a
few hours of the resin curing. (RIGHT)

Outdoors was a small ground frame connected to a set of points and a semaphore signal. This was to
demonstrate faults in the alignment of point blades and how manual interlocking prevented the signal
being pulled off if the blades were not in alignment. Even a little 'persuasion' with a long piece of metal
was not enough to make the broken points lock and the signal pull off, showing how safe the system is
designed to be. The group were also able to have a walk round the hallowed RTC site, for some a big
highlight of the visit. Drawing to a close at 1pm after the intended two-hour visit had become over
three, the fine Derby sunshine appeared, and the obligatory BLS group photo was taken. Thanks to
Andy and Isobel Knight of Signet Solutions and Ian Hughes of Green Dragon for hosting this very
enjoyable and informative tour. £120 was donated to SSAFA (the armed services charity) in gratitude.

BELOW: The outside 'misaligned points' (LEFT); ground frame and signals (RIGHT). (All pictures taken
by Mark Haggas on 17 October 2015)

[BLN 1245.2082 - cont.]

2083] Bicester Chord - Oxford Parkway Quiz: 'A long time in the making this pioneering rail project
sees the first new rail link between a major British city and London in over 100 years.' From Chiltern
Railways' website but would the Dons at Oxford University's Transport Study Unit (and the BLS) agree?

(ABOVE: The new Oxford Parkway station on opening day, Sunday 25 October - both Stuart Hicks.)
The £320M cost included 348,886 tonnes of building materials required for new roads and overbridges
as well as 60,505 tonnes of recycled ballast. More than 6,500 people worked on the project. Some
3,853m of 39ft deep ground supports (is that a measuremental mixed metaphor?) strengthen the
line's foundations. There are 60 new signals with 36 level crossings replaced or removed and four new
road bridges built; additionally, a further bridge has been rebuilt and improved. 11 miles of line were
rebuilt and redoubled. Badgers, normally very set in their ways, have been accommodated in 10
artificial dens; over 7,000 of the inevitable Greater Crested Newts were sent on single journeys and
two 'temporary swallow shelters' were installed (the temporary swallows have since embarked on
their return journeys). Finally, one new station was built and two rebuilt.
(BELOW: The first Up passenger carrying train on arrival at Oxford Parkway, 68014 on the 07.25 from
Marylebone, Sunday 25 October 2015.) (Both pictures Stuart Hicks)

[BLN 1245.2083 - cont.]

2084] Points and Slips: BLN 1242.1809] The signal box at Oulton Broad North was moved from east
to west of the level crossing in 1901. BLN 1243.1883] The Tay Viaduct that had engineering work in
September 1955 is just east of Perth station and caused services to Dundee to be diverted via Hilton
Jn, the Glenburnie Jn to St. Fort branch (on the opposite side of the river to normal) and then run over
the Tay Bridge into Dundee. 1852] The Midland Railway used the word 'switch' rather than trap or
catch point, there was one so labelled at West Bridgford on the 1:130 gradient Nottingham to Melton
Mowbray line, (part of which is now the Old Dalby test track).
item 1890] Dumfries to Kilmarnock is 58m 04ch by rail, even in October 1965, the 60½ miles figure is
by road. 1905] At New Cumnock Scotland's final rail served open cast site is 'Crowbandsgate' - the 'd'
is omitted on the current (December 2007) TRACKmaps. 1909] The former Great Central Railway (GCR)
goods offices (now a community centre) are passed by the NET Clifton route, which is adjacent to the
GCR embankment south of the River Trent. It is also on the GCR alignment beyond Wilford Lane level
crossing at a different level. 1956] In Dublin 'Grand Dock' should have been 'Grand Canal Dock'.
In BLN1244.1987] At Oswestry, Cambrian Heritage Railways (MR p7) aim to extend south to Weston
Wharf, map avoiding, for now, the infamous level crossings over the A5 and
A483. The Transport & Works Act Order application documents (12 March 2015).
Item 1994] Ladbroke Grove 'Down & Up Engine & Carriage Line' (2m 02ch) - North Pole (IEP) Depot:
Should, of course, have been opened for ECS movements (not OP - wishful thinking until the first
railtour). 1984] North Llanrwst is thought to be the only example of a BR named or renamed station
with a compass point prefix rather than suffix. It was opened as a terminal station (still visible on
today's maps and latterly the goods yard) in 1863 by the 'Conway & Llanrwst Railway'. That CP and just
to its east the present through station was opened in 1868 by the LNWR on extension of the branch to

[BLN 1245.2084 - cont.]
Betws-y-Coed. From 1884 to 1974 it had the suffix '& Trefriw' then was renamed 'North Llanrwst' by
BR on 29 July 1989. Item 2018] Hayes: The first public use of GWR Class 387 AC EMUs will not be here,
but is expected to be from Hayes & Harlington bay P5 at 07.48 on Monday 16 May 2016 to London
Paddington. Item MR184] The Tanat Valley Railway, like all small friendly preservation groups, is
always in need of new members, volunteers and financial support. If anyone would like to help in any
way, confirmed contact details are: Email [email protected] 01948 781079, The Tanat Valley Light
Railway Co Ltd, Croft Bank, Whitewell, Whitchurch, Shropshire, SY13 3AL.

LEFT: (BLN 1243.1931)
Although the restored 'Edith
Cavell Van' is under the care
of the Colonel Stephen's
Museum at Tenterden it is
based at Bodiam station.
The van returned home from
being on display in Norwich
for Remembrance Sunday.

2085] Christmas works on NR: Additional to the GWR and North Lincolnshire works (above):
 Scotland: Haymarket East Jn & Dundee Dock St. Tunnel-track renewal, Anniesland connection.
 Daisyfield Jn - Rose Grove: Repairs and waterproofing of a Leeds and Liverpool Canal bridge.
 Doncaster area: Major track renewals P1, 2 & 3 and at Bentley Jn.
 WCML: Weedon track renewals, Trent Valley work and Stafford Norton Bridge flyover project.
 Kettering North Jn: Major switches and crossover (S&C) work, part of the Corby line redoubling.
 Wales: Cardiff Central P0-2 and main lines to Newport: installation of new S&C/major signal
structures. Demolition/replacement electrification clearance work (to Severn Tunnel Junction).
 Great Eastern: Ongoing overhead line renewals at the south end and Crossrail work.
 Tottenham & Hampstead line: Track maintenance and preparation for: future major
bridgework at Upper Holloway, electrification work and a future Gospel Oak - Barking blockade.
 Acton Wells Jn: Complete renewal.
 Southeast: Thameslink (BLN 1244.1997) Charing Cross & Cannon Street TCP, Purley major work.
 Waterloo - Queenstown Road: Maintenance, inspections, S&C works and rail testing (all lines).
 Barnes - Hounslow: Track renewal, footbridge replacement and/or refurbishment.
 Virginia Water - Ash Vale/Wokingham Jn: Survey work for power upgrade and resignalling etc.
 Shalford Jn - Petersfield: Work on stations; post-track renewal follow up work and tamping.
 Worting Jn - Eastleigh East Jn: High output ballast work and Winchester subway preparation.
 Southampton - St. Denys: Preparation for Northam Curve track renewal.
 Redbridge Jn - Bournemouth/Lymington branch: Ballasting, track work, structures & LC work.
 New Milton - Branksome: Work on Rivers Avon and Stour bridges with track replacement.
 Exeter: Blackboy Tunnel track replacement (Up and Down lines).

2086] Information appeals: (1): The BLN Pictorial 1244 photo of the Graig Merthyr 'Paddy train' led a
member to ask when it stopped running to transport the colliery miners to/from their shifts. It was in a
remote location without a proper road. An internet group suggests 1970, the year the Society used it
for our 4 July trip on the branch. Our 13 September 1978 farewell trip was in open BR 16 ton coal
wagons and very dirty they were too! Graig Merthyr, then Wales' oldest colliery, was closing and most
miners transferred to the new Betws drift mine (Ammanford) which closed in 2003.

[BLN 1245.2086 - cont.]
BELOW: Railtour booking forms 1967 style; for the young people 5/- is now 25p. (Richard Maund)

[BLN 1245.2086 - cont.]
(2): In a similar vein (of coal?) Cannock Wood Colliery had a 'Paddy train', including an LNWR six
compartment brake third purchased second hand from BR. The service started with an agreement
between the LNWR and the colliery company of 6 October 1908, and was suspended in 1955 due to
the state of the coaches. It resumed in 1958 under pressure from the miners and last ran on 31
January 1964 - does anyone have any further information regarding the 1955 and 1958 dates?

