1363

st stop on the Central/Heart of Wales line with 1,279 passengers recorded
ains for the storm damage repairs. (Brian Stone, 10 & 28 Sep and 7 Oct).

platform in use here. The gardens remain immaculate as always.















3069] Central Wales line (1): (BLNs 1360.2646 & 1361.2789) Amending BLNs 1343 & 1360, the new
Driver Crossing Indicators (DCI's) will show a flashing white light when the barriers are lowered (like
the existing lights on the stop board). The new DCI units have a theoretical ability to show flashing red
when the barriers are up, but that will be disabled. No reason seems to have been given, but it may be
considered potentially confusing for the train driver to see a flashing red with a stop board (effectively
a steady red). It is uncertain if any remote monitoring by the Pantyffynnon signallers will take place.

If the barriers fail to be raised by a train passing, the reset timer should still raise them automatically
after a few minutes. If it fails to, it may be left to road users to report the fault; presumably signs will
display the contact number. Reporting of other faults, eg barriers not lowering properly and/or white
light not flashing as the train approaches, will no doubt remain the train driver's responsibility.

3070] Central Wales line (2): (BLN 1362.2932) By 10 Sep repairs to the flood damage east of Llangynllo
Tunnel had progressed sufficiently for engineer's trains hauled by Shrewsbury Coleham based NR
Class 97s to continue to Llandrindod to run round. A pair including 97303 were operating that day and
97302 solo on 28 Sep. A locally resident Railway Rambler member photographed both workings
returning north at Dolau, also showing that the multi-award winning station gardens are as
immaculately maintained as ever by their voluntary group despite the pandemic and weather related
problems this year. Colas 37175 and hired-in 37025 with 15 NR bogie wagons operated on 7 Oct.

3071] Aberystwyth - Carmarthen: (BLN 1316.2413) Nothing if not persistent, the campaign group
Traws Link Cymru (TLC) has now produced a report https://bit.ly/36hEsbR A Strategic Rail Corridor for
West Wales. It claims that the cost of reopening this line to 'heavy rail' standards could be reduced to
around £620M, 20% less than the £775M estimated by the 2018 Mott Macdonald feasibility study.
The report compares this with the A465 Heads of the Valley road upgrade, just 40km of carriageway
for £1bn and the Port Talbot Harbour Way £107M for only 4.8km of new road. It suggests the Gwili
Railway, which occupies part of the route and owns Llanpumsaint - Abergwili Jn, could be relocated to
the Abergwili Jn - Llandeilo trackbed, currently proposed for conversion to a cycle trail. Not a problem:

The provision of a cycle path should be carried out in tandem with works to re-provision [sic] the Gwili
Railway, provided there is sufficient width to accommodate both the railway track-bed and the cycle
path (which must be uncertain as it is of single track width - Regional Ed.) TLC Chairman Adrian Kendon
believes that there are important omissions in the [2018] report, which, for example, failed to consider
the condition of the three tunnels on the former route and which also underestimated catchment area
populations. Our further work on the study reveals that once the enlarged catchment area around the
proposed stations is taken to account, the cost-benefit ratio improves and with modern construction
methods, the cost of reopening…..could be reduced. The full document is a download with e-BLN.

3072] Ceredigion Cardigan coastal carriages: A member recently enjoyed a week's walk on the
Ceredigion Coast Path and noticed various converted railway carriages made into holiday homes on
the cliffs east of Aberporth. Some are now difficult to recognise as they have been totally encased in a
later building, however one which he photographed has been most attractively restored.

The owner told him that the carriage, GWR No9043, had been in her family since the 1930s when a
relative travelled to Swindon to select it. Apparently it cost more to clear the carriage of its furnishings
(which her relative wasn't prepared to pay) so it came with all the internal features and these are still
present today. In common with most carriages in the area they were sent to Newcastle Emlyn station
by rail from where they were hauled on a special trailer to the coast at Aberporth. (Cardigan station
was equidistant and the standard of roads similar but a more protracted rail journey.) She has a photo
of the carriage being transferred onto the road trailer. She believed the carriage was used in the Royal
Train either when George V visited Aberystwyth in Jul 1911 or possibly by the Prince of Wales in
Jun 1896. Can anyone confirm and the carriage identity? (The LNWR Royal Train was used in 1911, but
the GWR train was used 25-27 Jun 1896 when the Prince was installed as Chancellor of Aberystwyth
University and opened the South Wales Sanatorium - now Bronllys Hospital - near Talgarth station.)

