657] Dublin - Cork:IR has announced that 'all' trains will have catering restored from 'early April'. 658] In 1963, closed did not necessarily mean closed!! The All-Ireland Hurling Final when Waterford met Kilkenny at Croke Park, Dublin, on 1 Sep 1963 was most notable in connection with a particular Córas Iompair Éireann (CIÉ) line, from Waterford to Macmine. All regular services ceased on the New Ross to Macmine section from 1 Apr 1963. However, for this match CIÉ took the extraordinary step of scheduling all the Waterford to Dublin specials via this route. It would have been nearly impossible to operate the volume of traffic via Kilkenny, where all trains had to reverse then, and with its extended block sections and its own extra traffic to Dublin for the match. Accordingly, on Sun 1 Sep 1963 a procession of six trains, each one hauled by a new series GM diesel loco, used the closed branch line - a happening unprecedented on any line closed completely under the 1958 Transport Act. First movement was B176 and van which left New Ross, having come from Waterford, with a goods brake van at 06.18. This loco was used to take the first special between Macmine and Dublin Amiens Street (now Connolly) while its loco took the second train and so on. Trains ran half hourly and all were of eight bogie coaches, except the last which had two luggage vans in addition. The first, 07.00 from Waterford hauled by B147, managed to gain a few minutes on the timetable, despite the 30mph restriction on the reopened section and reached Macmine three minutes early. The second was six minutes early into Macmine with loco B177. The block sections in use were Waterford - New Ross - Palace East - Macmine and Electric Train Staff working was in force. B158, with the set which had formed a connection from Durrow (fourth station out towards Mallow via Fermoy) to Waterford earlier in the morning, was almost blocked at Palace East, passed at 08.45, two minutes early. The fourth special, with B160, passed New Ross 08.58. B167 was next and left New Ross northwards for Macmine at 09.25 after the passengers had joined. The last special, also booked to call at New Ross, unlike all preceding ones, was double headed by B148 & B170, leaving there at 10.00. As proved by the appearance at Macmine, only 11 min late, of the 10.45 Westland Row to Rosslare, the specials kept time equally well on the 84½ miles of the South Eastern main line, and many of them arrived in Amiens Street a few minutes early. Sadly, after the six specials had returned, there were no more passenger trains between New Ross and Macmine. [Adapted from Irish Railfans' News Oct 1963.] 1419 SCOTLAND (Greg Beecroft) [email protected] 659] Scotland Street Tunnel: On Fri 10 Feb a large hole opened in the middle of Dublin St, Edinburgh. Contractors had filled it in by Tue 14th but the area was still coned off two days later. It was suggested that this might have been caused by failure of the disused Scotland Street (railway) Tunnel, directly beneath. The tunnel was built by the Edinburgh, Leith & Newhaven Railway, to extend its line closer to the city centre. The extension OA 17 May 1847 from Scotland Street station to the new Edinburgh terminus, generally known as Canal Street, though other names were used. On the same day, the Edinburgh & Glasgow Railway opened its line from Haymarket to an adjacent station on the site of the present Edinburgh Waverley. The two railways were at right angles to each other but connected by a north to west curve (Bristol fashion). It may have opened later; an Aug 1847 painting of Canal Street station shows the formation of the curve, but there appears to be no track on it. The gradient through Scotland Street Tunnel was such that trains were hauled up to Canal Street by a stationary engine. The railway through Scotland Street Tunnel CA 22 May 1868, when the alternative line from Trinity Jn (Newhaven) to Abbeyhill Jn and then on to Edinburgh Waverley OA. The tunnel was used for wagon storage until 1887 but Scotland Street did not CG until 6 Nov 1967 and the line from Trinity Jn was taken out of use early in 1968. The tunnel was used for many years for growing mushrooms and as an air raid shelter in WWII. The south end of the tunnel was demolished in 1983 when Waverley Market was constructed but the north portal can still be seen. The tunnel is securely gated, but since 2009 there has been a surfaced path northwards along the trackbed, passing through Rodney Street Tunnel, also known as Heriothill Tunnel, and linking up with the network of railway paths in Leith. 660] Blackford: Trains with typically 22 full size blue 'Russell' liveried containers of bottled water from Blackford Highland Spring terminal to Mossend have run SuX most days since 31 Jan. Usually empties arrive at Blackford at 06.23 and the loaded train departs at 11.51 but other paths are available.
