1332

Number 1332 (Items 1692 - 1875 & MR 129 - MR 135) (E-BLN 88 PAGES) 27 Jul 2019

BRANCH LINE NEWS

Respice in praeteritum, praesens et futurum
Published 24 times a year by the Branch Line Society; founded 1955.
branchline.uk https://m.facebook.com/BranchLineSociety/

Membership Enquiries, Alan Welsh [email protected]
22 Treemount Court, Grove Avenue, Epsom, KT17 4DU. 01372 728677

British Isles news from member7s2; 8a6n7i7nternational section is available.
Opinions herein are not necessaarivlyaitlahbolsee. of the Compilers or the Society.

BLN 1333 is dated Sat 10 August; contributions by Wed 31 July please

Date Event and details  = Please Book Online BLN Lead Status

Fri 26 Jul Woofferton - Pontrilas signal box visits (e-BLN 1331) FULL 1331 BC FULL
Sat 27 Jul ciety. Society. 1329 MG OPEN
The return of Thunder circular tour
Vac 50008 (D408),

Sun 28 Jul SUPERTRAM TOUR - :CHECK WEBSITE FOR SPARE PLACES: 1325 MG CHECK

26 - 28 Jul Society rare track tour in south Austria 1318 PG OPEN

Sat 10 Aug Crewe - Portsmouth; includes Coventry North Yard Below MG OPEN
Sun 11 Aug The Tri County Triple Tractor; Crewe - Lancaster 3 x Cl 37s 1329 MG OPEN
Mon 26 Aug 09.30-18.30 Scunthorpe Steeler No19 APPLY WAITING LIST 1328 MG APPLY
Sat 14 Sep The Bow Bells tour; First Class full, Standard filling quickly 1331 MG OPEN
Sat 21 Sep The Brickies Lament, South Hampshire Minor Railways (1) Below MG OPEN

Sun 22 Sep The Hayling Taxi, South Hampshire Minor Railways (2) Below MG OPEN

Sun 6 Oct Farwelio â Phacer Cymoedd Caerdydd (Pacer farewell tour) Below MG OPEN

Sat 26 Oct Save the date Lavender Line Track & Traction Event (below) Below TBA Claimed

Sat 2 Nov The BLS Madrid Circumnavigator NOTIFY INTEREST PLEASE Below IS Claimed

15 - 17 Nov Provisional, Barrow Hill AGM with fixtures, talk & Sun tour TBA TBA Claimed

Sun 17 Nov Save the date for our main line AGM weekend railtour TBA TBA Claimed

7-10 May Save the dates for 2020 Island of Ireland V long weekend 1329 TBA Claimed

BC = Barney Clark; IS = Iain Scotchman; MG = Mark Gomm; PG = Paul Griffin; Contacts details: back page.

1692] :Type 3 to the Sea; Sat 10 Aug:: In aid of the RNLI. West Coast Railways (WCR) Mk1 stock with three
WCR Class 37s; two are expected to lead, with one on the rear and a different pairing leading on return.
Six options (which must be booked with the main tour, see BLN 1329.1246 or website) are available for the
4 hours in Portsmouth including the Island Line trip (extra places available). Buffet car and Hand pulled real
ales available, a RNLI Gift/Souvenir shop, a charity raffle and an original nameplate auction, with surprises!
●Adult Standard £89. ●First Class Plus with light refreshments £139. ●First Class Table for two per person
+£15. ●U18s £45 reduction (must be accompanied by a booked adult). ●Non members £12 extra all fares.

Crewe P5 (PU 05.23) - Stafford P4 (PU 06.15) - Colwich Jn Up Slow - Curborough Jn Up Fast - Amington
UF to US - Nuneaton P5 (PU 07.05) - Rugby - Milton Keynes - Watford Junction P9 (PU 09.10) - Wembley
European Freight Operating Centre (No2 Reception & Departure requested) - Willesden No7 Jn - Acton
Wells Jn - South Acton Jn - Kew East Jn - Virginia Water - Woking - Brookwood DS to DF - Basingstoke -
Wallers Ash Down Loop - Shawford P3 - Eastleigh Dn Carriage Sidings - Botley - Cosham Jn - Fratton P3 -
Portsmouth & Southsea P2 (SD 12.50) - Portsmouth Harbour P3 (SD 12.56). Portsmouth Harbour
(PU 17.06) - Fratton - Havant - Haslemere P3 (UPL) - Guildford P8 - Wokingham - Reading Spur Jn -
Reading LL Line - Reading P14 (SD 19.01) - Didcot Avoiding Line - Oxford P4 - Oxford Dn Passenger Loop -
Banbury P1 - Leamington Spa Dn Main - Coventry P4 - Coventry North Yard (due to be remodelled
soon) - Nuneaton P2 (SD 21.30) - Stafford P5 (SD 22.23) - Norton Bridge Dn Slow - Crewe P12 (SD 22.47)

