1410

PREVIOUS: That bridge it is not all that it is cracked up to be. (All five photos Gary Pullan, 5 Aug 2022.)
BELOW: Remains of signalling equipment at Knowle Jn (Eastleigh - Fareham line) many years after closure.

BELOW: The end of the line path. The site of Knowle Jn (the main line can jus

st about be made out ahead, Fareham to the left and Eastleigh to the right).

1410 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]

2377] Werrington Jn: (BLN 1394.348) All day on the 5-6, 19-20 & 26-27 Nov weekends, Werrington
Diveunder is scheduled on Realtime Trains etc for East Coast Main Line diversions in both directions,
including the Sleaford avoiding line; some are also booked to do Lincoln centre roads. LNER has one
train per hour broadly each way, with additional Grand Central and Hull Trains services. Lumo, with
their all electric trains, only run between Edinburgh and Doncaster. The 14.54 SSuX East Midlands
Railway PSUL from Doncaster to Peterborough P7 (facing crossover there on arrival) and 17.10 return to
Lincoln Central have become 'reliable' (as anything can be). This is since all the East Midland crews now
sign Werrington Diveunder; previously they did not. Peterborough is so awash with passenger and
freight trains around that time that it would be a problem to find somewhere else for it to turnround.
It worked for your BLN Editor on 12 Sep. Incidentally the DMU then continues from Lincoln to form an
unadvertised through service to Leicester. (Peterborough to Leicester 3hr 10 min the long way round!)

2378] Maidenhead - Marlow: The half term 9-day branch closure from Sat 22 to Sun 30 Oct (incl) is to
relay track but only between Bourne End and Marlow (pesky engineering trains getting in the way).

2379] East West Rail: (BLN 1407.2039) Oxford to Bletchley freight may be limited by environmental
restrictions included in the Transport & Works Acts, which seem to be expressed in decibels, probably
a cumulative exposure. This may explain the single path every two hours in each direction in the
freight specification. This could hamper use of the line for diversions or as additional capacity avoiding
the congested WCML south of Bletchley. No problem, send it by road past all the NIMBYs' houses.

2380] Cambridge - King's Lynn: As in Dorset between Tisbury and Gillingham (BLN 1408.2178), the
summer drought, with (on this line) peat supporting some sections of the line through the Fens drying
out, resulted in speed restrictions, significant delays and cancellations as track geometry was affected.
[No need to go to the seaside for a roller coaster.] King's Lynn to King's Cross only ran hourly to
Cambridge, where a change of train was needed, and the extra Ely to London services did not run.
The trackbed base had to be allowed to rehydrate naturally and NR has been 'levelling up' with no
trains at weekends or, latterly, after 20.45. Normal service resumed after two months on 5 Oct.

2381] Southminster: In a similar story, on 28 Aug a driver reported a rough ride at four places on the
branch and, after inspection, a blanket 30mph restriction was introduced. Again, dehydration of the
trackbed base has affected the track geometry. Normal line speed is 50-60mph, so the service had to
be reduced from half hourly to hourly with services running up to 25 minutes late. Wickford Up bay P4
has been reported in use on at least one occasion for an arrival and stabling - now extremely rare due
to train lengths on the branch. Late evening cancellations are allowing rectification works but
replacement buses are 'unable' to serve Battlesbridge. The situation continues until 17 Oct at least.

2382] Swinging Anglia bridges: (BLN 1400.1140) Electrical and mechanical upgrading (including track
relaying) of Reedham and Somerleyton swing bridges required line closure between Norwich and
Lowestoft on the weekends of 24-25 Sep and 8-9 Oct. Over half term, there are bus replacements
between Norwich and Lowestoft for nine days from 22 to 30 Oct - reduced from the previous plan of
16 consecutive days. On 22-23 Oct buses replace trains between Halesworth and Lowestoft. Further
work on the swing bridges takes place in spring 2023, with the dates of closures to be advised.

2383] Luton DART: (BLN 1380.1830 with map) The £200.0 261.7M, 2.1km Luton Direct Air Rail Transit
between Luton Airport Parkway and the Airport was to open at the end of 2020. It is now expected to
open in 2023 (this wouldn't happen in Dublin). The delay is due to revenue and ticketing arrangements
mainly, so it won't be free to use. Journey time will be 3 minutes and London should be half an hour.

1410 SOUTH EAST - SOUTH (Julian James) [email protected]
2384] Micheldever: (BLN 1403.1544) On the morning of 2 Oct, a member travelling through the
station saw that the northernmost of the previously three blue 'worm' 5-car WIA-A articulated car
carriers was being separated. The concertina connection had been ripped apart for the northernmost
vehicle of the set and this vehicle was in the sling of a large road crane. When seen again in the
afternoon, this northernmost five-car set had gone completely, presumably for scrapping?

2385] Wickham (Hants): This station site on the Meon Valley Line CP 7 Feb 1955 (Alton to Fareham
services) is now a car park. It has an informative notice board with photos and brief history of the line.
A member had previously walked the track bed north so went south to the site of Knowle Jn with the
Eastleigh to Fareham line. On OS Landranger maps the trackbed is a public bridleway. It is an easy
walk until an overbridge, with a private road, just before the junction site. A temporary mesh fence
blocks the route but this had been broken to allow access. Unlike some overbridges, controversially
filled in recently, this bridge shows signs of serious structural problems. Vegetation then becomes
dense at the former junction but the operational railway can just be made out. In the undergrowth are
the remains of equipment, possibly for signalling. It seemed odd that this was not removed when the
line was dismantled. The bridleway does not continue and explorers must return the way they came.

2386] Didcot - Newbury: Closed to all traffic 10 Aug 1964, on 1 Aug a member visited stations along
this former double track line by car with friends. CP 10 Sep 1962, Upton & Blewbury, Compton and
Hermitage all had substantial station buildings which are now desirable residences. At Compton, a
public footpath leads right through the garden across the platforms to the village church, enabling
viewing of the station canopy. Nothing remains of Pinewood Halt except a nearby overbridge. The site
is part of a children's playground and open space. Hampstead Norris station has totally disappeared
under modern housing, a cul de sac called Station Hill. Curiously the spindle of the goods yard crane is
still there, next to a footpath on the trackbed and has a small commemorative plaque on it!

The trackbed appears to be a footpath and cycle path thence to Hermitage and parallel to the B4009
road. [The village has been Hampstead Norreys since at least 1450. It was the original Didcot, Newbury
& Southampton Railway who spelt the station name phonetically, perpetuated by the GWR - SW Ed.]

The really odd station was Churn (latterly one WO train in one direction), in a very remote spot on the
Berkshire Downs, presumably named after nearby Churn Hill. It is at the end of a two mile long
drivable track from Blewbury village near the ancient Ridge Way, a pre-Roman road. All other access
routes to it are footpaths. It was built for military purposes and used thus from 1888, becoming a
public station from 1905. Reportedly the platforms may still exist but, as the site was occupied by a
huge 'long barrow' of animal manure, our member didn't feel like 'churning' through it to investigate.
According to Wikipedia, the platforms are still said to exist at Hermitage station but, as the station
approach road has warning notices advising of no unauthorised entry, it wasn't possible to verify this.