661] Newmilns: Just west of the site of the former Newmilns station, on the closed railway from Hurlford (south of Kilmarnock) to Strathaven, a small bridge spans an unadopted road. The original structure is a stone arch but it was later widened with a steel span to accommodate a siding serving a coal depot. In Aug 2021 a member of the public reported that the steel part of the bridge was in poor condition. After some investigation, East Ayrshire Council discovered that it owned the bridge, because one of its predecessors had purchased the adjoining trackbed from British Railways! As the bridge is not on a public road, it was omitted from the Council's database and appears not to have been inspected or maintained for many years. The Council let a contract for £38,069.30 for removal of the steel span and extensive removal of vegetation from the original structure. After devegetation it became clear that major refurbishment of the masonry wing walls was required, leaving the Council with a final bill of £99,532.04 and the bridge in splendid condition. Of note, this is considerably less than National Highways has paid for infilling other bridges and with a much better result. [Map is thanks to Dave Cromarty.] Newmilns coal depot and station sites have been redeveloped with industrial units. Newmilns Viaduct is the most prominent local reminder of the railway; it bridges the River Irvine and passes through the east end of the village on a curve. The viaduct is built of sandstone, with blue engineering brick arch rings and has 26 spans. It is 345 yards long but only 34 feet high. The 3½ mile Hurlford to Galston branch OA 9 Aug 1848 by the Glasgow, Paisley, Kilmarnock & Ayr Railway and was extended two miles to Newmilns on 20 May 1850. A further two mile extension to Darvel was OA 1 Jun 1896 by the Glasgow & South Western Railway (G&SWR). The line onwards to Strathaven was promoted by the Darvel & Strathaven Railway, a Caledonian protégé, but the G&SWR owned the section within Ayrshire and worked the line jointly with the Caledonian Railway. Hurlford to Darvel ran through large villages, with coal mines and factories generating healthy traffic. Originally single track, it had been doubled as far as Newmilns by the 1890s. In contrast, the 11 miles from Darvel to Strathaven was a single track passing through sparsely populated countryside. It was completed in 1902 but maybe there already were misgivings. The line did not OG until 4 Jul 1904 and OP 1 May 1905. The service was sparse, with just three passenger trains each way between Darvel and Strathaven, worked alternately every six months by the Caledonian and the G&SWR. At the G&SWR 1907 Annual General Meeting, the Chairman admitted that the traffic did not justify the money spent on the line. It CP 1 Jul 1909 but, following protests, ROP 1 Nov 1909 with two mixed trains each way. One was worked by the Caledonian and the other by the G&SWR. Unsurprisingly, the line was a victim of WWI economies and CA 1 Jan 1917. The four miles from Strathaven to Ryeland ROG for milk traffic on 2 Apr 1917; ROP Aug 1919. The railway did not ROA fully until 4 Dec 1922. It was planned to close Darvel to Strathaven on 25 Sep 1939 (recorded as the official
date), but that was brought forward to 11 Sep 1939 following the outbreak of WWII. The last trains ran on 9 Sep 1939. Later in the war the line was used from the Darvel end to access a food store and a munitions depot at Loudounhill. The line was later used for wagon storage and not lifted until 1951. Hurlford to Darvel CP 6 Apr 1964, CG 6 Jul 1964, so Newmilns Viaduct had an operational life of just 68 years. Much of the trackbed is intact but not in built up areas, and there is a surfaced path along the Hurlford to Galston section. There is no prospect of the line reopening but traffic justifies battery electric buses from Kilmarnock to Darvel every 15 minutes for most of the day from 04.51 until 22.00. (hourly for reduced hours on Sundays). There are no buses between Darvel and Strathaven. 662] Troon: (BLN 1411.2556) Network Rail hopes to complete reconstruction of the fire damaged Troon station in time for The Open golf championship at Royal Troon's Old Course in July 2024. 663] Glasgow Green: A visiting member recently viewed what remains of the former Glasgow Green station. This was on the Glasgow Central Railway, from Rutherglen to Stobcross, about ¼ mile west of Bridgeton (on the modern Aygyle Line). The platforms were in the opening between Canning Street Tunnel and Anderston Tunnel (TRACKmaps 1 p7R 2021) and there was an attractive stone building in Binnie Place, above the portal of Anderston Tunnel. Glasgow Green OP 1 Nov 1895 with the line from Strathclyde Jn (Rutherglen) to Glasgow Cross. It CP 1 Jan 1917 like many others, ROP 2 Jun 1919 and finally CP 2 Nov 1953. Neither it nor Glasgow Cross returned to use when the Argyle line ROP 5 Nov 1979. The platforms, in a retaining wall cutting, have been removed. A lineside access remains on the Down side. The front wall of the station building survived until 2012, when Network Rail demolished it on safety grounds. There have been calls for the station to reopen but this is not expected to happen. 664] Glasgow Subway: A proposed 3% fares increase (the first since 2019) has been deferred by a year until Jan 2024, because the 2022-23 revenue forecast has been exceeded! The Subway has seen a much stronger recovery in passenger numbers than most other forms of public transport. In the four weeks ending 15 Oct 2022, patronage was 92.6% of that in the same period in 2019-20. The equivalent figure for ScotRail was only 68%. It had been feared that extending free bus travel to under 22 year olds in Scotland from 31 Jan 2022 would abstract traffic but this has not happened so far. 665] Edinburgh Trams: (BLN 1418.518) Following completion of the final section of wiring at the south end of Leith Walk, the overhead line on the Newhaven extension was finished and live from 17 Feb. 666] Forth Bridge: The Up Line over the Forth Bridge was closed following the discovery of a track fault during the early hours of Saturday 11 Feb. There was bidirectional working on the Down Line, using the facing crossover at