1693] :The Brickies Lament; Sat 21 Sep:: 09.00 Hampshire Narrow Gauge Railway Trust, (MR p18),
Bursledon Brickworks Industrial Museum, Coal Park, Swanwick, Hants. An all available track tour of
the 2ft Light Railway and 7¼" Miniature Railway. Railway operations cease at the end of this season
(see BLN 1327.1104) Then: Bankside Miniature Railway, (MR p18) Brambridge Park Garden
Centre, Kiln Lane, Brambridge, SO50 6HT; a 7¼" gauge 100yd ground level line and a most unusual
8¼" gauge trestle system railway (with similarities to the Listowel & Ballybunion Railway/Lartigue
Monorail), where the whole train is turned on the turntable. Eastleigh Lakeside Railway, Lakeside
Country Park, Wide Lane, Eastleigh, SO50 5PE. A special all available track tour after public running at
16.30 on this complex and intricate 7¼/10¼" railway. The public run is 1¼ miles. Bookings: Next item.

1694] :The Hayling Taxi; Sun 22 Sep:: All available track tours of: 11.00 Southampton Society of
Model Engineers, (MR p18) Manor Farm Rd, Southampton, SO18 1PQ. 7¼" outer ground level & 3½/5"
mixed gauge inner elevated line. Hayling Seaside Railway, Sea Front, Hayling Island, PO11 0AG.
A special tour of this one mile long 2ft gauge line. There is time to walk the standard gauge Hayling
Island branch (CA 1963) trackbed except the missing Langstone Bridge. BLS Members only Saturday:
(30 max) £31 Adult; £15.50 U18s. Sunday: £16 Adult; £8 U18; U18s must be accompanied by a fare
paying adult. NO PART FARES EITHER DAY. Please book on our website or ask someone to do this for
you and advise if you can assist with lifts (and number) or if you would like one. Postal bookings to
Mark Gomm (back page) with Membership Nos and an email address /'C5' size (min) First Class SAE.

X.82] :Farwelio â Phacer Cymoedd Caerdydd (Cardiff Valleys Pacer Farewell); Sun 6 Oct:: With TfW,
raising funds for the British Heart Foundation. Our charter with two Class 143 'Pacer' DMUs features
unusual lines in the area; highlights are Treherbert and Rhymney Sidings, with a wide range of sought
after crossovers and connections. Non-passenger facilities are, as usual, subject to availability and
operational matters on the day. Provisional timings and route validated by TfW and accepted by NR:

Cardiff Central P0 (PU 08.13) - Penarth (rev) - Cardiff Central P3 (rev /PU 08.43) - Ninian Park P2
(rev) - Cogan DPL - Barry P3 (rev) - Cogan UPL - Ninian Park P1 (rev) - Cardiff Central P0 (rev) - Ninian
Park P2 - Radyr P2 - Taffs Well (rev) - Radyr P2 - Llandaf - Cardiff Queen Street P3 - Cardiff Central
P4A - Ninian Park P2 - Radyr P3 - Pontypridd P3 (rev) - Radyr P2 (rev) - Pontypridd P2 - Treherbert
North Ground Frame (rev) - Treherbert Sidings (rev) - Treherbert North Ground Frame (rev) -
Pontypridd P2 (rev) - Aberdare (rev) - Abercwmboi DPL - Stormstown Loop - Pontypridd P2 - Radyr
P2 (rev) - Pontypridd P1 - Radyr P2 - Ninian Park - Cardiff Central - Cardiff Queen Street P4 -
Caerphilly P1 (rev) - Cardiff Queen Street P2 - Cardiff Central P8 (RM) - Cardiff Queen Street P5 -
Bargoed P1 - Rhymney North Ground Frame (rev) - Rhymney DMU Sidings (rev) - Rhymney North
Ground Frame (rev) - Bargoed P2 (rev) - Bargoed Viaduct Sidings (rev) - Caerphilly P2 - Cardiff Queen
Street P2 - Cardiff Bay (rev) - Cardiff Queen Street P4 - Ystrad Mynach (rev) - Dn Rhymney Loop -
Cardiff Queen Street P3 - Cardiff Central P4 - Brickyard Siding (rev) - Cardiff Central P0 (SD 20.33).

Standard Class BLS Members £65; Non-members £12 surcharge. Under 18s (must be accompanied by a
fare-paying adult) £32.50 reduction in all fares. Bookings per item 1694 above. A charity raffle with our
usual extensive selection of valuable prizes will raise money for the British Heart Foundation.