2387] Ryde: (BLN 1402.1399) NR and SWR begin a complex maintenance and improvement project
with a line closure between Ryde Esplanade and Ryde Pier Head from 30 Oct until spring 2023, to
extend the life of the railway pier by up to 60 years. (Do not conclude that this is the design life of the
'new' trains - SE Editor.) SWR will also be carrying out other work. The railway pier was built between
1878 and 1880 and needs major refurbishment and repairs. SWR will operate a minibus shuttle on the
separate road/footpath pier during the closure. This is unusual as it has a 5mph limit, with average
speed cameras; drivers are given a display of their average speed after their journey! The 686m long
railway pier is split into six zones which were built using several different forms of construction.

There have also been major and emergency repairs over the last 60 years. As a result, a variety of
methods need to be used to repair the pier, with a combination of partial replacements and full
refurbishments of the metal and timber structure. The pier closure was originally scheduled for earlier
in 2022. Due to a delay in obtaining the necessary permits, the programme had to be changed and the
line closure rescheduled. Ryde Pier was strengthened in 1962 when its superstructure was redecked
with new steelwork. In 2012 and 2013, emergency repairs were carried out to extend the structure's
life, pending major works. The third Ryde Pier carried the tramway (they are separate but adjacent).

2388] Hamworthy Goods: (BLN 1401.1269) As at 18 Sep vegetation had been trimmed enough to
allow trains to pass but the bare minimum has been done in places. Sleeper replacement and
ballasting is almost complete. Two big jobs are outstanding; the timbers were due to be replaced at
Lake Road underbridge on 24 and 25 Sep. At Hamworthy Jn the points were still plain lined, although
replacement track was on site. No date has been given for installation. In the Dec timetable there is a
path for what appears to be an aggregate train from Westbury Tarmac to Hamworthy but no return.

X.195] ABOVE: Meeth, end of line (Torrington & Barnstable off left; Halwill & Okehampton right).
This was the excellent 20 Apr 1974 RCTS 'Devon Rambler' tour from Bristol TM (BLNs 1407.2176 &
1409.2291) which your Treasurer, Editor and quite a few other members were on. (All Ian Mortimer.)

BELOW: The evening photo stop at Heathfield station on the way back from the end of the line here.

BOTH: Watergate Halt (passenger waiting?) Towards Barnstable, 11 years after closure with its only nameboard…

BELOW: Another pictuire of the tour at Meeth showing the very end of line

e and some track that would be hard to do. (David Bathurst, 20 Apr 1974.)

ABOVE: Approaching Torrington from Meeth crossing over the River Torridge, now part of the Tarka Trail.
BELOW: Passing through Torrington station towards Barnstable - the village was actually Great Torrington.

ABOVE: Over 22 years earlier at Torrington looking towards Meeth, Halwill, Okehampton and Exeter;
the loco has run round and the train is now shunting into other platform to return to Barnstable.

BELOW: Looking the other way towards Barnstable, a train for Halwill. (Both Angus McDougall, 27 Sep 1961.)

BELOW: Meldon Quarry from the other side of the spindly Meldon Viaduct - its supports were angled
not perpendicular (!). Some other tours did venture onto it when it was a headshunt for the quarry.

2389] Newbury: (BLN 1380.1838) Work has started on three new business growth units as part of the
station redevelopment. They will be on the south (Down) side and increase employment opportunities
in the town, part of much wider regeneration. The station is being remodelled to improve passenger
experience, with indoor sales waiting areas and indoor ticket gates for the first time. Seven on the Up
side and six on the Down will double flow. Last year a new multi-storey car park opened with 160+
extra spaces, electric car charging points and improved walking routes. Two new cycle hubs provide
300 extra spaces. Improvements to the infrastructure will continue in Station Road over the next year.

2390] Ash: Guildford Borough Council is leading a £26M plan to replace the A323 Guildford Road
station level crossing with a new road bridge and pedestrian crossing. It will curve in an arc centred
roughly on the present level crossing passing over the railway 500m southeast. The crossing barriers
are now down for up to 25 min each hour and it is planned to further increase train services here.

1410 SOUTH WEST Robert Green [email protected]
2391] Where am I? (4): I am not really a junction, as my lines joined nearly ¼ mile from my platforms
but passengers from two cities could change here for two branch destinations. My branch platform
was a separate station a long time ago and my master's house survives but very little else is left of me!

2392] POET'S* Ticket: Those of a certain age will recall the British Rail Weekend Return ticket, dearer
than a Cheap Day Return but much cheaper than those for longer periods. In response to changing
travel patterns, GWR is introducing a Long Weekender ticket for outward travel anytime on Friday or
Saturday and return on Monday. It is 60% cheaper than Anytime fares (Railcard discounts apply).

Initially trialled for services from Paddington to the West/South Wales it can be booked at gwr.com
(search the journey and select the 'Long Weekender' fare). It is no use for West Country folk or South
Walians wanting a long weekend in London. Your SW Ed checked for late November to Bristol. A Long
Weekender (without Railcard) was £79 return; Advance Singles (mid am out; mid pm back) £21.50
each = £43 Caveat Emptor! *POETS = 'Push (or something like that) Off Early Tomorrow's Saturday'.

2393] Camelford: (BLN 1409.2285) Further to the Bude to Okehampton/Exeter buses serving Halwill
station, a member recalls similar occurrences with the replacement buses further south. He visited the
area for a few years in the early 1970s and confirms that the bus to/from Wadebridge dutifully turned
into the former station yard at Camelford, made a three point turn and then continued its journey.
However, on his trips there were never any passengers to alight or board there. He does not recall the
full route(s) or route number(s) of these replacement bus services. Perhaps someone can oblige?

2394] Frome: (TRACKmaps 3 p13A 2018) Local residents were invited to attend a NR drop-in session
on 4 Oct to find out about the replacement of a railway bridge in the town later this year. [Drop-in
doesn't seem a very appropriate term for an event associated with a bridge over a river!] It is North
Row Viaduct, (ST 7751 4866) 48yd long, 51ch from Frome North Jn, the fourth crossing of five over the
River Frome on the Whatley Quarry branch. Preparation starts mid-Oct and the main work is due to
take place from Sat 24 Dec 2022 until Sat 7 Jan 2023. Some track will also be renewed along the line.

2395] Wenford Bridge - another 'Now it Can be Told' (69): (BLN 1403.1547) Your SW Ed recounts his
own story of doing the branch. It's Aug 1983 and I still needed the line from Boscarne Jn to the Clay
Dries at Wenford, scheduled for imminent closure. I was on holiday in West Somerset. This tale
involves other people (names changed): Piran (ECC Wenford Dries Transport Manager), Tom (Driver),
Dick (Secondman), Harry (Guard), Bill & Ben, two other gricers, Me, my Wife & our Daughter (age 10).

I telephone Piran and ask about a ride on their railway. It's not really their railway but nobody else
uses it; an obliging reply suggests that it can be arranged: Turn up by 09.30 on Tuesday! My family duly
'turn up by 09.30 on Tuesday' - Piran explains that it's all arranged and the empties are due in about 15
minutes. There's a plan - my wife will drive to Bodmin General while I am on the train and meet me
there, meanwhile tea and biscuits. The loaded hooded clay wagons (six from memory) for the outward
trip are ready to go. The locomotive, 08113, appears with the empties, shunts the brakevan and
positions itself ready for the loaded return. My heart sinks a little when I notice that there are two
'non-railwaymen' on the brakevan already, maybe I won't be able to travel after all!