North Queensferry and the trailing one at Dalmeny. This is fully signalled but trains have to run at 20 mph (instead of 50 mph) when on the opposite line. Perth, Cowdenbeath and Dundee stopping services were cancelled. The only local trains were the hourly service to Glenrothes with Thornton via Dunfermline City. Aberdeen trains made additional stops, as required, at local stations via Kirkcaldy. Most LNER and CrossCountry trains could be accommodated. Where possible, ScotRail trains ran with six carriages instead of three. An hourly shuttle service operated between Edinburgh and Dalmeny during the afternoon, also using the trailing crossover at Dalmeny, and a short notice train left Perth at 13:49 to Edinburgh, calling only at Stirling and Haymarket. Fortunately, a suitable piece of rail was available on the bridge, so the Up Line reopened, following repair, at 16.04. The fault occurred at quite the wrong moment, because Saturday is now the busiest day of the week and there was a Scotland v Wales rugby match at Murrayfield. Those Scottish fans who had a difficult journey to the match would have been consoled by the 35-7 win over Wales! 667] Inverness Airport: (BLN 1418.516) Tickets to/from Inverness Airport Bus Stance (INB) were available on the National Rail website from mid-Feb, but still not from ticket machines at stations. 668] East Linton: Working (but not public) times for TPE now include some calls at East Linton, even though the station is not expected to open until later this year. No trains stop yet but Realtime Trains shows six Up and five Down TPE calling SSuX, one less each way SuO and seven each way SO. From the May working timetable, ScotRail Dunbar services are also shown to call, SSuX six to Dunbar and five to Edinburgh with SO five to Dunbar, four to Edinburgh and none SuO (the ScotRail Dunbar service is SuX). Platforms at East Linton appear complete and work was progressing on the lift towers in Feb.
BELOW: (Item 665) Work on the Newhaven tram extension (TRACKmaps 1 p2
25A 2021) OHLE at the south end of Leith Walk. (Greg Beecroft, 16 Feb 2023.)
BELOW: The site of Glasgow Green station (CP 2 Nov 1953) on the Arg
gyle Line, this is Canning Street Tunnel looking east towards Bridgeton.
BELOW: Glasgow Green looking west, Anderston Tunnel this is towards Argyle
e Street and Glasgow Central low level. (Both Rodger Wilkinson, 16 Sep 2022.)
BELOW: (Item 667) On Mon 20 Feb 2023 the 13.41 Aberdeen to Inverness
(not always an HST) approaches the rare Inverness Airport P2 via the loop.
BELOW: The now traditional daily ceremony of the crossing of the
e trains (well, SSuX) with the 15.35 Inverness to Stonehaven in P1.
669] Dunbar: The station recorded 478,000 passengers in 2019-20 with 66,300 the following year and 252,000 in 2021-22. It must be relatively unusual for a non-hub station of this size to be served by four train operating companies, namely LNER, ScotRail (SuX), CrossCountry and, when not cancelled, TPE. 670] Newtyle: (BLN 1377.1351) The developer who obtained planning permission and listed building consent in 2021 to convert the original railway buildings at Newtyle (OP 3 Apr 1832, CP 31 Aug 1868, CG 7 Sep 1964) into six homes has received approval from Angus Council for a change to the design. Most of the northeast wall of the building is to be demolished and replaced by a modern, timber faced elevation. The wall is in such poor condition that the approved new door and window openings in it cannot be made safely. The timber replacement makes a clear distinction between the original stone structure and new work. Historic Environment Scotland agreed to the proposals with modifications. 671] Mossend: On Fri 10 Feb Yard staff reported a possible broken rail on the Up Coatbridge. A stray fishplate was confirmed and rectification. It resulted in 15.17 Cumbernauld to Dalmuir travelling over the bidirectional Down Coatbridge in the Up direction from Whifflet South Jn to Mossend North Jn. …….. 1419 WALES & THE MARCHES (Chris Parker) [email protected] 672] Rhymney branch: (BLN 1353.1641) & 1418.524) The one Tir-phil crossing (BLN 1418.525) results from a SSuX 08.50 Rhymney Sidings to Heath Jn and return ECS working (a new Class 231 DEMU, so obviously for training and/or mileage accumulation). It is booked to wait there for 10 mins from 09.06 to cross the 08.03 Penarth to Rhymney passenger train. However, as is the way of such things, the ECS timings have varied so this rare passing move, while occurring most days, is not to be relied on. The evening peak crossings in the May 2020 emergency timetable have not been perpetuated. Fear not Microgicers, both sides of the loop are unidirectionally signalled so are done routinely. 673] Wernos appeal, please give generously! A member is researching rail operations at Wernos Washery at Pantyffynnon in its final years before the site closed in Mar 1988. A surprising gap is any clear recollection of how the 'run-of-mine' raw coal movements from nearby Betws New Drift Mine to Wernos operated at the Wernos end, after the flow had been converted from unfitted MDO 21 ton mineral wagon to air-braked HAA 'merry-go-round' hopper operation, from sometime late summer/early autumn 1987. If any member can assist (including photos), please get in touch... 674] Chepstow: (BLN 1402.1409) The Grade II listed 200yd structure over the Wye northeast of the station (described as a River Bridge by the original GWR but mostly as a Viaduct by NR and colloquially as either, à la Barmouth) is undergoing a £4.6M refurbishment. This will continue throughout 2023 and includes waterproofing, steelwork and masonry repairs with abutment reconstruction and strengthening. No rail traffic disruption is expected. The structure, which spans the Wales/England border, was designed by Brunel and built in 1852. The main span incorporated tubular girders with suspension chains, in effect a blueprint for his Royal Albert Bridge over the River Tamar completed seven years later. However, some girders became distorted over the following century and a 15mph permanent speed restriction was imposed in the 1950s. In 1962 the superstructure was replaced by a welded truss but Brunel's original cast iron pillars and southwest abutment remain. Fortunately, the truss has lasted much longer than its political namesake. https://bit.ly/3IlzE8e has more background. 