2087] Rail Accident Investigation Branch (RAIB): (BLN 1215.1229) This was established after the 1999
Ladbroke Grove disaster; 31 people died in a head-on collision between two passenger trains. Lord
Cullen, in his public inquiry into the accident, recommended that the UK should have an independent
railway accident investigation body, equivalent to those for air and marine accidents. In October 2005,
the RAIB started work and now has 43 staff at Derby and Aldershot. The 2014/15 Railway Safety and
Standards Board's Report showed that UK passenger and workforce fatality rates are now the lowest
in Europe. In RAIB's first 10 years, there were 300 full investigations but RAIB never apportions blame.

2088] Virgin signs; not for the first time: The things that interest our members never cease to amaze.
One was recently looking at train car stop marks at York and Edinburgh Waverley stations. The
dominant stopping position markers for East Coast services are still supplemented by small white on
black stop markers for the generally shorter CrossCountry trains. They read VT 4 or VT 5 etc. Obviously,
these apply to Arriva since Virgin lost CrossCountry from 11 November 2007, but as Virgin has now
gained East Coast, there are VT signs that are not for VT! Worcester Shrub Hill has some similar signs.

2089] GN&GE Joint Line: Since the new signalling was commissioned in October 2014 there have been
numerous failures resulting in the many level crossings staying down, causing hours of delays to road
users. The Spalding and South Holland Voice reports that by September a faulty component in 130 axle
counters on the route had been replaced and NR are confident that they have resolved the problem.
There have been no further failures to date. Work to improve level crossing performance further is
being tested on a few crossings. If successful, it will be extended to all of them by the end of the year

2090] North Lincolnshire: (BLN 1213.1119) From 30 December, control of the following lines is due to
transfer to 'North Lincolnshire No1 and No2 VDU Workstations' at York Rail Operating Centre:

 Scunthorpe, Foreign Ore Branch Jn - Wrawby Jn (Barnetby).
 Brigg Signal Box - Wrawby Jn - Cleethorpes.
 Holton-le-Moor Signal Box - Wrawby Jn (Lincoln/ Market Rasen line).
 Brocklesby Jn - Ulceby North Jn.
 Ulceby North Jn - Goxhill Signal Box.
 Ulceby North Jn - Humber Road Jn (104m 05ch) (Barton-on-Humber branch).
 Immingham East Control Area (i.e. Dock Boundary 105m 00ch) - Pyewipe Road.
 Marsh West Jn - Great Coates No1 Signal Box.

Eleven signal boxes are to be abolished: Appleby (Lincs), Elsham, Wrawby Junction, Barnetby East,
Brocklesby Junction, Ulceby Junction, Roxton Sidings, Stallingborough, Marsh Junction, Pasture
Street & Immingham East Junction. The latter two are re-control rather than resignalling; Immingham
East becomes 'Immingham Token Exchange Point' for the Grimsby Light Railway. Two Gate Boxes are
abolished at New Barnetby (becomes CCTV) and Barton Road (Automatic Barrier Locally Monitored).
The scheme is a scaled back version of that once planned and as a result operational signal boxes will
survive at Langworth, Wickenby & Holton-le-Moor (Lincoln line), Gainsborough Central, Northorpe,
Kirton Lime Sidings & Brigg (Gainsborough line), Goxhill & New Holland (Barton-on-Humber branch)
and Pyewipe Road & Great Coates No1 on the Grimsby Light Railway - the latter two are only
switched in if required (very rarely). Note: At Immingham only NR lines are being resignalled.

[BLN 1245.2090 - cont.]
There are many name changes to avoid duplicated names and location confusion:

o (Scunthorpe, Foreign Ore Branch Jn - Wrawby Jn) Down/Up Main  Down/Up Scunthorpe.
o (Brigg line, 91m 30ch single track - 93m 30ch) 'Down Main Up'  Cleethorpes Single.
o (Brigg line, 93m 30ch double track - Wrawby Jn) Down/Up Main  Down/Up Cleethorpes.
o (Wrawby Jn - Barnetby) Down Slow/Down Fast  Down Cleethorpes Slow/Fast.
o (Wrawby Jn - Barnetby) Up Slow/Up Fast  Cleethorpes Slow/Fast.
o (Wrawby Jn - Barnetby) Down Goods  Down Cleethorpes Goods.
o (Barnetby) No1 & 2 Reception  Barnetby Reception Sdgs No1 & 2.
o (Barnetby southeast of station) Engineers Sdg & Cattle Wharf Sdg  Engineers Sdg No2 & No1.
o (Wrawby Jn - Holton-le-Moor) Down/Up Main and Down/Up Lincoln  Down/Up Barnetby.
o (Ulceby North Jn - Goxhill signal box) Down/Up Main  Down/Up Barton.
o (Brocklesby East Jn/West Jn - Humber Road Jn) Down/Up Main  Down/Up Immingham*.
o (Immingham East Jn - Humber Road Jn) Down/Up Main  Down/Up Grimsby*.
o (Marsh Jn - Great Coates No1) Down/Up Marsh  Down/Up Grimsby.
o (West Marsh Sidings) Reception Sdgs Nos 1-3  Marsh West Reception Sdgs Nos 1-3.
o (Ulceby South Jn - Habrough Jn) Down/Up Barton  Down/Up Habrough Chord.

New signalling fringes: Scunthorpe, Brigg, Holton-le-Moor, Immingham Reception Sidings (Associated
British Ports*), Immingham Token Exchange Point (was 'Immingham East Signal Box'), Goxhill, Great
Coates No1 and Pyewipe Road boxes. [*The ABP section of line is from 104m 05ch to 105m 00ch.]

2091] Derby: (BLN 1217.1371) The Friends of Friar Gate Bridge aim to raise
public awareness of the 1878 Andrew Handyside and Co built ex-GNR bridge which is owned by Derby
City Council. They promote its conservation, protection for future generations and improvement. They
are engaging the public and all interested bodies to establish a long term use for the bridge, not simply
as a piece of ornate street architecture. The Friends will also raise funds for its full restoration. They
would like help to save this wonderful bridge from neglect for future generations. Members are
needed to ensure a broad spread of views, and a supply of future Trustees and volunteers.
Membership enquiries to [email protected] 01332 344566.

2092] Nottingham: A national railway urban heritage award plaque was unveiled at the station on 23
October to recognise the sympathetic £60M restoration of the Edwardian building. The finance came
from EMT, NR, Nottingham City Council (£12M from the Workplace Parking Levy, which has also
helped fund the NET extensions) and the Railway Heritage Trust. Taking nearly two years from
September 2012, significant heritage restoration works were painstakingly undertaken bringing back
architectural detail to an outstanding condition. The detail that designers and builders had put in to
the original station has been revealed. Work included: Transformation of the Grade II listed frontage to
a modern passenger environment sympathetic to the building's history. Restoration of original
features and modernisation of existing facilities. New shops and cafés in the now vehicle-free porte
cochère. A new glass-fronted southern concourse, with full lift and escalator access for interchange
with connecting trains, the 950-space multi-storey car park, and NET. In summary well worth a visit;
the transformation is stunning.

2093] Bank: (BLN 1217.1376) Underground News reports that the new Waterloo & City Line entrance
box was handed over to LUL on 11 August. In order to create a link between it and the existing station,
the interchange corridor between the Waterloo & City Line platforms and the rest of the station will be
closed from 9 November until August. The new entrance will be very close to Cannon Street station.

[BLN 1245]
2094] Crossrail: (BLN 1244.2013) (1). Goodmayes: The ticket hall here closed from 25 October until
mid-2016 to enable refurbishment work to take place. This work being carried out by NR in
preparation for Crossrail includes more ticket gates, new ticket machines, help points, improved
lighting, customer information screens, signage, CCTV and public address systems. (2). Farringdon:
Work began on 31 October to connect the existing Thameslink station with the new Crossrail
platforms. (3). Bond Street: A number of interesting photographs showing
progress on construction of the new station from the Crossrail website. (4). Paddington: From 9
November the Marcon siding was to be further shortened to 20m, with a temporary stop block
installed. This may be in connection with recent work associated with the link to the Crossrail tunnels
where track, some at least of which appears to be of a temporary nature with facing and trailing
crossovers, has been laid on the slope leading to the tunnels and out alongside the GWML- pictures in
e-BLN. (5). Heathrow Airport Jn: From 9 November a new facing connection, secured OOU until
further notice, was to be installed in the Down Relief Line at 11m 50ch.

2095] c2c: from 13 Dec, there will be a half-hourly weekend service to Stratford and Liverpool Street.

2096] Crossrail 2: (BLN 1230.635, 1221.1694) A consultation on the current proposals is running until 8
January. Comments are invited on station locations, entrances and exits, shaft locations, construction
sites and proposed services. To the southwest, trains would serve Shepperton, Hampton Court,
Chessington South and Epsom. There would be new tracks on the South Western Main Line (SWML)
from New Malden, with a flying junction south of Wimbledon linking to the new alignment east of the
SWML and turnback sidings before a new station there. This would be next to (i.e. east of) Wimbledon
station, four platforms about 10m below ground level requiring relocation of the recently completed
two Tramlink platforms! The tunnel portal would be at Gap Road north of the station.