[BLN 1363]
3072] Ceredigion Cardigan coastal carriages (continued): GWR coach 9043 was thus numbered about
1908; the 9xxx series was reserved for saloons, sleeping and dining cars. It was previously 8247 and
originally 247. Built in 1892 to Diagram G30 as (ABOVE - Nick Bowditch) Lot 628, a one-off Royal
Clerestory 'Family Carriage' Composite Saloon, it was condemned in 1936. According to a
contemporary newspaper report the 1896 Royal Train (which traversed at least one 'PSUL'- Abbey
Foregate Loop) only consisted of a saloon and a brake composite as the Prince and Princess stayed at
Plas Machynlleth during their visit rather than sleeping on the train. However, it is likely it was the
saloon concerned and, as the original GWR avidly practiced recycling without wasting time and energy
talking about it, is also likely to have been available for purchase in the late 1930s - Regional Ed.)
https://bit.ly/3l5v6V4 shows a nearby LSWR Sleeping Car from the Waterloo to Plymouth Boat Trains.

3073] Abergavenny - Hereford: (BLNs 1340.2870 & 1347.748) Flooding caused extended line closures
due to washouts in 2011, Oct 2019 & Feb 2020 between the two Vineyard Farm user worked crossings
(15m 25ch and 15m 45ch from the former Rotherwas Jn) about 4¼ miles south of Pontrilas, despite
provision of additional culverts after the first occurrence. NR now proposes to install rock armour
(as on the Conwy Valley line) and geotextile sheeting to reinforce the embankments; a hydraulic
modelling exercise will determine if further culverts are also needed. The work is currently proposed
for inclusion in 4 x 50hr possessions already planned for Sep 2021 but NR has been asked to consider
bringing it forward to May or Aug Bank Holiday or other earlier weekends.

3074] Mk 4 stock: (BLNs 1353.1648 & 1358.2374) A Chester-based member and TfW employee was a
TfW participant in a 29 Sep Community Rail Partnership meeting. Training of Conductor and Driver
instructors on Mk 4 stock was due to restart on 5 Oct with a view to it entering regular service in late
Dec, subject to pandemic restrictions. Mk 4 rakes are currently in the wrong formation to call at the
short Abergavenny southbound platform. Selective door opening is needed but the First Class coaches
with a disability toilet are at the north end; therefore First Class would lack direct access or egress.

Rather than move it to the opposite end, the chosen solution is to put it in the middle of the train; a
test run will then take place! Two sets are to be used on Cardiff - Holyhead services but there is now
uncertainty if the third will be used on North Wales Coast - Manchester services (as originally stated)
or just as a spare; your Regional Ed raised the question during the meeting but received no answer.

ABOVE: Festiniog station on 24 Apr 1980 over 20 years after it CP on 4 Jan 1960. The photographer
had cadged a lift from Blaenau Ffestiniog to Trawsfynydd on a light engine but on the way was told
that he would have to alight before there as local management were waiting at the unloading gantry
as they indeed were. He thinks that they were testing out a new nuclear flask. Our member walked
back and also took this picture (the branch was very well used by locals as a footpath). (Ian Mortimer.)

3075] Trawsfynydd: (BLN 1297.183) https://bit.ly/3nnr6kD The Bala & Ffestiniog Railway Heritage
Trust is valiantly attempting to rise from the ashes of the previous restoration scheme and is currently
undertaking vegetation clearance work on land at Festiniog (nowadays Llan Ffestiniog) station site
with the consent of the non-NR owner. Their latest newsletter emphasises the professional and
realistic approach adopted against the background of what has gone before. Thoughts of rebuilding
Manod station have already been dropped because of subsequent housing developments close to the
original site and the lack of a suitable alternative in that cramped area.

3076] Cambrian Coast: (BLN 1354.1782) The first of the three 'relatively short' closures during the
£25M refurbishment of the multi-spanned Bont y Bermo (Barmouth Bridge &/or Viaduct) was
scheduled for 23.40 on Fri 16 Oct until 05.30 on Mon 2 Nov 2020; Dovey Jn to Pwllheli will be TCP
throughout with buses from Machynlleth. 'All stations' buses are allowed 3hr 35 min with 28 min less
allowed for limited stop services, which call at a rather odd selection of intermediate stations: Tywyn,
Barmouth, Harlech, Tygwyn, Talsarnau, Llandecwyn, Penrhyndeudraeth, Minffordd, Porthmadog,
Criccieth, Penychain and Abererch. This is possibly more due to the road network than anything else.

Stations on the line that TCP 22 Jun (just how long is 'temporary' exactly?) join Hopton Heath in being
served by replacement buses (with one door) where none exist when the rail service was running!
On 7 Oct a large works compound was being set up on the Up (east) side of the line at the south end of
the bridge and four small pontoons were anchored in the estuary that side. Other work sites were
being prepared for Dovey Junction Viaduct, the 'Doveyation' sea wall east of Aberdovery No1
(Frongoch) Tunnel near MP 81½ and Dysynni River Bridge (90m 38ch to 43ch) north of Tywyn. The
second closure is due from 17 Sep until Dec 2021 (13+ weeks); dates for the third are not confirmed
but are expected to be between Oct and Dec 2022; the dates all allow for Covid restrictions.