Piran speaks with Harry and Tom and, with relief, I hear that an extra one won't matter, so I can travel.
It transpires that Bill & Ben are spending a week in Cornwall riding freight branches and have brakevan
permits. They prove to be amiable companions. After the train crew's personal needs are met, Piran
waves us off and we head for Boscarne Jn screeching on the curves of the pretty route with trees in
full leaf. Somewhere in Helland Woods, the train grinds to a halt. It's not for a level crossing and there
is some anxious discussion between Harry and Tom. About here says Tom. No, about 100yds further
says Harry. Tom moves the train 100yds further. Then Tom, Dick and Harry trample through the
undergrowth down a shallow bank to a fence in the trees. It doesn't appear to be a call of nature.

Here we are they say and, after a bout of pulling and pushing, they emerge triumphantly with two rolls
of 4ft chicken wire fencing encrusted with ivy and other growth which are unceremoniously thrown on
to the brakevan veranda. I exchange glances with Bill & Ben - we don't ask! Off we go.

At Boscarne Jn, the Class 08 comes off; a loaded train was too heavy for the climb up to Bodmin
General. It shunts the wagons and van to join up with a similar number from the previous day which
will be collected later by a Class 37 to run to Par Harbour, Fowey Dock or maybe Stoke-on-Trent,
Cliffe Vale. The two rolls of chicken wire are taken from the van and placed one on each running plate
of the 08. Harry and we three gricers climb in to the cab, now leading, for the run to Bodmin General.
On arrival in the platform, 08113 is divested of its luggage as Harry, with almost indecent haste, whisks
the rolls across the tracks to a road van waiting in the yard. I exchange more glances with Bill & Ben -
we still don't ask! Apparently, Harry lives locally but has to return to St Blazey to complete his shift.

I offer my thanks and farewell to the crew and my companions but Tom suggests I am welcome to
come with them to Bodmin Road (Bodmin Parkway after 3 Nov 1983). I explain about the family
whom I see have arrived safely outside the station. Bring them as well says Tom. Bill says he has a car
to take us back so, with haste akin to that of Harry, I beckon to wife and daughter who, although
bemused, do as they are told and climb into the cab before I have time to explain. 08113 sets off, nose
first, from Bodmin General. In the cab, bizarrely and with little room for manœuvre, are Tom, Dick,
Harry, Bill, Ben, me, wife and our daughter.

At Bodmin Road branch platform we leave the 08 with gratitude to the crew for an excellent morning
but there is one further astonishing twist to my day. Bill's surname is 'Whittington' [not Dick's then?]
and he owns a nameplate from the ex-Great Western Railway Castle locomotive 'Whittington Castle'
but had not been able to acquire its numberplate. He knows the whereabouts of the other plates but
not where the second numberplate might be. Just in case, I wait until we are back at Bodmin General
before telling him that I own the other numberplate 5021. (I had purchased it from British Railways
Western Region in 1961 for £7-10s-0d (£7.50) - it was my last Castle as a spotter - and received it in
1963 on withdrawal of said loco. I couldn't afford the nameplate then!). Although Bill offers to buy it,
am not selling but thank him for the lift! A few weeks later (3 Oct 1983) the Wenford Bridge branch
closes and, from Boscarne Jn, is gone forever. I remain unsure what happened to the chicken wire!

For those who have a copy of Andy Chard's excellent book 'The Beaten Track', my experience that day
contrasts favourably with Ian Mortimer's on p145 where 08113 and train is pictured four years earlier.

1410 WEST MIDLANDS (Brian Schindler) [email protected]
2396] Birmingham New Street: A new £2.4M Wetherspoon pub is due to open on 21 Nov below the
former John Lewis store (Station Street entrance); it will be called the 'London and North Western'.

2397] Great Malvern: (BLN 1403.1553) The £4M canopy refurbishment is progressing very slowly but
surely. All glass has been removed from the Hereford (Down P2) canopy, the metalwork cleaned up
and painted. Recently the first two Worcester end columns were completed including their restored
floral caps (photos e-BLN 1409.X.183); only another 12 to do then the Up platform, oh and re-glaze.
Clearly the work, which is to a high standard, will not be finished by the original 16 Nov date. The
booking office has been roofless for almost 4 months; the temporary plastic cover is not waterproof!

2398] Hartlebury: The short platform extensions have been completed at the Worcester end of both
platforms but are not yet available for passenger use. Currently doors in three coaches are released.

2399] North Cotswold sex change: (BLN 1409.2316) Further to this item about announcements for
Kintore, a member reports an oddity at Worcestershire Parkway on GWR trains. Announcements are
all in a female voice but 'Worcestershire Parkway' is spliced in after a pause with a deep male voice.
Elsewhere, when 'Central Trains' was replaced by 'London Midland' on 12 Nov 2007, announcements
at stations and on trains changed (but only the TOC's name) the voice was quite different and slower.

2400] Rugeley Trent Valley: (TRACKmaps 4 p6A 2018) By 19 Sep the crossing piece of the points in the
Up & Down Cannock line had been plain lined. Worked by Rugeley Down No1 Ground Frame, these
points (which accessed the Middle Siding from the Walsall end) were previously clipped out of use.
It is not known how long this has been the case but there has been no entry in the Weekly Notice yet.

2401] What's on the TV? NR is to replace 1,000m of track at Nuneaton and progress resignalling at
Colwich during a 9-day half term Trent Valley Line closure (22-30 Oct). Avanti services will be amended
and diverted. LNwR Crewe to Euston services run between Rugby and Euston only, with buses Rugby
to/from Stafford. WMR has buses between Hednesford (facing crossover on arrival) and Rugeley TV
as well as between Bermuda Park (ECS shunt) and Nuneaton. Then Sundays are affected until 27 Nov.

2402] West Midlands Metro: ❶From 28 Sep until 9 Oct trams only ran between Wolverhampton St
Georges and Library. The line to Edgbaston Village was closed to complete surfacing work on Black
Sabbath Canal Bridge (is it made of heavy metal?) on Broad St and for security during the Conservative
Party Conference. This was good news for those who needed the Library scissors crossovers but not
for two members who travelled a long way, including by boat, to do the Edgbaston Village extension.

❷Tram staff have announced 53 strike days between 15 Oct and 5 Jan, which is almost continuously
throughout Nov and Dec (including Christmas Day, when are/were due to run), presumably they have
savings. They are expecting a minimum wage of £27k a year which, for some, would be a 36.5% rise.

❸A member who was a daily commuter on the Metro after opening day (30 May 1999), suggests that
vandalism wasn't the main reason for switching to conductors - although it was a factor. The ticket
machines let rain in when the rain was heavy and the water dripped down onto the paper roll for the
tickets, turning it into a pulp. He complained to management that he was unable to buy a ticket, the
reply was along the lines of: 'Well, what do you expect? It's Italian rubbish. It never rains there!'

❹On the Eastside Extension the first section of tramway has been laid, 45m of double track between
Meriden Street and Digbeth High Street. It will not open until Curzon Street HS2 station is complete.