675] Erwood: (BLN 1061.210) The gallery, craft centre and café at this former Mid Wales line station on the B4567 near Builth (CA with the line 31 Dec 1962) originally opened as such in 1984 after rescue from dereliction. It closed down at the end of 1984 when the then manager left to work abroad. New tenants took over and ran it until 23 Sep 2022. The lease was offered in Oct http://bit.ly/3KAV3vt and the business reopened on Mon 13 Feb, in time for half term. Our keen Welsh member from Fort William called in for lunch on Sat 18th . He reports that it seems to be a family business and is very pleasant, offering hot & cold drinks plus food (cold only - sandwiches, pasties, cakes). Seating is in a refurbished wooden bodied coach; another coach serves as the small art gallery. The signal box (ex-Newbridge-on-Wye, 12¼ miles north) is now a storage area (junk room) but they hope to bring it into use as part of the site/museum in due course; like Penmaenpool box (BLN 1241.1792), it was previously a bird hide. There are bird feeders with plenty of birds around and a walk along the River Wye. The old website http://bit.ly/3kiQgEq and Facebook https://bit.ly/3xOLcdO have site images.
676] Burry Port & Gwendraeth Valley (BP&GV) and the Gower Light Railway: (BLN 1418.525) Martin Connop Price adds that he has now come across the permit and paper ticket issued for his 3 Mar 1973 brakevan trip. On the previous evening, he collected the ticket etc at the then Cardiff General for a massive payment of 70p (worth £11 now)!! According to the permit, he travelled on the 06.30 from Pembrey & Burry Port - which makes sense, because he seems to remember legging it to the sidings near the station on a particularly dark and dank morning. On that day he saw five of the Class 03s - 119,120, 142,145 and 152 - and at some stage in the proceedings was powered by four of them. (The other might well have been seen at Landore Depot later). He recalls that at Carway there was a colliery siding disused for as long as anyone could remember still in situ, with trees growing through it! In 1964 Martin visited Tycoch halt/platform (it is not clear which it was) and Kidwelly station. The station still had Brunellian features but the halt was overgrown and the track flooded. Typically, a line of stored rusting wagons stood in the water! The track had clearly been out of use for some while but not so nearer the junction (see back reference). Ten or eleven years ago, he was at the same spot again. The track relaid in 1983 was heavily rusted and becoming overgrown with gorse - but the loop near the junction (TRACKmaps 3 p24B 2018) looked as though it might have seen some use. There was a local proposal for a preservation scheme and briefly it was suggested that some imported narrow gauge stock or velocipedes might be used. Unfortunately, by about 2017 some track had been stolen and the rest was so decayed as to be no more use than for scrap. There may still be one or two places today where rails might be found beneath the bushes and at crossings. Shades of Carway in 1973! Amending our BLN 1418 adaptations and expansions, Martin advises that although Colonel Stephens was certainly the engineer recruited to improve the line for the introduction of passenger traffic to Pontyberem, the BP&GV was never really part of his empire. He may have had some management role during the reconstruction period but (so far as Martin knows) the Colonel never had a substantial shareholding. It was managed locally, primarily with local interests in mind and (typical of West Wales) there was never an excess of anxiety about legalities, or what anyone in London might propose. In addition to our trips, the now defunct Y Clwb Rheil Cymru (The Railway Club of Wales) ran brakevan trips over this line and the Llanelly & Mynydd Mawr to Cynheidre N o 3 shaft (Cwm Blawd 8m 14ch, past Cynheidre on the NCB line towards Tumble) in the 1970s, organised by our member Rhys ab Elis. Stephens' involvement may well have been a spinoff from his involvement in one of the two proposals for a Gower Light Railway http://bit.ly/3InbUzl in the 1890s. One scheme suggested an extension of the Mumbles Railway to the amazing Rhossili Bay, by way of Newton and Oxwich Bay. The other scheme, for which Stephens was engaged for a while, anticipated a line running west from near Killay to Three Crosses, Llanrhidian, Reynoldston and a terminus at Port Eynon. A Light Railway Order was granted as early as 1897 but after that there was the usual struggle to find funds. Some land was purchased but ultimately nothing was built and, after WWI, the mood had changed with both schemes foundering. A pity, because it would have been a fascinating line. 677] Going loco: (BLN 1415.157 & e-BLN 1417 p.91) From 18 Feb Mk 4 Manchester services run on Saturdays with one through to Swansea; with no relation to the SSuX service. The two diagrams are: 04.35, 08.49, 12.52 & 16.50 Cardiff to Manchester with 08.30 and 12.30 return, a 16.30 extended to Swansea and an 04.54 Crewe starter. However, on the first day brake problems resulted in the 12.52 northbound service starting from Crewe, turning back for Swansea at Wilmslow. It is understood that is now standard practice with severe late running which would otherwise delay the Piccadilly return departure. Ah the joys of a push-pull set! (WNXX Forum via North Wales Coast Railway website) 678] Pembroke Dock: (BLN 1329.1373) The May 2023 timetable includes resumption of summer Saturday IET services - early morning from Swansea then two Up and one Down to/from Paddington SO 27 May to 9 Sep inclusive. Thanks to Covid these last ran in 2019. Realtime Trains shows they call at all branch stations. IETs didn't in 2019 but before that HSTs were all stations - even request stops - so there was no need for the conductor to ascertain which stops there were passengers for and notify the driver. The HST buffet even used to be open on the branch. This year, the through trains do not result in any booked use of the rare Whitland P3 (BLN 1329.1372) for TfW units to take refuge in.
