1353

e sidings, looking west towards Norwich. (Iain Scotchman, 27 May 2020.)





PREVIOUS PAGE: Five coaches arrived at 10.48 on Wed 27 May with 37402; one wonders how long
they will remain in a usable condition‽ (The windows are not actually broken - yet - it's just a shadow
effect.) They are reported as belonging to Eastern Rail Services https://bit.ly/2B78VMh hence their
removal from the Mid-Norfolk Railway storage which is contracted to Greater Anglia (who, of course,
funded the £3.2M MNR new infrastructure required) as they are now off lease to Greater Anglia.

The three sidings furthest from running lines have now been restored to use, these coaches were put
in the middle one which, along with the one nearer the running lines, is five Mk3s long, adjacent to the
staff platforms, (note the two red 'stop boards' on the tracks in the lower picture on previous page).
The third track, furthest from the running lines, is available for almost its full length (the one for the
railtour then!). The Norwich end (west) connections and headshunt are not in use so there is no run-
round fcailty; the stock was propelled from station into sidings. Norfolk County Council owns the three
sidings that are back in use on the north side nearest the A47 gate - the rest belong to NR. The three
were purchased for use by East Port, but when that failed the sidings were kept for strategic reserve
use. The agreement is for Greater Anglia/NR to use them as required in return for maintenance.

1353 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]
1594] Lowestoft: BLN 1349.969 (4 Apr 2020) has the layout after recent remodelling and resignalling.
Of note, at this easternmost extremity of Network Rail, it includes a freight loop and sidings on the
south side; for aggregate or other traffic (BLN 1343.112). The last rail freight traffic at Lowestoft is
thought to have been 'mud oil' from Aberdeen - wagons were loaded with crates of drilling bits from
the oil industry to have the oil contaminated mud cleaned off. This 'flow' (every week or two) ran on
the Doncaster to Ely 'Enterprise' working. They went forward on the 13.52 from March Up Sidings
which usually only had empty wagons for Brandon Goods (for timber from Thetford Forest). A light
engine returned next morning to pick them up after loading. It ran to Lowestoft as required where the
crates were unloaded by crane (BLN 1352.X.95 photo); BLN 1078.630 suggests this ended about 2004.

1595] Watton-at-Stone: (BLN 1325.716) In the Emergency Timetable the rail replacement bus service
was re-replaced by a rail service again due to fewer ECML trains at Stevenage, so they could turn back
in reversible Down Slow P4. They ran hourly from 21 Mar and half hourly from 30 Mar to Sun 17 May.
From Mon 18 May, with the increased ECML services, the buses made a comeback! The service is now
half-hourly SuX Moorgate to Watton-at-Stone (village population 2,272) with buses to Stevenage, also
'fast' buses also between Hertford North and Stevenage. On Sundays 2tph run to/from Stevenage P4.

It is believed that the project is about two months behind due to the pandemic, Stevenage P5 has not
been commissioned and it has not been possible to carry out any driver route learning yet.

1596] Waterbeach & Littleport: Driver Only Operation equipment on the Up and Down platforms at
Waterbeach and the Down platform at Littleport was placed out of use from 18 May pending removal.

BELOW: 1:25,000 map with Thetford station, Ely to the left, Norwich upper right and Bury St Edmunds
(via Thetford Bridge) lower right. The course of the lifted third (east) side of the triangle is evident.

1597] Thetford: (BLN 1351.1300) A former chairman recalls staying at the Youth Hostel at Thetford
Bridge station in Aug 1957, on a cycling tour of East Anglia, and 'copping' 65420 on the branch pick-up
goods train when it appeared the following morning but sadly has no pictures!

There was, for a short time, a triangular junction east of Thetford station, bounded by Thetford West
Jn (which was therefore just east of the station!) Thetford East Jn (further east) and, on the line to
Thetford Bridge and Bury St Edmunds, Norwich Road Jn. Respectively these were at (TL 871 837),
(TL 877 840) & (TL 876 836). Norwich Road Jn was just northwest of the then A11 overbridge (map).

The unexpected feature is that the east (Norwich) facing curve opened first. It joined the west facing
curve with quite a severe contraflexure at the junction (a left hand curve becoming a right hand curve,
in either direction of travel) appropriate to a design which had always intended a route from Thetford
station towards Bury St Edmunds. [A current example of this is the Down Cambridge Flyover line at
Hitchin with provision for a possible triangular junction with a curve from the Sandy direction towards
Cambridge.] Another feature is that for a time all three sides of the Thetford triangle were double
track. There have been few examples of four tracks converging down to just one. Oxley Branch Jn
(Wolverhampton) was one, becoming single towards Wombourn(e) and, west of Cromer Beach at the
triangle, Newstead Lane Jn was another. However, at (Thetford) Norwich Road Jn the single track
began south of Thetford Bridge station, which was doubled (with the addition of a second platform
there) in 1877 from Thetford East Jn to improve through running to Watton. It was all singled again in
1957. To add complexity Norwich Road Jn may also have been known as Thetford South Jn!

Thetford acquired its first railway on 30 Jul 1845 (Norwich & Brandon Railway - although Thetford was
nearly bypassed to the north; look on a map, the circuitous route could have been reduced by about
3km). Next was the Watton & Thetford Railway, opened 18 Oct 1869 - although at the outset its trains
reached no nearer to Thetford than Roudham Junction, an interchange only station. However, the
Watton & Thetford agreed to work two newly promoted adjacent railways: the Watton & Swaffham
and the Bury St Edmunds & Thetford. Although the latter had intended to run to the Thetford 'main
line' station, the Watton & Thetford instead obtained powers for Thetford east curve, to work a
through service Swaffham - Watton - Thetford Bridge - Bury St Edmunds (using running powers over
four miles of the then Eastern Counties between Roudham Jn and Thetford East Jn). In 1873, the
Thetford & Watton had obtained powers to work the Bury line. Swaffham - Watton and Thetford East
Jn - Thetford Bridge both OP 15 Nov 1875; the latter was extended to Bury St Edmunds 1 Mar 1876.

The press report of Capt Tyler's (Board of Trade [BoT] in those days) inspection on 2 Nov 1875 said:
Passenger and goods trains will, therefore, be running in a few days from the Thetford Bridge station.
This provided through running from the Watton direction to Thetford Bridge. It adds context to why -
although built - the west curve was not used at that stage (doubtless it saved the W&T paying usage
charges at Thetford main station, although they may have paid for signalmen at Thetford East Jn box).

The Swaffham to Thetford Bridge passenger service began on 15 Nov 1875 with four trains each way
per day. These were: 9.15am, 12.05pm, 2.45pm & 8.00pm from Thetford Bridge, & 10.40am, 1.30pm,
4.00pm & 7.00pm from Swaffham. Nothing ran Sundays. The aim was for a combined company (of the
three local lines mentioned above) to operate through Bury St Edmunds to King's Lynn passenger
services, not calling at Thetford. This required the Great Eastern Railway's (GER) agreement to running
powers between Swaffham and King's Lynn. However, this foundered because of a failure by the
House of Commons to endorse the Amalgamation Bill and the Bury St Edmunds & Thetford Railway's
financial difficulties, which resulted in the GER stepping in to purchase all three local lines.