As to the correct term for the structure, NR's regional Route Director is in absolutely no doubt:
Barmouth Viaduct is one of Wales' most unique [tut tut, it's either unique of not!] and iconic structures.
It's the only major timber-built bridge still in use today while the press release advises that the project
will replace a large number of timber and metal elements of the viaduct, as well as replacing the entire
length of track along the Grade II* listed bridge. In Welsh it's invariably a 'bont', not a 'traphont'!!
On 7 Oct as the 08.09 from Birmingham International was observing the permanent speed restriction
through Friog Avalanche Shelter, the guard made the disconcerting PA announcement that a breach
had occurred! He quickly explained that this referred to the social distancing capacity limit (next train
only two hours). Evidently too many passengers joined at Llwyngwril which has to be one of NR's
better used request stops (31,626 entries and exits recorded in 2018-9; a 'league table' of request
stops would be interesting) but thankfully far more alighted than joined at the next call, Fairbourne.
The rear bay of seats was taped off for the guard's use to receive request stop requests - he made no
mention of those 'temporarily' closed nor was any publicity seen. When he retreated into the cab for a
while your on board Regional Ed, by default, relayed messages. In another PA announcement he
warned that access to the buses during TCP would be denied if they were 'full' with social distancing.

ABOVE: (Item 3076) A 4-car DMU on Barmouth
Bridge/Viaduct (delete as preferred) in British
Rail days; Barmouth is behind the photographer.

(Ian Mortimer, 12 Sep 1982.)
LEFT: A NR drone view, Barmouth itself is upper
left and the spit of land lower left is the one with
Penrhyn Point (Barmouth Ferry) terminus of the
Fairbourne Railway

3077] Crumlin: (BLN 1361.2787) The new river bridge near Newbridge (11m 48ch officially) was
finished on time; the line ROP 28 Sep. https://bit.ly/3nx98fI has pictures and a 3 min time lapse video.
It is interesting to note that the famous high level Crumlin rail viaduct went over this river bridge here.

1363 MINOR RAILWAYS (Peter Scott) [email protected]
MR160] Weardale Railway, County Durham (MR p9) (BLN 1349.MR63): County Durham Council
cabinet has voted to invest £2.1 million in the Weardale Railway, part of its commitment to regenerate
the economy amid the pandemic. The match funding will enable Weardale Railway Limited, a newly
established subsidiary of The Auckland Project, to carry out essential infrastructure works needed to
reopen and expand the line. The venture would also create employment and training opportunities for
residents, including apprenticeships for young people. Councillor Carl Marshall, cabinet member for
economic regeneration, said: Weardale Railway is an important and much-loved heritage asset, but it
also has the potential to be a valuable economic asset too. Tourism has been hit hard by the pandemic,
but it now stands to play a crucial role in the county's economic recovery. We are doing as much as we
can to assist the sector now and safeguard the thousands of jobs it supports. However, it is also
important to look ahead and support ventures that will bring long term benefits to our communities.
This is a strategy we are applying across the county and in other sectors too. It is why we are working
hard to ensure the development of major employment sites and transport infrastructure improvements
remain on track. Investing in Weardale Railway is part of our commitment to County Durham's future.

MR161] Volks Electric Railway, East Sussex (MR p16) (BLN 1358.2246): The Volks Electric Railway
Association has turned its attention to ex-Southend car No9, which it has owned since 2008. No9 is
currently stored at Hassocks Garden Centre and the Association has decided to find alternative
accommodation and undertake the restoration work itself.

MR162] Gloucestershire Warwickshire Steam Railway, Gloucestershire (MR p7): (E-BLN 1362.X.191
pictures) A member visited the railway during the afternoon of Wednesday 16 September. This was
intended to be a ride behind SR 4-6-2 Merchant Navy 35006 'Peninsular & Oriental Steam Navigation
Company' - a locomotive in which he is a small shareholder. His compartment ticket was booked on
the Tuesday, after receiving confirmation of which pair of trains 35006 was meant to be working
(11.40 & 15.00 departures that day, indicated by it appearing second on the loco roster list).

He arrived at Toddington in good time to see the 11.40 circuit arrive from Broadway just after 14.00
and to his horror it was headed by some engine running tender first and not by one of Bulleid's finest!
Enquiries later revealed that 35006 had been failed with problems with the Drain Cock Actuating Valve
on one of the cylinders. The locomotive has done well in fact, since this was only the second day that
she was meant to run, but had failed to do so. Anyway, the train concerned was formed of GWR 7903
with coaches 24949, 25341, 21092, 13337, 13329 & 4986. The other train arrived at Toddington with
GWR 7820 and coaches 5023, 13326, 16195, 35308, 25451 & 25743. Passengers may only join at
Toddington currently and with pre-booked tickets; the train does a circuit non-stop to Cheltenham
Race Course (three words), run round, and back via Winchcombe 'northbound' platform both ways.
[Other trains have recently run via the 'southbound' platform both ways, pausing for pre-ordered food
orders to be distributed - both platform lines are bidirectional.] It stops briefly at Toddington to
exchange tokens - some run north through the 'southbound' platform - continuing to Broadway to run
round. The whole trip takes about 2 hours 25 minutes. Compartments cost £50 for two people, £60 for
three or more, with seats in the TSO also available at £25 each (and no last minute service charge).

