1412

ABOVE: (Item 2646) 5744 6847 'Tidmarsh Grange' of Cardiff East Dock Shed (then 88L) and a D800 Warship
at the summit of Hemerdon Bank with the 4.40pm (Plymouth) Millbay to Kensington parcels on 27 Oct 1962.

For a few years there was regular pairing of steam and diesel on the South Devon Banks. (Mike Roach.)

BELOW: (Item 2652) Pinhoe on the first day of the Airport bus (see text). (Mark Fishlock, 31 Oct 2022.)

2647] Where Am I? (5): I opened with a slightly different name as one station. I became two
stations, then one again! Trains from my platforms reached another place, initially arriving from the
same direction but then from opposite directions.

2648] Dawlish - Teignmouth: NR has awarded BAM Nuttall the design and build contract for resilience
measures along the coastal railway between Dawlish and Holcombe in South Devon. Work to protect
the track from falling debris (which is being aggravated by Climate Change) from the unstable cliffs is
expected to start in spring 2023 and last a year. Over £150M has been spent on the seawall railway so
far. This next phase includes netting to retain the cliffs at some high risk locations and 'catch fences' at
others to stop any cliff material reaching the railway. BAM Nuttall has begun ground investigation
works and site surveys along the 1km stretch to design the scheme. They were the main contractor for
the new bigger Dawlish seawall first phase and have nearly completed the second section. During the
last week in Nov, NR is holding some face to face public presentations when questions can be asked.

The South West Rail Resilience Programme was established by NR to identify and implement the best
options to make the railway between Dawlish and Teignmouth more robust, helping avoid a repetition
of the events of nearly nine years ago when heavy storms closed the line from 4 Feb until 3 Apr 2014.

2649] North Filton: This is a proposed intermediate station just west of Filton West Jn on the new
Bristol MetroWest Phase 2 service to Henbury - it is shown on the Baker Rail Atlas 15th Edition p80
(2020). North Filton Platform here OP 12 Jul 1926; CP 23 Nov 1964; a workmen's service continued
until 9 May 1986 - it was in PSUL as it ran via the Filton - Filton West Jn curve. Phase 1 (reopening to
Portishead) is stalled. Bristol's new YTL* Arena is presently under construction for 2024 opening on
the site of the former Brabazon Hangar at Filton Airfield. The station, originally due to open in 2023, is
important to serve the Arena but will not now be built in time for its opening - 2026 is the current
expectation. The delays are blamed on design changes including, say West of England Combined
Authority, the need to redesign a footbridge, delays to the Henbury station - it affects North Filton as
the two are being built together and the need to do 'value engineering and cost avoidance exercises'
(while inflation roars away). Ashley Down is the third new station; Phase 2 also includes increasing
Temple Meads to Gloucester services from hourly to twice an hour. The project is one reason for
re-quadrupling Dr Day's Jn to Filton Abbey Wood and remodelling Bristol East. Discussions are taking
place between the YTL Corporation, NR & GWR on train frequency, particularly for event days.

[*YTL Corporation Berhad is a Malaysian infrastructure group, founded in 1955 by Yeoh Tiong Lay.]

2650] Petrockstow - Meeth: (E-BLN 1408.2176) Ahead of the text, the caption 'South of Petrockstow
to Meeth was owned by Hexter & Budge Ltd' is wrong. Only about ¼ mile, the far end of the line at
Meeth, was sold to H&B, next to their existing siding. This was confirmed by a private siding agreement
with the firm dated 19 Jan 1968 - but the change could have been effected any time after 14 Jun 1965.

When Hatherleigh (which was beyond Meeth) - Halwill closed to all traffic from 1 Mar 1965, about 2¾
miles from Meeth to Hatherleigh (where there was a loop) was retained just so that trains from the
Barnstaple direction to Meeth could run round. From 14 Jun 1965 propelling was approved from
Petrockstow to Meeth to allow the withdrawal of block working and the closure of Hatherleigh signal
box (along with the line from Meeth). Petrockstow to Meeth remained in BR ownership until the end.

2651] Patchway Parkway? From Tue 27 until Sun 31 Dec, due to track relaying and maintenance work,
trains will not serve Bristol Parkway, Yate or Cam & Dursley. London to South Wales trains reduce to
hourly and run non-stop between Swindon and Patchway (where they call in lieu of Bristol Parkway),
running via Bath and 'Rhubarb Curve', which adds 25 min to the journey. CrossCountry divert between
Cheltenham Spa and Bristol Temple Meads, extending journey times by around 35 min and call
additionally at Gloucester and, where they also reverse, Newport. Buses are booked to fill the gaps.

2652] Pinhoe takes off and goes Up in the World: From Mon 31 Oct a new No43 bus runs to Exeter
Airport SSuX, with three morning peak and evening peak services. It goes from the new car park on
the site of the former coal yard at Pinhoe. On the first day it was operated by a Mercedes Sprinter,
fleet No44023 - no passengers transferred from the connecting 05.33 Salisbury to Exeter St Davids

BELOW: (Item 2653) Exeter St Davids, a 5-car IET takes over from a DM

MU on the 17.48 GWR service to Axminster, Fri 4 Nov. (Mark Fishlock.)

2653] Axminster not axed: On Fri 4 Nov, IET bimode 802006 worked the 16.31 SSuX Barnstaple to
Axminster from Exeter St Davids (166208 had worked in from Barnstaple). 802006 came ECS from
Laira and on arrival at Axminster, ran ECS straight back to Laira. Due to restrictions on IETs (they do
have Selective Door Opening), it did not call Pinhoe or Feniton but did call Exeter Central, Cranbrook,
Honiton and Axminster. He caught the train to Cranbrook, believed to be the first IET to call there!

2654] Dates for your 2023 diary: Planned line closures for engineering works: Westbury - Newbury
/Theale: Sat 18 Feb to Thur 2 Mar Exeter St Davids - Barnstaple/Okehampton: Mon 20 to Fri 24 Feb
Yeovil Pen Mill - Weymouth: Mon 27 Feb to Fri 3 Mar & Mon 6 to Fri 10 Mar. Taunton - Weston-
super-Mare/Castle Cary: Mon 20 to Thur 23 Mar Liskeard - Par: Mon 27 to Fri 31 Mar Westbury -
Taunton: Sun 30 Apr to Wed 3 May. The time-honoured: Check before you travel springs to mind!