679] The great mystery of Aberdare and Penarth: (BLN 1415.160) This has been solved! The Core Valley Lines Network Change Commissioning document explains all regarding the new P2 at Aberdare: A new 'arrivals' platform will be commissioned within the new loop … to allow a second train to arrive at the station and for passengers to disembark after a first train has pulled forward to wait in the existing platform (to become the 'departures' platform) and for passengers to board to form the next southbound service. Our GS has been told that NR is to do likewise at Penarth (which remains part of NR). That branch will be re-doubled in between Penarth and Dingle Road (excluding both) with an arrivals platform built on the Down (east) side; the existing single line is the former Up track (Cogan Jn - Penarth was singled in Feb 1967). Hopefully common sense will prevail and any passengers who fail to observe signage and wait on the arrival platforms will be allowed to board there and depart 680] Core Valley Lines: (BLN 1417.408) The document quoted above also has details of work proposed during the one month blockade this spring. Summary: ֍29 Apr: Abercynon and Radyr Junction panel boxes, both opened in 2011, close; their functions and signallers transfer to a new TAM (Treherbert, Aberdare & Merthyr) workstation in CVLICC (Core Valley Lines Integrated Control Centre, Taffs Well). Radyr box's 'fringe' locations with Wales ROC in Cardiff (TRACKmaps 3 p26B 2018) are unchanged. ֍5 May: Radyr North Jn to Llandaf and to Ninian Park resignalling commissioned ֍8 May: Radyr North to Merthyr resignalling commissioned with new passing loops at Quakers Yard and between Pentre-bach and Merthyr, a turnback facility at Merthyr Vale and also the double junction south of Taffs Well station accessing the new tram-train maintenance depot (BLN 1400.1200). The depot itself is due to open in Aug. ֍15 May commissioning of Abercynon Jn to Aberdare track and signalling alterations including extension of Mountain Ash loop towards Fernhill station and the new loop between Cwmbach and Aberdare. ֍Some footpath crossing closures and alterations are also proposed; most notably Gelynis Road Crossing (6m 20ch) between Radyr and Taffs Well is to be replaced by an overbridge. ֍Good news from other documents, the new loops are unidirectional so will be used from the outset even if not required for crossing moves by the timetable. ֍Rhymney run round loop is to be removed in Apr and Pontypridd Jn - Treherbert has a 7½ month possession from 13 May until 29 Dec 2023. A temporary signalling interface is to be created by 31 Jul followed by commissioning of new signalling; the complication is that beyond Porth the Treherbert branch is currently controlled by a key token system rather than Abercynon panel. So the prolonged closure (BLNs 1399.1067 & 1410.2432) has just been postponed by about six months, not cancelled! ֍OHLE is due to be energised: ǂ2 Jun Pontypridd - Waun-gron Park and Llandaf. ǂ28 Jun Pontypridd to Aberdare. ǂ8 Aug Abercynon to Merthyr Tydfil. ֍Extended and/or new platforms will be provided during 2023 at Taffs Well, Danescourt, Fairwater, Waun-gron Park, Treherbert, Aberdare, Ynyswen, Dinas Rhondda and Quakers Yard; the last three will also receive new footbridges. 681] Dolgarrog: (BLN 1417.403) Your regular update. A member visited the station on Sat 18 Feb but not the village as the river bridge was still blocked off. There appeared to be much work to do. 682] Pwllheli: (BLN 1376.1332) The remarkable story of what is now the West Frame (132m 57ch) continues. Opened as Elan Valley Railway Junction Signal Box just south of Rhayader by the Cambrian Railways in Jun 1894, it was replaced there by a ground frame on 21 Jan 1908 (last paragraph of the back reference) and, thanks to the Cambrian Engineer's frugality, moved lock stock and 40 lever frame to reopen as Pwllheli West Signal Box the following year, probably on 19 Jul when the Cambrian Coast Line extension from Pwllheli East opened to public traffic. It was downgraded to a ground frame with just four levers remaining from 12 Sep 1976. The station building is Grade II listed and NR applied for planning consent to refurbish part of it in Jul 2022. This did not relate to the box, as it not known to be included in the listing. However, it is evidently regarded as within the 'curtilage' as contractors and NR have recently completed a £140k restoration project started in Oct 2022. The windows and stairs were 'meticulously refurbished' and the balcony replaced with much stronger materials than before. Hidden timbers, lintels, roof tiles and gutters have also been replaced, a wall of ivy that was damaging the exterior was removed, the brick base repointed where necessary and the wood superstructure has been repainted. The contracts manager justifiably admits: We are all so proud of the final result!