According to research at The National Archive, the east facing curve was doubled on 8 Oct 1877.
An inspector's report dated 13 Feb 1878 for the Thetford East Jn to Norwich Road Jn section reports it
was not intended to use the West Curve[then]. GER plan 11069 and a 19 Jul 1879 letter to the Board of
Trade refers to the doubling of the Thetford West Jn to Norwich Road Jn section as required to enable
this Company to begin working the Bury & Thetford Company's line on 1st Aug [1879]. Approval was

given by the Board of Trade on 31 Jul 1879. On that day the Watton & Thetford ceased to operate and
the GER took over from 1 Aug 1879 (after obtaining BoT authority to do so the previous day).

The east curve did not immediately go out of use - the Aug 1879 train service reported by the 'Bury &
Norwich Post' of 5 Aug 1879 shows through Bury St Edmunds to Swaffham workings continued, two
via the east curve, two reversing at Thetford GER station. However, the Sep 1879 timetable (and all
months thereafter) showed all Bury line trains running to and from the Thetford main line station -
none via the east curve. In the absence of any press report to the contrary, it seems that 2 Aug 1879
has to be recorded as the passenger opening of the west curve, but 1 Sep 1879 should be recorded as
the passenger closure of the east curve - for a short while Victorian gricers could do both curves. The
lines were formally leased by the GER from 1 Jan 1880. It seems Norwich Road Jn signal box stayed
open - whether the east curve saw freight use in that period is not recorded but the box and east curve
appear to have gone out of commission from 1 Aug 1880 (saving the signalmen's posts at two boxes).

The Great Eastern Railway Society Journal has some interesting articles on these lines, mainly issues
105, 122 & 142. W & AK Johnston's road atlas, circa 1940 but undated for legal reasons, shows the
triangle as complete. Your Regional Editor's list of fanciful railway inclusions in this (fascinating) atlas -
well it was a road atlas - gives little reason to suppose that the third side was reinstated, or intended
to be, for WWII traffic but any information would be appreciated. Published during WWII, the content
was probably prepared pre-war and would not intentionally provide information for the enemy.

1598] East Coast Digital Programme: (Fingers crossed…) With a revised notice of intended scope due
on 8 Jun and issue of preparatory works notices to train operators from Jul, many Network Change
notices will be issued for incremental phases of the programme. This will be from 2020 until 2029.

1599] Radlett: (BLN 1239.1575) In the latest development in the long saga of proposals for a new
Strategic Freight Interchange (SRFI) at Radlett, it is understood from Local Transport Today that
planning inspectors have criticised St Albans District Council for obstructing the delivery of the
interchange. The Government granted planning permission for the SRFI as long ago as 2014 but the
Council, which has always opposed the development, subsequently designated the land for the Park
Street Garden Village in its new draft local plan. Planning inspectors examining the plan have cancelled
further sessions because of 'serious concerns' about the plan's legal compliance and soundness.

The SRFI should be a 'strategic matter' under the National Planning Policy Framework and councils
should either facilitate its development or work with neighbouring councils (under a 'duty to
cooperate') to identify how the SRFI could be delivered elsewhere. St Albans Council argues that, as it
had allocated the land for housing, the 'SRFI was not a strategic matter for the purposes of the plan'.

1600] Yarmouth South Town - Lowestoft: (BLN 1352.1451) A flood of memories were brought back to
a member who, as a young lawyer, represented Lowestoft Borough Council and East Suffolk County
Council at the Transport Users Consultative Committee Public Inquiry into the proposed closure.
As an enthusiastic rail traveller he keenly embraced the task. His abiding memory of the proceedings
was the cynical contempt of their opponents for not just the protesters, but the whole process.
There was such an air of inevitability that he half expected the Chairman to say something along the
lines of come on folks, we all know the line is going to be closed anyway, let's not waste our time here.
His greatest anger was at British Rail's (BR) statement of the cost of keeping the line open.

Firstly, nobody was allowed to challenge the figure they came up with. The Inspector himself said:
I have to accept the figures. I cannot hear any representations that they are wrong. The truth was that
they were artificially exaggerated. In the latter months of the line's life, old redundant buildings - even
down to derelict platelayers' huts - were renovated, refurbished or painted. Sometimes this was on
the disused platform where the rails had been lifted years previously when the line was singled.

NEXT PAGE TOP: A 2-car DMU (50152 & 56064) for Yarmouth South Town at Lowestoft Central
(as it was then) on Sat 25 Apr 1970, just before the branch closed. The overall roof was removed in 1992.

An example of this practice can be seen at p74 & p10 of 'Lost Lines East Anglia' by Nigel Welbourn
(2014). The existing buildings were retained at Corton on the redundant Up platform while the single
line served only the Down platform. Nowhere on the station was a rail timetable displayed even
though a notice board survived. The only item on it was the Eastern Counties BUS timetable! Page 68
of the book shows a recently painted white line on Lowestoft North platform edge where the rails had
been lifted seven years previously. Likewise, the attractive canopy with bargeboards also recently
painted on the unused part of the station, all adding to the essential costs of keeping the line open.

LEFT: DMU for Lowestoft departing south from
the remaining South Town single platform (P4).

BELOW: The DMU returns from Lowestoft; once
there were many tracks here. (All via Rod Meibs -

but he is not the member referred to in item
1600; Sat 25 Apr 1970, shortly before closure.)

On a happier note, he recalls one lovely summer afternoon in the mid 1960s, admiring a summer
Saturday through train Liverpool St to Yarmouth South Town, well filled and including some Gresley
Teak Carriages. It was clearly a service in demand. Sadly this sort of traffic was rerouted, and a shabby
2-car DMU service, unloved and unkempt took over for the inexorable journey into the history books.

'Railways of Suffolk, The County's Rail Network' by Malcolm R White (2010) has several diverse and
interesting photos of the line. Notably pages 132-133 include a Class D16/3 'Claud Hamilton' passing a
Camping Coach at Lowestoft North on its way to Yarmouth, a Holiday Camps Express from Liverpool
Street, and a handsome shot of a pristine Lowestoft North in its last decade of service. Page 43
provides a perfect driver's/guard's eye view of BR's cynicism at Corton station with no facilities on the
active platform while opposite, the substantial buildings and canopy remained 'serving' the trackless
platform. Two delightful photos on p122 show the architectural merit of Lowestoft Central station
with period transport detail including a charabanc, horse taxis, and tram lines, the last also featuring in
a level crossing with the British Rail metals from the station yard to the Docks complex.

1601] Brandon: (BLN 1348.837) Breckland Council has confirmed that Greater Anglia's plans to
redevelop the station are lawful under permitted development regulations. The train operator has
been granted a Certificate of Lawful Use or Development, which means it can increase parking capacity
by demolishing the redundant, dilapidated station buildings. The company plans to invest £1M to
improve customer facilities, including increased car parking from six to 100 spaces (five accessible).

The station will have new, more comfortable and more attractive anti-vandal waiting shelters, extra
lighting and CCTV, as well as improved drainage. Greater Anglia's Director for Asset Management,
Simone Bailey, said: We are pleased to now have the support of the Council and the Railway Heritage
Trust so that we can get on with making Brandon rail station fit for purpose in the 21st Century and
improve its facilities for our passengers. While we are sympathetic to the views of some who would like
to see the old station buildings retained, no one has ever come forward with a credible business plan
that demonstrates that they either have the investment required or an ongoing sustainable use for the
buildings. As a result, they are falling further and further into disrepair and becoming unsafe. Therefore
we have concluded that the best course of action is to demolish the buildings … enabling us to improve
the station in other important ways. [Car park revenue - Ed.] Work begins towards the end of this year.