1695] :The Isfield Investigator; Sat 26 Oct,:10.00:; a private Society Track & Traction Event on the
standard gauge Lavender Line (MR p6) Isfield station, East Sussex, TN22 5XB (TQ 403 237). Expected to
last about four hours including a buffet lunch. The Railway has been most accommodating offering a
chance to travel behind (or inside!) most of their internal combustion fleet and traverse many sections
of track never normally available as they are usually full of stock! Anything that can roll will be shunted
onto the standard passenger main line north of Isfield giving access to both platform lines to the level
crossing, the loading Dock, shed loop/headshunt and loco shed itself. Motive power agreed is BOTH
Hampshire units (Thumpers) 1118 & 1121; Wickham Laboratory Car No20, 09025, Ex-Army Andrew
Barclay 221 & 880. Subject to expected imminent out shopping, further shunting locos are anticipated.

The 5" ground level Riley's Railway (off the Down platform) will give rides including non passenger
sections. See next item about another fixture in the area after. Lifts should be available from Uckfield,
(08.07 ex-London Bridge), during the day and back to a suitable station (please advise if you can help
with this or would like a lift). £35 BLS Members; £40 Non-members (includes buffet lunch); Under 18s:
£17.50 reduction (must be accompanied by a fare paying adult); Miniature Railway: By donation
(100% to Evelina Specialist Children's Hospital, Lambeth, London). Bookings open soon, save the date.

X.83] :The Eastbourne Miniature Magical Mystery (tour); Sat 26 Oct:: 15.30 a visit to the 7¼" gauge
Eastbourne Miniature Steam Railway (MR p16), Lottbridge Drove, Eastbourne, East Sussex, BN23 6QJ,
(TQ 613 012). Expected to last about 1½ hours. The Railway (public run 880yds) has offered a chance
to travel over the long and rarely used (inner) P2 behind the steam locomotive in use on the day.

Additional sections may be available towards the end of their operational day once the more regular
clientele complete their visits. Lifts should be available from Isfield (see previous item) and to a
suitable station (please advise if you can help with this or would like a lift). £8 BLS Members; £10 Non-
members; U18s: £7 (must be accompanied by a fare paying adult). Bookings open soon, save the date.

1696] :The BLS Madrid Circumnavigator railtour; Sat 2 Nov:: With particular thanks to our member
Iain Scotchman. In conjunction with Spanish private operator ALSA-Rail, the Society presents a rare
opportunity to travel on freight, non-passenger lines and curves with a comprehensive tour of the
Madrid area from Madrid Chamartin to the Delicias Museum station. The train, hauled by an ALSA-
Rail Alco Class 321 diesel, will be the one used on the 'El Tren de Felipe II' tourist train
http://bit.ly/2YhfRQP which includes a restaurant car. The planned route confirmed by ALSA-Rail and
track authority ADIF, complements the Jan 2019 PTG tour. Planned route summary (details later):

Madrid Chamartín - Sol (via Recoletos Tunnel if reopened) - Atocha Cercanías - Line 932 - Vallecas
Industrial - Vicálvaro - Torrejón (via freight lines) - Torrejón de Ardoz (rev) - Line 200 - Bif - Hortaleza
- Line 902/904 Bif Fuencarral - Cantoblanco Universidad - Colmenar Viejo - Soto del Real - Transfesa
Depot (Freight only remnant of the 'Burgos Directo' mainline closed 2010 rev) - Fuencarral (depot) -
Fuencarral - Pitis - Pinar - Las Matas clasificación (via yard) - Las Matas (rev) - Las Matas clasificación
(via yard) - Pinar - Príncipe Pío - Delicias - Santa Catalina - Villaverde Bajo - Villaverde Alto - Illescas -
Villaluenga Yuncler - Freight line to Aguja cementera - Algodor (rev) - Castillejo - Aranjuez - San
Cristobal Industrial - Villaverde Bajo - Santa Catalina - Bif Museo - Museo del Ferrocarril.

NEXT PAGE: Madrid junctions in 2008 - Dave Cromarty is bravely producing a map! This railtour is
expected to last from 07.30/08.00 until early evening. £220 Adult as it is loco-hauled; U18 £110 (must
be accompanied by a fare paying adult). Firm expressions of interest are requested, by 10 Aug please,
to ensure there is enough support to go ahead, to Iain Scotchman [email protected]
or 102 Shenfield Place, BRENTWOOD, CM15 9AJ with a 'C5' SAE. Normal BLS T&Cs apply to all bookings.
For those who have not sampled the railways in Spain before, there will be many seasoned members
(familiar faces) including our International Editor Paul Griffin and NE Editor Geoff Blyth to assist you.