Two possible changes are proposed to the previous central section route outlined (BLN 1221.1694).
Ground conditions in the Tooting area would make it significantly more difficult to build a station at
Tooting Broadway than originally thought; therefore a revised route with a station at Balham is now
proposed. There are now two possible routes between Seven Sisters and New Southgate on the Great
Northern line, one serving stations at Turnpike Lane and Alexandra Palace and a new proposal for a
more northerly route with a station at Wood Green. The other northern branch would serve the Lea
Valley line and terminate at Broxbourne, with two new tracks constructed from south of Tottenham
Hale station to north of Broxbourne station. This would also allow for a non-Crossrail service of 4tph
serving all stations between Cheshunt and Stratford. The proposed peak service pattern is up to 30tph
over the central section, with up to 12tph on each of the two northern branches. Up to 20tph would
operate beyond Wimbledon, with a minimum of 4tph at all times on each of the four south branches.

Preliminary options for depots have been identified at Weir Road north of Wimbledon station and
Oakleigh Road north of New Southgate station, with additional stabling sites also required. Full details
of the proposals and consultation. There has been some local criticism of the
plan for a station at Kings Road Chelsea, including from the Royal Brompton Hospital. Camden Council
considers that the western entrance to the Euston/St. Pancras station should be incorporated within
the rebuilt Euston station, rather than to the east of it with an entrance in Eversholt Street.

2097] Croydon Tramlink: (BLN 1226.1228) At Wimbledon a set of points (OOU) has been installed in
the former P10 area to access a new bypass line to the second platform further along towards the
Haydons Road (northeast) end of the station. The current terminal platform has been numbered 10a
and is next to the platform buildings beyond the site of the previous Tramlink buffers. This section has
been cut very slightly into the former P10 on a slight curve and the platform surface lowered by a few
inches. (BELOW TOP: P10a on the first day Monday 2 November, looking towards the country end,
southwest. The new bypass line is left of the tram and the start of P10b is seen in front of the signal.)

[BLN 1245.2097 - cont.]

[BLN 1245.2097 - cont.]
(ABOVE LOWER: In the opposite direction, the view from the end of Wimbledon P10b of the extended
Tramlink headshunt at the northeast (London) end of the station.) (Both Geoff Noakes 2 Nov 2015)

P10b (OOU) beyond P10a has been built out to align with the line bypassing P10a providing the
secondtram platform. It will probably not be brought into use until the Wimbledon service increases
to 12tph when all the new trams have been delivered. There are expected to be 6tph to New
Addington (the current destination) and 6tph to Beckenham Junction with a dedicated platform for
each. Beyond P10b the line curves back towards the former P10 alignment (the short NR northeast bay
taken OOU on 5 December 2009) and on towards buffer stops located beyond the end of the platform;
a significant extension not used by passenger carrying trams. Presumably, this is to provide a location
to berth a tram if necessary. The whole edge of P10 except for the ramp ends has been realigned to
varying degrees; none of the track is precisely on the former alignment of the BR/NR track.

2098] Great Eastern Main Line: A member visited some stations between Stratford and Shenfield on
15 August. There is little to remark about the inner suburban stations, except for a few traces of the
mid-blue and cream tilework installed (more noticeable on Stratford station), part of a modernisation
burst c1946 for the LNER Shenfield electrification. At Seven Kings there is a short GER platform canopy
on the Down Electric Line platform and a longer one on the centre island platform, both with ornate
serrated edges. They are the first 'unspoilt' examples out of London. Chadwell Heath centre island
platform has one too. Romford has very long GER platform canopies and GER-era buildings on all its
through platforms. A barrel-roofed walkway leads from P2 to P1, effectively a bay platform for the
Upminster shuttle now, but formerly a separate station for the LT&SR. That company is said to have
built the Romford - Upminster - Grays route as a 'blocking line' to prevent the GER building its own
Tilbury Docks line. Gidea Park, the last station built on this section, is the only one with two island
platforms, rather than two outside side and one centre island. Unsurprisingly, it has a slightly more
modern appearance and the platform buildings look as if they could have been built using an early
version of breeze blocks! The canopies are different with a scalloped style more LB&SCR practice.
Opened on 1 December 1910 as 'Squirrels Heath & Gidea Park', the name was reversed to 'Gidea Park
& Squirrels Heath' on 1 October 1913 and then plain 'Gidea Park' on 20 February 1969.

2099] Greenford: An inclined lift has been installed in a former escalator shaft from the booking hall to
the platforms. This station has always been unusual as the escalators ran up an embankment to the
platforms. This is not the first such lift in London; there is one at the north end of the Millennium
Bridge and they are to be built at Liverpool Street and Farringdon Crossrail stations. For those not able
to slope off in person but inclined to traverse the lift virtually see video.

2100] Hornsey: From 9 November a crossover, clamped and padlocked OOU, was to be installed
leading from the Up Carriage Line to the Up Slow No 2 Line at 4m 30ch.

2101] LUL Lifts and Escalators: (BLN 1244.1198/9) Members travelling on the Underground may have
noted that escalators appear to take a considerable time to replace and stations are being temporarily
closed to allow replacement of lifts. Tufnell Park is currently closed, with Holland Park and Caledonian
Road due to close in January. An article on the TfL website gives some background information on the
issues involved. Escalators are heavy-duty machines carrying millions of people annually; they must be
refurbished every 20 years and replaced every 40 years. Lifts have a routine maintenance check every
two weeks, a 'full MOT' six-monthly and a partial refurbishment every five years. According to the
article, lifts must be fully replaced every 10 to 20 years, depending on the type, although those at
Holland Park and Caledonian Road have lasted around 30 years. Escalator and lift replacement or
refurbishment can be a lengthy process due to the size and difficulty of the task:

[BLN 1245.2101 - cont.]
The heavy duty escalators are custom built for each station, no two are exactly the same.
•Parts have to be manufactured from scratch and installed deep underground in confined spaces.
•The escalator parts can only be delivered in the short 'Engineering Hours' slot because of their size. If
they were to be delivered during operating hours, they would end up in the way of passengers and
compromise daytime off-loading restrictions on the size of these deliveries by road in London.
•Old escalators may support other structures which can cause replacement/refurbishment problems.
•A typical heavy-duty escalator is 40 tonnes with a vertical rise of 15m and if laid flat over 37m long!
•Typically each shift, 6-7 (up to 20) people work on an escalator, two shifts daily, 6-7 days per week.
•For an average 15m rise escalator, there are approximately 15,000 moving parts.
•At some stations, the escalators were installed before WWII and are part of the station structure. At
Embankment, considerable structural work was required to create enough space to fit a new escalator.
•All escalators have full communication, fire detection and suppression systems which are required to
be tested and 'declared operational' (AKA screeds of paperwork) before public use is allowed.
•Lift replacement work often takes place deep underground, in cramped lift shafts.

 Some lifts and escalators run 20 hours a day, 364 days a year (others less and in rotation).
 There are 430 escalators and 167 lifts across the London Underground network.
 The busiest lifts at stations such as Covent Garden carry up to 80,000 people a day.
 Over a 40-year lifespan, an escalator will travel the distance of a trip to the Moon and back.
 Lifts can hold up to 50 people and travel up to 4m per second.
 Escalators travel up to 0.75m per second, faster than the 0.5m per second used in shops.
 Landing lengths on escalators are longer than in shops to allow for this higher speed.
 Waterloo has the most escalators of any station with 23.
 The longest escalator at 60m is at Angel. The shortest is at Stratford which is just 4.1m.
 The deepest lift shaft is 55.2m at Hampstead. The least deep is at King's Cross/St. Pancras 2.3m.

2102] Waterloo LUL: The York Road entrance will close from 15 November until 2018 to allow
redevelopment of the area above the entrance. During this time a new ticket hall will be built.

2103] Grains of sand: A new flow of sand worked by DBS for Brett Aggregates to Neasden from Cliffe
(the intermediate branch on the on the Isle of Grain line) began on 14 October. The new terminal took
three years to build in the existing sidings. Rather unusually, the sand is unloaded over the boundary
fence into an adjoining yard! (Freightmaster interactive). The contract is for 10 years with initially two
trains per week. There is a well-established similar Griffin Wharf to Watford Junction terminal flow.

2104] Unclipped Tickets: Members into aqua-gricing may like to know that Oyster 'Pay As You Go' (but
not contactless credit/debit cards until summer 2016) is now accepted on Thames Clipper Services.
These give cheaper fares but are not part of the daily price cap. See for details.