❺On the Dudley Extension the new bridge deck above Sedgley Road East (A457), just west of Dudley
Port (BLN 1406.1950), is expected to be installed during Oct half term. A new bridge is also needed
over the A4123 Birmingham New Road - is expected during Summer 2023. Three original bridges,
Horseley Rd, Lower Church Lane and Park Lane East, between Great Bridge and Dudley Port are to be
strengthened but not replaced. The proposed New Road tram stop in Blowers Green, south of Dudley
Tunnel on the Brierley Hill extension will not now go ahead. It would have been too high up for easy
access and they are looking to cut costs. A stop at Canal Street, where Metro tracks turn left off the
original Oxford, Worcester & Wolverhampton Railway alignment at Round Oak, is still only provisional,
even though it would be essential to connect with tram trains to Stourbridge Junction. The pause in
work on Phase 2 (Dudley to Brierley Hill) caused by inflation may be solved by delaying the Eastside
extension, as running underneath the middle of Curzon Street HS2 station makes safe running of
trams impossible for years yet. Work on it continues because that is funded from a different budget.

❻A structure at Wolverhampton station still needs to be removed before the Metro extension can
be completed. Removal is expected on Sat 15 Oct. Given the Metro strikes, don't expect opening soon.

2403] Bromyard: WBL Greenway (Worcester Bromyard Leominster) is a group proposing to clear the
25 mile trackbed specifically between Leominster Jn and Leominster to establish a walking and cycling
route. A feasibility study funded by Herefordshire County Council via the Covid recovery programme
has been completed but the results are not yet published. The group will have to overcome significant
challenges, with the trackbed now owned by some 50 different people, quite a few missing bridges,
filled in cuttings and the first ¾ mile south out of Leominster is now the main A49 Leominster Bypass.

X.196] BELOW: Tralee (BLN 1408.2188) Finally, the photos with this item (sorry about the delay).
The former signal cabin alongside the lifted Fenit branch, the station is now signalled from Dublin!

BELOW & NEXT: Showing how much the end of the passenger line was cut back in Nov 2009 so that
locos don't idle under the (no longer-) overall roof for air quality. However, the bay (behind train) is
in regular use. Taken during the Tailte Tours 'Premier Rose' tour. (All Martin Baumann, 20 Aug 2022.)





BELOW: (Item 2410) It is never too soon to start preparing youngsters for a lifetim
nippers. His jacket chain leads to a whistle in his pocket. He was using this and wa
Rocks and again at Limekiln Halt. The 'Nipper' was under instruction and supervis
be a prime candidate for being 'passed out' as a guard and maybe a driver before h

me of volunteering on the railway. This well-dressed 3½ year old is wielding ticket
aving a green flag, to signal that the train was ready for departure from Sea Lion
sion. He was also proficient in using the yellow flag (Manx rules) so appeared to
he is 8? The real guard had full responsibility. (Jenny Williamson, 25 Sep 2022.)

…1410 IRELAND (Martin Baumann) [email protected]
2404] Brunel's Folly: Irish Rail recently said that it needs €230M for a programme to protect major
sections of the Dublin to Rosslare line from the effects of climate change. 48 miles of the 104 mile line
is adjacent to the coast or an estuary and is vulnerable to climate change. Spread over the coming
seven years, funding would provide resilience for 50 to 100 years. The most vulnerable areas are the
37 miles from Merrion Gates to Wicklow, at times just feet from the cliff edge, and the 10½ miles
between Wexford and Rosslare. Of course, we know who is blame for the problem (see title); inland
diversions had to be constructed in 1876, 1879 and 1917 - parts of the original route can be seen in
places. If anyone hasn't done the line it is a most interesting and scenically very attractive railway.

Options such as breakwaters, beach nourishment, onshore revetment strengthening, and other
interventions will be subject to detailed design in the first phase. The East Coast Railway Infrastructure
Protection Projects is funded by the National Transport Authority under the National Development
Plan 2021-2030. Jacobs Engineering has been contracted as multidisciplinary consultants for the first
phase of the programme to deliver detailed design and planning works, including environmental
assessments and statutory submissions. Works will be examined between Merrion and Dun Laoghaire,
Dalkey Tunnel and Killiney station, Bray Head and Greystones North Beach, Greystones South and
Newcastle, Newcastle to Wicklow as well as at Bray North and Rosslare.

2405] NIR signalling: As part of the Grand Central* project, Translink plans to replace Belfast Central
(still the name for the signal cabin), Coleraine and Portadown cabins with a Northern Ireland Railways
Operating Centre controlling the whole network. *The name for the new 8-platform terminus and
interchange under construction by Great Victoria Street - now we know why they really wanted to
change the name of Belfast Central station - OK, it wasn't really central - to something more vanilla.

2406] Bangor - Belfast: (BLN 1399.1045) https://bit.ly/3egpLfR is about the new 100% electric 'flying
ferry' with a picture. The 24m long hydrofoil can carry 150 passengers and is said to use 85% less fuel
than diesel powered ferries. Top speed is 38 knots (43.7mph in real money) with a battery range of
115 nautical miles (132½ proper miles). This pilot service linking the two cities is due to start in 2024.

2407] Farranfore: On 12 Sep this station between Killarney and Tralee became an unstaffed halt.

2408] Dublin Metrolink: (Can't they use a different name?) https://bit.ly/3T8xhbd click 'browse') is a
'propaganda' video. What seems to be new is the proposed Metro/Irish Rail station at Glasnevin.

2409] SLW: On Sat 24 Sep this was on the Up Line from Thurles facing X/O to Limerick Jn trailing X/O.

1410 ISLE OF MAN (Graeme Jolley) [email protected]
2410] Groudle Glen: (MR p12) Our Laxey locals visited this 2ft gauge 1,000yd railway on Sun 25 Sep,
the last running day of the season and had a round trip behind 'Otter'. This winter the track from the
crossing loop to Sea Lion Rocks is to be relaid using plastic sleepers. It was suggested to our dynamic
duo that the relaying might move the track significantly enough to tempt our members to revisit!
The new ticket office and shop, at the entrance to Lhen Coan station, is nearly complete and should be
in use for the Christmas Season trains. These run on 10, 11, 17 & 18 Dec with mince pie specials on 26th.

2411] Stupid question section: During a 29 Sep round trip from Laxey to Ramsey on the first service of
the day (Car 22 + Trailer 41), the guard told our local reporters that, before he left Derby Castle, some
visitors asked him about the horse trams ... 'Are the Horse Trams electric?' They supposed that the
tram was electrically propelled, with a horse put on the front just for show! It reminded your Editor of
the time he was sat behind the driver on a first generation DMU at Kidderminster Town years ago
waiting to depart for Bridgnorth. A lady was explaining the controls to her young grandson: '…and that
big sliver wheel is for the driver to steer with'. Oh dear, something had to be said - and it certainly was.