The ticket is not issued almost immediately by the booking system (as at some railways) but when a
compartment is allocated (manually during working hours). However, an immediate acknowledgement
explaining this is sent by email. More strangely, a fair number of the second class compartments, but
none of the first class (GWSR do not differentiate on price), were allocated on his particular service.
[The policy is to allocate from the front of the train in order of booking - some trains have been full
including, near the rear, First Class.] Welcoming staff all had face coverings, as did all platform staff.

ABOVE: The 'bubble car' is nearing the end of its renovation at Toddington. (Stuart Hicks, 16 Sep 2020.)

Sanitisers were available (and required to be used) at Toddington station entrance and passengers had
been told to wear face coverings on platforms and on the trains, except in compartments once seated.
Signage around the train and platforms reminded of this requirement. A one way system was
nominally in operation with boarding at the Cheltenham end of each coach and alighting elsewhere.
The toilets were open on the train, at Toddington, Broadway and Cheltenham as was the café in the
Toddington car park. This had a one way system, 'in' near the counter and 'out' by the usual door.

At Cheltenham Race Course the new Platform 2 is surfaced, signed, lit and available for use, it is used
on race Fridays when they have three trains in at once. The last train apparently arrives there, with the
first leaving after the races, as the normal platform can take two trains. Platform 2 has been used on
galas and by dining trains as well. The station is now fully signalled. Broadway, being much newer, is
not as far developed with the original platform looking pristine and in use, but the footbridge and
second platform pending completion. The footbridge (from Henley-in-Arden) needs the wooden side
panels and the rest of the treads, while the second platform needs surfacing, hopefully with a small
waiting room and a canopy. The signalling also needs to be commissioned - at present the station is
un-signalled with the traditional view north spoilt by a large modern 'passenger trains must not pass
this point' sign, due to the sprung point ahead that engines use to run round via the other track. Unlike
most of the extension, which is flat bottom continuously welded rail, Broadway has traditional
bullhead jointed rail, to help with its authentic look. North of Toddington is a long carriage siding (with
a few ballast wagons at its north end) giving the appearance of a gently curving double track section.

[BLN 1363]
Most of the rolling stock, particularly the other open TSO vehicles, are stored at Winchcombe along
with various vehicles awaiting restoration (see the helpful GWSR website section). At Toddington a
footpath is available most times to the west of the sheds, which gives the public a view across the loco
yard, where 45149, D5343 and E6036 were among the rolling stock visible. This is adjacent to the 2ft
gauge North Gloucestershire Railway, which has not operated in 2020 and does not expect to do so.
A visit to the GWSR is worthwhile - the later afternoon train (last round trip) is normally fairly quiet.

MR163] Vale of Rheidol Railway, Ceredigion (MR p29) (BLN 1336.MR178): At the top of many wish-
lists will be the chance to view the fantastic collection of steam locos and historic carriages saved from
scrapping by the late Peter Rampton. Long known as 'Collection X' because the 40 plus items were not
available for public viewing, the doors of the Railway's Surrey store will be opened for two guided
tours for two people hosted by VoR Chairman and CEO, Rob Gambrill, part of a fund raising auction.

Also up for auction are two behind the scenes tours of the sheds at Aberystwyth and Capel Bangor
where further locomotives from 'Collection X' will be seen, in many cases for the first time since they
arrived in Britain. These opportunities will be guided by VoR Manager and CME Llyr Ap Iolo. Along with
several other fantastic experiences, to see more go to the railway's website. If you are able to, there is
also a donate button towards the top of the auction page, any support you can give will go towards
helping secure the future of the railway. The online auction begans on 25 September and continues
until 18 December, offering the chance for someone to receive a truly unique Christmas present!

MR164] North Weald & District Miniature Railway, Essex (MR p16) (BLN 1337.MR191): This 7¼"
gauge railway is in the grounds of the 'Blue Diamond' owned Harlow Garden Centre at Hastingwood,
close to M11 Junction 7. The line first carried passengers on 8 September 2019, (see back reference).