More details: Our tour starts from Madrid Chamartin at about 07.30/08.00 and passes through the Sol
tunnel to Madrid Atocha where we take line 932 which is a 5.4km freight track running parallel with
the main line south to Santa Catalina. Here the train joins the Madrid eastern ring for another 5km of
freight line until passenger metals are resumed before Vallecas Industrial. After Vicálvaro the tour
diverges left onto a freight line to pass Vicálvaro Clasificacion (yard) and continues east to join the
Madrid Chamartin to Zaragoza line as far as Torrejón de Ardoz to reverse. Now we head for Madrid
Chamartin, but before reaching it we take an east to north freight curve to pass the extensive yards at
Fuencarral and continue north through Cantoblanco Universidad to Colmenar Viejo.



[BLN 1332]
Our special now heads north on the southern remnant of the 'Directo de Burgos' mainline to Aranda
and Burgos which closed in 2010 but is retained beyond Colmenar Viejo only to serve the Transfesa
depot, which is on a short branch just beyond Soto del Real. It is not clear yet whether we will be
allowed to the depot. We reverse, return to Fuencarral and reverse again at the entrance to the
depot. A 5km freight line links the northern end of Fuencarral to Pitis which is on the Madrid
Chamartin to Medina del Campo line, and we take this line to a junction before Pinar where the train
will diverge onto the one kilometre freight connection to Las Matas Clasificación (yard). The tour then
runs through the yard to Las Matas station where we reverse yet again and travel back through Las
Matas Clasificación to rejoin the main line at Pinar, completing coverage of the flying junctions.

Now on passenger metals, our train traverses the western side of Madrid to Principe Pio and Delicias
beyond which we avoid entering Atocha by taking a freight connection which is over 3.5 km long and
crosses the main line south of Atocha. We pass through various yards before arriving at Santa Catalina
(for the second time). The tour continues to Villaverde Bajo, Villaverde Alto and Illescas before
reaching the closed station of Villaluenga Yuncler. Here we take the very rare freight line serving
Aguja Cementera (cement works) and after 16km reaches Algodor. This was on the former broad
gauge Toledo line, closed beyond Algodor, but open for freight between Algodor and Castillo-Anover.

Our train makes a final reversal and takes this line to Castillo-Anover from where it is now a straight
run up the old main line to Madrid Atocha passing through Aranjuez, San Cristobal Industrial and
Villaverde Bajo to reach Santa Catalina (for the third time). The train makes a second journey up the
freight line to Delicias, but this time bearing left at Bif Museo onto the 0.8 km branch to the Museo
del Ferrocarril (not used by excursion trains for several years), where our journey ends early evening.

1332 HEAD LINES (Paul Stewart) [email protected]

1697] Keeping Track, (extra to Head Lines) significant passenger service suspensions: *= New/altered

BLN Start (incl) Reopens Location (stations exclusive when bracketed) bold = closed now

1330.1476 21 Jul 19 27 Jul 19 *(Gloucester) - (Lydney)
1331.1549 8 Jul 19 4 Aug 19 *(Chichester) - South Shields
1331.1553 20 Jul 19 5 Aug 19 *Frodsham Jn/Weaver Jn - Acton Grange Jn - Warrington BQ
1331.1553 20 Jul 19 5 Aug 19 *(Ellesmere Port) - (Helsby) plus Runcorn East station
1331.1555 20 Jul 19 5 Aug 19 *West Thurrock Jn - Barking Tilbury Line Jn (this direction only)
1328.1332 4 May 19 19 Aug 19 (Dyce) - (Inverurie)/Inverurie from 15 Jun 19 (next entry...)
1328.1133 15 Jun 19 19 Aug 19 Inverurie - (Huntly)
1332.1711 27 Jul 19 24 Aug 19 *(Moira SSuX) - (Portadown) REVISED from (Lisburn) - (Portadown)
1331.1539 2 Jan 19 Aug/Sep 19 Mid Hants Railway; Alton P3 - (Medstead & Four Marks)
1330.1399 †4 Nov 18 *Llangollen Railway, (Carrog) - site of former Corwen East
1329.1254 26 Oct 19 1 Oct 19 Havant Jn - (Chichester) [†Line above: Date of last public service]
1328.1196 9 Nov 19 4 Nov 19 Cowley Bridge Jn - (Taunton); Cogload Jn - Worle Jn/Weston-S-M
1325.655 20 Oct 18 16 Nov 19 *Reedham Jn - Berney Arms request stop - (Great Yarmouth)
1332.1699 28 Sep 18 Feb 2020 *CairnGorm Mountain Railway, 'Base Station' - Ptarmigan

2020?