1602] Cambridge: NR wishes to lengthen the through P4 at the north end for the new 10-car Class 720
EMUs that require a 40m extension towards starter signal CA175, which will not need to be moved.
This increases the combined length of the already very long P1 & P4 from 475m to 515m. However it
will still only be the third longest platform on NR with Colchester at 620m (with a stepped return to fit
around the end of bay P4) and Gloucester at 602.9m. On north (Down side) bay P5 the buffer stop will
be moved 11.5m north to extend the platform end wall. This appears to increase the space around the
base of the 'new' footbridge to P7 & P8 without affecting the length of trains able to use bay P5.

1603] Ipswich Upper Yard: (BLN 1347.704) Sightings of progress of Upper Yard development have
been made difficult by the restrictions on movements but the lifting in Apr of the former Lower Yard
access track between Ranelagh Rd crossing and the Upper Yard was noted, ready for the conversion of
the trackbed to a road. The derelict buildings, including the base of the erstwhile gatebox (shown on
TRACKmaps 2 p6B Oct 2016) by the former crossing, were demolished on 23 Apr, while further ground
clearance in that area has also taken place. The only surviving track towards the Lower Yard is that
between the crossing and Princes St bridge, including the bridge over the River Orwell. Further along
Ranelagh Rd, piling has been completed along the car park to create more space and shore up the
embankment. The steps and slope up to the offices have gone and the area fenced off. The safe
walking route is via replacement metal steps, possibly temporary now from street to yard level.

NEXT PAGE TOP: An evocative picture, a misty Dec morning at Ipswich Upper Yard for one of the
Society's brake van special trips to Cliffe Quay (line branches of far left) and Griffin Wharf; there was a
second trip in the afternoon. Looking southeast towards Ipswich station. (Ian Mortimer, 2 Dec 1989.)

BELOW: Shunting at Ipswich Lower Yard Wed 4 Sep 1974. The river Orwell is right. The Cliffe Quay
branch continued much further to end at Cliffe Quay Power Station. (Ian Mortimer.)

X.107] BELOW: Sat 23 May 2019 a lengthy car train arrives at Sout
(remember them?) 'Britannia'. Queen Elizabeth II Terminal is

thampton Eastern Docks at 15.44 - 66095 is leading. From the cruise ship
s ahead and Fawley oil refinery is in the background (Nick Garnham.)

BELOW: The loco has run round and split the train into three - unloading has

s begun. Centre top right (horizon) is oil fired Fawley Power Station (closed).

1604] Southminster steam sequel: (BLN 1352.1452) On 6 May 2002 a steam train ran on the branch,
'76079' leading and '45407' on the rear (masquerading as '45157'). This was the last of a three day
East Anglian steam railtour. Our member is confident that it was the first and only steam train to reach
Southminster since the end of steam in East Anglia (south and east of March) in Sep 1962. Southend
Victoria was also visited where ex-LNER designed EMU 306017 was on display. On 1 Sep 2018 Railway
Ramblers had a 3½ mile walk on the South Woodham Ferrers to Maldon trackbed (CP 11 Sep 1939) as
far as Cold Norton. Rail traffic ceased on this section in Apr 1941 but it was used for wagon storage
until 1 Apr 1953. The lunch break was at the vestigial remains of the intermediate Stow St Mary Halt
(serving the village of Stow Maries). Cold Norton station site was built on but there were some Great
Eastern Railway station houses (similar to those on the Fairlop Loop). The Southminster branch
junction at Wickford was once triangular, but the third side was only open from 1889 until 1 Mar 1895.

From that same date the third side of the triangle closed avoiding Maldon East & Heybridge and also a
third, third side of a triangle, avoiding Witham to/from the Maldon branch. These three curves would
together allow, for example, a through train between Colchester and Southend Victoria without
reversal! It is interesting to speculate why they were all opened in 1889 then all closed in 1895.

1605] Bradwell 'B' Power Station: (BLN 1351.1301) Consultation documents issued (Mar 2020) for
Stage 1 of construction of this nuclear power station review in detail the suitability of Southminster
and Chelmsford for delivery of materials, but are dismissive of the practicalities. Certainly major
factors are the siting of Chelmsford Goods in the city centre and the high line occupancy of the
Southminster branch, but several trains a day could run to the latter at night. The use of Southminster
station for worker travel is considered viable with onward bus connection for the last 8½ miles.

1606] Huntingdon: (BLN 1341.2963) The work to dismantle the closed 45 year old 16,400 tonne A14
Huntingdon Railway Viaduct over the station following opening of the Huntingdon southern bypass
and to build over half a mile of new link roads to the town continues, with completion due by 2022.

1607] Train at Halstead: A Daily Gazette & Essex County Standard reader photographed a Greater Anglia
driving van trailer in Halstead High St on a low loader https://bit.ly/2TsC1vX for the Colne Valley Railway.

1353 SOUTH EAST - SOUTH (Julian James) [email protected]

1608] Dover appeal: Our member Nicholas Braddick [email protected] is looking for
information and/or track plans with junction names of the Dover Marine area and Dover Town Yard in
the 1990s please, as were used by Railfreight Distribution before the Channel Tunnel Opened in 1994.

1609] Faversham Goods: (BLN 1351.1311) CG was from Tue 16 Aug 1971 per BR circulars and the final
edition of 'Clinker's Register', Oct 1978 (differing from a previous edition which did state 17 Aug 1971).

1610] Hamble: (BLN 1329.1318/19) The now disconnected Hamble branch trailed into the Up Netley
immediately west of Hamble station (not Netley station), just east of which station the lifted branch to
the Royal Victoria Hospital trailed in to the same track. The two branch junctions were about a
kilometre apart. Our 22 Sep 1973 'Hampshire Branches' tour did not reach the Hamble branch as none
of the BR personnel had the ground frame key. After stopping on the main it continued to Fawley.
However our 22 Mar 1975 'Hampshire' tour did cross the airfield, reaching the oil depot gate beyond.

1611] Gatwick Airport: (BLN 1351.1312) NR has republished dates for the work. ①From 18 May P7
and the Down Platform Loop line were taken out of operational use either until Nov 2020 or until
operational demands require it to be restored to operational use. ②Until 4 Jan 2021 work on P7
continues to partially demolish the existing concourse and to start constructing the new replacement.

1612] Crawley New Yard: (BLN 135.1315) This location first appeared in Railway Clearing House
amendment leaflet L5 (to 'Hand-book of stations') dated Sep 1958 - shown as a coal depot only.
'Clinker's Register' records it closed to public traffic 19 Jun 1972 but retained a private siding.

That probably means that the site was converted into either a private siding or a 'sole user' facility, for
Foster Yeoman. Our member is not sure whom the site now belongs to (as opposed to used by) - Days
Aggregates, Cemex, one of the FOCs, or NR. The TRACKmaps page reference is 15B rather than 15A.

1613] Trapped near Eastleigh - a bit of a drag: (BLN 1350.1089) A local member recalls incidents of
errant passenger trains being caught out by trap points. On 20 Jul 1952 'Howard of Effingham' 30854
on a Waterloo train ran off the end of the Up Local line through some trap points and the sand drag
ending up down the side of the embankment at Shawford. On 29 Oct 1959 the driver of 34020
'Seaton' on a Weymouth to Waterloo service misread the signals approaching St Denys where the Up
Local line he was on joins the Up through. He ended up in the sand drag and on the platform ramp.