2655] Merehead - stone me! (BLN 1411.2521) (TRACKmaps 3 p13A) NR is to lease 170m rather than
90m of Merehead East Curve to Aggregate Industries; the boundary will be near Merehead Quarry Jn.

2656] Sand and cement: (BLN 1411.2528) During the last week of Oct, a local member spotted on BBC
Spotlight SW an item about the Sand Rover being tested at Moorswater. (Sadly, nothing else much
happens on the line there these days, the last cement train was two years ago arriving 25 Nov 2020
and departing next day after discharging.) The Sand Rover was shown running up and down the loop
to the NR limit and probably arrived by road. Although likely, it is not certain if the vehicle worked the
Looe branch. Our member also wonders if its presence at Moorswater counts as traffic on the branch?

2657] Plymouth: (BLN 1391.3257) (TRACKmaps 3 P9A 2018) NR intends Friary Yard to remain out of
use for a further two years from 28 Oct 2022 and to update the Sectional Appendix on completion of
the network change process. The track past Laira Depot servicing platform Stop Board (245m 411yd),
near Turnchapel Branch Jn, has been OOU since Jun 2016 and was once used to access the freight line
to Cattewater. There is already a stop block at 245m 20ch and 623 hand points have been plain lined.
GWR depot operations at Plymouth Laira are not impacted by this and a run round facility is provided.

The last freight over Turnchapel Branch Jn - Cattewater (branch end of line 0m 73ch) was an outward
scrap train on 10 Jul 2009. Amending BLN 1233.920, the final train was our Great Western Tracker III
of 10 May 2014 (a joint tour with the L&CI), which ran though the European Metal Recycling terminal
to the buffer stops. The Great Western Tracker II of 23 Mar 2013 did NOT do the Cattewater branch,
although it had been hoped to. The final train beyond Laira Depot at 245m 230ch towards Plymouth
Friary is thought to have been on 2 Oct 2015, DMU 150238 with invited guests, operated by GWR for a
community rail festival held locally (BLN 1243.1943) which was after our Class 08 hauled 'Laira Liaison'
charity tour HST with PLEG and First Great Western on Sat 2 May 2015 (BLN 1233.919). This ex-L&SWR
line CP 15 Sep 1958 with Friary station; the Turnchapel branch CP 10 Sep 1951.

1412 WEST MIDLANDS (Brian Schindler) [email protected]
2658] Dudley: West Midlands Metro Urbos3 trams No17 & 26 are at the VLR Innovation Centre for
replacement of cracked panels. They went by road at the end of Oct. One tram did go to Wolverton
Works but it is understood that trams will now be repaired at Dudley and Wednesbury Metro depot.

2659] Great Malvern - Use It or Lose It: The Friends of Malvern's Railways Oct meeting was told
that Lady Foleys Tea Room at the Station is now losing money due to a combination of Covid, the
station refurbishment and rail strikes. The operators, a mother and daughter, are considering
whether to close down when the lease expires in a couple of years or so. This would be a serious
loss to the station, rail passengers and the local community. Lady Foleys is on P1 (to Worcester)
where the canopy main support beam now has significant rust problems. Work, now costed at £8M,
is expected to last an extra six months until Jun next year. The tea room has a great period charm
and features historical railway photographs. These include the station's distinctive clock tower and
glass porte-cochère along the front to keep those alighting or joining horse drawn coaches dry. The
eatery has won 'Station of the Year Good Grub Award' twice and food is home cooked. The Grade II
Listed station is well worth a visit, as is Malvern and the hills, an area of outstanding natural beauty.

2660] Severn Valley Railway Closure: 60 years ago, a meeting of the Transport Users Consultative
Committee (TUCC) was held at Bridgnorth Town Hall to hear opinions about the proposed closure of
the Severn Valley branch to passenger traffic. The meeting was held on 8 Nov 1962 and was reported
in the Birmingham Daily Post next day. Mr JR Rooley (from Shropshire County Council) said that many
of the rural communities were as remote as if they lived in the wilds of Wales or Scotland. The number
of people who would be deprived of transport was not great but they would be badly hit.

The meeting heard how users would now have to trek two miles across fields or struggle a mile and a
half up a steep hill to reach buses, the timings of which were inconvenient for those travelling to work.
Objections were also made by several councils, Birmingham Angler's Association (on behalf of many
fishermen who regularly used the trains), racing pigeon fanciers and a chicken breeder who used the
line to transport livestock! 12 days later the TUCC announced that it had submitted a report to the
Minister of Transport confirming that closure of the line would cause hardship to users.

BR pressed on with the closure (with MOT permission); passenger services ceased in Sep 1963. In what
the Mayor of Wenlock described as 'British Railways trying to pull a fast one', back in 1962 BR later
announced they were giving 'serious consideration' to ending freight traffic. An interesting statement
given plans for the new (Ironbridge) power station had already been released showing the cooling
towers on the site of the Severn Valley track! [Adapted from the Nov 2022 SVR 'Branch Lines' email.]

2661] New Street: On 8 Nov steam loco 'Tornado' ran through the station returning to Bury from
Swanage. Fire alarms can be temporarily switched off on individual platforms for such movements.

2662] Daventry: XPO Logistics now transports Wavin plastics products by road from its Chippenham
production site to Daventry International Rail Freight Terminal. They are then transported by rail to
Grangemouth Intermodal Terminal, then the local XPO fleet and drivers complete the final deliveries.

2663] Stafford - Bromshall Jn: (BLN 1405.1827) Passenger service was not withdrawn until 4 Dec 1939
but after 11 Sep 1939 it was only a single SuX Stafford to Derby (LNER) round trip. The line was used
by troop trains in WWII and until 1952 RAF specials ran from Stafford to No16 Maintenance Unit camp,
established in the 1930s near Stafford Common. It is much to one member's chagrin that he was not
on that 23 Mar 1957 railtour to Bromshall Jn six years after regular freight traffic ceased past 16MU!

2664] Wolverhampton, Bushbury Jn - Portobello Jn: (BLN 1409.2299) Although the 07.13 SO PSUL
Birmingham New Street to Crewe is withdrawn in the new timetable, various Caledonian Sleepers are
now booked to be diverted this way Sun/Mon nights (at least in the early part of the new timetable).