2105] And Finally… Included in a TfL e-mail travel alert received by a member on 3 November:
BRITISH STEEL REDCAR STATION: Please note there is no public access to this station, only for workers
at the steelworks. TEES-SIDE AIRPORT STATION: This station is open on Sundays only, and is around 15
minutes walk from Durham Tees Valley Airport. [Perhaps TfL plan to extend the Northern Line again.]

BELOW: Harrow-on-the-Hill station has three island platforms. P1&2 is left, P3 is right and behind it
but out of view is P4, with P5 & 6 also out of view far right. The signal cabin (BLN 1244.2001) is the top
floor of the brick building with windows, centre right background. A member on our 1 November visit
counted only 79 stairs rather than the reported 99. (Angus McDougall) See also.

[BLN 1245]

2106] A night on the tiles? (BLN 1239.1559) A correspondent has taken particular interest in North
Eastern Railway (NER) tile maps since seeing the Middlesbrough one on the wall by P1. He later
acquired the excellent Times publication 'Mapping the Railways' which has a chapter about them.
Research led to the North Eastern Tile Co., NER Association and Wikipedia's 'North Holderness Light
Railway' websites, raising questions as certain errors and alterations are noted but they hint at more.
The North Holderness Light Railway was planned to run from a junction just north of Beverley roughly
northeast to North Frodingham near the coast, but was never built. Earlier this year our reporter was
surprised to find a rather faded NER tile map in a private museum not showing the branch. A note
claimed it came from Saltburn but that one is still there (the current owner was told it was from
Saltburn when he bought it at auction). Other features in this area differ from those on maps that can
be accessed by the public, suggesting it was one of a final batch when the NER Directors had decided
not to build the branch and told the manufacturer, Craven Dunhill, to delete it. This they did, leaving
off the words 'North Frodingham' but the intermediate stations were not removed! They did fill in the
break in the coast made on older maps for the letter 'A' of 'Frodingham' to be on a clear white space.
A publicity photograph taken on 6 October 1907 of a smartly dressed porter holding a loaded parcels
barrow at London Marylebone shows the left side of a LNER tile map on the wall behind. This makes
sense as the NER had a good working relationship with the Great Central Railway, similar to the Great
Northern and there was a tile map at King's Cross (now at York National Railway Museum). It would be
interesting to find out what happened to the Marylebone map. Could it have been covered over or
moved, and was 'Lowther' misspelt as 'Lother' as it is on the King's Cross map?
The Malton track layout error is well known, the station is shown on the Driffield line on the tile rather
than the York to Scarborough line but no reference has been found to the Haltwhistle and Gateshead
errors. The Alston branch junction was east of Haltwhistle, not west as shown on the maps. At
Gateshead the north to east side of the triangle is omitted; Gateshead East station is wrongly shown

[BLN 1245.2106 - cont.]
on the High Street Jn to Greenfield Jn side and Gateshead West is positioned west of the latter. They
should be east and west of High Level Bridge Jn respectively (the northern apex of the other two sides
of the triangle). In the same area 'Howdon' (Tynemouth to Newcastle line) is misspelt 'Howden', and
north of York the Easingwold Branch from Alne (on the ECML) is shown as part of the NER. This branch
was always privately owned until closure in 1957 though the NER may have had designs on it. Between
Berwick-on-Tweed and Coldstream the delightfully named 'Twizell' station is 'Twizel' on the tiles.

On the Whitby map, Micklefield is strangely shown as 'Micxlefield', possibly a simple 'typo'? Our
reporter has not found this misspelling on any other tile map yet. Between Beverley and Driffield there
is a mysterious unnamed station marked between Arram and Lockington but no evidence has been
found that one ever existed or was planned and the stations were only 1¾ miles apart.

2107] Blyth & Tyne: A NR feasibility GRIP 2 study is now examining plans to reintroduce passenger
trains. Northumberland County Council has initiated the in depth study into the Ashington, Blyth &
Tyne Line scheme to establish what is required to bring the existing rail infrastructure up to national
standards and provide a detailed estimate of the overall cost and programme. It will examine: (1):
Route capacity for the proposed service given the *existing/planned freight operation (and on the
ECML). (2): Track condition and the work needed to upgrade the line for more frequent, faster trains in
both directions. (3): The condition of the existing signalling and control systems and any necessary
changes. (4): The suitability of proposed station locations and infrastructure improvements needed at
each. The council has committed £5M for detailed development work on the scheme with this latest
phase costing £850k. It is likely to be complete by summer 2016. *During the first week in November,
with the coal traffic collapse, there was an average of 3-4 trains daily in total SuX through Bedlington.

2108] Tyne & Wear Metro: Over 39M journeys were made in the last 12 months, the most for 5 years.

2109] Manchester Airport: (BLN 140.1670) On Thursday 5 November a humble DMU, the 07.17 from
Southport became the first passenger service to arrive at the new P4, on time at 08.50. The train was
also the first departure, the 09.03 punctual return. This is a particularly busy time of day here and the
05.55 from Middlesbrough (booked in front of it into P3A) was running 18 minutes late, so behind in
more than one sense of the word. It should have been in front of the Southport train (booked P3B).
Had the Southport not gone into P4 it would have been blocked in P3A by the Middlesbrough train.

2110] Manchester Metrolink, (1). Victoria - Exchange Square 'branch': (BLN 1244.2021) Testing with
trams 3083 and 3090 began in the early hours of 1 November. (2). TMS (Tram Management System):
This is being commissioned on the Bury line but taking longer than expected, thereby delaying
commissioning of the Passenger Information Displays at Timperley, Navigation Road and Altrincham
Metrolink stops; now scheduled for March 2016. Conversion of the Timperley stop area (including the
turnback siding) to TMS is scheduled for mid-2016. This will be the last section for now. The existing
NR (should that be BR?) signalling between Deansgate Jn and Altrincham is to be retained although
TfGM would like to convert it to TMS in future. The Deansgate Jn to Timperley inbound line speed
restriction will remain until the whole Altrincham line is TMS controlled. (3). Refranchise: TfGM has
shortlisted four bidders to run Metrolink tram services from 2017. RATP Dev, holder of the current
concession, National Express, Transdev and a joint Keolis/Amey venture. Keolis/Amey operates the
Docklands Light Railway. The 10 year contract begins in Metrolink's silver jubilee year and when the
Second City Crossing opens. It is the final part of the 'Big Bang' programme that has trebled the size of
the original network. In 2017 work could also be in progress on the Trafford Park extension.

2111] Smithy Bridge: (BLN 1224.1842) The update took effect from 26 October when the screens, help
points and CCTV cameras were all working. It is the only station on the route not to have a scrolling
screen, so intermediate stops can only be identified by reference to a timetable.

[BLN 1245]
2112] Liverpool Lime Street: The North Western (Wetherpoon's) recently opened on the concourse.

2113] Windermere: At the suggestion of passengers, from 7 September, two lunchtime trains were
retimed to improve connections at Oxenholme and now only have a four minute Windermere layover.

2114] Hadlow Road: (SJ33077) The Wirral, CH64 2UQ ; OP 1 October 1866, this was the first station
from Hooton on the Birkenhead Railway's West Kirby line. Although built in places for double track,
the line was single to the penultimate station of Kirby Park, then double. CP from 17 September 1956,
the station CG 7 May 1962 and the track was lifted in 1964. The preserved 1950s' style building is
Grade II listed. There are two platforms (it once had a passing loop) and it is one of two visitor centres
in the Wirral Way Country Park. Last year a 'Friends of Hadlow Road Station' voluntary group was
founded to work with the Borough Council protecting and enhancing the
historic buildings and their surroundings. On 27 September, there was a 'grand reopening' of the fully
refurbished traditional signal box at the platform end, available for public viewing. The location is well
worth visiting and the 12-mile 'Wirral Way' on the former railway is an interesting and most pleasant
scenic walk. Very conveniently, the Merseyrail stations of Hooton and West Kirby at each end have
very good services and the walk can be accessed part way via Neston station (Bidston - Wrexham line).

2115] Manchester Mayfield: The latest proposal for the site starts with an artist's impression which
has no signs of any remains of Mayfield station - sounds like demolition is in prospect. To the left of
the glossy new buildings is the 'Star and Garter' pub on Fairfield Street, with the railway viaduct behind
(currently Piccadilly P13 & 14, construction of two new through platforms is due to begin next year). In
summary the council-backed 'Mayfield Partnership' is looking for a development partner for 'Mayfield
Quarter'. This is a mixed-use scheme of 1,300 homes, over 800,000 ft2 of offices, a 350-bedroom hotel,
retail and leisure facilities and a new six-acre city park centred along the River Medlock. The chosen
partner will lead the development of the currently derelict site, which the Mayfield Partnership hopes
will extend the city centre westwards and regenerate the wider Piccadilly area.