34022 'Exmoor' on a Cardiff to Brighton train repeated the performance on 12 Dec 1960. Bill Bishop,
an Eastleigh breakdown crane driver, who wrote 'Off the Rails', gave two instances of pre-WWII
mishaps there. The second of these made our member late home for tea after attending Southampton
Technical College. Finally, Shawford and the north end of Wallers Ash Loop both saw very rare track
done around 1980, but by non-passenger trains. Each had overrunning trains visiting their sand drags.

1353 SOUTH WEST (Darren Garnon) [email protected]
1614] Moorswater: After not running since 11 Mar 2020, a Colas worked cement train left Aberthaw
Cement Works at 01.56 on Thu 20 May reaching Moorswater at 10.48 (135 mins early, partly due to
running round at Liskeard rather than Lostwithiel). The discharged wagons left at 06.17 next morning.
This was only the fifth such train to run so far in 2020, compared with 42 during the whole of 2019

1615] Castle Cary: A long term member and former BR totem collector, who has been waiting a mere
42 years to submit his first news report to BLN, [we look forward to the next one in 2062] advises that
a temporary footbridge was erected at the western end of the platform on Sat 16 May 2020. It was
originally contracted to assist with Glastonbury Festival goers as the existing station footbridge needs
attention and was regarded as a potential risk for the crowds. Despite the Festival being cancelled, the
temporary bridge has been installed prior to repairs to the old bridge planned for the autumn.

BELOW: Castle Cary station with the new temporary footbridge (incomplete!) and GWR turbo 166211
in FGW livery on the 14.08 Weymouth to Bristol Temple Meads. (©Joss Mullinger, Sun 17 May 2020.)

1616] Railway Hotel Postscript: In Plymouth the Duke of Cornwall Hotel (actually in Devon, of course)
is opposite the former Millbay station, used by those arriving/departing Millbay Docks. In 1988 at
least, following refurbishment, a GWR notice from the station approach was displayed on the wall of
the entrance porch. In 1967 walking near Moretonhampstead a member came across a notice:
'GREAT WESTERN RAILWAY MANOR HOUSE HOTEL FISHING RIGHTS ONLY', perched on a grassy bank.

The collapse of Specialist Leisure Group (Shearings) affects three ex-railway hotels they own and use:
The Dornoch, The Highland at Strathpeffer (both ex-Highland Railway) & The Windermere (LNWR).

1617] Lostwithiel: (BLN 1345.446) A member
has found a 2 Apr 1969 letter in the National
Archives from British Rail to the Ministry of
Transport. It includes: The question of replacing
the footbridge was raised by [St Austell Rural
District] Council at the same time; this was
carefully considered by the Board, but no
justification could be seen for the expenditure.
The present arrangements for passengers to
cross the line at the level crossing have
operated for 10 months without creating any
great problem, and concerns only rail
passengers. It is not relevant to the renewal of
the crossing gates, and would also have the
disadvantage of obscuring them from the
Signalman's view of the level crossing. Our member concludes that this narrows the date of footbridge
closure down to about Jun 1968. (ABOVE LEFT: A 1940 photo in the rain - with thanks to Nick Jones.)

1618] Dawlish: (BLN 1340.2842) In case you wondered why the present sea wall enhancement has an
'unfinished' look at the Dawlish end, NR has now shared plans for the remaining section of the £80M
project. The new 425m sea wall, between Coastguards and Colonnade breakwaters, is taller than now
with a wider and safer public promenade at a higher level, pedestrian beach access, a footbridge to
link the two parts of the sea wall and an accessible station footbridge with lifts. Reconstruction of the
timber sea side platform at Dawlish, a Grade II listed station used by 536,000 people in 2018-19, is
included. Raised promenade areas with seating will be enhanced by removal of pigeon roosts.
The plans will be submitted to Teignbridge District Council in June. They will formally consult the local
community on the proposed designs. Listed Building Consent is also being sought from the council.

1619] Bristol Temple Meads: (BLN 1352.1466) The 'Temple' is from Temple Church Parish, which area
includes the Grade I listed station. Temple Church was so called as it was the base of the militant
Christian force (Knights Templar) formed to protect Pilgrims journeying to/from the Holy Land during
The Crusades. 'Meads' is from 'mæd', a derivation of 'mædwe' (don't you just love a good diphthong,
especially in hot weather) referring to the water meadows alongside the River Avon in the Parish.

1353 WEST MIDLANDS (Brian Schindler) [email protected]
1620] Wolverhampton: (BLN 1348.852) Phase 1 of the £150M new station, managed by West Midlands
Railway, OP Mon 25 May. Phase 2 with demolition of the old station has begun for completion early 2021.

1621] Droitwich Spa: (BLN 1349.995) NR has withdrawn its plan to remove the partially dismantled
Down Goods Loop as a request has been made to retain it for future traffic growth. Meanwhile the
trailing crossover north of the station has been unclipped and was used recently for engineering trains.
To the north the final section of joined track on the Up Main (from Kidderminster) is being relaid.

1622] Round Oak: The headshunt is shortened by 466yds from 25 May to 12 Jun from the stop block
northeast to the canal overbridge, secured OOU - does any member know what is happening please?

ABOVE: Round Oak Steel terminal during a Society visit on 25 Sep 1999 with 60012 'Robert Boyle'
on a steel train from Margam. Looking southwest towards Stourbridge Junction. (Ian Mortimer)

1623] Honeybourne: The Cotswold Line Promotion Group (CLPG) contrasts the seemingly endless
feasibility studies and reports involved in recent rail schemes such as Kenilworth and Worcestershire
Parkway stations to that of Honeybourne. Passenger services restarted just over a year after a CLPG
meeting in Feb 1980 suggested it. This was seen as the first step to restoring the south rail link to
Stratford-upon-Avon. A recent proposal from the Cotswold Line Task Force has, following the support
of local Harriett Baldwin and other MPs, led to a request for funding to take this to the Develop stage
of the Rail Network Enhancements Pipeline. The Rail Minister has asked NR to undertake a swift
review of its Strategic Outline Business Case. (Define 'swift' but don't hold your breath though.)

1624] Wilnecote: (BLN 1352.1472) The flood water formed a deep lake below which a manhole and
drain were covered by 8 feet of debris! The water had risen to track level and the metal railway fence
was submerged. An access track had to be opened involving tree felling to dig a ditch and install a
pump to reduce the water level. The manhole was then uncovered using a JCB excavator and cleared
but by 19 May the area had filled up with water again, covering the manhole and drain.

1625] Baddesley Colliery: BLN 130x0.484 covered a walk along the ex-Midland Railway branch
(last train 1989) trackbed from Hall End Jn (where the line from Kingsbury Branch Jn still curves
northeast round to Birch Coppice) on to Baddesley Colliery. However, the Baddesley Colliery Railway/
Tramway ran northeast from the colliery then east to the WCML (London & North Western Railway).

Initially horse-worked to the Coventry Canal basin and Baddesley Wharf, the line may have dated back
to the sinking of the colliery (1850). The unconfirmed date of the connection to the WCML about 1871.