2412] Steam Railway: In Sep the IOM Government announced that the season is being extended and
the Steam Railway (only) will operate SSuO in Nov. It is a one train service: Douglas 09.50; Port Erin
10.50/12.00; Douglas 13.05/13.50; Port Erin 15.50/16.00, arriving back at Douglas 17.05. Then, from
2 Dec until 4 Jan, there are numerous Christmas and Festive themed trains (including Laxey to Dhoon
Glen shuttles on the Electric Railway). Some have dining, starting with a Festive Commuter Club Train

(bus fares apply) on Fri 2 Dec. The Polar Express has now reached the IOM. Others include Santa
Expresses, Christmas Party Trains, Christmas Curry Club (turkey curry anyone?), Christmas Jumper
Lunch (indigestible) and Party Trains, music themed diners, Port Erin Christmas Seaside Shopper etc
(e-BLN has a PDF leaflet). There really is something for everyone. Who would have thought years ago?

1410 SCOTLAND (Greg Beecroft) [email protected]
2413] Strikes: ScotRail services during the NR strikes (RMT) on Sats 1 & 8 Oct were similar to 18 & 20
Aug (BLN 1407.2091), a limited timetable 07.30 to 18.30. The Edinburgh to Inverkeithing service was
extended to Cowdenbeath. Larbert had an hourly service to Edinburgh as well as Queen Street but
there were no trains to North Berwick due to engineering work. ScotRail was unaffected by the ASLEF
strikes on 1 & 5 Oct. On 1 & 8 Oct Caledonian Sleeper ran one train to Edinburgh, with normal service
on 5th. The only ScotRail services on 10 Oct, when there was a strike by ScotRail RMT members, were
Milngavie to Edinburgh (half hourly) and Glasgow Central to Lanark and Larkhall (both hourly).

2414] Bridge of Weir: (CP 10 Jan 1983 with the then branch to Kilmacolm) Planning permission has
been granted for housing development on the site of the former station at Bridge of Weir. This had
been refused by Renfrewshire Council but was granted on appeal. The Council was concerned that the
development would make reopening the railway more difficult but the Planning Inspector said that
the former railway line has a number of other developments or land uses at various points along its
length, so reopening would be challenging in engineering and environmental terms. It was also noted
that the Council's local transport plan did not propose reopening the line.

2415] Caledonian Sleeper (CS): This franchise, held by Serco, is being terminated from 25 Jun 2023.
The franchise agreement allowed Serco to seek revised terms for the final years and its proposal was
considered by Transport Scotland (TS) to not be value for money. Announcing this, Transport Minister
Jenny Gilruth said that Serco had broadly delivered well and had improved CS over the last seven
years. CS staff provide on-board hosting services but the trains are operated by GBRf. It is expected
that, from Jun 2023, Caledonian Sleeper will be run by a subsidiary of Scottish Rail Holdings Ltd, TS's
operator of last resort. Officially, work is under way to determine future arrangements for the service.

2416] Dunfermline: As a result of Dunfermline recently being designated a city, Dunfermline Town
station is being renamed Dunfermline City (announced 3 Oct 2022). It OP 1 Nov 1877 as Dunfermline
Comely Park and was renamed Dunfermline Lower 26 Oct 1889. It became 'Dunfermline' with CP of
Dunfermline Upper 7 Oct 1968 but was 'Dunfermline Lower' in the May 1987 timetable. On 26 Jan
2000 it became Dunfermline Town when Dunfermline Queen Margaret station OP, though current
ScotRail timetables (only) incorrectly omit 'Town'. The latest renaming was announced on 3 Oct 2022,
when the King visited Dunfermline to mark its city status but ScotRail said: 'Changing a station name is
a complex one and will involve changing all references to the station across the many databases
throughout the rail industry, including those used by NR for signalling, timetabling and operational
purposes. This process is underway and the change to Dunfermline City will be formally completed as
soon as possible. This includes the changing of signs at the station and across all electronic channels.'

Railway historians use the name of a station published in the public timetable IF there is no stronger
evidence otherwise (such as the WON). Journey planners are widely used now, particularly as ScotRail
no longer produces paper timetables (website PDFs are available). The data they use may be updated
before the National Rail Timetable is reissued in Dec but there is no public record of when it is done.
Then there is the data used to support station and train information systems that may be revised on
yet another date. As ScotRail suggests, changing a station name is now a process that takes place over
a period of time, so a new name may be in use before it first appears in the National Rail Timetable.
BLN has had examples where station nameboards don't even agree with each other, let alone ticket
names, the Sectional Appendix, Signalling etc diagrams, timetable maps and timetables themselves!

2417] Inverness Airport: At rather short notice, Millburn Jn at Inverness to Nairn (exclusive) TCP from
23.55 on Fri 14 Oct until 04.45 Wed 26 Oct, principally to allow 'intensive work' at the new Inverness
Airport station. It includes installation of the new passing loop at the station and track improvements.
Dalcross Automatic Half Barrier Level Crossing is being 'closed' and replaced by a footbridge.

2418] Glasgow Subway: (BLN 1393.245) The Subway is to be closed on ten Sundays over the coming
months, principally to facilitate installation of new train control equipment. Dates are to be confirmed
but will not be on days when Rangers FC play at home or during the Christmas shopping period.
2419] Bridgeton - Carmyle: The Glasgow Central Railway line from Bridgeton Cross to Newton via
Carmyle OA 1 Feb 1897. Between Bridgeton Cross and Carmyle there were intermediate stations at
Parkhead (renamed Parkhead Stadium on 3 Mar 1952) and Tollcross. Initially, there was a reasonable
service, mostly between Maryhill and various places in Lanarkshire. After WWII trains ran only at peak
times, which included the middle of the day, because many people went home for their midday meal.
For most of the way between Bridgeton Cross and Parkhead the railway ran in a tunnel directly under
London Road (map). At Bridgeton Cross the westbound platform from Carmyle was in the open but
the eastbound was under the road. The goods yard was in the fork of the junction with the line from
Rutherglen, which has its own platforms. Two tunnel vents remain by London Road. One is in original
condition but roofed over. The other was completely rebuilt when the Commonwealth Arena and Sir
Chris Hoy Velodrome were built on the site of London Road goods yard for the 2014 Commonwealth
Games. The railway emerged into a retaining wall cutting; the walled up tunnel portal can still be seen.
Parkhead station was in a cutting, now infilled, between Springfield Road and Helenvale Street. There
was no public goods depot but sidings east of the station served Parkhead Girder Works, Parkhead
Tarmacadam Works, Lilybank Boiler Works and, from 1925, Macfarlane Lang's Victoria Biscuit Works.
Tollcross station was an island platform on an embankment with goods yard east of Braidfauld Street.
The embankment has been removed and houses built. Sidings at Tollcross East served Arnott Young's
scrapyard and Stewarts & Lloyds Tollcross Works, which made steel tubes. Bridgeton Cross (including
that station) to Carmyle CP 5 Oct 1964, when Bridgeton Cross to Tollcross CA. It was cut back to the
scrapyard at Tollcross East from 4 Apr 1966, when Tollcross goods yard closed. Traffic from Arnott
Young ceased and the line from Carmyle CG by Dec 1973. Little remains of the trackbed east of
Parkhead and in the Carmyle area it has been completely obliterated by the M74. The heavy industry
once served by the railway has all gone and even the biscuit factory closed on 30 Sep 2022. Crumbs.

ABOVE: 1955 map; the present Rutherglen triangle is bottom left with Glasgow Central off there to
the left. Top left corner is the North British Bridgeton (Central) branch terminus (CP 5 Nov 1979), near
is the Caledonian Bridgeton Cross station. Parkhead Stadium is top left of centre then, southwest,
Tollcross with Carmyle bottom right. The line continuing to Newton curves bottom right corner.