2665] Coventry Very Light Rail (VLR): (BLN 1407.2066) There is now reportedly a demonstration line
of the unique standard gauge track system at WMG (Warwick Manufacturing Group), University of
Warwick. It is designed to sit in the top 30cm of road surfaces, easy to install and remove. This allows
quick installation and minimises disruption without the need for utility diversion. It costs about £10M
per km to install rather than tramway at £25M per km. A zero emission, battery powered lightweight
shuttle vehicle has also been developed. Coventry City Council also plans to install track at Whitley
Depot waste facility for testing with HGVs driving over it as well as at the VLR National Innovation
Centre, Dudley, where vehicle testing is now taking place. A member recently walked around WMG;
it is a large area and he found no trace of the reported track, he even went into two receptions and
asked if they knew anything about this. He showed them the article and they knew nothing. Could it
be inside a building and very short, on a satellite site elsewhere, or the track is not yet installed??

…1412 IRELAND (Martin Baumann) [email protected]
2666] Borderline catering: (BLN 1398.923) Full catering resumed on cross border trains from 1 Nov, at
least in theory, but in the next week the loco hauled sets had very poor availability. They were replaced
by NIR 3000 class DMUs, often with no catering just an occasional trolley - not very enterprising.

2667]: Shhhhhh! From 7 Nov most Dublin - Cork trains have had a 'quieter coach' (previously tried and
abandoned in 2018). Ironically, photos show that on some trains it is right next to the noisy loco!

2668] Dec Timetable: On 9 Nov Irish Rail announced that online bookings were not yet available after
Sat 10 Dec because it was still the public consultation period for the new timetable starting on 11 Dec.

BELOW: (Item 2669) The very smart Lisburn station looking towards Be

elfast from P1; P3 is the far left one. (All ©Andy Overton, 12 Aug 2017.)

B

BELOW: Looking towards Portadown and Dublin from Lisburn P1, P3 far right.

INSET LEFT: The bidirectional Antrim line is far right; its two Dublin end
connections are being removed. The fate of the mainline facing and trailing
crossovers is unknown. The cabin closed in 1984, control is from Portadown.

BELOW: Lisburn P3 looking towards Belfast; the siding/Engineers Yard exit g

ground signal (113), lower left, before the trap points and PD131 will remain.

BELOW: P3 looking towards Antrim/Dublin, the far right sidings is coming o

out with its point and also the connection ahead back left to the Antrim line.

BELOW: (Item 2677) The Sat 29 Oct Manx Elerctric Railway 'Crossover Explorer'

' in Groudle Siding (little used this year) at Derby Castle. (All Jenny Williamson.)

BELOW: Ballaskeig crossover, resisted and reinstated in 2017 or 2018 (the prev

vious one was done on our 16 Sep 2013 tour) with our soon to be ex-Chairman.

BELOW: It was the first passenger working over Queen's Valley crossover; the

e TT workings were ECS (BLN 1405.1838). Looking north towards Ramsey.

2669] Lisburn: ABOVE (Thanks to Dave Cromarty): On 7 Nov 2022 P3 became a bay, until provisionally
Jan 2024, only accessed from the Belfast end. The Antrim branch will be out of use during this period
with some points and signals permanently removed. The facing connection from the Antrim line to
Lisburn Civil Engineers' Yard goes, as does the facing connection from the Antrim line which trails into
the Down Line (to access P2), plus the facing connection from that Down Line to Lisburn P3. P3 is no
longer a loop platform. So far, the signalling for these latter two connections from the main line end
only is shown as retained (as are their points at the main line end). Removal of all these will be later as
it requires possession/s of the main line. However, all signalling here on the Antrim line to the Dublin
end of Lisburn station is to be removed, along with the starting signal at the Antrim end of P3. Two of
the three Yard shunt signals will go. This layout rationalisation is the first stage of the transfer of all
signalling to Northern Ireland Railways Operating Centre at Belfast Grand Central. The interface
between Portadown cabin and Central Cabin (as it is in practice) - officially Central Signal Control - is
currently on the Belfast side of Lisburn station. The latter signalling cabin is at Belfast Lanyon Place.

By 11 Nov a buffer stop had been placed at the Portadown end of Lisburn P3 and the Antrim branch
connections severed at the Dublin end of the station. There is currently no access to the branch.

2670] Lisburn West going west? (BLN 1357.2008) A new station, 1½ miles the Dublin side of Lisburn
at Knockmore, was granted planning permission on 6 Jul 2020 but there has been no news since.

2671] Derriaghy (107m 41ch): (BLN 1377.1462) Planning permission has now been granted for P2 (to
Belfast) on the Lisburn side of the Queensway A1 overbridge to 'stagger' over to its Belfast side. This
allows a new 146m longer, accessible platform. P1 (to Lisburn) will be extended 44m south for 6-cars.

2672] Foynes: (BLN 1406.1958) Starting from the Limerick end, IR's contractors McCormack Bothers
have been clearing the 26¼ mile branch. https://tinyurl.com/mutzadet (login not needed) has 24 photos
of the work in Oct. The last train was a 9 Jan 2003 inspection car. The first consignment of rail and
sleepers arrived at Foynes on 14 Nov. The total cost of reopening is circa €104M; Phase 1 (€64M):

Vegetation clearance and lifting existing track. Replacing the track formation and installing a new
ballast bed to current IR standards. Repair and/or renewal of bridges and culverts. Supply and
installation of concrete sleepers and rail on the line.Renew road infrastructure at public road level
crossings. Renew accommodation crossings.Renew lineside fencing. Install infrastructure to
accommodate the next phase of the project. IR expects this phase to take about two years. Phase 2:

New signalling. CCTV monitored level crossings. Train communications system. Upgrades at
Foynes Yard and Limerick (with a reinstated junction). Subject to funding for Phase 2, this is expected
to take 18 months to complete and it is anticipated that the route will open for freight in 2025. Irish
Rail make is very clear that additional work and funding would be required to run passenger services.
Shannon Foynes Port Co and Limerick City & County Council have been supportive with this project.

2673] Result! On Sun 13 Nov a through train ran from Londonderry (08.25) to Dublin Connolly
(12.05). The return at 18.55 reached Londonderry 22.42. The 6-car 3000 class DMU was for Derry City
football supporters whose team beat Shelbourne in the League of Ireland Cup Final in Dublin 4-0.

1412 ISLE OF MAN (Graeme Jolley) [email protected]
2674] Mountain Railway: Sun 30 Oct was the last day of the season but high winds curtailed most services.

2675] Horse Tramway: Sun 30 Oct was also the last day of the season. The 1hp motive power on the
first trip was 'Alec' (was he smart?) with Trailer 29. 'Douglas' retired from the tramway on the same
day. Nowadays a horse does not work more than two or three round trips on any particular day.