The branch was served by exchange sidings on the west (Down) side of the WCML about ¾ mile north
of Atherstone station and from there initially ran south before turning west, the sidings from the
wharf trailed in at this point immediately before an ungated crossing over the A5 Watling Street (map).

ABOVE: 1950 map, 1:25,000 scale, Baddesley Colliery (which closed 17 Feb 1989) is bottom left,
Kingsbury Jn is off middle left; the WCML, Coventry Canal and Watling Street (A5) are top right.

The branch continued rising for 240 feet in a little under two miles at an average gradient of 1:47 (1:23
at one point) up to Baddesley Common before entering the colliery sidings, where it joined the
Midland Railway branch from Kingsbury Jn. The branch obviously required a powerful locomotive and
was worked until 1966 by an industrial Beyer-Garratt No6841 'William Francis' of 1937 which is
preserved at Bressingham Gardens, Norfolk. The loaded wagons were hauled downhill but the empties
were propelled up back to the Colliery due to the steep gradient (to prevent runaways).

A Regional Editorial Boris Walk review of the branch on 17 May found that the site of the exchange
sidings next to the WCML at Baddesley Bridge is now a NR WCML access point for track maintenance.
Joe Brown's excellent Birmingham and West Midlands Rail Atlas shows there were two sidings with an
arrival/departure loop off the WCML. In the car park at Baddesley Wharf, two parallel sections of
sidings remain in situ. There is a cottage on the eastern side of the A5 where the branch crossed.

The start of the branch on the western side of the A5 is a pleasant footpath which follows the lane
towards Baddesley Common to a point where the lane down to Grendon diverges. Beyond here the
line turned away up the hill towards the Colliery but all trace has since been lost to agriculture.
There is no sign of the overbridge which would have taken the line under the road and into the Colliery
site (although the abutments were visible a few years ago). The Colliery site itself is now a Jaguar-Land
Rover car distribution depot with high security so no access. On the west side, the Colliery Offices
which front on to the lane into Baxterley Village have now been refurbished for small business use.
Your Regional Editor hopes to arrange a guided Society trackbed walk when the circumstances permit.
The WCML end of the branch can easily be accessed on foot from nearby Atherstone station.

BELOW: Original track still in situ at Baddesley Wharf (West Coast Main Line top left background),
looking towards the Coventry Canal with the basin on the left. All we need is a trolley and shovel...

BELOW: Baddesley Colliery Railway/Tramway exchange sidings site on the
The tree line ahead curving round to the right is the course of the branc

e West Coast main Line Down side, looking southeast towards Atherstone.
ch across the A5 and to the colliery. (All Brian Schindler, 17 May 2020.)

BELOW: The A5, level crossing was skewed (to the

e right) and on the right side of the dwellings here.

BELOW: The very inviting entrance to a footpath on the trackbe

ed of the branch looking towards the former Baddesley Colliery.

BELOW: (Item 1624) A Train passing the access route to the NR dra

ainage work near Wilnecote. (All taken by Brian Schindler recently.)

BELOW: In the other direction 66762 passes; quite a clearing has been crea

ated. There is a road rail drain cleaner - the Orange Army must be about...

BELOW: Yes! Here they are, there is a hole in the groun

nd but they are looking into it (the troublesome drain).

BELOW: The same location after the nearby brick factory started pum

mping again, manpersonhole submerged - back to the drawing board!

ABOVE: Back in time at Baddesley Colliery, 6 Oct 1983 a trip organised by the late Chris Boyle, (for the
RCTS?). This is just on the colliery side of the overbridge where the lines from Atherstone (lifted by
then) and Kingsbury Jn met. This trip included internal tours of Baddesley and Birch Coppice Collieries
with these Class 20s moving the brake vans between the two sites (and the participants on board).
At the front of the second loco facing is former Chairman, the late Angus McDougall. (Ian Mortimer.)

1353 IRELAND (Martin Baumann) [email protected]

1626] Not going loco down in Acapulco Ireland: With the Emergency Timetables 9 April was said to be
the first day that no loco-hauled passenger trains ran anywhere in Ireland since railways began.
(Wrong! It happens every Christmas Day & Boxing Day.) Passenger services are now all units and this
continues to further notice. Timber trains from Ballina and Westport to Waterford have ceased for
now. Lead and Zinc ore trains continue from Tara Mines to Dublin Port, Alexandra Terminal as do
intermodal trains between Dublin Port and Ballina. A few loco hauled engineering trains also continue.

1627] Let us spray: NIR MPV 11 ran from Antrim to Lisburn and return on 19 May for weed spraying.

1628] Translink: In Feb, before the pandemic hit, a deficit of £28M was expected in 2020/21. Now
extra funding of £30M is to be made available for rail and bus services which have continued during
lockdown, with free public transport provided for NHS workers. Translink is now facing over £100M
shortfall due to the massive reduction in passenger numbers. In 2019 rail travel was at record levels.

1629] Railway abandonment orders: (BLN 1351.1341) Our Regional Editor has kindly been through
the online statute book. A 39-page PDF with e-BLN 1353 lists them in chronological order from 1932,
but nothing is shown after 1960. A few authorising closure to passenger services only are at the end.

1353 ISLE OF MAN (Graeme Jolley) [email protected]

1630] Go Platinum Cards: These are available for 'Rail' (£75), 'Steam' (£60) or 'Electric' (£60) for adults
with concessions half price and family versions at £200, £160 & £160 respectively. They give 360 days
of unlimited travel (but not on the Horse Tramway). Any activated in Mar 2020 can now be extended
until the end of the 2021 railway season on request. This implied that IOM Transport does not expect
to provide any significant service for the rest of 2020. A 'Bus' (only) card is available for £800 while a
'Reserve' version at £880 includes all of the IOM Transport scheduled bus, rail and horse tram services
plus admission to Manx National Heritage Sites - there are no concession or family versions of either.

1631] Good news and sad: 'Lady Mary' had a colt foal, on 9 May. Meanwhile, sadly, the unexpected
sudden passing of 'Rocky' was recently announced. Working on the tramway since 2004, he was one of
the most experienced Shire horse trammers. He will be sorely missed but fondly remembered by many
including your IOM Editor who had the privilege of 'driving' him a few times (actually probably the
other way around as he knew what he was doing unlike the inexperienced human holding the reins!).

1632] Noted: From a British Rail circular: ISLE OF MAN GOVERNMENT NOTES 'As from the xxxxxxxx,
the Isle of Man Government has been issuing new currency notes in denominations of zzzzzzzz. These
notes are not legal tender in the United Kingdom and must not be accepted'. What was the date the
notes started to be issued (xxxxxx) and what were the denominations (zzzzzz)? Answer in BLN 1354.

1633] Horse Tramway: (E-BLN 1352) Work on the new Strathallan horse tram depot in Douglas nears
completion. (BLN 1351.1343) Promenade work resumed on 4 May. Under the revised schedule work
continues (pre-Covid it was to have been suspended for the season in front of the hotels and tourist
attractions). By Easter 2021 the worksites should be cleared ready for next year's tourist season.