Phase 1 was completed on Saturday 1 August 2020, when the circuit was finished and opened to
passengers - the same day as the railway reopened after Lockdown. A visit was made on Sunday 20
September, when two trains were in operation, each formed of two coaches. Motive power was 4wBE
'Jenko' and Warship D834 'Pathfinder' Bo-BoBE. The fare for all was £1, for which a paper printed titled
ticket was issued, measuring 2½" x 3¾". Trains departed from the station (carrying one social bubble),
turned left at the triangle, ran around the new full circuit in a clockwise direction, via the direct curve,
around the circuit again and back towards the station. However, trains were stopped and unloaded
next to the scissors crossovers outside the station, to allow them to be sanitised. After this the empty
train used the triangle to turn then propelled back into the station platform ready for the next
departure. Currently unused, but laid in, facing and trailing points on the circuit presumably indicate a
future extension. A turntable pit has been dug out at the terminal end of the station roads.

At around 15.15 trains were fairly quiet, although a small queue built up, which the staff called a last
minute rush. A pleasant line in a nice rural setting with friendly staff. Trains are currently operating
11.00-16.00 each weekend until the end of October.

MR165] South Devon Railway, Devon (MR p6): The railway has received confirmation of a grant of
£124,800 from the National Lottery Heritage Fund, aimed to help the railway with reopening on
Friday 27 November after Lockdown and to prepare for operating the 'Polar Express' then. It will also
assist with other projects stopped by the loss of income due to the cessation of services during
Lockdown. These include £24,523 for essential work to upgrade the Museum at Buckfastleigh for it to
reopen. A further £22,180 of the grant goes towards progressing the overhaul of GWR 0-4-2T 1420.

NEXT PAGE: (Item MR136) Vale of Rheidol Railway; No7 in Devil's Bridge headshunt,

looking away from the buffer stops towards Aberystwyth. (Peter Scott, 7 Sep 2019.)





(Item MR 164) North Weald Miniature Railway. ❶BELOW: 'Pathfin

nder' & 'Jenko' at the station; the containers are the railway's sheds.

❷BELOW: 'Jenko' (left) reverses into the station; 'Pathfinder' is at the set d

down point where its train will be sanitised. (Both Peter Scott, 20 Sep 2020.)









PREVIOUS TWO: (MR166) Our Chairman, John Williamson (left) with Peter d
BELOW: (MR166) Also on Guernsey at St Peter Port, tram track still remains

de Sausmarez at the Sausmarez Manor Miniature Railway, Guernsey.
s by the main doors of the bus depot. (Both Jenny Williamson, 7 Sep 2020.)

MR166] Sausmarez Manor Miniature Railway, Guernsey (MR p12) (BLN 1360.MR134): On Monday 7
September, two Isle of Man members visited this 7¼" gauge railway. Once inside the Manor gardens,
they found signs that said the railway was now only open at weekends - the schools had just gone back
that day. Oops! With time to spare now the pair went to the café for a drink and large slice of
homemade cake, and to think over where to go next. They got talking to the lady who served them,
and when she heard that they had hoped to see the railway, she said 'Peter is in the office'.

She offered to call him, and see if he would show them the train. This was done, and about 10 minutes
later, Peter de Sausmarez came to join the duo for a chat. They told him about their last visit, which
was with the Society in May 2015. He had driven the party round the circuit on that occasion and had
pleasant memories of it, recalling that the Society had been quite generous. He offered to let them see
the train again, and took them down to the engine shed - a cubby hole in the wall of the garden.

The engine and its one coach were brought out. The next moment, they were asked if they wanted a
trip! Well, how could they refuse? He took them for a round trip; they took a couple of photos, and
helped him put the train back to bed. A donation was made towards upkeep, etc, and they parted
amicably. Our duo caught a bus back into St Peter Port, then went to the bus garage, where two very
short lengths of tram track remain on view by the main doors. This 3-mile standard gauge line along
the east coast from St Peter Port north to St Sampson's opened on 6 Jun 1879 as the Guernsey Steam
Tramway and was converted to an electric tramway on 20 Feb 1892. Closure came on 9 Jun 1934.

MR167] Seaton Tramway, Devon (MR p32) (BLN 1345.MR23): On 28 August the Tramway held an
event with all 13 operating trams in action. It celebrated the 50th anniversary of the acquisition of the
closed ex-SR branch between Colyton and Seaton in 1969. The first tram, No8, left Riverside Depot on
28 August 1970 for the short trip to Bobsworth Bridge (for a fare of 1/- a 'bob' (5p), hence the name!).

1363 FIXTURES REPORTS (Paul Stewart) [email protected]
3078] IMinE, North West Railtour, Sat 27 March
1993: https://bit.ly/3nf1Mgw by Ian Mortimer; the
e-BLN tour maps and ticket scans are thanks to Ian.

There was another year's break between the 10th
(or even the 11th, depending upon how the two part
1989 tour is treated) and this final tour. The title
was a little misleading as none of the three collieries
visited were in the North West, two were in the
Midlands and the other in North Wales. This railtour
was notable for the fact that two of the colliery branches covered were normally only used by British
Coal locomotives, and it was also unusual in that it started at Crewe and finished at Nuneaton.