2676] Wickham wanderers: Wickham 22 has been out and about again (if it went up Snaefell it would
be high Wickham). With fire risk low, it (the Fire Fighting Train) was moved from the IOMSR to Dhoon
MER. On Wed 9 Nov '22' was seen heading north at Onchan; earlier it had been weedkilling at Ramsey.

2677] Electric Railway: (Advertised with e-BLN 1408) (TRACKmaps 1 p26C & D 2021) On Sat 29 Oct,
while many of our members were 'Cotswold Capering' with Pathfinder, there was a special railtour,
the 'Crossover Explorer'. The Society was represented by John & Jenny Williamson. It was part of the
Winter Transport Festival and Tunnel Car No5 (replacing the advertised No1 due to poor weather)
covered unusual track on the MER. It included Derby Castle Groudle Siding, Onchan Head crossover,
Groudle crossover, Ballamenagh crossover, Fairy Cottage crossover, Laxey Car Shed crossover, Laxey
Station Refreshment Siding, Dumbell No1 crossover, Ballaskeig crossover, the new Queen's Valley
crossover, said to be its first passenger use, Ramsey Station crossover plus arrival and departure roads.

Ballaskeig is not on the current TRACKmaps (but will be on the next!). This crossover is understood to
be just south of Ballaskeig stop (which is 13m 66ch from Derby Castle). It was installed at the end of
2017 or 2018 and is one pole north from where the previous one was, taken out around 2014.

2678] More diary dates: 2023 has two special anniversaries. The 150th anniversary celebration for
the IOM Steam Railway is on Sat 1 Jul. The Summer Transport Festival is extended to a full week
from 23 to 30 Jul 2023. Then there is a Manx Electric Railway 130th anniversary event on Sun 10 Sep.

2679] All fired up over the Steam Railway: A recent Tynwald written answer concerned the number
of call outs to fires on, or near, the steam railway and the cost. There were 33 fire incidents on, or
adjacent to, the Douglas to Port Erin line that required fire and rescue attendance between 1 Jan and
18 Oct 2022 which were recorded as Steam Railway related incidents. The approximate time spent by
the Fire & Rescue Service attending those incidents was 52 hours at a total cost of £11,165.

The cause of each fire could not be definitively attributed to the Railway but it does seem to be the
most likely cause. The Fire & Rescue Service and Isle of Man Transport have always worked in close
collaboration over many years to reduce the impact and number of fires and continue to do so.

1412 SCOTLAND (Greg Beecroft) [email protected]
2680] Edinburgh Trams: Strike action is possible, despite agreement on pay. Unite, the union, claims
Edinburgh Trams is not honouring a sick pay agreement. [They mention that two staff have terminal
illnesses.] The company says the union is demanding further unaffordable sick pay improvements.

2681] Perth: (BLN 1400.1189) NR has issued a further Network Change proposal in respect of the
realignment of the railway at Barnhill, on the Dundee line. It relates to signalling. Apart from two
distant signals, all signals now controlled from Barnhill are semaphores but they will be replaced by
colour lights. Several have lattice posts, now rare on the network but present on every BLN masthead!

2682] Paisley Canal: (BLN 1411.2550, maps e-BLN 1411 - continued) From Paisley Canal west to
Elderslie, the trackbed is in use as a path. Almost all of the bridges on the line remain intact. Camphill
Bridge, a short distance west of Paisley Canal, is the only one to have been completely filled in. The
cast iron bridge carrying Main Street has been reinforced with concrete but there is an opening for
pedestrians and cyclists. The canal ran through a tunnel here but that was opened out when the
railway was built and the trackbed runs through a retaining wall cutting. Two other similar cast iron
bridges no longer carry vehicular traffic and remain close to their original condition.

BELOW: (Item 2681) A fine tapering (ours doesn't) lattice post semaphore at Barnhill. (Nick Jones, 9 Nov 2022.)

ABOVE: Barnhill signal box the other way, looking towards Dundee.
(Angus McDougall, 17 Jul 1992.

BELOW & LEFT: Slochd Summit loop. (Greg Beecroft, 6 Jul 2001.)

BELOW: Barnhill Signal Box, the first one out of Perth (off right) on the

Dundee (left) line where the line redoubles. (Nick Jones, 23 Nov 2018.)

BELOW: (Item 2682) West of Paisley Canal, 'Main Road' overbridge
way that preserves the railway path. This cutting here is where the a

e (the second ahead, with name plate) has been strengthened in a
antecedent Glasgow, Paisley & Ardrossan Canal ran through a tunnel.

BELOW: The last remaining section of the Glasgow, Paisley & Ard

drossan Canal at Cromptons Grove, Paisley (has anyone done it?).

BELOW: Potterhill Jn site (looking towards Paisley) the west curve onto the Ba

arrhead branch diverged right as the path curves left (map e-BLN 1411.2550).

BELOW: Green Road overbridge, Ferguslie, a skewed, segmental arch. (Ph

hotos in this section by Greg Beecroft on 11 Oct 2022 except Johnstone.)

BELOW: The Caledonian Barrhead branch went under the Canal line, looking tow

wards Paisley St James; the nearest pylon is on Ferguslie Caledonian station site.

BELOW: The canal basin site at Johnstone. Do they service motor boat

ts? Might that wall (left) be a remnant of a canal bridge? (8 Nov 2022.)

Just before Paisley West station, the canal took a sharp right bend, so the railway followed a different
alignment to Ferguslie. Thus a short section of disused canal remains, passing a street appropriately
named 'The Moorings'. Road improvements have obliterated Paisley West station CP 14 Feb 1966 and
Corsebar Jn, where the branch to Potterhill and Barrhead diverged. It is possible to detect the site of
Potterhill Jn, where the west curve off the Barrhead branch converged, but the trackbed is heavily
overgrown. At Ferguslie there was an extensive goods yard (north side of the line) but no passenger
station. A rail connection from the yard served Coats's vast Ferguslie Thread Mill. The goods yard and
the mill sites are now occupied by housing estates, so the path has to deviate off the trackbed slightly.

Between Ferguslie and Elderslie the path crosses over the formation of the Caledonian branch from
Paisley St James to Barrhead. The bridge that carried the Canal line over the Caledonian has been
replaced by an embankment but the site of the Caledonian Ferguslie station can be seen immediately
to the north. The intended passenger service between Paisley and Barrhead was never provided but
the station was used for occasional excursions. The trackbed southwards is heavily overgrown.