[BLN 1419] THIS PAGE: (Item 682) Pwllheli West Frame box, now restored. LEFT: The frame diagram and the four remaining levers - which actually work. (NR.)
ABOVE: The box circa 1900 on the Mid Wales Line at Elan Valley Railway Jn just south of Rhyader. The Elan Valley Railway is behind the box. (People's Collection Wales, copied under Creative Archive Licence.) BELOW: The Grade II listed box was rather sad, run down and boarded up on 27 Aug 2000. (Angus McDougall.)
683] Smart ticketing gates: TfW is to become the first heavy rail TOC outside London to trial this new concept, starting this spring in conjunction with Vix Technology, the designer. From the passenger viewpoint it provides pay-as-you-go travel, initially for local journeys only, by tapping in with a contactless bank card as on TfL and Manchester Metrolink. The gates are internet cloud based (but real not virtual!) and platform staff can use a tablet or smart phone to manage them. The software allows remote control, easy inspection and automated communications. Flexible passenger zones and built-in alarms are further features. The first gate is to be installed at Newport, followed by Cardiff Central and Pontyclun, to enable the full pilot scheme to take off from this summer. Let's hope it flies. 684] TfW fares: The increase from 5 Mar is being capped at 5.9% in line with England rather than the 12.3% which would apply under the usual formula. The statement by Lee Waters, the Senedd deputy minister for climate change, is worth quoting: We understand this is a significant increase for passengers in the current cost of living crisis but we have tried to keep the increase as low as possible. Unfortunately given the disappointing budget settlement from the UK Government we cannot afford to deliver a lower increase or a wholesale freeze of rail fares in Wales. Our budget settlement from the UK Government, combined with a reduced farebox income post pandemic, means we face some difficult choices if we are to maintain the current level of provision of rail services in Wales. Around 45% of rail fares are regulated, including season tickets on commuter journeys, some Off Peak Return tickets on longer journeys and some Anytime tickets. These are grouped into 'fares baskets', with the 5.9% increase applied to the total fares basket. Therefore, while some fares may increase, some may stay the same and some may reduce in price, to meet demand and meet the average increase. Some tickets which are unregulated, such as Advance tickets, are not included within this increase. We recognise rail fares are far more complicated for passengers than they need to be. That is why we have asked TfW to deliver simple, integrated ticketing solutions across public transport modes to help make public transport easier and more affordable for passengers to use. In addition, despite the challenging financial position, TfW is retaining a range of cheaper fares for passengers, including free travel for children when they travel with a fare paying adult. Despite the constraints to our budget we are continuing our £800M investment on brand new trains to operate services across Wales, providing an increase in capacity on services as well as improvements to passenger facilities and comfort. These new trains are coming into operation now and we are confident that they will encourage more people to use rail services, helping to generate the income to support our public transport services 1419 MINOR RAILWAYS (Peter Scott) [email protected] MR35] Nottingham Heritage Railway, Nottinghamshire (MR p8): The new bridge over Nottingham Road (A60) at Loughborough has been installed but the track over it has not been replaced yet. A major role in the bridge replacement was taken by the Great Central Railway (GCR) plc (based at Loughborough, which operates the southern section of former GCR mainline). This defective bridge affected its longstanding reunification plan to link up to the northern section up to Ruddington and give it a link down to the Network Rail on the Midland mainline at Loughborough South Jn. GCR plc is an active partner involved in reopening the line northwards towards Rushcliffe Halt, where the Gypsum Works is situated which used to attract freight traffic from the National network. However, it has been discovered that considerable additional maintenance is required. The Winter 2022 edition of the GCR magazine 'Main Line' states: ... there is no short-term prospect of the de-sulpherised gypsum trains to the St Gobain factory at Hotchley Hill resuming in the next few years. It is known from recent survey work that the costs of bridge repair and other works on the line from Bridge 326 [the bridge just replaced] up to Bridge 307 at Bunny Lane, sufficient to allow any operation, will be significant, and in a period of high inflation there is little point trying to put a figure on these. This section includes the major structures at Stanford Viaduct, East Leake Tunnel and West Leake Road bridge, all of which require repairs, as does Bridge 307. [No passenger trains either then - BLN Ed.] MR36] East Anglia Transport Museum, Suffolk (MR p32) (BLN 1416.MR18): The new West Tram Depot now houses Blackpool Balloon 276, along with 625 and the Brush Car which have arrived from the Fylde Transport Trust. The 2022 season was the Museum's best on record with 21,382 visitors.