An early 07.18 start [late by modern standards!] from Crewe preceded a run up the West Coast Main
Line to Nuneaton, where there was a pick up. Taking the Coventry line, the tour ran to Three Spires Jn,
where it reversed to access the Coventry Colliery branch. This had served two installations firstly
Coventry Colliery, which at the time of the tour had been 'mothballed' by British Coal for 16 months.

Despite £45M of investment it had lost £40M over five years. The last shift was on 1 Nov 1991 just 13
days after closure was announced - 1,300 jobs went. However, in Sep 1994 it was reopened by Coal
Investments along with Annesley/Bentinck (connected underground), Markham Main at Doncaster,
Silverdale, Hem Heath & Cwmgwili collieries. Coventry Colliery then closed for good on 23 Aug 1996
as it failed to survive the bankruptcy of Coal Investments. 40M tonnes of coal reserves were left.

The second facility served by this branch was the adjacent Keresley Homefire Plant (smokeless fuel).
Once a local landmark from the M6 motorway, it opened in 1967 and was still operating at the time of
the tour, surviving until 2000. Interestingly Coventry Colliery coal was unsuitable for it and went to
power stations! Normally main line locos only ran into the exchange sidings at Three Spires Jn, from

where British Coal engines would take over. However, on this occasion the tour and its locos (47300 &
47821) were able to run nearly two miles up the double track branch to a point just short of the curve
where the lines split into the separate two installations; tight curvature prevented further progress.

The site is now Prologis Park, a 300 acre distribution centre. It is still in theory rail connected and has a
complex layout but with the branch now single track (TRACKmaps 4 p14B Dec 2018). On 27 Jul 2001 a
'demonstration' train ran, but commercial traffic (imported bottled Evian water from France) did not
start until 5 Feb 2007. This ended in Nov 2009 and unfortunately the branch has been OOU since.

Returning to Three Spires Jn, the tour continued on to Coventry, then through Stechford, Bescot and
Bushbury Jn for a reversal at Littleton Colliery Shunt Frame (22m 74ch) just south of Penkridge on the
Up side. The two exchange sidings (each accommodating half a merry-go-round set so trains had to be
split inward and out) were next to the main line. Interestingly they were both electrified although it is
unlikely that an electrically hauled coal train ever ran! As at Coventry Colliery we had permission to
proceed nearly 3 miles up the lengthy branch, crossing over the Staffordshire & Worcestershire Canal,
under the M6, and passing some sidings that formerly ran to the canal before they were cut back to
build the motorway. The tour stopped just short of the B5012 road bridge, about a mile before the
colliery, where clearance problems prevented further progress. Littleton Colliery was the final pit in
the once extensive Cannock Chase coalfield. It was extensively modernised, designated a core pit at
the end of 1992 and produced over 1M tonnes a year, but closed 3 Dec 1993 with the loss of 800 jobs.

Back on the main line the tour ran north through Stafford to Crewe arriving 11 Mins early! After a
20-minute pause, it carried on through Chester and along the North Wales coast to Talacre. Here the
train reversed on the old Up Slow line (from four track days) then the 'Neck Line', a headshunt, to
access the 850yd branch to Point of Ayr Colliery, where it ran to a 'point' about a loco length short of
the bunker. It wasn't possible to proceed any further, as trains were propelled through the bunker
because there was insufficient clearance for locos. Situated at the most northerly point of mainland
Wales, Point of Ayr Colliery was the last remaining deep pit in North Wales, closing in Aug 1996. Coal
was mined from beneath the River Dee Estuary and proven reserves of over 20M tonnes were left.

After running back to Chester we passed through Helsby before taking the then unidirectional line
from Frodsham Jn to Halton Jn. Now at last in the North West, at Runcorn Jn the train turned left onto
the Folly Lane branch, which had salt traffic and occasional oil trains in 1993. We reversed short of the
first level crossing (Barlow Way) on the branch, which the writer's notes say was at the end of the
exchange sidings and just short of Runcorn Town football ground, off to the left. Nowadays this is
where the branch ends (1m 21ch); the road on that former level crossing now accesses the incinerator
energy from waste facility. At one time the branch continued 1⅔ mile further on to a power station.

Folly Lane had had to be omitted from one of the 1991 tours, so it was pleasing to claw this one back.
Unusually, the branch is busier today than it was then, as it now sees up to four trains per day, six days
a week, of compacted waste from various Manchester area terminals for incineration.

Returning to, and reversing at, Runcorn Jn, the tour headed to Garston. It was originally planned to go
into Garston Docks Coal Sidings (export) but unfortunately these had recently closed, so instead it ran
to the end of the holding siding for the Freightliner Terminal, alongside the fenced off coal sidings.
Traffic to the coal terminal was still passing in 1989, and it had been upgraded for MGR traffic in 1981,
but we could clearly see from the tour train that the sidings were out of use. On departure the third
side of the triangle was taken from Garston Jn round to Allerton East Jn - double track in 1993.