The railway path concludes by crossing over Main Rd, Elderslie on a plate girder bridge and running for
a short distance parallel with the Glasgow to Ayr mainline. Soon further railway paths continue to
Kilmacolm and Port Glasgow and to Kilbirnie via the Lochwinnoch Loop. The Canal was closed by Act
of Parliament in 1881 and hardly anything remains of it west of Elderslie. An overgrown area at the
west end of the Elderslie freight terminal might be a short canal bed section. The canal basin site, at
Canal Road in Johnstone, is occupied by a motor repair company (Canal Garage). An adjacent stone
wall is possibly the parapet of a former canal bridge, about 300yd northwest of Johnstone station.

2683] Fort William to Kingussie: BLN 1407.2082 concerning the overnight mail bus between Fort
William and Kingussie reminded a member of a nocturnal journey from Fort William to Glasgow,
possibly in 1970. I recall joining the MacBrayne 'dual-purpose' coach in Fort William, complete with an
elderly gent (reminiscent of Dad's Army) clutching a wooden stave - the guard for the Royal Mails.

When asked what he would do in the event of a hold up en route, he replied that he would hand over
whatever they wanted tout de suite! Fortunately, this eventuality was not put to the test on this
occasion. On arrival at Kingussie station, we repaired to the station master's office (nice and warm!),
where the bus driver pulled out some bedding from a cupboard and commandeered the top of the
office desk for a couple of hour's kip. My recollection is that there was a pie shop nearby from which
hot refreshment could be obtained. When the train arrived, at about 01.15, passengers either headed
for the sleeping car (like me) or looked for an empty compartment in which to stretch out for the five
hours to Glasgow. The mail bus at that time was one of a batch of five Bedfords but, unlike the others
it had 12 passenger seats, instead of 30, and a larger than standard goods compartment. There was a
proposal in 1863 for a branch line from Newtonmore to Fort William, which would have avoided the
need for the night time road journey. Despite support from the local landowner, Cameron of Lochiel,
there were insufficient subscriptions to promote an Act of Parliament. A similar proposal in 1893 from
the West Highland Railway for a branch from Tulloch to Kingussie also made no progress.

2684] 'Partickle' Physics at Kelvinside: Geoptic Infrastructure Investigations has used muon imaging to
inspect the disused Balgray Tunnel, immediately north of the former Kelvinside station, as a trial for
National Highways. This technique allows voids behind the tunnel lining to be detected, instead of the
traditional method of striking the brickwork and listening for a hollow sound, drilling or using ground
penetrating radar. Muons are subatomic particles that bombard the Earth. They are heavier than
other types of particle, so can penetrate the Earth's surface. The technique used by Geoptic compares
the predicted number of muons in the tunnel with the number detected. An anomaly indicates the
possible presence of a void or other defect. The equipment used is mounted on a lorry that is driven
through the tunnel. https://tinyurl.com/4246rafd has further details of muon technology.

2685] Electrification: The feeder station for the overhead line at Eglinton Street, in the fork of the
Muirhouse and Main lines outside Glasgow Central, is being upgraded. This allows for electric trains to
Barrhead and East Kilbride, as well as providing additional capacity on the West Coast Main Line.
The feeder station at Ferguslie (BLN 1406.1966), installed in Jul 2022 is to be commissioned in 2023.

It will also contribute, by relieving Eglinton Street of part of the load on the Ayr line. Eglinton Street
feeder station was originally provided back in 1960 for electrification of the 'Blue Train' Cathcart Circle
routes and was upgraded in 2010 and 2014. Serviceable equipment from the 2014 improvements, but
now surplus, will be redeployed as part of the ongoing programme to enhance power supplies on
Scotland's Railway, involving six entirely new feeder stations and nine upgrades.

2686] Slochd: Highland Council has recently closed Bridge 247 (93m 913yd) over the Highland Main
Line at Slochd, north of Carrbridge, to all traffic except cyclists and pedestrians. It carries a minor road,
originally the old A9, and has a 3 tonne weight limit over its wrought iron span. It is alleged that heavy
goods vehicles often divert via the old road when the present A9 is closed due to an accident or road
works and this has weakened the old bridge. The official diversion when the A9 is blocked at Slochd is
a long way round via Grantown-on-Spey and Nairn, so the old road is much more attractive to drivers.

Fortunately for Network Rail, the bridge is not their responsibility. It transferred to the Ministry of
Transport under the Trunk Roads Act 1946 but is a matter of concern given the risk of collapse onto
the railway. There is a degree of caution in calculations assessing the strength of bridges, which take
account of factors such as design and condition, so disastrous failures are very rare in the UK.

The most serious was at Ardrossan on 26 Apr 1953, when Parkhouse Road bridge, over the Largs
branch, collapsed under an exceptional load that was too heavy for the cast iron beams. A ship's
crankshaft and bedplate were being conveyed by lorry from Greenock to Glasgow and could not be
routed direct via the A8, because they would not pass below the railway bridge at Langbank.
Residents at Slochd are calling for bridge 247 (two miles south of the infamous Slochd Summit) to be
reopened to motor traffic, but with a width restriction to prevent heavy vehicles crossing it.

2687] Greenloaning: (BLN 1300.508) From 04.00 on 7 Nov, due to Down Line track renewals over the
5/6 Nov weekend, the Down Goods Loop was officially recorded as permanently removed and the
points plain lined. It was also acknowledged that the Up Goods Loop had already been removed. Both
loops (which were very short) have been OOU and disconnected for many years! The remaining four
semaphore signals here were also provided with high intensity light engines. In this context a light
engine is the LED equivalent of a conventional lamp. It normally consists of the LED chip mounted on a
circuit board which has electrical and mechanical fixings. It need not have only one chip; it may be an
array of 9 or 16, sometimes with a phosphor coating. (On sale at Poundland in torches for years!)

1412 WALES & THE MARCHES (Chris Parker) [email protected]
2688] Aborted strikes: (BLN 1410.2434) Suspension of RMT industrial action was announced too late
to affect services in the region on 5 Nov despite (or because of?) a Cardiff rugby international that
afternoon. TfW once again only ran daytime services on the Core Valley Lines and an hourly Cardiff
Central (CDF) - Newport shuttle. Likewise GWR again ran hourly CDF - Paddington via the direct route;
the DMU service from CDF via Bristol Parkway and Temple Meads was extended to Westbury.