2116] Allerton EMUs: NR has completed a £23M upgrade of the Train Maintenance Depot to take 20
Northern Rail EMUs for use across the area from the December timetable. They provide 6.7M more
seats per year on the Liverpool to Manchester Airport, Wigan, Preston and Warrington routes. Close to
Liverpool South Parkway station, the depot was acquired by Network Rail when almost derelict in
2011. It has been transformed into a modern maintenance facility for Northern Rail's diesel fleet. For
the 'Northern Triangle Electrification' further improvements included re-electrification (the wires had
been removed in 2009).

A member at Liverpool Lime Street (mainline) recently realised that most services are now electric
with just TPE DMUs (hopefully EMUs before too long) and some Northern, the latter via the Cheshire
Lines Committee Warrington Central route. Class 319s reportedly reach 100 mph on the WCML
between Euxton Jn and Wigan NW, where arrival from Preston was two minutes early recently, St.
Helens Central was 3½ minutes early and Huyton 2 minutes. The Preston turnaround time is only four
minutes; pathing and platform occupation constraints may rule out a slightly later departure. It will be
interesting to see if the timetable changes in December on this route.

Manchester Oldham Road : BELOW: A very rare working indeed; a distant view of a class 25 with a
single Continental Ferry Wagon on the very rusty Manchester Oldham Road branch taken from the
Co-operative Insurance Society (tower block) office building in October 1976, during a short period of
occasional activity - incoming basketwork from Poland!. Oldham Road was the original Manchester &
Leeds Railway 1839 terminus (CP 1 January 1844). See map: (BLN 1244.2010). (Ian Mortimer)

[BLN 1245]

[BLN 1245]
BELOW: (Map BLN 1244.2010) Our shortest mainline railtour, booked to take 17 minutes each way,
'The Mancunian' on Saturday 13 December 1980. Organised by John and Jenny Williamson it ran from
Manchester Victoria to Ordsall Lane Down Reception Siding (reverse), the former Liverpool Road
station (CP 4 May 1844, CG 8 September 1975) now MOSI, and back (grand total 3½ miles), but
reached the end of line inside the main display building! LEFT: Approaching the branch junction points
(the person with their head out of the front window was destined to become BLS General Secretary
nearly 34 years later.) This connection was removed over 17/18 October 2015, plain-lined and the 5ch
NR section lifted (NR boundary 19m 18ch, immediately after the River Irwell underbridge). RIGHT:
Further on approaching the right hand overbridge above Water Street. (Ian Mortimer 13 Dec 1980)

2117] Hunstanton branch: (BLN 1242.1849) Continuing his visit to the stations, our correspondent
walked 1½ miles to the former North Wootton station from the bus stop at South Wootton, Castle
Rising Road junction. Next to the latter is a house ('Darley Dale') made out of two GER five
compartment carriage body, both six-wheelers. The station was right at the back of the village, beyond
and behind the parish church. It is now a private residence; much altered and enlarged called
'Wootton Halt'. A high brick wall has replaced the level crossing gate on the station side of the road.
Much of the Hunstanton line trackbed has been destroyed by post-railway urban development, and
particularly the Snettisham and Dersingham bypass. A local authority exercise in 2014 looked at
reinstating the railway but it appears a hopeless cause, even though Hunstanton was almost entirely
created by the arrival of the railway, like so many seaside resorts. Two particular problems are that it
was largely a ground level line (numerous level crossings) and closure was 46 years ago (5 May 1969).

2118] Paddock Wood: (BLN 1240.1684) The serrated-edge platform canopy fascia boards referred to
are very recent, but replicate the much earlier originals. They and the corrugated barrel roofs above
them were replaced in a very protracted renewal operation beginning in May 2012. The preceding
canopies were mainly straight boarded. The new fascia appear to be of uPVC construction! The
station's Victorian atmosphere is further heightened in the gent's loo on the Up platform. Here, the
gaps between the urinals have been fitted with a contemporary version of full height modesty boards.
2119] Haywards Heath: (BLN 1235.1168) When seen by your Sub-Editor on 17 October, a new steel
footbridge had its structure largely complete at the south end of the station, abutting the ends of the
existing canopies (no sprint in the rain unlike at Fareham where the new bridge was well clear of the
canopies until additional lengths were provided!). It extends across the Down loop to the new multi-
storey car park and is painted cream unlike the dark green of many recent local installations. The
previous excavation adjacent to the subway now appears not to have been for the bridge foundations.

2120] St. Blazey: (BLN 1240.1689) Historic England, the government agency responsible for preserving
and safeguarding listed buildings, added the turntable here to their Heritage at Risk register in October

2121] Kenilworth: Railfuture reports that there is a question mark over whether the new station will
have any services as CrossCountry Trains are reportedly not interested in calling! Regular readers will
know that it was a London Midland test train that ran late last year and they wish to provide a local
Leamington to Coventry service (ultimately linking up to Nuneaton and even Stratford-upon-Avon).

2122] Doncaster: A planning application for the new National College for High Speed Rail has been
submitted to Doncaster Council [will it be rushed through -Ed?]. Established in July it will provide
specialist vocational training for future railway engineers. The main site is to be at Birmingham.

2123] New stations: (BLN 1210.900) In all recent statements Northern Rail has maintained that Low
Moor will only be served by Huddersfield-Leeds/Selby trains as pathing at Leeds and Manchester does
not allow others to call. Interestingly, the current timings of Grand Central trains would permit them to
stop. If Elland station is built, both the Huddersfield-Leeds/Selby and Leeds-Dewsbury-Manchester
services would be able to call.

BELOW: No21 leaves Douglas on the 11.20 to Port Erin; a three-train timetable and only two steam
locomotives were available that day. It is departing from what was the former Ramsey/Peel side of the
station in four-platform days, the other island platform used to be on the right and both had almost
full length canopies.) (Graeme Easton 4 October 2014)

[BLN 1245]
2124] IOM Steam Railway: As previously reported, in 2013 a £417,571 diesel-electric loco was built in
the USA and shipped to the island. 'No 21' was designed to recover broken down trains, operate the
fire train, assist heavy trains up Douglas bank as well as haul works, special and commuter trains. The
troublesome loco has been bedeviled by technical problems and, during late October, was craned up
so its wheels could be sent across to the 'big island' (Great Britain) for investigation and repair. These
have ironically gone to Hunslet who lost the tender to build the loco in the first place. It was
withdrawn from service during IOM 'TT' week (June 15) awaiting a workshop slot, after a routine
inspection found a problem with two loose tyres. Originally, island transport bosses claimed the loco
would pay for itself in 13 years and help save £40k a year, but the green machine was soon out of
service with engine problems. A new engine had to be fitted, at the manufacturer's cost, but there
were still teething troubles with the air intake. It was finally declared 'serviceable' July 2014. Then in
February, in scenes reminiscent of the Thomas the Tank Engine stories, a steam loco came to the
rescue when it broke down pulling a Valentine's Massacre Murder Mystery train. An apparent misfire
was thought to be linked to a fuel injector problem and fuel contamination (with speculation this
might have been malicious). Meanwhile the steam fleet continues with very few breakdowns.

(BELOW: The 2014 Manx Heritage Festival featured the 140th anniversary of the Port Erin Line. The
highlight for many was No21 working a service train from Douglas at 12.50 with runner F.57 loaded
with Peel Engineering P.50 road cars which were 50 years old (said to be 'the smallest car in the
World' not escapees from a local fairground). The cars were displayed at Port Erin bay platform and
returned on the 16.05 to Douglas. No21 is at Castletown, double heading that train with No15/MNR 4
'Caledonia'. It is waiting to cross the late running 15.50 from Douglas (well it was a gala). Both locos
were working. Unfortunately, Caledonia is about as likely to run in the near future as No21 but should
be available next year.) One theory behind the loose wheel tyres is that it may have been driven with
the handbrake on! (Graeme Easton 1 August 2014)

2125] Foiled again, Kinlochleven Aluminium Works: (BLN 1244.2047) for two pictures of the line in
operation also and scroll down. The works closed in June
2000 due to its small size (20,000 tonnes of Aluminium was made each year); modern USA smelters
have an annual output of 250,000 tonnes. On closure, production was transferred to Lochaber (Fort
William) Works, with investment there increasing it from 20,000 to 40,000 tonnes annually.