On Mon 11 May a project team newsletter unexpectedly stated that the horse tramway would not
extend beyond the War Memorial which, of course, caused uproar with campaigners for the retention
of the tramway. It came out of the blue, seemed to be contrary to a Tynwald (IOM Parliament) vote to
retain the whole line to the Sea Terminal and would need a new planning permission application.
This led the government to quickly backtrack stating that this was indeed an error and it remained
their intention to complete the full tramway. However, it is unlikely it could be finished by Easter next
year. A further statement made to Tynwald gave a few more details including a timeline:

Mar 2021 - tramway completed to Broadway at least. Winter 2021 - tracks laid across the road to
the War Memorial. Winter 2022/23 - full length of tramway completed to the Sea Terminal. In the
meantime, it is reported a 'soft-landscaped' corridor will be provided on Loch Promenade which will be
replaced by the single track tramway 'in due course'. However, it is known that the IOM Department
For Infrastructure (DFI) wanted to abandon this section in 2016 but were overruled democratically by a
majority in Tynwald. The DFI is also anxious about 'signalling' for this single track section from the War
Memorial to the Sea Terminal. There are still concerns that if the work is not completed as part of the
main construction phase it may never happen. It has also been admitted that the cost will be greater
than if it was to be completed with the current main project. This year's tourist season is likely to be a
complete write off so the DFI should take advantage to speed up the work by employing more staff.
Therefore 'Douglas Bay Horse Tramway Online' has launched another 'Save our Tramway' campaign…

Members who are concerned about the possible loss of a third of the horse tramway, PLEASE, now
is the time to make your views known directly to the IOM Infrastructure Minister Mr Ray Harmer*
[email protected]. with a copy to [email protected] the IOM newspapers newsdesk.
If this were to happen it would lose a major transport link between the Manx Electric Railway, the
Sea Terminal and the nearby Isle of Man Steam Railway. It would also diminish the attractiveness of
this important tourist attraction. Please look at/sign https://bit.ly/2Xoj1zU petition. [*Or write via:
Clerk of Tynwald's Office, Legislative Buildings, Finch Road, Douglas, IOM, IM1 3PW - normal stamp.]

X.108] ABOVE & NEXT PAGE: Wemyss Bay - not a new ScotRa

ail livery but lit up for the NHS on Thur 21 May. (Network Rail.)





1353 SCOTLAND (Mike McCabe) [email protected]

1634] Lybster Line Must Stay Closed! (BLN 1352.1479) A request by Caithness County Council for one
goods train per day on the Wick - Lybster Railway which closed last Saturday for the duration has been
unsuccessful. Special representations had been made by the people of Lybster, including Lybster
Harbour Societyⴕ, for the continuation of a goods service on a modified scale. The Council has now
received a reply from the Ministry of War Transport stating that their suggestion for a skeleton service
had been carefully considered, but could not be adopted, as it would nullify to a great extent the
immediate saving in manpower and materials which the closing of the line was intended to secure.
With regard to the post-war position, it was pointed out that the Government had reserved the right
to require the railway company to reopen the line for traffic after the war if public interest demands it.
[CP & G from Mon 3 Apr 1944, it never reopened.] From 'Aberdeen Press & Journal' Fri 7 Apr 1944.
ⴕLybster lobsters used to be transported by train; could be a good tongue twister there… Libby's......

1635] An occasion to Mark: (BLN 1350.1167) The final workings of Class 68s with Mk 2 coaches for
ScotRail (the last on any franchised passenger services) are expected to be 21.50 & 22.00 Edinburgh to
Inverkeithing on Fri 29 May. Of note both call at Inverkeithing twice but no other station more than
once! This is because they run round the Fife Circle clockwise and anti-clockwise respectively but are
ECS after the second Inverkeithing call. The dispensation for their use, which does not meet PRM TSI
requirements, expires at the end of May. Extra HSTs in service with ScotRail release more Class 170s
for local services. However, Mk 2s are likely to remain in use nationally by charter train operators for
many more years, as they have much wider route availability than Mk 3s. The Fife loco-hauled
workings started in 2008, operated by EWS. DRS took over when the Abellio franchise started in 2015.

1636] Fort William: The oil terminal tracks are rusty. The final Grangemouth oil train was 28 Mar 2017
but it is used to refuel sleeper locos (from road tankers through the fence), probably last on Fri 20 Mar.

1637] Cadder Yard: A HST servicing depot is to be constructed in two stages on the Down Yard,
connected to the Down Arrival/Down Departure Line. The access tracks and Cadder Down Yard will be
temporarily removed during the work. Stage 1 includes two reception roads (Roads 1 & 2), Controlled
Emission Toilet facilities, a refuelling area, an extended headshunt (Road '0') at the Glasgow (west) end
and Depot Roads 4-6 at the east end. It is due to be ready for Dec 2020 for planned timetable changes.
Stage 2, due in May 2021, adds Roads 3, 7 & 8. (Roads 3-8 serve three double sided cleaning platforms.)

1638] Faslane: (BLN 1335.2240) Workers at the expanding nuclear submarine base will be surveyed to
see if they would use a new station on the West Highland Line. Faslane employs about 8,500 people.
HITRANS has ruled out building a branch to the base (the freight branch, possibly last used 5 Jan 1981,
CA 4 Sep 1983). The new station could be just two hundred yards from the north gate but up a very
steep hill! [Funicular required?] A special commuter service would run. It would not be the first station
here, Faslane Platform (non-advertised) OP 26 Aug 1945 for Loch Sloy Hydroelectric Power scheme
workmen; it was still open in the 6 Oct 1947 WTT closing later in the 1940s (Quick, 2019). This reminds
a member of visiting Glen Douglas to investigate what could be seen of the upgraded rail terminal
(from a public road, of course). An employee asked what he was doing and denied the existence of the
rail terminal despite the press release about it on their website; and see TRACKmaps 1 p21A Nov 2017.

1639] Emergency Timetable: On Sundays there are now five trains each way between Kilmarnock and
Ayr - the service is normally SuX. On Sat 23 May EMUs were unable to operate to Ardrossan and Largs
due to high winds and the sea breaking over the railway at Saltcoats. This happens when there is a bad
storm and usually rail replacement road services operate. A Class 156 shuttled between Largs and
Kilwinning P2 (crossover on departure). Undoubtedly the reduced timetable made the DMU available.

1640] Newtonhill: Nestrans, (Northeast of Scotland Transport) has secured £80k from Transport
Scotland's Local Rail Development Fund to study reopening the station (CP 11 Jun 1956). It is only two
miles south of Portlethen (ROP 17 May 1985). Residents presented a 600 signature supporting petition.
Along the line Laurencekirk (86,332 passengers in 2018/19) ROP 17 May 2009; the town has prospered.

1353 WALES & THE MARCHES (Chris Parker) [email protected]

X.109] LEFT: (Item 1508) A
wet day in Wales (most
unusual!) The old layout at
Gwaun-Cae-Gurwen Open
Cast Disposal Point. This
was during our 9 Oct 1987
internal railtour. Note part
of the ground frame can
be seen far right middle.

(Ian Mortimer.)

1641] Reasons to be cheerful at Tir-Phil: (BLN 1352.1490) Until now the loop has very much been a
white elephant. Although the loop and signalling was commissioned on 9 Sep 2013 the platform was
unfinished with no further work carried out until Aug 2014. Arriva Trains Wales consistently said that
they had insufficient rolling stock to provide a half hourly service beyond Bargoed to Rhymney.