One other TfW station saw passengers: Merseyrail creditably operated a 2tph service (usually 4tph)
from Chester to Chester via the Liverpool Loop from 08.00 until the normal end of service! On Mon 7
Nov, the second previously planned strike day, TfW operated a virtually full service on all lines except
Pontypridd - Treherbert (next item) and no Central Wales trains south of Llanwrtyd. GWR did likewise
except there were no Paddington - CDF 'short' workings, no trains to (and only two from) Hereford.

By contrast Avanti did not operate west of Crewe and CrossCountry's CDF - Nottingham service was
cancelled throughout. Some long distance services called at Worcestershire Parkway to make up.
There were also no WMR trains to/from Shrewsbury or Hereford, in fact very few to anywhere else,
for that matter! The final day, Wed 9 Nov, saw full GWR and WMR services restored together with
what currently passes as Avanti's usual service except for the Holyhead/Wrexham - Euston and return
working. However, there was still no CrossCountry service to Wales and no further change in TfW's.

2689] Pontypridd North Jn - Treherbert: (BLN 1410.2432) Despite cancellation of the six month
blockade, the branch will not entirely escape extensive closures for electrification and other South
Wales Metro works, starting with 7-11 and 21-25 Nov inclusive. Replacement buses ran/run.

2690] The Narrow Gauge in Pembrokeshire by Martin Connop Price, Part 9 Tourist railway schemes:
(BLN 1411.2564) To complete this survey, mention must be made of some post-war ventures linked to
the leisure and tourist industries. As early as 1964 there was a proposal to build a miniature railway on
about a mile of the route of the Saundersfoot Railway (BLNs 1034.43, 1257.1039 and back references)
at Begelly. After months of discussion, the idea was final abandoned. However, in 1978, a 2ft gauge
petrol loco and three carriages were acquired for a short line then planned for Kiln Park, a caravan and
leisure park just to the south of Tenby. Negotiations and argument continued for two years but in
1980 the loco and rolling stock were put up for sale and eventually went to Essex. Two later projects
fared rather better, although it must be admitted that one was very short lived. Both were built to 15''
gauge so just come within the orbit of conventional railway legislation. The less successful of the two
schemes was another attempt to revive part of the former Saundersfoot Railway for tourist use.

●Saundersfoot Steam Railway: In the 1980s supporters of the Stepaside Industrial Heritage Project
were active in clearing and patching up some of the buildings of the former Kilgetty Ironworks (closed
1877, dismantled about 1901). In the process it was suggested that a 15'' gauge railway should be
reinstated along the Kilgetty branch of the former Saundersfoot Railway, running north from the car
park at Coppet Hall. Such a line would have required at least one level crossing, at Wiseman's Bridge,
but somehow in 1987 a retired motor engineer from Lancashire, Albert Hart, managed to secure the
backing of South Pembrokeshire District Council. The original plans for Saundersfoot Steam Railway
were far from fully prepared and encountered numerous objections in the district. In 1988 Hart
secured the assistance of another experienced engineer, John de Havilland, who pointed out that a
scheme on the scale proposed would require a Light Railway Order under the 1896 Light Railways Act.

This necessitated a full and detailed survey of the proposed route prior to a Public Enquiry in 1989.
The work was carried out by John de Havilland who then went over the line with the appointed
inspector. Eventually the project was approved with the proviso that the construction would have to
be completed within three years. This was both good news and bad news - because unfortunately
much of the money available had been expended on the survey and the enquiry!

After so much effort Albert Hart did not want to give up. He decided to begin by using the rolling stock
and rails already to hand to create a demonstration line in a field near the former Kilgetty Ironworks.
In 1991 this line was built by John de Havilland and Brian Gent as a 500yd circuit, with 35lbs/yd rail but
the amount of work involved meant that it was not completed until the summer peak season had
finished. As a result, initial operations were low key but in 1992 trains were run using a small 0-4-0
tank locomotive with the witty name of 'CHOUGH'. The line served its purpose in demonstrating what
might be achieved but the location was not ideal for attracting customers. It was soon clear that this
limited operation would not be financially viable and a substantial additional sum would be required
to fulfil the original vision. Sadly, the funds were not available; by autumn 1992 it had been decided to
abandon the project and recoup some of the cost by dismantling the line and selling the materials.

●Oakwood Theme Park: (MR p30) (BLN 1308.MR129 - photo) This well known attraction was opened
by the McNamara family in 1987, close to the main Canaston Bridge to Carew road, by the Eastern
Cleddau River near Narberth. It has expanded over the years since with the development of the large
Bluestone Leisure Village, but Oakwood primarily offers a variety of exciting leisure rides and play
areas intended to appeal to residents, local holidaymakers and day trippers from across South Wales.

The 15'' gauge 1,100yd railway takes day visitors from the car parks at the entrance down a gentle hill
to a lower station close to the assorted attractions. The line is built in the form of a large loop so that a
train arriving at the lower station disgorges its passengers before other passengers intending to leave
the site are allowed to board. The train then carries them back to the upper station and the car parks.
This simple and efficient arrangement has now operated for 35 years, in which time at least four
different locomotives have been employed, three built by Severn-Lamb of Stratford on Avon.

Adapted for BLN from Jul 2020 RCHS Journal by kind permission of author and editor (to be concluded).

2691] Moreton-on-Lugg: The signalling alterations here, described at BLN 1383.2250, were completed
on schedule with commissioning from 05.00 on Mon 24 Oct; more semaphores are no more.

2692] Onllwyn/Global Centre of Rail Excellence: (BLN 1411.2566) The Welsh Government's Economy
Minister announced land acquisition completion on 28 Oct. Consultants and contractors are beginning
design work and preparations for the start of construction in early 2023. The project is split into three
phases: 14 rolling stock sidings on the washery site from summer 2023. The two electrified test
loops together with supporting infrastructure and buildings from 2024. The addition of expanded
stabling, maintenance, and commissioning facilities with research facilities, hotel, and business park
(presumably to help pay for the damn thing defray the cost) from 2025 and ongoing. [2026 BLS AGM?]

2693] Nay, Neyland! (BLN 1407.2092) This station's correct passenger opening date was, of course,
from 15 Apr 1856. To add to its confused identity, prior to this it was referred to as Neyland (Milford
Haven) in a company advert placed in the Star of Gwent newspaper of 1 Dec 1855!