LEFT: The eastern
(Carmyle end) portal of
London Road tunnel.
(Rodger Wilkinson,)

BELOW: Bridgeton
(Central) terminus which
was really an EMU stabling
point /depot, exclusively
so after it CP 3 Nov 1979
when Bridgeton opened
on the new Argyle Line at
the site of the former
Bridgeton Cross station.

It was taken out of use
from 1 Jun 1987. This is a
railtour on 29 Aug 1982,
after passenger closure.

(Angus McDougall.)

BELOW: (Item 2419) The eastern (Parkhead Stadium end) portal of London Roa

ad Tunnel looking towards Bridgeton Cross. (Rodger Wilkinson, 31 Jul 2014.)

- [BLN 1

BELOW: One of the vents for London Road Tunnel, it is
(Photo taken before the adjacent land was red

1410] -

s now roofed over but otherwise in original condition.
developed.) (Rodger Wilkinson, 20 Sep 2015.)

BELOW: Bridgeton Cross station site on 15 Oct 1977, work to reopen the Ruther
line is right. Above can be seen the front wall of the former station building

rglen to Partick line is under way. The site of the island platform on the Carmyle
g, since demolished, with two bricked up entrance arches. (Greg Beecroft.)

BELOW: Parkhead (Stadium) station site, looking east towards Carmyle, 3 Se

ep 1978. The station building was at street level to the left. (Greg Beecroft.)

2420] Mossend: GBRf has begun intermodal services to Doncaster iPort for Culina Group and Stobart.

2421] Club 50: ScotRail's Club 50 is available to anyone aged 50 or over for £15 per year. Members
have a 20% discount on all operators' off-peak and ScotRail only advance tickets between any Scottish
stations - not Carlisle or Berwick (purchased using ScotRail's website; 10% discount at ticket offices or
by phone). There are periodic special promotions, including a current £15 maximum fare for journeys
in Scotland until 13 Nov (Stranraer to Wick would be a good deal). These £15 tickets are only valid on
ScotRail trains and by TPE to/from Lockerbie or Reston. See: www.scotrail.co.uk/tickets/club-50

1410 WALES & THE MARCHES (Chris Parker) [email protected]
2422] The Narrow Gauge in Pembrokeshire by Martin Connop Price Part 7 WWI Forestry Railways:
(BLN 1409.2323) From Tudor times (if not earlier) the greatest demand for timber had been for ship
building, mines and construction. In WWI there was a sudden and huge demand for timber on the
Western Front and, once this was recognised, the Home Grown Timber Department was set up within
the Board of Trade to ensure a sufficient supply. Numerous sites in Wales and the Marches were
identified as possible sources of good timber and three of these were in North Pembrokeshire.

In 1916 the 2ft gauge Pencelli Forest Tramway was built eastwards from Pont Baldwyn (SN 104 390),
on the A487 between Nevern and Eglwyswrw towards Pencelli, perhaps 2½ miles. The felling of timber
- particularly oak - began immediately, especially in the Pant Teg Wood area of the forest. According
to local tradition, the workforce consisted largely of 'Rooshians', which was probably a blanket term
covering labourers from different parts of Eastern Europe. Two locomotives are known to have been
used at this period, the first of which was an 0-4-0ST built by Kerr Stuart & Co of Stoke-on-Trent
(2421/1915), previously employed on new works at Catterick Camp in North Yorkshire.

The second was a new small 10hp petrol powered locomotive, built by the Baguley Car Co (609/1918).
It seems that this machine did not reach the Pencelli Tramway until Oct 1918, only a few weeks
before the war ended. However, clearance work in the Pencelli Forest seems to have continued for
some time after the war, probably because good quality oak was still required for military and
domestic purposes in the immediate post-war period. It is not known when the tramway closed but it
was resuscitated in WWII, again to assist in the extraction of timber. On this occasion only one 2ft
gauge locomotive was employed, a small 4-wheel 14hp diesel built by FC Hibberd (1823/1933).

Very little is known about the second of these forestry tramways, which was located at the village of
Maenclochog (SN 078 270). The only known picture shows a small timber yard west of Maenclochog
station, on the former North Pembrokeshire & Fishguard Railway, with maybe twenty men standing
alongside two horse drawn carts carrying planks and other cut wood, in front of a small locomotive
and flat truck. Unfortunately the image is indistinct but the cab, saddle tank and twin domes on this
machine strongly suggest an engine of North American origin. According to the accompanying
description with the picture: they were cutting down trees in the woods and a tramway came up from
the woodlands bringing timber up to the mills. On this basis it would appear that the line was quite
short, running west from Maenclochog on the south side of the minor road leading to New Moat,
before turning south into woodland in the valley of the Afan Rhydafallan. It was also noted that huts
were provided for the workforce, although given the isolation of Maenclochog on the southern flanks
of the Prescelli Hills, it must have been a distinctly spartan existence. The report declares that these
sawmills continued to work after the end of WWI but eventually closed in the early 1920s.

The third forestry tramway is even more obscure! According to local sources (without documentary
proof), a tramway was installed at Pontfaen, in the Gwaun Valley about five miles east of Fishguard,
just off the B4313 Fishguard to Rosebush road. The line began at SN 0242 3400, a small sawmill by a
minor road some 50yd southwest of a bridge over the river at Picton Mill. It then headed west
northwest for about 150yd on a low, raised embankment before curving southwest to run by the base
of some north facing woodland at Pontfaen. The full extent of this tramway is unknown and, as there
is no evidence of any loco being employed, it must be assumed that horses provided the haulage.
The low embankment is still visible and is now used as an access track into the fields. Adapted for BLN
from RCHS Journal of Jul 2020 by kind permission of author and editor (to be continued).

2423] Chester: (TRACKmaps 4 p28A 2018) A member's friend, a regular visitor to Chester, has raised a
microgricing issue about the connection(s) between Roodee Jn, Chester South Jn and Chester P7. On
Wed 21 Sep his 16.45 Llandudno to Manchester Airport reached P7 via an Up Fast - Up Slow (UF-US)
move at Chester South Jn. He was surprised that move was booked, or indeed any other passenger
moves into P7, as P7 is occupied by Merseyrail EMUs for much of the time. Further investigation
revealed a good number of services booked into P7 from Roodee Jn but are predominantly routed on
the Up Slow from Roodee Jn rather than the UF-US Chester South crossover. Our member would be
interested to know if there's any significance to the Chester South Jn crossover. He can't recall ever
arriving in P7 from anywhere except Liverpool and had assumed it to be Merseyrail only until the
friend mentioned this. [In the current timetable trains from Roodee Jn booked to P7 are: SSuX 08.46,
09.45, 10.45, 11.41, 12.54*, 16.45 & 20.44; SO 07.44, 11.44, 12.42, 18.44 & 19.44 SO Llandudno
(*Llandudno Junction) to Manchester Airport plus the 19.06 SSuX from Birmingham International,
21.06 SO Birmingham International to Manchester Piccadilly (a mere 3hr 17min end to end!); SuO
07.50 Holyhead to Manchester Piccadilly, 17.29 Holyhead to Crewe & 22.35 from Wrexham General.]