1698] Newcastle, King Edward Bridge North Jn - King Edward Bridge East Jn: This PSUL curve has had
no regular booked passenger service since Sat 19 May 2018 [previously 18.33 (SO) Middlesbrough to
Newcastle & 19.26 (SO) Nunthorpe to Newcastle] - was the closure legal? These trains were also
diverted via the High Level Bridge from 6-14 Jan 2018 due to engineering work on the King Edward
Bridge. Although shown in the Working Timetable to be used from the 20 May 2019 timetable change
by 06.00 SSuX Newcastle to Nunthorpe, the working was amended before introduction to run via the
High Level Bridge instead. The entry in the PSUL (P9) update in BLN 1329.1257 should therefore be
deleted. The curve is used by ECS, such as the Grand Central units between Heaton and Sunderland,
which maintains route knowledge. Regular PSUL services remain over King Edward Bridge South Jn -
King Edward Bridge East Jn - (Greensfield Jn) - High level Bridge Jn/Park Lane Jn (Gateshead) per PSUL.

1699] CairnGorm Mountain Railway, 'Base Station' - Ptarmigan (station): (BLN 1322.242) (MR p32)
TCP Fri 28 Sep 2018 (last ran Thur 27th). This 6' 6" gauge 1¼ mile long £26M cable worked mountain

railway OP 24 Dec 2001 is now expected to stay closed until summer 2020 at least. Piers, beams and

foundations all require strengthening. New bearings are needed with higher load/movement capacity.

The owners, Highlands & Islands Enterprise and the Scottish Government have agreed in principle to

repair the railway (subject to cost) but the work can only be carried out during spring and summer.

1700] Thorney Mill (Link Park Heathrow): (TRACKmaps 3 p3C Jun 2018) (BLN 1306.1185) At 14m 10ch
from Paddington on the Colnbrook branch, rail traffic resumed on Fri 21 Jun 2019 with a trial GBRf
operated inward train for Ashville Aggregates arriving 11.30 with 66775. The previous rail traffic was
outward spoil to Calvert in 2013/14; the sidings were buried with compacted material. They have been
dug out and relaid creating a new bulk materials facility with a new layout to maximise train length.

1701] Maltby Down/Up Passing Loop - Maltby Colliery Bunker Line: (BLN 1330.1423) Fri 5 Jul 2019 DC
Rail ran 6Z61, a trial train of empty wagons from Derby, Chaddesden Sidings arriving 15.49 with
60096. Leaving 18.23 they then ran to Rossington loading point (19.38), one of three arrivals (plus two
departures) there that day! The last traffic from Maltby was short term shale (from 5 Dec 2012 and
into 2013) to Thorpe Marsh Power Station site for construction of Doncaster North Chord.

1702] Kilmarnock, Kay Park Jn (34m 21ch) - Riccarton Scottish Fuels (Certas Energy): Once part of a
through line towards Barassie, NR reports that this 1m 68ch branch has not been used for 'over a year'
- does anyone have a date for the last train please? There is a report that the oil terminal is now being
demolished and there hasn't been a train since 2017, if not earlier. Inward oil used to run roughly
monthly generally on a Monday. NR now proposes to 'scotch and clamp' (quote) the line out of use at
Kay Park Jn ground frame and fence across the track. However, the branch could be reopened for
traffic with four months notice. What is most unusual about this one is the regular schedule still in the
current timetable: 05.20 (MO) Mossend Down Yard - Riccarton (07.02/10.28) - Grangemouth (13.09).
The final railtour here was Pathfinder's Galloway Galloper http://bit.ly/2XJN6Ns on 12 Feb 2011.
BELOW: 1955 map, Kilmarnock station is top centre with the lines off to Dalry and Glasgow; bottom
right is to Dumfries and Carlisle, with the Barassie line lower left. The station shown bottom centre as
closed to passengers is Riccarton & Craigie (we won't attempt to go into its history). The present end
of the Riccarton branch is indicated by the black arrow right of centre; Kay Park Jn is top right.

1703] Kilmarnock - Dumfries (both excl) and four intermediate stations: TCA Sat 13 Jul expected until
Thur 25 Jul 2019. Two bridges are being refurbished and strengthened, over 2 miles of track relaid at
several locations, drainage improved and platform work carried out between Auchinleck and Dumfries.
1704] Cambrian Heritage Railways, Oswestry: (MR p7) (BLN 1328.1130) On Sat 13 Jul 2019 (first train
11.53 ex-Oswestry steam hauled), passenger trains were extended permanently south by 8ch. This was
for Oswestry Food & Drink festival - is the Railway drip feeding extensions? It is to the Accommodation
Crossing (SJ 2957 2885) 18m 68ch from Whitchurch at Travis Perkins off Maesbury Rd. Previously the
stop board (SJ 2955 2899) was at 18m 60ch, just north of Bridge 49, Gasworks Bridge (18m 61ch) the
B4579 Shrewsbury Road. A gauging/proving run (loco Andrew Barclay 0-4-0T No2261 and MK1 coach)
was made on Sun 7 Jul. Seven panels of track were laid on the extension south over 10 and 11 Jun. To
reinstate the railway under the bridge was a challenge as horizontal metal beams had been previously
erected with vertical supports to strengthen the road bridge. Fortunately the vertical supports had
room for a single track between them; it was double track from 1900 to 1967. Track lowering was
required for headroom clearance, so concrete slab track has been installed under the bridge with two
new panels laid to reconnect the track. Track upgrading will continue to Weston Wharf (19m 53ch).