2694] Loco powered services: (BLN 1411.2567) The new workings from 11 Dec are SuX with some
minor SO timing variations. Unusually, an 05.13 (05.19 SO) ECS working from Crewe Carriage Sidings
(omitted from the BLN 1411 summary) is booked via the WCML and Earlestown to Manchester
Piccadilly through P13 to form the 06.27 service to Cardiff. SSuX the arrangement is 'bidirectional' as
the 18.55 from Cardiff Central is booked to terminate in P14, then continues ECS to Crewe at 22.30.
However SO it simply reverses in P8 and the ECS returns to Crewe via Stockport and Wilmslow.

2695] Friction at Merthyr Tydfil: (BLN 1411.2560) The branch from Abercynon Jn was closed from
29 Oct until 3 Nov and 13-15 Nov inclusive with replacement buses. South Wales Metro infrastructure
work to be undertaken during the latter period included installation of the set of points at the south
end of the future Quakers Yard dynamic loop (17m 64ch, numbered 9399). Worryingly, the operating
notice stated that they were to be secured OOU in the reverse position pending commissioning; if
adhered to this would see them acting as fixed trap points on a single line!! More reassuringly, the
loop is to be on the vacant former Up (towards Merthyr) line formation. The branch was also to be
shortened (yet again) this time 'by about 6yd' (sorry we can't be more precise) due to provision of a
friction buffer stop in place of the fixed one at Merthyr. The branch was shortened slightly with 1971
rebuilding and again by 8ch on 14 Jan 1996 when the present station opened (Tesco is on the original).

2696] An early Christmas present: A posting of 5 Nov on 'Gensheet' http://bit.ly/3zQLJxl advises that
the following rare track is booked over the weekend of 10-11 Dec ●Cardiff - Newport Up and Down
relief lines (Sun morning) ●Various crossovers at Cardiff ●Caerphilly bay P1 (rarer than it was although
still booked hourly SuO) ●Bridgend east end crossovers (SuO) ●Bridgend Up side country end bay P3
(SuO) for Maesteg shuttles ●Carmarthen Jn - Carmarthen Bridge Jn Up and Down 'avoiding lines'
(SO when the branch to the station is shut all day) ●Whitland bay P3 (Pembroke Dock shuttle). It is
also possible to fit in the Fishguard, Pembroke and Ebbw Vale lines (plus Newport - Crosskeys) over
that weekend, as well as the Cardiff Queen Street P2 - Cardiff Bay line connection on Sun!

Details are on Realtime Trains. It takes advantage of the late announcement of a Carmarthen closure
on Sat 10th (trains avoid Carmarthen with buses Ferryside - Carmarthen - Whitland) and Swansea -
Llandrindod/Whitland is closed on Sun 11th (trains only run west of Whitland and east of Swansea).

Blockades are planned for Swansea - Carmarthen 3-9, 17 & 18 Dec and everything west of Swansea 31
Dec - 2 Jan, all inclusive. More fun is expected until Feb and all include Llandeilo Jn - Llanwrtyd (excl)
and the Swansea District Line. A possession had already been planned for 3 Dec, partly for routine
maintenance at the south end of the Central Wales Line with a ballast train and tamper. It has been
extended to catch up on the late running Port Talbot West Phase 2 (BLN 1387.2804) resignalling
project. for which the first of two 72hr commissioning possessions is already scheduled for Mar 2023.

2697] Another early Christmas present? (BLN 1407.2095) It has been reported that, during the current
Cambrian Coast line closure (which began late evening on Sun 13 Nov and continues until Fri 9 Dec
inclusive), a Harlech to Pwllheli shuttle will run from Sat 19 Nov until Fri 9 Dec. The final train before
the possession was 158829 on the 19.55 Machynlleth to Pwllheli (21.06) with no passenger or ECS
working back (and Barmouth Bridge/Viaduct was possessed from 20.00), so suitable stock is certainly
in the right place. Replacement buses are only shown between Barmouth and Harlech with nothing
(as at 15 Nov) to Pwllheli. This would certainly be a much welcomed British Rail style innovation.

1412 MINOR RAILWAYS (Peter Scott) [email protected]
MR213] Mail Rail, Greater London (MR p17) (BLN 1400.MR82) (TRACKmaps 5 p38A 2019): A member
took part in one of the Tunnel Walk visits on 22 March 2022. The line names used in these notes are
those used by Mail Rail on their maps displayed at various locations around the site so they know
where they are. All tunnels can look alike, especially in the dark! Having already travelled on Mail Rail
during one of the gaps between Covid lockdowns, our reporter thought it might be a good idea to
book a behind the scenes tunnel walking tour. The tours occur on dates when the trains are not
running and are timed visits booked in advance for tours of up to ten participants. He checked in at
the reception desk in good time for the tour at the ground level entrance area. Once registered, tour
members are sent down stairs to the Depot area to assemble prior to the walk. Here, everyone was
issued with a hard hat and a 'hi-vis' vest. All bags are left in lockers, although cameras are allowed.

The group was taken onto the Mail Rail platform from which they stepped down onto the track. There
were signs that the track was originally electrified up to the platform. All tracks used by the Mail Rail
passenger trains (which are battery powered) have had the conductor/centre rail removed for safety,
even though the power has been turned off. Other Royal Mail track mostly retains its centre rail.
At Mount Pleasant station we walked down the Incline Tunnel to where the tracks split. This is quite
an easy walk. We took the left track, the East Link line, down towards the East Platform, the tunnel is
somewhat smaller here, requiring bending and walking alongside the track as the concrete base
between the rails is lower than the sleepers, hence the hard hats. Just before the end of the link line,
there is a sand drag - on TRACKmaps - (now disconnected) to stop runaways entering the station area.

Just after the sand drag, the East Link line merges with the North Loop line as the Eastbound main line
runs in alongside having just passed through a flood door (open!). There is a flood door on each
mainline at both ends of the station to seal off the sorting office from potential damage should there
be flooding - a possibility during WWII bombing. These doors have never been used or tested and
there is now great concern that if they are ever closed it may not be possible to reopen them.