Continuing towards Liverpool, we reversed in Edge Hill station, before taking the curve from Bootle
Branch Jn to Edge Lane Jn and the Bootle Branch on to … … … Bootle Jn. From here the tour ran under
the electrified Southport line then crossed Regent Road to enter the Mersey Docks & Harbour Co site,
to cover two branches. The first was to Gladstone Dock Coal Terminal, reopened in 1988 for imported
coal. Taking a temporary alignment to the left of a new bunker that was under construction, we ran to
just short of the headshunt points at the line end, level with south side of Gladstone North Dock (No1).

















[BLN 1363]
Retracing our steps to the junction at
Strand Road, we reversed in Alexandra
Dock Tunnel to the last branch of the final
IME tour, to Seaforth Container Terminal.
Most satisfactorily, the train ran into the
terminal, again reaching the final set of
points before the branch run round
headshunt. The end of line, known as
'Freightliner Dead End' is 7m 22ch from
Bootle Branch Jn. The last leg of the tour
involved a second reversal at Edge Hill.

The Edge Lane Jn to Olive Mount Jn curve
CG/A 21 Jan 1987 due to a fire that day at
Edge Lane Jn signal box and was
subsequently lifted. It was relaid with single
track and ROG 15 Dec 2008. A run along the
West Coast Main Line to Crewe and
Nuneaton followed.

Chris Boyle gave a delightful miniature
(actually just three inches tall) miner's lamp
(LEFT: Don Kennedy) with 'IOME' and
'FOUNDED 1889' round the crest, or a real
full sized lamp, to each person who had
helped with these tours in some way.

Although this series of truly ground
breaking series tours had finished, and Chris
Boyle's attentions had turned more to
foreign travel, he continued to play a
significant role in the organisation of some
excellent Society tours, eventually bowing
out with the Bo'ness Traveller in Aug 1996
which, for the writer at least, signalled the
end of the golden age of British track
railtours which had started in 1989! Very
sadly, Chris passed away in 2002 while on
his way home after a weekend of railtouring
in Germany.

The writer is again grateful to David Palmer
and, particularly, Paul Stewart for their time
and effort in providing useful additional
information as well as offering corrections
and amendments. Finally, as before, much
use has been made of the itineraries, so
thanks to the late Dr Angus McDougall,
Geoff Blyth & Chris Tennant, and again to
the two excellent cartographers, Rodger
Wilkinson & David Mellor.

ABOVE: Wheelwright Lane Level Crossing on the Coventry Colliery branch from the 1993 railtour.
BELOW: RCTS 11 Sep 1982 brakevan trip at Keresley Homefire Plant; an interesting selection of wagons.

ABOVE: The tour curving round, and approaching, Three Spires Jn off the Keresley Homefire Plant
branch. The 34 loaded merry-go-round wagons (total 1,122 tonne of coal) will be for the Homefire
Plant. 11,162 of these silver wagons were built in total for British Rail and each held 33 tonnes of coal -
quite 'revolutionary' (!) when they were introduced. In the background is the A444 (Jimmy Hill Way).

BELOW: A Society brake tour of Littleton Colliery and its branch on 17 Feb 1981 included a visit to
Canal Wharf Sidings which, as the name suggests, were on the stub of what was a branch to the
Staffordshire & Worcestershire Canal. In the background is the M6 - the canal is on its other side. This
excellent trip was arranged by Ian Mortimer and followed a ride on the 'fireless' steam loco at Four
Ashes Croda Chemical Works nearby, alongside the WCML, earlier that day arranged by your Editor.

ABOVE: Taken during the same 17 Feb 1981 tour, a colliery loco hauling a set of MGR wagons through
the loading bunker at Littleton Colliery. Note how new everything looked then!

BELOW: The Point of Ayr Colliery branch looking east, the Dee Estuary is behind the buildings.
Taken from the tour train as it was leaving the branch headshunt (left) to rejoin the main line (right).

ABOVE: The 1993 tour is returning from Folly Lane to Runcorn Jn with the distinctive road bridge in
the background, the rail bridge is in front to the left. Fiddlers Ferry Power Station is far right middle in
the distance the other side of the Mersey. The Folly Lane branch was once double track and electrified.

BELOW: Welcome to Stalag 13 Garston Holding Siding (TRACKmaps 4 p38A Dec 2018) in Garston
Freightliner Terminal (as they were then); looking east and back towards the entrance, the former coal
export sidings were to the right of this fence. Upper right is St Michael's Church of 'Church Road' fame.



●PREVIOUS PAGE TOP: The front of the tour near Gladstone Dock Coal Pad stop blocks, the train is
parallel to the River Mersey at right angles to the dock itself (left) looking northwest. This area is now
part of Liverpool Bulk Terminal (mainly biomass). The quay line between Gladstone Dock No1 & No2
Docks, done by the Mersey Weaver II tour on 14 Jan 2017, curves off left at a right angle behind the
photographer before this location. (All pictures in this report are by Ian Mortimer.)