BLN 1200.88 reported that two early evening Rhymney to Canton ECS workings were due to use it to
cross northbound passenger services on 24 Dec 2013 - the start of a more accustomed annual form of
lockdown! Whether these crossings actually occurred or were repeated on subsequent festive eves is
unknown; can anyone assist? Given that both platform lines are shown as unidirectional in TRACKmaps
(Jun 2018), does anyone also know when passenger trains started using the loop? We did it on our
Valley Line Service Train tracker on 15 Aug 2015 (a non-crossing move) as did all trains to Cardiff then.

In the emergency timetable from 18 May, the 17.16 Cardiff Central to Rhymney stands at Brithdir for
10 minutes from 18.06 until 18.16 then crosses the 18.11 Rhymney to Penarth at Tir-Phil at 18.19.
A member suggests that an Up train is not allowed to approach signal '2808' when a Down train is
approaching from Rhymney, but there is nothing in the train planning rules and the working timetable
shows both trains have the same Tir-Phil arrival and departure times with ½ minute 'dwell time' each.

1642] Canton: (BLN 1351.1324) TfW is another taxi train operator! In addition to the ad hoc moves at
Crewe (item 1585), to eliminate road taxi use between Cardiff Central and Canton Depot while social
distancing restrictions are in force, a Class 153 single car unit is booked to shuttle all day between
these locations purely to take crew members to/from their trains. The 16 SuX return workings are
shown as ECS* in Realtime Trains with 5Z01 to 5Z32 reporting numbers in sequence, odds Up, evens
Down. They are scheduled at irregular intervals from 05.00 to 02.02 (most run several minutes early)
but all are booked to use Central P8 which very few other services currently do. Journey time is 5min.
*Ironically they may in reality be some of the busier emergency timetable services at the moment!

1643] Timetable: (BLN 1352.1490) Despite lockdown easements only initially applying in England,
other changes from 17 May include SSuX an increase in Crewe to Holyhead workings from 8 each way
to 15 Down and 14 Up plus two evening Holyhead to Chester services. Eight each way continue to run
to Llandudno and back. The 17.37 Lime Street to Wrexham General and 19.09 return are restored but
not the morning trains. Aberystwyth/Chester to Birmingham International services resumed SuX.

BELOW: 1949 map. Bottom border far right to right border (middle) is pa
Bottom right and going off right was t

Top left is Rhydymwyn station where the line onc

art of the Wrexham to Bidston line with Penyffordd station bottom right.
the direct line to Chester via Mold Jn.
ce continued on to Denbigh, Ruthin and Corwen.

[BLN 1353]
1644] Stories that can now be told (3): The Chester to Ruthin via Mold Junction, Mold and Denbigh
passenger services were withdrawn from 30 Apr 1962. The Mold Jn (Chester) end of this line was
retained as a freight only route to Dolfechlas Crossing (SJ 2054 6751), Olwyn Goch Mine Siding, at
Hendre half a mile beyond Rhydymwyn station. This closed beyond Mold from 1 Jan 1968 but was
'retained' to Rhydymwyn, for (officially) possible traffic from a proposed industrial estate - but see
later! It did not appear on the definitive system map (produced by Geographia for British Rail) dated
6 May 1968. The direct Mold Jn to Hope Jn line (coming in bottom right on the map) was deleted from
the Sectional Appendix from 8 Feb 1970; Mold was served as a branch from Penyffordd. Short term
pipe traffic from 13 Jul 1974, daily at times, ran from Hartlepool to Rhydymwyn for an oil pipeline
between Stanlow and an offshore terminal at Amlwch on Anglesey. Guess who 'Shelled' out for it?

On Sat 24 Feb 1979 a couple of members were in the area and decided to look at Rhydymwyn; they
discovered that the station platform, building and level crossing were intact but were alarmed to find
that track lifting had begun - about 50 yards had gone north of the station crossing. However the very
overgrown line from Mold was unusually shiny as the rail and sleepers were being taken out by train.

The friendly Signalman at Penyffordd Signal Box (whom one of them had met previously) was able to
advise the days that the Mold trip normally ran. As the situation was urgent one of these members
returned to Penyffordd on Thur 8 Mar 1979 with a different member. The same friendly signaller was
on duty and at 11.30 a Class 25, 25290, arrived from Mold Junction Yard (the long way round) with
one methanol tank from ICI Haverton Hill (Teesside) – phew, one was enough! There were also empty
cement wagons for Padeswood Hall Cement Works just north of Penyffordd (Tunnel Cement then).

There was no brakevan but our duo managed to negotiate a ride in the rear cab and were interested
to find brand new lifting full barrier crossings on the A541 road and also the Mold bypass (this trip ran
twice a week at best!); both new roads then. There were two other sets of crew operated gates.
Well beyond the former Mold station (CP 30 Apr 1962) was the Synthite works on the left, by 1979 the
only source of traffic, and the sickening smell of Formaldehyde which had been manufactured there
since 1950. Its many uses include producing Formalin for preserving pathology specimens and bodies!

The works was served by a significant double gated loop to the left of the line; the loco propelled the
solitary tank of methanol into the northeast end. Then it was now or never; our members speedily
made for the front cab and persuaded the second man (driving) to take them light engine 2½ miles
further on to Rhydymwyn. They reached 20ft before the station level crossing, by then the end of line.
Fortunately lifting work had been suspended until after Easter in four weeks time. Progress was very
cautious as by then it was effectively unballasted with saplings growing out of the single track. These
were no match for 25290 and fortuitously the bigger ones had been cut back in preparation for lifting.

Two of every four fishplate bolts had already been removed so it was a somewhat anxious 20 minute
trip (for our members anyway). There would have been some explaining to do had the loco come off,
but the driver was happy enough. It was the first time the guard had ever been that far so he was well
pleased. Changing ends at Rhydymwyn, the Chester senior driver in the other cab (with two other
drivers route learning) didn't look at all happy and wanted to know why the loco had come this far.
The second man turned, looked at our members and said that it was because they wanted to do it.
Oh that's alright then said the driver with a smile. The return run was more confident and quicker.

Back at Mold the light engine took the other (southeast end) connection to the Synthite works (which
is still there) to pick up three discharged methanol wagons - only the wagons ever completed the loop
due to clearances! The distinctive 'Tin Turtle' works standard gauge 4-wheel diesel mechanical shunter
(Motor Rail No1944 of 1919) that shunted the wagons was seen. The train then called at Mold station
where the platform canopy was being demolished at the time and our members treated everyone on
the train to fish and chips (£1.70 in 1979). These were eaten further along the branch by the golf
course, a much more scenic location, but more importantly away from the dreadful smell of Formalin!

ABOVE: A not particularly clean Class 25, 25270 has just collected empty methanol tanks from the
Mold Synthite Works (background left) southeast access on Wed 19 May 1982; the loco is at the
Penyffordd end. It was the photographer's second, but successful, attempt to do the branch. Looking
northwest towards Rhydymwyn. (Ian Mortimer.) BELOW LEFT: 'Tin Turtle' at work in 1981. (RMweb.)

Penyffordd Yard was reached at 13.30 after seven miles of new track, two of which were lifted soon
after (probably their best track ever in their gricing careers) and our members thanked the signalman.
For one, it was his fourth attempt to do the Mold line, but he never expected to reach Rhydymwyn.