Mount Pleasant station geographically runs from north to south, even though the overall route is
from west to east. As we enter the East Platform, loco 30 (GB 420461/30 of 1982) sits on the platform
avoiding line, the Mail Rail train using the platform line throughout the station here. Alongside the
rails, signs of wear are visible in the form of metal filings. At several places, plates can be seen fitted to
the sleepers. These are inscribed with the name(s) of the sponsor of that sleeper. When Mail Rail was
first created, the public was asked to 'sponsor a sleeper' as part of the initial track relaying. At the far
end of the East Platform avoiding line there is a passenger carrying repair vehicle converted from EEDK
821 of 1931. After the East Platform a line branches right to the Grave Yard entrance where several
locos have been stored/cannibalised. A little further on, the South Loop (Liverpool Street end) curves
right leaving the main line to Liverpool Street ahead. Most of the Royal Mail locomotives are stored
on the twin track section of main line between Mount Pleasant and King Edward Building.

Halfway round the South Loop it crosses above the Grave Yard sidings, where locos 55 (EEDK 819 of
1930 & EEDK 928 of 1936 hybrid) and 17 (GB 420461/17 of 1981) could be seen below through a gap
in the tunnel wall. Further on, the main line from Liverpool Street runs in parallel on the left side the
loop line before the Grave Yard exit line trails in from the right. The main line and South Loop run side
by into the West Platform with Mail Rail using the platform line as far as the first crossover before
branching left onto the platform avoiding line for the rest of its passage through the station. This is to
bypass the far end of the platform line where sits Battery Electric loco 2 (EEDK 703 of 1926).

After leaving the station, the Mail Rail train branches right from the avoiding line to join the platform
line, which becomes the North Loop line (Paddington end). The Mail Rail train branches right here on
to the West Link line. The walking tour continues ahead following the North Loop line as the avoiding
line becomes the main line to Paddington. A new raised Maintenance Ramp branches off right from
the mainline. The North Loop Line has been severed here and covered to provide a walkway/work
area alongside the ramp. Royal Mail still owns the North Loop which still has its centre rail in place but
has also been blocked. The Red passenger train set was on the ramp during the visit. The ramp can be
seen by passengers on the public ride ahead on the left hand side, lit underneath by white lights.

The tour continues by returning to the West Link line and walking up it, past its disconnected sand
drag, to where it meets the East Link line and then carried on up through the Incline Tunnel back to
the Depot area. The Depot area, as per the Mail Rail map, comprises the Mail Rail train platform, its
track, a stabling/charging track between it and a dividing wall. (This is the only potential rare track
which could be done on the current Mail Rail trains.) Both tracks have had their centre rail removed,
but only the platform track is in public use. A concrete block forms a buffer stop for both tracks,
although the tracks continue beyond it and can just be seen through grills in the suspended floor.

The Depot also has a line from the platform visitor loading area up towards the Control Room as per
TRACKmaps. At the far end of this line BE 3 (EEDK 704 of 1926) was displayed. On the other side of the
dividing wall is the Exhibition Area with four sidings. Siding 1 (our reporter's notation) is closest to the
wall. Siding 2 is underneath the walkway so not visible. There is also an overhead gantry crane, which
spans Sidings 2 & 3, its rails still being visible. Siding 3 is visible with exhibits and Siding 4 can be seen
behind some display boards. The 150V DC overhead wires can also be seen. Locos on display include
EEDK 601 of 1926, half of 45 (EEDK 814 of 1930) & 824 (EEDK 824 of 1931). The walk lasted around 90
minutes and, although your member had already travelled on the Mail Rail train, was very interesting
and First Class. It covered all track used by the public ride plus the spur to the Maintenance Ramp.
The walking conditions under foot in some areas are quite tricky and care needs to be taken.

MR214] Strathspey Railway, Highland (MR p10): Dalfaber Level crossing (84m 23ch) is to be upgraded
from an Automatic Open Crossing, Locally Monitored and have half-barriers fitted (then an Automatic
Barrier Crossing, Locally Monitored presumably). Over the years, it has been the scene of collisions and
near misses - including an incident in March this year. Police Scotland had warned of motorists failing
to stop as trains approached the crossing. The half barriers will be installed as part of a £1.1M upgrade
- a condition of housing developer Scotia Homes' planning approval to build 75 new homes nearby.

Access to the new development is over the crossing. The upgrade also involves new rails, sleepers and
ballast being installed, alongside improvements to the surrounding footpaths and street lighting. Joe
Boyle, of Scotia Homes, said that the company had worked with consultants, Strathspey Railway and
Highland Council to design the improvements. The work is due to take place between 31 October and
11 December, with the barriers being fully operational by February 2023 following a period of testing.

MR215] Dartmouth Steam Railway, Devon (MR p6): A visit was made here on Tuesday 20 October.
A British Rail 'Priv' return ticket was £4.99. Booked seats are still being allocated with each ticket and
intermediate stations at Goodrington Sands, Churston & Greenaway Halt remain closed. Passengers
were few on the 12.25 ex-Paignton Queens Park and 12.55 return from Kingswear. Our reporter noted
only about six other passengers in his coach and the system had the brains to book everyone on the
scenic sea side of the train! Motive power was GWR 4277 2-8-0T (Swindon 1920) with six ex-BR MK1
coaches and the 'Devon Belle' observation saloon - for which a supplement applied. Also running (and
passed at Churston in both directions) was USA 2-8-0 2253 (Baldwin 1943) on a 'Driver Experience'
train, presumably. Time keeping was poor, with late departures from each end of around 12 minutes.

MR216] Poole Park Railway. Dorset (Supp 3) (BLN 1410.MR199): A visit on the afternoon of Saturday
29 October found the railway running virtually continuously. Trains were being operated by 'Howard'
0-6-0PH (AK74/2005) on loan from the Lappa Valley Railway. The nameplates are still in Cornwall, so
the locomotive is currently unnamed! Rolling stock was one open and one covered coach. Trains now
operate clockwise around the circuit. Fares were £3.50 for all. A nice orange titled roll ticket was
issued and clipped before departure. There is also a family fare (max 2 adults & 3 children) for £13.50.
Dogs travel free. The railway is staffed by a Council Supervisor and volunteers who operate the trains.

The Supervisor kindly showed our member inside the two road shed. Inside was a large ballast hopper
left behind by contractor Track Systems UK (who have gone into administration) and a coach from the
previous operator (Friends of Poole Park). Alongside the shed and outside, off the track, were two
similar coaches. The proposed electric loco has not been built; design work had been undertaken but
construction never started. The Council had not paid for it so there was no financial loss to them.

BELOW: (Item MR215) Dartmouth Steam Railway; 4277 runs round at Kingswea

ar. The modern building right houses the DSR offices. (Peter Scott, 20 Oct 2022.)





PREVIOUS/BELOW: (Item MR 216) On 29 Oct 2022 the recently rebuilt and reo