2126] Avoiding Inverness - cont.: (BLN 1242.1869) Our PSUL compiler has kindly checked details of the
Rose Street curve use. Trains from the south terminating in Inverness north platforms, pre-PSUL (i.e.
before 17 June 1963) appear in the BR Scottish Region Section D Working Timetable Table (WTT). From
16 September 1957 to 8 June 1958 (not the starting date for this move), presumed to be making the
manœuvre were the 23.15 SSuX, 23.25 SuO & 10.00 SuX from Glasgow Buchanan Street; 19.20 SX from
Euston and 06.47 SuX from Perth all to Inverness. There were no Sunday arrivals, so no winter Far
North/Kyle Sunday connections are likely then either. What the WTT does indicate is that, with no
through passenger workings over the curve, and lack of such subsequently in PSUL until 1990/91 then
1995, there was no long-standing precedent for legal provision of passenger services over the curve. deals with the question of expunging old powers for obligatory station stops etc.
[Well worth reading - Ed.] (See also BLN 1033.32.) There was some question as to whether these
provisions have actually been applied in Scotland. It is felt that service over the Rose Street curve
comes under the provisions of the Railways Act 1993 (Section 38; Proposals to discontinue franchised
etc. passenger services) as amended by the Transport Act 2000. ScotRail withdrew the single train
round the curve in June 2006; it was queried of them how the legislation had been satisfied, and the
train reappeared that September (draw your own conclusions!). Incidentally, for the avoidance of
confusion (in view of the 2006 dates), note that the 1993/2000 provisions were replaced in the
Railways Act 2005 (Section 24 - Proposals to discontinue franchise or secured services). However,
those new provisions did not actually come into force until 1 December 2006. It seems that Transport
Scotland and ScotRail now recognise that withdrawal of through trains would require due process,
even though a through train is not specified in the current franchise agreement (per BLN 1242.1869).

2127] Far North newspapers: A revenue-earning traffic which used Rose Street curve on its way north
was newspapers. Your Sub-Editor had experience in the 1970s/80s of overnight newspaper traffic from
London (SO) and Manchester (daily) to Scotland. There was a 20.00 (approx) SO Euston to Lairg, which,
besides a parcels van from Euston, carried passenger vehicles (Sunday) from Inverness; believed from
the early 1960s. On arrival at Lairg the remaining newspapers were transferred to road transport for
the far north. There was certainly a period when it was not advertised as a passenger service from the
Highland capital, (BLN shows it was advertised in 1970, 72 and 76 at least, the only Sunday passenger
service north of Inverness).

Very unusually it called at Muir of Ord at a time when it was CP and in the Down direction only to set
down (or 'throw off') newspapers. Return from Lairg at about 11.00 was certainly an advertised
passenger train during periods when the inward working was not. There was then no Sunday service
beyond Lairg, but, from 20 May to 16 September 1979, the Lairg train was extended to Wick with a
Thurso connection at Georgemas Junction. Following this, summer Sunday Kyle trains began to run.
These were precursors of today's 12 Sunday passenger trains that operate north of Inverness. All
Anglo-Scottish newspaper trains were withdrawn in the late 1980s. This traffic was very time sensitive;
standby locomotives and crews were located at key points, notably Carstairs, where the 21.35 (approx)
SO Manchester to Aberdeen via Edinburgh and Fife was due to exchange traffic with the 20.00 (SO)
from Euston to Lairg via Perth. The Aberdeen service was not held if the Lairg train was late but an
extra would run for the Euston to Aberdeen newspapers, usually via Perth!

[BLN 1245]
2128] Far North timber? (BLN 1161.609) The recent history of timber traffic on this line (and indeed
across Scotland) finished very disappointingly, but the Highlands and Islands Transport Partnership is
promoting a new initiative to restore it. Rejoicing in the name of 'Branchliner' (we kid you not), the
objective is to make much greater use of rail in shifting an estimated 4M tonnes of standing and fallen
timber from the Flow Country on the Caithness/Sutherland border. The area has poor roads and is very
environmentally fragile with much protected land and flora. Assistance with funding for the study has
been provided by Forestry Commission Scotland and the Strategic Timber Transport scheme. As in the
past, Kinbrace (BLN 1196.1577) is regarded as the railhead. Sidings there and in the inner Moray Firth
area would be upgraded for timber. The traffic is envisaged over a 10-15 year period. A timber project
on the Melvich to Helmsdale road is now starting, and the Caithness Transport Forum minutes of 29
May 2015 note the adverse effects of the related lorry movements, notably around Halkirk. Rail was
considered, but see regarding the problems.

2129] Muirhouse South Jn (formerly Strathbungo Jn) - Larkfield Jn: On 4 November some lucky
commuters on the 07.24 from Barrhead and 07.24 from East Kilbride trains were diverted this way,
reversing at Polmadie and reaching Glasgow Central only 13/19 minutes late. This was due to an EMU
failure at Muirhouse Central. There were various other delays and cancellations but none so unusual.

2130] Wemyss Bay: (BLN 1244.1989) The full length of P2 was back in use by 22 October, following
removal of some of the scaffolding. The ferry diversion has shown how many people travel to/from
the Isle of Bute; trains are very much emptier, with the numbers boarding and alighting at Wemyss Bay
well down. The station car park is also quieter; clearly a significant number park just to catch the ferry.

2131] Ayr: The Grade II listed, French château style, private Station Hotel, opened along with the new
station (the third to carry the name 'Ayr') in June 1866, closed suddenly in 2013. It is now on the
'Buildings at Risk Register for Scotland', surrounded by scaffolding, with slates and other parts falling
off. NR (even though not the owner) has had to erect scaffolding, and secure parts of the building
which is next to bay P1. Services booked to use P1 & 2 are using through P3 and 4. NR is endeavouring
to obtain a legal judgment over the matter. The hotel, opened by the Glasgow & South Western
Railway, is the oldest and most famous in Ayr, keeping most of its original features inside and out. At
1948 Nationalisation it became part of British Transport Hotels who sold the hotel in October 1951.

2132] Edinburgh Suburban Line: (BLN 1244.2046): Extending the 15.00 SSuX King's Cross to Edinburgh
on to Stirling from the December timetable removes Virgin Trains East Coast's working to Craigentinny
(ECS) from the suburban line. That TOC's route refreshing over it will then be entirely by light engine
Thunderbird locomotives. Virgin Trains (West Coast) and ScotRail run various ECS workings and
Caledonian Sleepers uses light engines. CrossCountry operates the only remaining Suburban Line
passenger train the 21.05 SuSX (PUSL) Glasgow Central to Edinburgh Waverley; which contimues.
Virgin Trains East Coast uses light engines for all diversionary route refreshing in Scotland and England.

2133] Anniesland: (BLN 1242.1820): From 9 Nov, as part of the 'Anniesland Connection Project', new
pointwork was to be installed: (1): Down Singer (4m 1240yd), (2): Up Singer (0m 20yd) & (3): Up Singer
(0m 50yd) all secured OOU in the normal position (not detected) until commissioning on 27 Dec 2015.

2134] Leuchars (BLN 1184.691): From 11 Nov, as part of the Leuchars S&C Renewals Project, the Up
Sidings and signalling were to be removed; further pointwork goes from 30/31 January 2016.

2135] Cardenden: Thanks to two of our Officers, on 22 October the 17.20 Edinburgh to Cardenden,
one of the Fife Circle services currently Class 68 hauled, conveyed two passengers to its destination. It
is then forward (literally) ECS FSSuX to Mossend (FO Motherwell TMD) via Polmont and Cumbernauld.
In 1985 there were just three arrivals in total daily (SuX) at Cardenden and nothing to/from the north.

1245 WALES
2136] Engineering work: Great Western Railway is warning customers that South Wales trains will be
running to/from London Marylebone rather than Paddington on 27 and 28 December. Good news for
anyone with family and friends in Oxford and Banbury, where the trains will be making additional calls!
At Cardiff Central the new P8 is substantially complete with the 'next train' indicators already lit
although the track is not expected to be commissioned until Christmas, 2016. Work on the extending
the Ebbw Vale line redoubling continues, although there can be no urgency, given that ATW's rolling
stock fleet is fully deployed elsewhere. Like the extension of Valley Lines platforms to 6-car length, the
work is presumably in anticipation of the next franchisee being able to conjure up more vehicles.

2137] Fireworks: A major bonfire night event at Barry Island on 5 November saw ATW scheduling
additional trains back to Cardiff Central afterwards, at 21.20, 22.20 and 23.00. In addition, the Barry
Tourist Railway provided a frequent 'park and ride' shuttle service between Barry Island and their
Waterfront station, where there is extensive car parking.

2138] An Item of Borderline Interest? Your Sub-Ed's note in the AGM reports has generated an
enquiry as to exactly where the boundaries of Wales intersect railway lines. From current OS maps:

Wrexham - Bidston: (11mi 46ch), north of the former Dee Marsh Jns.
Chester - Holyhead: (181mi 30ch), just west of Saltney Jn.
Shrewsbury - Chester: (192mi 26ch) and (207mi 75ch) north of Rossett, between is in Wales.
Central Wales Line: (13mi 23ch) just past Knighton station, (in England from Craven Arms!).
Cambrian Line: (12mi 58ch) approaching Breidden.
Hereford - Newport: (12mi 01ch) first for two fairly short stretches as the border is crossed and
re-crossed, but is then it is wholly in Wales south of (15mi 66ch) approaching Pandy.
South Wales Main Line: (141mi 10ch) Wye Bridge in Chepstow.
Severn Tunnel line: At approximately the mid-point of the river above.
These locations should not, incidentally, necessarily be taken as the definition of Wales used by NR!