●PREVIOUS PAGE LOWER: The tour enters the Royal Seaforth Container Terminal, possibly
the only tour to go past the gate. It about to pass under the gantry crane ahead.

●ABOVE: In Oct 1986 a container train is leaving Seaforth terminal; the gantry
crane in the background is the same one as in the previous picture.

●BELOW: The final picture is from a different era. The Wirral Railway Circle ran a brakevan tour on
11 Aug 1973, covering much of the Mersey Docks & Harbour Company Liverpool Docks system, shortly
before its closure later that year. This view shows the train approaching one of the swing bridges.

3079] Haltwhistle - Wetheral visits, Fri 14 Feb 2020, Part 2: (BLN 1261.2941) (By our Level Crossing
aficionado John Cowburn also Nick Garnham & Nick Jones.) Assembling in Haltwhistle station car park
our group continued celebrating Valentine's Day. A convoy of four cars followed the MOM to visit two
bonus boxes towards Carlisle, the Level Crossing Gate Boxes at Denton Village, and Lane Head.

The Newcastle & Carlisle Railway Tyne Valley line was an early rail route, opening from Carlisle to
Greenhead in 1836 according to the 23 Jul 1836 Carlisle Journal; probably as a consequence, this
section has a significant number of level crossings. Most of these have been modernised over the past
40 years, with all but two now having either locally controlled full barriers or automatic half barriers.

For reasons that are not clear, just two of the crossings - Denton Village and Lane Head - have not
been modernised and in 2020 are still protected by hand-worked gates opened and closed by crossing
keepers operating from adjacent gate boxes. Both are on very minor roads; one is little more than a
cart track but its crossing is at a bend on the railway, while the other is on a straight section of line but
with houses close by. The two crossings are east of the 2009 commissioned signal box at Low Row.

This modern box directly controls colour light signals in each direction from a lengthy eNtrance-eXit
(NX) panel. Both crossings are now within the directly controlled area or 'station limits', for want of a
better expression, of Low Row, which still works Absolute Block to Brampton Fell in the west and
Haltwhistle in the east. Prior to the signaling modernisation here, it is understood that both crossings
were located in the Absolute Block section outwith the 'station limits', and each had a ground frame
with semaphore signals to protect it. Our visits provided an opportunity to study the crossings.

Denton Village: (43m 65ch from Newcastle) This manually worked gate crossing is on a short cul-de-
sac which serves a hamlet of maybe six houses, although the village church is also on the 'wrong' side
of the crossing. It is supervised by the crossing keeper who is based in a modern portable building on
the northern Up side of the line (to Newcastle). Being a sheep farming area, there isn't a harvest as
such to consider, though hay making time can generate extra farm traffic. The online ABC Railway
Guide (infrastructure) has much information about every NR crossing including location, category,
daily number of trains, usage, risk level and for most photographs/maps. It suggests daily usage of this
crossing is only eight pedestrians or cyclists per day, with no motor vehicles - the last seems unlikely
given that it provides the only vehicular access to the houses and farms on the north side of the line.

The crossing has two single lane width gates; both are wooden but they are different. The south side
one is an unpainted regular farm/field gate with replacement timber gateposts of relatively recent
origin. In contrast the north side gate is a more normal white painted crossing type gate of a typically
North Eastern pattern, with unidirectional diagonal bracing, that is hung from much older low height
concrete gateposts. Both gates carry central road facing red targets and 'Trafilamp' style red lights on
top. Very unusually the two gates open in different directions; the traditional north side (village side)
gate opens out, away from the railway, while the south side field type gate opens inwards to the line.

The latter gate is set well back from the railway so that even when it is open to the road it does not
foul the line. There are no cattle guards on either side of the crossing, despite the gates not even
remotely 'fencing' the carriageway when open to the road. They are usually closed to the road unless a
vehicle wishes to cross. A push button on the north side and plunger on Down side are for road users
to attract the crossing keeper's attention but an actual call bell was not seen or heard by our group.

Both gateposts have modern key-locks of the 'Fortress Interlocking' (trapped key type), which were
also found on the Wherry Lines in Norfolk. These are operated using the keys held by the instrument in
the keeper's cabin. Unlike the Wherry Lines, the keys for each lock here are identical so either key can
be used for either gate. The crossing is protected by Low Row signal '7413' in the Down (to Carlisle)
direction and '7416' in the Up direction; each is a considerable distance from the crossing.

NEXT: Denton Village manually worked crossing gate (43m 65ch from Newcastle on the Carlisle line)
and its gate box to the left. (All pictures in this section by Nick Jones on 14 Feb 2020.)





BELOW: One of the level crossing ga

ates locked without the key inserted.

BELOW: As can be seen the keys are actually very small and identi