BELOW: (Item MR 38) COVES at Finmere (the original GCR island platform is left
t) on the final open day - the 30th Anniversary of NSE. (Peter Scott, 14 Aug 2016.)
BELOW: (Item MR40) Strathbungo footbridge (destined for the Caledonian
n Railway at Brechin) surrounded by devegetation for electrification. (NR.)
BELOW: (Item MR 39) Gwili Railway; Class 117 DMU W51401/59508/51347 a
at Abergwili Junction, now the main station here. (Peter Scott, 19 Aug 2017.)
BELOW: (Item MR41) Great Orme Tramway; Car No 7 departs Summit station
. The former Summit Hotel is prominent to the right. (Peter Scott, 8 Jul 2017.)
MR37] West Lancashire Light Railway, Lancashire (MR p19) (BLN 1337.MR188): During the 1970s this 2ft gauge railway acquired two Barlow closed 'Silver Belle' coaches from the Southport Pier Railway. The coaches were in poor condition following years of work on the pier. The railway rebuilt the coaches - brand new bodies placed on the original chassis as coaches 1 and 2, which are used regularly to carry passengers. The Southport Pier Railway continued to operate the remaining 'Silver Belle' open coaches until replaced with the 'English Rose' stock, built by Severn Lamb in 1973. During the 1990s, Southport Pier faced closure, but fortunately was saved before being fully rebuilt in 2002 including a brand new 3' 6'' gauge railway and battery powered tram. The tram service was sadly suspended in 2013 after issues were found with supporting pier columns and operation closed on 25 May 2015. In 2022 the excess BS 35M rails were removed from the 900yd long Southport Pier for decking to be put in place and this again gave the West Lancashire Light Railway the perfect opportunity to utilise old equipment. The first of the excess rails have now arrived with the railway. Most of the rails on the pier are still in place, but it is expected that they will be removed in time as more decking is replaced. MR38] Coulsdon Old Vintage & Engineering Society (COVES), Finmere, Buckinghamshire: The Society relocated from Coulsdon in Surrey to Finmere station site on the former Great Central Railway main line in 2008 - after one of their members bought it. The site was just under seven acres and the old island platform was still intact. Finmere became home to a collection of traction engines, vintage road vehicles and railway stock. Members laid about ½ mile of track north from the island platform and ran trains - both for themselves and occasional open days. (The final open day, on Sat 13 Aug 2016, was advertised in BLN 1254.74). COVES were joined later by the Network Southeast Society. Eventually HS2 compulsory purchased the site and in 2019 COVES were looking for a new base. They found this at MoD Bicester, where part of the site was to be redeveloped by Graven Hill (a Bicester based company) with 2,000 new homes. Graven Hill agreed to lease them the large rail connected shed 'D8' to COVES in a 2-year deal from March 2020. It was intended to purchase this shed with all the proceeds of the HS2 compulsory purchase - but payment of this money has been delayed, forcing COVES to consider having to leave shed D8. Therefore, some items in the collection have been disposed of. The 2D DEMU has gone to the Bluebell Railway and Electro-diesel 73 130 to the Llanelli & Mynydd Mawr Railway. MR39] Gwili Steam Railway, Carmarthenshire (MR p9): From the start of this season (19 March with a Mothering Sunday dining train and then from 1 April for their normal timetable), the railway will be using their new southern terminus at Abergwili Junction as a base and main starting point for rides. The railway suffered a fire during the afternoon of 25 January. Fire crews from Carmarthen and Kidwelly attended the fire, which apparently broke out in an engine shed. The railway confirmed that nobody was hurt but loco repairs have been halted and 'extensive' damage caused to equipment. Jeremy John, business administrator at the railway, said: A member of staff could see there was a fire, but it was empty at the time. We alerted the fire service and they promptly attended and put it out. Now we're just left to clean up the mess. The fire caused 'quite extensive' damage to machinery and tools. While the total cost is yet to be determined, it could well be £100k. Mid and West Wales Fire and Rescue Service said the blaze was extinguished, needing two hose reel water jets and eights sets of breathing apparatus. The incident was over just before 18.00 and is regarded as accidental. MR40] Caledonian Railway, Angus (MR p10): (BLN 1417.394) Network Rail has found a new home for a footbridge at the railway. Removed in Glasgow's south side in January 2023, the 146-year old footbridge formerly connected Darnley Road and Moray Place at Strathbungo and will now take pride of place at Brechin station. Network Rail is undertaking work as part of the Glasgow to Barrhead electrification. Efforts were made over several months to re-home the footbridge and railway columns that once supported Susie's Store on Nithsdale Road, which was demolished as part of the work. Network Rail had explored several options to try to keep the footbridge in Glasgow but could not find a suitable location. It was then released for tender when contact was made with Caledonian Railway, where it is intended to use the columns to develop ramp access to Brechin station with much improved visitor facilities. The footbridge will be installed as part of the restoration and improvement work at the station. Michelle McCaig, Network Railway project manager for the bridge work, said:
We are so pleased to have been able to find a new home for the footbridge and railway columns. Ideally, we wanted to try to keep the bridge in Glasgow, as we know the significant role it has played in the community over the years but unfortunately, a viable solution couldn't be found. However, as the former footbridge was built as part of the Caledonian Railway and the charity is the only preserved and remaining part of this network, it seems fitting the bridge will once again be part of this MR41] Great Orme Tramway, Conwy (MR p32) (BLN 1289.MR178): Approval for plans to upgrade the tramway with a new ticket office, shop, toilets, staff mess room and a relocated entrance with lift access has been delayed. The project is expected to cost around £800,000 to £900,000 and funding is likely to be provided by a heritage grant and Conwy County Council. 1419 FIXTURE REPORT (Paul Stewart) [email protected] 685] BLS IOM Weekend, Day 2; Crogga Valley Railway, 23 Jul 2022: (MR p12) By Stuart Hicks. Most of our party of explorers boarded the 09.50 steam train from Douglas on a damp Sat morning to travel the 3¼ miles by vintage train to Port Soderick, the first station towards Port Erin. Motive power was 'Kissack', N o 13, with five coaches. Port Soderick doesn't have many passengers normally, although I have alighted from a train to walk along the Marine Drive (the course of the old tram route on the cliff tops) back to Douglas. A few travelled to Crogga House by other ways. (Marked up plan is thanks to Martyn Brailsford.) John & Jenny Williamson met us, directing the party onto the mile walk up Station Drive and along the road to Crogga. They also kindly ferried the less mobile in their car. We quickly found the 7¼'' gauge railway with two other IOM BLS members who volunteer there, Graeme Easton and Cade Williamson (no relation) who kindly organised it all. The public run, on occasional days by invitation only, is 450yd but there is much rare track in addition. All the volunteers were waiting for us and were well prepared, with much of the stock already removed from the sheds ready for the first manœuvres of the day. They had also run test trains over every inch of track previously. To cover all the track efficiently we were split into three groups of about eight; there were two parts to the tour with photography, observation of proceedings or shelter from the drizzle in the shed for those not riding at any one time. Open coaches F4, F5 & F6 ran down to the lake and the far Lakeside terminus, covering the loop and turntable, with Union Pacific diesel 1776. Those who wished to could be hand propelled from the short siding that the fire train usually sits on across the turntable. Older coaches F1 & F2 (with more inset bogies) shunted the four road carriage shed, the wash road and barbecue road each side, with motive power the other American outline diesel Santa Fe 98 (which is actually petrol powered).The latter rake then did the connections from the sheds to the main line, the loop at the top station and propelled back into the loco shed. For ends of line there was no loco in the way, the volunteers were well 'trained' in our requests. Finally, after moving all the stock back from where it came, we did the long loop down towards the lake, including the crossover part way along. These moves were repeated until everyone who wished to do all the track had done so. Every inch of track was covered on this most enjoyable visit and the drizzle did not dampen proceedings. A highlight was the steam trains on the adjacent Port Erin line accompanied by much whistling, tooting and waving on both gauges. The final part of our visit was a welcome hot drink and biscuits before we thanked our hosts and set off back to Port Soderick for the 13.55 to Douglas behind N o 4 'Caledonia'. Quite a few of our party enjoyed the rest of the day on the Steam Railway with their 'GO Explore' rovers.
BELOW: (Item 685) Crogga Valley Railway; The Wash Road - the single track furthest from the running line in a lean-to alongside the Carriage Shed. Very appropriately this was in pouring rain! (Stuart Hicks.)
PREVIOUS: BLS fixtures always have a Back Up Plan, here it was back up each of th Jenny Williamson. BELOW: The end of the shed roads (Graeme Easton and next
he four Carriage Shed roads (top), then back up the two loco shed roads (lower) - three). NEXT: Geoff Treby & Alan Sheppard people powering at the turntable.
PREVIOUS: Aren't the train drivers young these days
s…? BELOW: A Douglas to Port Erin train whistles by.
BELOW: Our trips are noted for going the extra mile (well, few f This is the extremity (plus) of the Wash Road - so called because of
feet) and this certainly put a smile on Jenny Williamsons' face… the washing machine you pass! (Stuart Hicks & next three photos.)
BELOW: One of the organisers, Your IOM Regional Editor, handshunts some wag
gons to clear the loop. Looking down the main line from Crogga Heights station.
BELOW: Your GS seems oblivious to being photographed, right is the Barbec
ue Road (wait here for haircuts?), a dead end siding. The loco shed is ahead.
[BLN BELOW: (Item 678) A previously unpublished plan of the standard gau Bramley station and Reading are off left, the main line to Basingstoke (off ri With thanks to our member Chris Hegg who has co-written a book abou
1419] uge Bramley Military Railway at its maximum extent in summer 1964. ight) runs through the middle of the Ammunition Depot on an embankment. ut this Depot and its railway (see item 687 on the final page of this BLN).
ABOVE: Our 5 th Nov 1980 tour waiting for passengers off main line connections both ways at what we dubbed the 'bay platform' at Bramley station, looking towards Reading. (Ian Mortimer.) BELOW: In the other direction, participants join the tour - Tim Wallis in the foreground. (Angus McDougall.)