2139] Aberayron Branch: Explorations earlier this year revealed the following reminders of the
relatively short-lived (1911-1951) passenger service. At Lampeter from where branch trains ran to, the
goods shed remains in situ, in use as commercial or office premises. Platforms remain alongside the
crossings at Silian Halt (0m 45ch from Aberayron Jn on the Carmarthen to Aberystwyth line) beside a
field, Blaenplwyf Halt (2m 61ch) in something of a wilderness and Talsarn Halt (4m 49ch) beside a
farm entrance. By contrast, Felin Fach (6m 00ch) station has disappeared completely, the site occupied
by an agricultural business and warehouse. The station building however was salvaged and re-erected
at Llwyfan Cerrig on the Gwili Railway. At Ciliau-Aeron (8m 44ch) the station house is now a private
residence, but the station/halt itself is no more. There is no trace of Crossways Halt, (9m 37ch) nor has
there ever been any settlement of that name nearby! Llanerch-Ayron Halt (10m 28ch) by contrast,
retains a platform, complete with replica GWR style pagoda and nameboard. The terminus station at
Aberayron (12m 14ch) is gone, but a builders' merchant stands on the trackbed incorporating the
GWR bridge over the river here. A bilingual sign has been erected at the main-road entrance, reading
'Aberayron Gorsaf Rheilffordd 1911-1965 Railway Station'. It CG past Green Grove Dairy 5 April 1965.

1245 MINOR RAILWAYS (Note: MR 2015 Third Supplement is a download with this e-BLN)

MR190] Severn Valley Railway, Shropshire (MR p7): It was announced at the beginning of October
that the railway had purchased 10 acres of land west of Bridgnorth station. This includes the current
overspill car park, the field behind the Engineering Services Motive Power building, the field behind
Hanbury Cottage and the scheduled ancient monument of Pan Pudding Hill. The railway had sought to
purchase the fields for some time in order to protect their boundaries from any potential housing
encroachment. More recently, the fields have become a very valuable element of the Bridgnorth
Development Project Masterplan, securing (immediately) car parking provision and room in which to

[BLN 1245.MR190 -cont.]
construct volunteer accommodation in a later phase of the development. With the impending
application for planning consent for this to Shropshire Council, the purchase of the land marks further
important progress in the preparation of Bridgnorth station site for the first phase of development.

MR191] Plymouth Miniature Steam, Devon (MR p15) (BLN 932.MR205): A visit on the last running day
of the season (Sunday 18 October) found five locomotives in use on this 3½"/5"/7¼" multi-gauge
railway, located in Goodwin Park off Pendeen Crescent in Southway, Plymouth. The circuit is a basic
double-oval loop with running rails for both the two larger gauges, with the 3½" gauge tracks on the
first loop only. A source in their signal control box stated the total track length as 'half a mile'. Trains
start and finish at the double-platformed main station, entitled 'Bramble Halt', with separate loading
and un-loading platforms - so a short section of track between the two is not used in service.
Somewhat unusual was that the last trains of the day ran direct into the loading/steaming bay area to
allow passengers to alight! This saves an extra shunt movement to get them 'to bed' after service.
Bonus track duly scored! 2015 marked the 25th Anniversary of the Society (albeit now located at its
third home), and a special event weekend was planned; although this was cancelled due to the
atrocious West Country weather on that weekend. Tickets are 60p per ride, with trains running on the
1st & 3rd Sundays of each month from April to October.

MR192] Great Central Railway, Mountsorrel Branch Leicestershire (MR p7) (BLN 1240.1649 & 1721
with plan) The new Mountsorrel branch was officially opened during the morning of Saturday 24
October and trains for ordinary passengers then ran at 50 minute intervals Saturday afternoon and all
day Sunday. The branch runs from a trailing connection into the Up Goods Loop at Swithland Sidings
on the GCR mainline (97m 10ch/0m 00ch), through a station under construction at Nunckley Hill (0m
68ch) to Mountsorrel station on Bond Lane (1m 10ch). The line ends in a sand drag under Bond Lane
overbridge (1m 11ch). There is a ground frame operated trap point, on the curve approaching
Swithland Sidings, leading to a sand drag to protect the Up Goods Loop from the branch. The platform
is complete at Nunckley Hill, although signage and fencing need to be completed. This station is
located adjacent to a former quarry, in which will be a rail served two-road museum; the siding leading
to this is already in place and connected to the running line. It will also serve a local community centre
due to open in 2016, which is nearing completion, adjacent to Swithland Lane that crosses over the
branch here. Mountsorrel station has a single platform (no run-round loop) in a cutting just short of
Bond Lane bridge. Previously only a mineral line, the branch has some steep gradients and trains face
an immediate climb on departure from Mountsorrel. Clearances under Swithland Lane bridge are also
very tight - but mainline stock can run on the branch. A number of familiar BLS faces were noted
during the Saturday afternoon - this correspondent rode on the 14.30 from Mountsorrel. Trains were
formed of NER 0-4-0T No1310 (Gateshead/1891) [Bond Lane end] and 0-4-0ST Teddy (P2012/1941)
[Swithland end] topping and tailing LMS Directors' saloon 999503 and Kings Cross outer suburban BSK
M43289. Each train carried about 55 passengers and every single compartment had a railway
volunteer to ensure no one lost their head on Swithland bridge! Trains ran to the ground frame for the
trap point on the curve approaching Swithland Sidings and on some workings water and/or coal were
taken at Nunckley Hill; the former being supplied via a 'Green Goddess' fire tender. Most trains ran full
to capacity with the majority of tickets (£5 per person) being booked in advance online. A small
number were kept back for 'pay on the day' customers. The vast majority of the passengers were
locals who were clearly enjoying the ride. The locos worked in each day from Loughborough; both
visiting the railway for the occasion. For this event special permission had to be sought to allow
passenger trains to operate; presumably before regular passenger trains can run, full permanent
sanction will need to be granted. It was most enjoyable and it is amazing the amount of work that has
been carried out by this small local group to rebuild the line, which is operated by the Great Central

[BLN 1245]
MR193] Hollycombe Working Steam Museum, West Sussex (MR p25) (BLN 1119.MR173): An outdoor
museum located just to the south east of Liphook in very attractive hilly woodland country. It is about
a 30-minute walk from Liphook station on the national railway system. Our roving reporter called in on
a bright sunny Sunday 27 September 2015. The 2ft gauge 'Quarry Railway' (a balloon loop of around
1,400yd) was operating with locomotive 0-4-0ST No38 Jerry M (HE638/1895) and four bogie coaches.
The loco was built for the Dinorwic slate quarries near Llanberis and was originally named Vaenol, but
was later given the name of an Epsom Derby winner 'Jerry' belonging to the quarry owners (nothing to
do with a well-known Mouse and his adversary Tom!). It was acquired by Hollycombe in 1967. Our
reporter notes there have been no recent changes to the track layout. The 7¼" gauge 'Garden Railway'
was not working due to 'staff shortages'. The standard gauge railway has not run since at least August
2012 - and probably not at all that season. A visit in early August 2012 found that part of the line (near
the farm) had been lifted, but the intention seemed to be to extend it instead into a short cutting to a
new station. There are also a number of steam operated fairground rides on site. The entry tickets are
valid for return within for the next 12 months.

MR194] Vale of Rheidol Railway (VoR), Ceredigion (MR p29) (BLN 1189.MR139): On 6 August 2015
our reporter took the 14.00 train from Aberystwyth to Capel Bangor (4m 49ch). Having plotted the site
of the pre-WW1 Lovesgrove Halt (3m 03ch) on an OS map, he walked there via a minor road for
around 1¼ miles, accessing a field at a point close to where the minor road is nearest to the line.
Incidentally, the access to Lovesgrove Halt for its users was on the other (north) side of the line,
leading to TA Camps via three demountable footbridges (now a partly-marshy wilderness). Not
surprisingly, nothing is left of this halt, but an occupation crossing, connecting fields on both sides of
the line, more or less marks the spot. It is quite a good place to photograph the VoR 2-6-2 tank locos,
pounding past on long passenger trains. Capel Bangor station, with a passing loop, has two proper
platforms and a brown and cream painted corrugated station building, presumed to be a totally new
replica of the original. In contrast, the halts at Glanrafon and Llanbadarn, have nameboards but no
buildings or even proper platforms.