2424] Avanti West Coast: (BLN 1407.2098) The TOC is promising the return of [extra] direct services to
North Wales from the start of the Dec 2022 timetable but doesn't state how many will be restored.
Factors taken into account include the significant number of drivers who will be entering passenger
service following recruitment and training. The new base timetable has five SuX Holyhead to Euston
with three SuO. SX there is also one to Crewe and SSuX another to Birmingham. The service is the
same in the other direction except SuO two are from Euston, two Crewe & one Chester (none via P7!).

2425] Aberystwyth: (BLN 1407.2096) The first timber working under the long term contract ran on
Fri 23 Sep. The empties left Chirk Kronospan 02.05, reaching Aberystwyth Kronospan Colas 04.50 via
the direct route. After loading, departure was at 15.50, via Crewe and Chester to avoid reversals.
Arrival back at Kronospan was on time at 23.55. These were once again VSTP (Very Short Term Plan)
one off very short notice schedules, which may continue as they are expected once or twice a month.

2426] Shrewsbury - Ludlow: NR plans to rectify a discrepancy which has existed since 2012. South of
20m 38ch (the former London North-western/Western route boundary 41ch south of Craven Arms;
interestingly, British Rail's London Midland/Western Region boundary was at 18m 10ch north of
Craven Arms!) there are few speed differentials. However, north thereof non-DMU traffic is restricted
to lower speeds in places. TfW has raised this with NR as it affects their Class 67 passenger services,
not just freight. The restrictions were originally imposed due to delays in assessing structures on the
northern section. The derogation granted to the previous TOC, Arriva Trains Wales, for their services
to run at DMU speeds, has been revoked. NR proposes to permanently abolish the differentials,
although there is uncertainty as to whether this will be feasible for freight as more structural work
may be required. The changes will apply to the Down (southbound) line 3m 10ch (near Bayston Hill) to
18m 10ch (Wistanstow) and the Up line 22m 07ch (¾m north of Onibury) to 18m 62ch, 18m 10ch to
6m 47ch (Dorrington) and 6m 20ch to 3m 10ch. The restrictions are retained at Wistanstow due to a
shallow decked underbridge; why they are retained on the Up line at Dorrington is not known.

2427] Pontarddulais - Grovesend: (BLN 1383.2243) This ex-Central Wales line trackbed is now a foot
and cycle way; https://bit.ly/3C6kLCa has pictures. Future extensions to Swansea Bay are proposed.

2428] Class 197: (BLN 1408.2199) The pressure seems to be on to introduce the first of these units to
public service at last, as the Class 175s which they will immediately replace appear to be on minimal
maintenance; a number have been noted OOU on Chester depot. However the 197s are of RA (Route
Availability) 2 whereas the Class 158s which later batches will replace are of the less restricted RA1.

Class 197s will therefore be limited to lower speeds over certain structures on the Cambrian line,
(Class 158 restrictions in brackets): Carno & Severn River Bridge, Caersws, 53m 16ch, 37mph = 60kph
(56 = 90kph); Cottage Pie Viaduct, 80m 19ch, 31mph = 50kph (56); Leri Viaduct, 85m 31ch 37mph (56).
The last two are between Dovey Jn and Borth - all three viaducts have had recent heavy maintenance.
NR is reviewing the possibility of undertaking further work to literally bring them up to speed! As usual
on the Cambrian, because of ERTMS the apparently odd imperial values are due to conversions of km.

2429] It's Dee Time (or, anyone for golf?): (BLN 1311.1742 - with map) On 17 Sep a member visited
the area by rail. Alighting at Shotton (high level). He took the footpath to low level, then through a gate
on Up P1 to the relatively new footpath attached to the upstream (east) side of the actual Hawarden
(railway) Bridge. The path continues north past the eponymous station and Dee Marsh Jn signal box.
At this southern apex of the triangle, there is no trace of Chester Golf Club Halt (CP 18 May 1896) or
even an entrance to it. One source suggests that Hawarden Bridge station (OP 22 Sep 1924) was built
on its site but our member thinks that it was just to the north where a closed off disused footpath may
have been the access. Other sources agree with this but clarification would be welcome!

The modern footpath continues north, parallel to the active Wrexham to Bidston line, almost to
Birkenhead Jn at the northwest apex of the former triangle. Here was Birkenhead Junction Golf
Platform (CP 20 Sep 1927); nothing remains but NR's palisade fence is built across the in situ track and
ballast at the start of the north curve to Chester Jn which is in public woodland. Almost all the half
mile curve is a foot/cycle path. Unsurprisingly there is no trace of Chester Junction Golf Club Platform
(also CP 20 Sep 1927), except some railings along an adjacent bridge parapet. The path is along the
foot of the south (Chester Jn - Dee Marsh Jn) curve overgrown embankment rather than on it.

2430] Bala - Blaenau F(f)estiniog Central: (BLN 1409.2326) On 28 Sep a further Railway Ramblers (RR)
visit found that, despite significant recent rain, Llyn Celyn reservoir water level had fallen further
making the eastern end of the surviving trackbed even more distinct. The two most intrepid members
of the group reached grid reference SH 87195 39961, an estimated 5m 36ch from Bala Jn. This is 36ch
west and 1m 14ch east of the respective sites of Tyddyn Bridge and Capel Celyn Halts (CP with the
branch 4 Jan 1960). The road bridge at the site of Capel Celyn village was also partially exposed. Locals
advised that there should be more to come as Welsh Water plans to continue releasing water for dam
maintenance while they have the chance; RR's next visit (22 Oct) could be very interesting!

2431] Slews news: (BLN 1409.2328) The work at Trefforest Estate work did not take place as booked
and no new date for it has been given. To quote the village's best known son: '♫ It's not unusual ♪♪♪'.

2432] Pontypridd - Treherbert: (BLN 1399.1067) Something else not taking place is the closure of this
line for over six months from 27 Nov to 2 Jun 2023 for Metro work. The work will be done overnight.

2433] Ebbw Vale: In early Sep Blaenau Gwent County Borough Council completed restoration work on
the 'Big Arch'. Built in 1813, this massive structure amounts to a short tunnel over what is now the
B4485 road and was one of the largest early horse-drawn tramroad bridges in Britain. It acted as the
northern gateway to the Ebbw Vale Ironworks and later to the steelworks. Reinforcement bars have
been installed, masonry repaired, weeds removed and waterproofing carried out. Wot no tramroad?

2434] Strikes: (BLN 1407.2100) The 'action' on Sat 1 Oct had the most severe effect on Wales yet with
no GWR trains running because of the coinciding RMT and ASLEF strikes. TfW again ran an hourly
Cardiff Central (P4) to Newport (P4) shuttle formed of 2 x Class 150 units 08.00 to 16.00 and hourly
services on each of the Core Valley Lines to Treherbert, Aberdare, Merthyr and Rhymney 07.30 until
16.30. From 18.52 rail replacement buses ran to/from Radyr to connect with hourly services on the
first three, beginning with an 18.50 to Treherbert. This followed a 2-hour gap after the 16.13 Central
to Aberdare! There were no services elsewhere. This was repeated on 8 Oct except ASLEF members
worked normally, so GWR services ran to the now customary RMT strike day pattern of hourly Cardiff
to Paddington via Badminton (IET) and Cardiff to Bath Spa via Bristol Parkway and Temple Meads
(DMU) between 07.30 and 18.30. These included a short IET working each from/to St Philips Marsh
(ECS) and Reading (in service) plus a DMU in service from/to Temple Meads at start/end of service.