ABOVE: Far left, middle, is the end of the Greenburn branch. Greenburn Jn (centre right) is marked.
From it the remains of the disconnected branch to Knockshinnoch colliery (later an open cast disposal
point) run south. Bank Jn is above; the main line heads north to Glasgow (top) and east to Carlisle
(right). The short Crowbandsgate (opencast terminal) line is northwest of New Cumnock station.

1705] Bank Jn - Greenburn Jn - Greenburn Open Cast: (BLN 1319.2804) The final coal train left for
Cottam Power Station on Fri 3 Aug 2018. As the branch now has no operational purpose NR is
proposing 'temporary closure' until 27 Mar 2022 by securing the points at Bank Jn (54m 05ch) just
north of New Cumnock station. If required, the branch could be returned to use with six months
notice. As with other such cases, this reduces NR's maintenance burden and also their business rates.

Kilmarnock, Long Lyes sidings (Dalry line stub) have been little used since 3 Aug 2018 now coal trains/
empty wagons from/to Greenburn respectively no longer run round there to access that branch.

1706] Liverpool Central Low Level (excl) - Hunts Cross West Jn and four intermediate stations, plus
Liverpool South Parkway P5 & 6, Up & Down Electric - Hunts Cross P3: TCP Thur 18 Jul; ROP Mon 22
Jul 2019 (Merseyrail third rail services) due to significant electrical supply problems to the third rail.

1707] Sheffield Supertram: (BLN 1129.1252) Normal service operated on all routes Fri 19 to Sun 21 Jul
for Sheffield's annual 'Tramlines' festival (sorry, it's only modern music before you all get too excited).
Hillsborough (incl until Thur 25 Jul, then excl) and 2 stops - Middlewood/Malin Bridge (Area 4): TCP
from Mon 22 Jul expected until Fri 9 Aug 2019 to replace rails dating from the 1990s. From Mon 22 Jul
until Fri 25 Jul this was initially extended (Area 3) to Cathedral (excl), a total of 11 intermediate stops.

1708] Llandudno Jn - Llanrwst (incl); North Llanrwst, Glan Conwy & Tal-y-Cafn stations: (UPDATING
BLN 1321.1551 &1670) ROP Thur 18 Jul 2019; previously TCP after normal service Fri 15 Mar 2019 due
to severe flood damage. The first train was 05.30 from Llandudno Junction and 06.56 return. Wales'
least used station (612 passengers in 2017/18) Dolgarrog station remains closed until further notice.

On 15 Jul the previous platform had gone but there was a concrete base for a replacement. A bus was
provided Dolgarrog to/from Blaenau Ffestiniog connecting with trains from/to Llandudno Junction at
North Llanrwst. Presumably NR concentrated on reopening the line rather than a little used station.

1709] Llanrwst (exclusive) - Blaenau Ffestiniog with Betws-y-Coed, Pont-y-Pant, Dolwyddelan &
Roman Bridge stations: (BLN 1331.1552 & 1670 UPDATE) ROP from start of service on Wed 24 Jul.

1710] NET; The Forest (middle platform in use) - Old Market Square (ECS shunt) and 3 stops: TCP
Mon 5 to Sun 18 Aug 2019 (school holidays) to replace worn rails between The Forest and High School.

1711] NIR, Moira - Portadown (both excl) also Lurgan, Scarva & Poyntzpass stations: (BLN 1326.788
UPDATE) TCP/A Sat 27 Jul to Fri 23 Aug 2019 (both incl) in the school holidays (at weekends the closure
extends north to Lisburn). 280yd of platform at Lurgan is being rebuilt and over a mile of track relaid
from William Street crossing (92m 47ch) to past Bell's Row Crossing (93m 30ch), with drainage works,
allowing line speed increases and reduced maintenance costs. Although the line south of Portadown is
open normally, services at Scarva & Poyntzpass are replaced by buses as no NIR railcars stable at
Portadown during the possession, only 'Enterprise' sets. Item 1829 is about Moira crossover.