MR195] Corris Railway, Gwynedd (MR p29) (BLN 1144.MR152): On 6 August 2015 a member visited
parts of this 2' 3" gauge railway which will probably never reopen, three station sites he had not
previously photographed. At Aberllefenni station (6m 41ch) (spelt Aberllefeni by the railway) the
trackbed on its slate-slab vertical walled embankment may be seen. The station has totally gone,
demolished - but the village bus shelter is on the trackbed, a few feet from its site. The clue is in the

name; the adjacent street name is Maes Yr Orsaf
(=station field). At Y Garneddwen, this was the spot
where the Corris Railway crossed the road from Corris to
Aberllefenni. The station here, too, has totally gone and
some road regrading has taken place. Garneddwen
station (5m 67ch) was approximately on the site of the
spot now occupied by the bus stop serving this short
terrace of houses. The third visit was to the site of Ffridd
Gate station (0m 57ch), ¾ mile north of Machynlleth (0m
00ch), located at the junction of the B4404 to Llanwrin
with the A487 (which runs parallel & adjacent to much of
the Corris Railway). This was but a hut, with a ground
level platform, at the entrance of a house called
'Haulfryn'. The trackbed of the Corris Railway went
through the garden of 'Haulfryn', with its characteristic
fence of slate slabs wired together - still a prominent
feature of the Corris Railway's linesides in various places.

[BLN 1245.MR195 - cont.]
Is it known if 'Haulfryn' was the station house for Ffridd Gate? It looks extremely likely, but none of the
other stations has one. The name Ffridd Gate came from a mill called Melin-y-Fridd, (a name found on
an OS map of the 1920s but absent by the 1960s map), the next building down the road to Llanwrn,
and Gate because the former Turnpike Gatehouse is across the road from 'Haulfryn'. Incidentally,
other Corris Railway station buildings survive substantially intact at Llwyngwern (2m 22ch) and
Esgairgeiliog (3m 45ch) (and the roofless shell of the hut at Pont Evans), while the Corris's splendid
c1907 station at Machynlleth is in use as an office. The live Corris Railway was not operating this day.
ABOVE LEFT: 6th series (fully revised 1919) 1" to the mile map, Corris is north and Machynlleth south.
Esgairgeiliog station is top middle and Llwyngwern below left both 'closed to passengers' (white
spots). It is evident how closely the railway follows the road here, some of the trackbed has
succumbed to road widening.

ABOVE: Heading south to Machynlleth the trackbed of the 2' 3" gauge Corris Railway (left) hugs the
A487 and Esgairgeiliog station is passed. It was rebuilt by the local authority, as an historical curiosity.
BELOW: Detail of the station building looking north. (Both Julian James, 29 July 2012)

[BLN 1245.MR195 - cont.]

MR196] Seaton Tramway, Devon (MR p32) (BLN 1234.MR78): This 2' 9" gauge electric tramway,
opened in 1970, runs for the most part along the trackbed of the former Seaton branch closed from 7
March 1966. It has its origins in Rhyl (15" gauge) and Eastbourne (2' gauge). On Wednesday 23
September a half-hourly service was operating from 10.00 to 17.00. In use were: 8 (Eastbourne 1968),
9 (Bolton & Seaton 2004), 10 (Bolton & Seaton 2006), 12 (Eastbourne 1966) and 17 (Seaton 1988).
Seen when passing the depot were 6 (Barnet 1952), 11 (2007), 14 (1904).


A service to members; Please mention the Branch Line Society when booking/enquiring. . ..Details must be checked with the organisers.

2140] Bishop's Castle Railway Society: A very active group formed in 1988 after
interest generated by an exhibition held by The Bishop's Castle Local History Society. The aim is to
obtain artefacts, documents, recollections and generally preserve the history of this classic branch line.
party of the branch (access within walking distance of Craven Arms station). The Society's museum, in
School Lane off Bishop Castle High Street opens Easter to the end of September SSuO 14.00-17.00.
Membership £15 per year or send an SAE to Mr Nick Downes, Halcyon Cottage,
Kempton, Lydbury North, SY7 0JG [email protected] 01588 66062. On 25 October,
to mark the branch's 150th anniversary, commemorative plaques were placed near the site of the
station in Bishop's Castle and the present Craven Arms station between which trains ran.
2141] Reading Model Engineers, Sat 12 Dec, 11.00: (SU692724) (MR p12) Prospect Park, Bath Road,
RG30 2BE, about 1½ miles from Reading West station (lifts available). Thanks to 'Kentrail Enthusiasts
Group.' Initially established in 1910 as an elevated line; the ground level railway was built in 2001 and

[BLN 1245.2141 - cont.]
now extends to a 400 yd circuit with a (rare) station passenger loop and a non-passenger loop to
access the steaming bays. This is a non-public members' day, so motive power could be anything that
turns up that can haul coaches! It is intended to cover the platform loops, reconfigured in 2012, and
the non-passenger loop, plus any additional sections as available. The visit is expected to last about an
hour but it should be possible to stay to sample other locos as available. Participants must sign in on
the day. £5 on the day. Bookings/queries Simon Mortimer [email protected] 07835739940.
2142] The Mini Tug railtour, Sat 2 Jan: (BLN 1239.1618) Now proceeding past the Cowley Branch NR
boundary to reverse inside the BMW car terminal. 01453 835414/834477.
2143] UKRT, 'A Ticket to Ryde', Sat 23 April: Waterloo 08.30/19.40 & Woking 09.05/19.12, Class 159
to Portsmouth Harbour for a 45-minute harbour cruise then to Ryde Pier Head with unlimited travel
on 'Island Line' trains to Shanklin. These call at Smallbrook Junction for the IOW Steam Railway with
two engines in steam (one is Ivatt tank 41298) on a 'frequent service' private operating day. Of
possible interest to members in the afternoon are diesel shunter brakevan trips from Haven Street to
the recently installed Goosefield Sidings branch behind the 'Train Story' exhibition hall. All inclusive
£53.50 standard, £79.50 first class 01438 715050.
2144] A History of the Cleethorpes Miniature Railway (Minor Railway Histories No7): By our Minor
Railways Editor, Peter Scott. The story of this seaside miniature railway. Chapters cover a brief history
of the resort of Cleethorpes, the first 10¼" gauge railway in 1948, its development through private and
public ownership, the extension and regauging (to the unique gauge of 14¼"), its return to private
ownership through to the present day Cleethorpes Coast Light Railway. A separate chapter covers the
historical background to the many locomotives employed over the years. The miniature railways at
Wonderland Amusement Centre and Pleasure Island Theme Park are also fully described in the final
chapters. All research has been taken back to primary sources wherever possible. ISBN 978 1 902368
41 2; A4 spiral bound with plastic covers, 185 pages, 65 colour and 35 B&W photographs. 15 maps and
diagrams. £20, plus £5 P&P. Please make cheques payable to 'P. Scott' and post to his address below.

Guess the location, Members and photographer : (E-BLN 1244 Addenda)

ABOVE: The NR boundary with the Marchwood Military Railway over 26 years ago on Saturday 10 June
1989; participants rode on two light engines (and later the same day had a steam-hauled ride on the
Hampshire Narrow Gauge Society's private railway at Durley). There was another 3 hour BLS tour of
the still open Marchwood Military Railway for 20 participants on 20 June 1992. The photographer who

[E-BLN 1245 ADDENDA - cont.]
was, in his own words, certainly slimmer and with more 'on top' and trip organiser was the inimitable
Don Kennedy. Left to right: Peter Dawson (crouched wearing sun glasses), Robert Holliday (standing),
Roy Turner (kneeling), former member Dave Hawksworth (standing, arms folded), Geoff Treby , the
late Gordon Grubb (kneeling), former member Dave Kimber (standing light blue jacket), the late John
Salmon, former member Colin Litchfield, Alan Welsh, an unidentified possibly ex-member (with short
black moustache), the late Chris Wall (kneeling ginger hair), Dave Wilkinson, the late Chris Boyle, Ian
Mortimer, Dave Monger kneeling and the late Peter Todd. (Don Kennedy 10 June 1989)
BELOW LEFT: A trio of HSTs at London Paddington after our RBF Tracker railtour of 7 November,
several participants caught the 21.00 to Bristol (right) power car 43172 in smart black livery had just
had new vinyls (BOTTOM) applied for Remembrance Sunday the following day. (BELOW RIGHT) It had
been named 'Harry Patch' who died in July 2009 at the age of 111, the last British survivor of the
trenches. (All David Guy on 7 November 2015)

An Interesting link: 21 minutes of aerial views of old railway viaducts in the north.
Contact Details: Per e-BLN 1244 (and previous BLNs/e-BLNs)

Editor/Head Lines: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX. [email protected] 01684 562862 or 07790652351.
Printed by Deva Enterprises, Waters Edge, The Drive, Ifold, LOXWOOD, West Sussex RH14 0TD, tel: 01403 752837, [email protected] or
[email protected] Published by the Branch Line Society, 10 Sandringham Rd, Stoke Gifford, BRISTOL, BS34 8NP. ISSN 1354-0947.

Click to View FlipBook Version