BLN 387 of 6 Feb 1980 noted that the branch had been cut back to the bridleway crossing almost
exactly one mile past Synthite Works Sidings with an upturned sleeper as a buffer stop and the track
lifted beyond. The last train to Mold ran on 15 Mar 1983 and the track was lifted in 1985. It wasn't
until 2013 that we discovered the real reason that the line had been retained to Rhydymwyn. This was
in case it was ever needed (it wasn't) for the adjacent, formerly rail served, extensive Valley Works
established in 1939 as the UK's main site to produce and store mustard gas. From 1941 there were
early experiments in production of nuclear weapons. Conventional ammunition was also packed there.

Decommissioned in the 1990s, John & Jenny Williamson arranged a fascinating Society tour of the site
on 11 Aug 2013. Rhydymwyn Valley History Society https://bit.ly/2ZoHxU9 give tours of the site in
normal times. This is a very interesting website with a site history, lots of pictures, documents and links

to explore. The 1979 trip our two members
made was right alongside the extensive facility
with its many large buildings (21 now listed)
and tunnels but they didn't even realize or
notice it due to the dense vegetation.

NEXT PAGE TOP LEFT: The Rhydymwyn end
(northwest) access to the Synthite works for
the inward (loaded) Methanol tanks in 1981.

TOP RIGHT: The Mold end where the outward
discharged tanks appeared. (Both RMweb.)

1645] Key worker tributes: (BLN 1352.1485) Shrewsbury and Swansea station façades joined the list
of illuminated NR structures on 14 May, to coincide with the weekly Thurs 20.00 'Clap for Our Carers'
tribute. Both are to be lit each night while the lockdown continues. TfW is to display 100 rainbow
stickers on its trains; an initial six members of Classes 158 & 175 were thus fitted at Canton on 6 May.

1646] Tondu (yet again!): (BLN 1352.1488) Regarding the signal indications at the station signal: 'B' is
for the Garw Main and 'G' for the Garw Loop. This was unchanged between the two railtours and each
was given the correct one ('G' for the 2012 'Coal Grinder' and 'B' for the 2018 'Valley of the Witch').
Our expert thinks they date from the time the Ogmore Valley branch closed and the lines became
Blaengarw Branch and Garw Siding; exact dates unknown, but pre-1992. The meanings would then be
slightly different: 'B' for the Blaengarw Branch (explaining why it is a 'B') and 'G' for the Garw Siding.
Allowing two or more goods trains into a section was known as C2 working (Sectional Appendix Table
C2). Like many things, in the best traditions of the old GWR, it was peculiar to the BR Western Region!

1647] Social Distancing: With safety measures expected to require public transport loadings to be
restricted to 10-20% of normal during the emergence from lockdown, on 12 May the BBC reported
that TfW was looking at steps taken by supermarkets for 'guidance and help' on social distancing and
access to hand washing facilities. (In turn, staff at supermarket entrances now seem to operate 'crowd
control' by something akin to permissive block working!) TfW's CEO James Price said some measures
had already been implemented but now was 'not the time' to invite all passengers back. He said TfW
was encouraging people to use 'other sustainable forms of travel' to ease pressure on services.

1648] Loco hauled stock: (BLN 1349.1025) Both Mk 3 sets were taken out of service from 23 Mar.
However to maintain the competency of Shrewsbury-based conductors, one set ran ECS Crewe to
Cardiff and return daily from 4-7 May inclusive. This was not repeated the week after and on 15 May
56103 hauled a 10.08 Canton Sidings to Long Marston ECS working taking all 8 Mk 3s (including a
restaurant car) to storage. This seems to confirm that TfW intends to bring the Mk 4 replacements into
use immediately whenever full services resume. However as of mid-May only driver and conductor
instructors had been trained on them; they had yet to pass their knowledge on to the operating staff.

1649] Herbrandston Jn - Robeston: (BLN 1318.2670) DB Cargo UK and Puma Energy (UK) have signed a
three-year renewal contract for rail haulage and the supply of rail tank wagons, securing the
immediate future of this branch. It involves the transportation of more than one million tonnes of fuel
oil per annum from Robeston and Immingham to Theale and Westerleigh fuel terminals.

1650] Cadoxton - Penarth slip up: (BLN 1352.1484) A local member advises that the 'Black Five' seen
at Biglis Jn on the video simulation is authentic, as in the mid-1960s class members frequently hauled
Geest banana trains from Barry Docks to the Midlands via the direct Dinas Powis line (perhaps they
were split on the way‽), returning with the empties by the same route. By that time this was probably
the main commodity handled at Barry and remained so into the 1980s. Thanks a bunch for that info,
dear member! He adds that the signal boxes on the coastal loop were McKenzie & Holland products to
a bespoke Taff Vale design, their barge boards being the most distinctive feature.

1353 MINOR RAILWAYS (Peter Scott) [email protected]
MR75] Cultra Light Railway, County Down (MR p27) (BLN 1077.MR208): This railway is owned and
operated by the Model Engineers' Society Northern Ireland. The Society, now celebrating their 75th
Anniversary, having been formed in 1944 and based at the Ulster Folk & Transport Museum since
1970, looked at how to celebrate this landmark event. They requested a meeting with their host, the
National Museums Northern Ireland (NMNI), with the thought of investing in another attraction at the
Transport Museum by building a large boating pond to replicate the historical Belfast Harbour. To the
Society's dismay the NMNI were not interested in further development within the site at Cultra and,
much worse, NMNI plans to give the Model Engineers notice to vacate the site they have called home
for the past 50 years. Over this time the members have been custodians of the walled garden and
through years of dedicated work and huge investment have transformed a derelict, abandoned area
into a charming railway which they regularly share with the public, free of charge, from Easter to the
end of September each year. Additionally, the members are custodians of the Industrial Heritage of
Northern Ireland through their models and the skills they pass on to new generations. In their present
undesirable circumstances, they are urgently seeking a new home to continue their engineering skills
and operate a miniature railway. [The Society had an excellent, friendly visit here on Sat 21 May 2016.]
MR76] East Kent Railway, Kent (MR p6): An article in the 23 April 'Dover Mercury' reports that the
Railway has received a grant of £10,000 from Dover District Council. This has been secured with the
help of local MP, Natalie Elphicke. It is in response to the difficulties the line is experiencing during the
current situation and because of the loss of £15,000 worth of artefacts and equipment in the arson
blaze that occurred at Shepherdswell last October. Police have not been able to identify any offenders.

MR77] Aln Valley Railway: Northumberland (MR p9) (BLN 1351.1228): Thanks to Martyn Brailsford, a
new track plan of the railway with the latest, as yet unopened, extension as at 22 February 2020. The
dotted line shows future extension(s). It has been reliably reported that a wealthy local landowner
wishes to fund a mainline connection for through trains to run between King's Cross and Lionheart.

NEXT THREE PICTURES - FIRST PAGE: (Item MR75) Cultra Light Railway; a scene which
may have passed into history, 'Betty' passes the loco shed. (Peter Scott, 31 Jul 2011.)
SECOND (MIDDLE) PICTURE: (Item MR87) Cambrian Heritage Railways (Oswestry); AB2261 is
operating brake van trips. The large station building is right. Falling rain 'caught' on camera
creates an interesting effect against the engine and wagon. (Peter Scott, 10 Sep 2017.).
THIRD (LAST) PICTURE: (Item MR 85) Exmouth Express; a look back at this now closed railway
- the train has just left the station to make another circuit. (Peter Scott 1 Sep 2012.)