1712] Dalrymple Jn (43m 53ch) - Chalmerston Open Cast Coal Loading Point (54m 29ch), 'Waterside
Branch': (BLN 1232.830) (TRACKmaps 1 p2C Nov 2017) This freight branch has been temporarily out of
use since 25 Apr 2015; NR proposes to extend this for two more years but the line could be reinstated
with six months notice. It is secured OOU at Dalrymple Jn (43m 53ch) with fencing across the track.
The final coal train left 10 Jul 2012; the last railtour, Pathfinder's Galloway Galloper, was 12 Feb 2011.

1713] Llangollen Railway; Carrog (excl) - Corwen East (site of temporary station): (BLN 1330.1399)
TCP since last public service on Sun 4 Nov 2018; ROP and Corwen extension now expected 1 Oct 2019.

1332 BLN GENERAL (Paul Stewart) [email protected]
1714] My First Railway Memories (9): By John Ling, who
founded our Branch Line Society in 1955. My interest in
railways, particularly the Great Western Railway, can be
dated back to 1929. In the summer of that year my
parents took me to West Bay [what a great choice] in
Dorset for a summer holiday. We travelled by train from
Wolverhampton, which was possible on those days
because the branch beyond Bridport to West Bay did not
close to passengers until 1930 [for the fourth and final
time - don't ask]! Seeing trains coming and going at West
Bay aroused my enthusiasm.

My grandparents lived in a cottage near Worcester, a few
hundred yards from the Worcester - Paddington line.
When I was old enough to stay there I spent much of the
time watching the many trains to and from Worcester.
My interest in branch lines dates from a review of "Lines
of Character" by LTC Rolt and PB Whitehouse (1952).
I bought the book and was hooked. Later, when branch
lines started being closed at an alarming rate, I suggested
the formation of the Branch Line Society, and this was published in the three main railway magazines
in 1955. The rest, as they say, is history. ABOVE LEFT: 1957 map, Bridport (top right CP 1975) was on
the branch from Maiden Newton; West Bay is bottom centre with Bridport East Street in between.

1715] Points & Slips: BLN 1331.1543] Park South Jn signal box at Barrow-in-Furness has to be open
whenever the main line is operational due to the double to single track junction, as well as to work the
level crossing there. ●●1546] The 14.50 (SSuX) Ayr - Glasgow Central (HL) - Motherwell (P4 rev) -
Holytown (not calling) - Carstairs - Edinburgh PSUL train actually arrives Edinburgh 17.07 not 10.07!
●●1557] The 'through' trains, Welsh Highland Heritage Railway Porthmadog station (Tremadog Road)
to/from Beddgelert with 'Russell' [in fact ECS over the Pen-y-Mount connection due to points without
a facing point lock] were not in the public timetable but were specials at 18.00 on the Gala Friday and
Saturday - report MR133. The quite separate, public timetable with different heritage stock (rover
tickets available) was between Beddgelert, Porthmadog (F&WHR) and Boston Lodge (in/out of the
works area for conducted tours). Passenger carrying trains also did more rare track; on the Saturday of
the three day gala the 12.45 ex-Pont Croesor ran through Porthmadog Harbour run round loop for P2
to the Cob, to cross the 13.10 Porthmadog (P2) to Beddgelert, then reversed into P2 (WHR platform).

ABOVE: Park South signal box, north of Barrow, with its crossing. (Angus McDougall 6 Aug 2003.)

1716][With thaks to Rhd Maund.]PSUL 2019 - UPDATE (5)XX X][With thanks to Richard Maund]

The latest version of PSUL can always be found on-line via www.branchline.uk/PSULintro.php
The following alterations are additional to those given in BLNs 1326, 1329, 1330 & 1331.

Page 9: King Edward Bridge North Jn - Gateshead Park Lane Jn: delete the additional entry
shown in BLN 1329 as the train was amended to run via High Level bridge (see item 1698).
Page 13: add: Bishops Lydeard - Norton Fitzwarren Junction [West Somerset Railway]:
Summer use only - services Taunton - Bishops Lydeard operated by Great Western Railway:
Saturdays 27 July, 3, 17, 31 August, 7, 21 September and 5 October 2019: 0939, 1028, 1210,
1537, 1636 Taunton - Bishops Lydeard; 1003, 1145, 1253, 1609, 1711 Bishops Lydeard -
Taunton [note: times will vary for WSR special event weekends].

●●1568] The Newark-on-Trent map reminded a member that a footpath marks most of the course of
the former Midland Railway to Great Northern Railway exchange siding connection, CA 14 Oct 1973.