2435] Cylla (Penallta Colliery) branch: (BLN 1304.987) Although not shown as a public or permissive
path on current OS maps yet, the tarmac surfaced section of this branch now extends south to join the
Vale of Neath line path (part of National Cycle Network Route 47) at Penallta Road bridge (ST 143 949),
with all track removed. Beyond, the section down to Ystrad Mynach North Jn appears securely fenced
off and completely overgrown but may merit further investigation. 'Cylla Sidings' is a short cul-de-sac
with upmarket modern housing development on the east side just south of the bridge. Cooke's Atlas
records that it is in fact on the site of 'Ystrad Mynach Sidings', although Cylla Signal Box was opposite!

ABOVE (Item 2430) The eastern end of the further exposed track bed as the water level has been allowed to
drop in Llyn Celyn; a partly filled in cutting looking towards the dam and Bala. (Chris Parker, 28 Sep 2022.)

BELOW: Back from the brink - a Railway Ramblers group returns along the tarmacked embankment
which is normally under water, again looking east towards Bala. (Philip Cartwright, 28 Sep 2022.)

BELOW: Looking north, Capel Celyn, the B4391 road bridge is exposed after the r

recent drop in water and not a railway in sight. (Philip. Cartwright, 28 Sep 2022.)

BELOW: (Item 2435) Penallta Rd overbridge, Cylla (Penallta Colliery) Branch, a

at the Vale of Neath line intersection looking north. (Chris Parker, 5 Oct 2022.)

X.197] BELOW: (BLN 1402.1452) You'll have rather a long wait for a train - it
on the Taff Vale Extension to Pontypool. There is actually a platform behin

Low Level, now 'Hengoed' on the Rhymney line is still open. (All Chris Parker, 5

t closed on 14 Jun 1964 - the site of Hengoed High Level station (OP 1858)
nd that fence! The view east onto Maesycwmmer (or Hengoed) Viaduct.
5 Oct 2022 on a Maesycwmmer to Fleur de Lis - with its nice pie shop - walk.)

BELOW: Maesycymmer or Fleur de Lis Jn site looking west (Vale of Neath lin

ne to Hengoed HL off left; GWR spur to the Brecon & Merthyr line off right).

BELOW: The Maesycymmer to Fleur de Lis spur, a road underbridge. Needless

to say the rain stopped when Chris reached Ystrad Mynach for his train home.

2436] Welshpool: (BLN 1405.1852) The rock armour installation was completed by 21 Sep. It involved
198 staff working just over 31,000 hours in total. In addition, during the autumn, NR is to plant short
hedgerows in gaps along the railway boundary, to slow flood waters and provide wildlife corridors.

2437] Global Centre of Rail Excellence (GCRE); ever decreasing circles: (BLNs 1388.2942 & 1408.2201)
Following the last coal train from Onllwyn on 21 Jul 2022, the GCRE is expected to become available to
the industry during 2023. It will feature two test loops, both 25kV AC electrified. The outer will be a
6.9km high speed rolling stock test track with a design speed of 110mph. The inner will be 4km long
and designed for 40mph running, primarily for infrastructure testing. Heavy passenger and/or freight
trains will run on it 16 hours a day, five days a week to create a realistic replica of a UK main line and
enable rapid life and degradation testing of infrastructure components - unique in Europe. Stock used
will include three ex-Heathrow Connect Class 360/2 EMUs, recently acquired from Rail Operations
Group and currently stored at MoD Bicester. These will also be available to the industry as test train
'mules' to test European Train Control System signalling, other novel train control, traction and
suspension and many other innovations. All the ingredients for a future classic Society visit, hopefully!

1410 MINOR RAILWAYS (Peter Scott) [email protected]
MR188] Lizard Lifeboat Station Railway, Cornwall: (BLNs 1336.2263 & 1340.2881 have details and a
report with photos of the Society's 23 Oct 2019 visit.) This unusual 8ft gauge 38o incline electrically
operated cliff railway served the lifeboat station at Kilcobben Cove on the Lizard. A single car ran on
the 147ft long line from the car park and access, down to the lifeboat station at the foot of the cliff.

On Saturday 10 September an inspection of the railway was made from the South West Coast Path,
after a sign was spotted nearby that the lifeboat station was closed due to maintenance on the
railway. Sadly, it appears it can no longer be regarded as a proper railway. The running rails have been
removed and some were noted stacked in a compound in the car park. The lifeboat's station Facebook
page shows the car was craned off the track on 22 March 2022 - which can be taken as the 'closure'
date. Work was ongoing and the site was deserted but it seems that in future it will be a basic lift - the
same as at the Padstow Lifeboat Station and elsewhere* - with no running rails. There did not appear
to be a car present, although it was not possible to see the lower station.

[*Has Padstow has been converted to a lift since our 23 Oct 2019 visit and what about St Davids - Ed?]

MR189] Helston Railway, Cornwall (MR p6): On a damp Sunday 11 September 2022 a visit was made
to this railway, when a Vintage Vehicle Rally was taking place in a field (owned by the railway) on the
opposite side of the road to Truthall Halt. Adult fare was £12 (usually £9.50). A titled Edmondson card
ticket was issued, allowing unlimited travel on the day. The first train departed from Prospidnick at
10.30 and then a near continuous service operated. Trains were propelled by 0-4-0ST (Peckett 2000/
1942) from Prospidnick and hauled back from Truthall Halt. Passenger accommodation was a driving
car from a Class 127 DMU and a British Rail 'outer suburban' coach. Due to the damp weather the
vehicles at Truthall Halt were not viewed - apparently some had not turned up due to the weather.

The Railway's dream of reaching and crossing Cober Viaduct (7m 64ch) has taken several further steps
towards becoming a reality. Also known as Lower Town Viaduct, it was constructed in 1886 to carry
the railway over the Cober valley. After Truthall Halt (7m 00ch) trains ran about ¾ mile downhill at
1:77 and then at 1:60 on to the viaduct. From there they continued to Helston - the branch terminus
(8m 67ch). The six arch viaduct, built on a curve, measures 373 feet long by some 90 feet high.

The Railway has always been concerned that, although the viaduct appeared to be in good condition,
there may be unknown structural flaws that might require unattainable amounts of money to rectify.
It was required to understand these costs, before purchasing the viaduct and any associated land.

However, the good news is, with the assistance of the Swanage Railway, a specialist international
bridge surveying consultancy has reported that the viaduct is in good condition and suitable for a safe
axle load of 22 tonnes for a 2-axle bogie. There are works to complete, particularly clearing the deck,
examining and, if necessary, replacing any waterproof membrane and re-pointing some areas of the
parapets and piers. The Railway already owns the next 570 yards or so of trackbed past Truthall Halt.

X.198] BELOW: (MR p34) A cliff railway that still operates is at Castle Hill in Bridgnorth with the
River Severn top left corner. Ironbridge/Shrewsbury are to the left and Bewdley/Worcester right.
There are currently closures on quiet days to replace the cables. (Jenny Williamson, Sat 8 Oct 2022.)