●●1575] King's Cross signalling being controlled from York ROC 188 miles away (by rail) is the same
distance (to the nearest mile) as the current record holder, Wales ROC, Cardiff to Llysfaen Emergency
Ground Frame on the North Wales Coast. Wales ROC to Nantwich is a mere 134 miles. There was a
serious plan to control Penzance from Didcot Thames Valley Signalling Centre which clearly would
have broken the record but, like further extension of the North Wales resignalling towards Holyhead,
it has been cancelled due to the cost. Wick is worth a mention, controlled from Inverness (161 miles).

●●1578] On the Shepperton branch does anyone know what 'BEF' stands for on the new signal plates?
How about the future Basingstoke (ROC) Feltham or possibly Fulwell Work Station? ●●1601] Not all
trains booked to use the Westwood Park line (CA 14 Jul 1969) avoiding Wigan (Wallgate) did so
reportedly - some ran through the station; signal box staffing might have been a factor.

●●1619] As Chasewater is not in Wales, the 'Route of Mineral Railway to Anglesey Wharf' on the plan
should, of course, have been 'Anglesea Wharf'; congratulations to the one member who reported this.
Many thanks again to Brian Ratheram (please drop the 'h' from his name in the text - sorry Brian) who
researched the original Chasewater map for a Society fixture and first produced it in this style.

1717] London Connections: (BLN 1331.1559) Answering a member's query, the 23.54 (SuX) from
Cardiff Bay reverses in Cardiff Queen Street P2 (23.57/00.01) and is an advertised through passenger
train to Cardiff Central (00.05) for 05.15 Paddington connection. There is also an 08.54 (SuO) from
Central through to Cardiff Bay. As a point of interest, the last departure on a Sunday from Cardiff Bay
(18.54) is booked to arrive Queen Street P5 then runs ECS to Canton Depot via a reversal at Radyr P2.

Barlaston and Wedgwood (no trains have called since 2004 but the stations are not 'closed') are both
shown on the National Rail journey planner as requiring three stages to reach London, for each the
first is a significant walk to the bus stop for a bus to Stoke-on-Trent then catch the London train.

1332 EAST MIDLANDS (Graeme Jolley) [email protected]
1718] West Burton: The 2,000MW coal fired 'A' Power Station has secured contracts until Sep 2021.
Interestingly it is classed as two power plants under European Union emission regulations as it has two
chimneys. A new 1,270 MW Combined cycle gas turbine 'B' Power Station, fueled by natural gas, was
commissioned in 2013. Originally envisaged as a 2 x 900MW coal fired station, this plan was cancelled
just before privatisation. EDF has recently applied for a Development Consent Order to build a new
open cycle gas fired 'C' Station with a capacity up to 299MW as well as associated buildings and plant.

1719] Market Harborough: (BLN 1328.1143) On 4 Jul the Up platform was being resurfaced and the
(new) Up side car park extended, removing any trace of the previous main lines. They had to be lifted
before the platform and car park works could be concluded. The new main line and platforms are
where the Exchange Sidings used to be, between the Midland Main Line and London & North Western
Northampton line. Market Harborough Jn (new 25mph facing and trailing crossovers) is north of the
platforms, before remodelling it was south of the station. The new Down line takes the L&NWR
formation beneath the Great Bowden/Station Rd bridge while the Up line runs through the MR arch.

BELOW: The London end of Up P2 still under construction, looking south. (All Tom Gilby 4 Jul 2019.)

ABOVE: Looking south; the L&NWR Northampton line once went off right with its own platforms.
BELOW: The Leicester end with bidirectional signalling and new crossovers (Market Harborough Jn)
that used to be at the south end of the station. Until recently the Midland Main Line was far right.

1720] Lincoln: (BLN 1328.1148) Readers will be aware of a series of improvements made to the station
and its environs recently. This includes the new Brayford Level Crossing footbridge which was noted in
use after the May Day Bank holiday. The temporary floating pontoon structure over Brayford Pool,
assisting access during construction, has gone - sorry, too late if you didn't do it. During a further visit
by a member in mid-June it was noted the Brayford Level Crossing itself had reopened, but with the
road at the crossing (and some 50 yards or so either side) narrowed down to a single lane.

1721] Corby: East Midlands Trains has applied to run six extra round trips between Kettering and
Corby from Dec, using layover time at Corby. Presumably this is on behalf of the new franchisee.

1722] Manton Wood Siding: (TRACKmaps 2 p30A Oct 2016) Two miles east of Worksop on the Down
side towards Retford, Manton Wood Colliery closed 11 Feb 1994. The siding here is the stub of the
former colliery branch and was once used for ECS turnbacks/recessing of Nottingham (Robin Hood) to
Worksop trains. As it has not been used for some time NR proposes to remove the siding and plain line
the trailing access points in the Down Main (58m 54ch); the trailing Down to Up crossover would
remain. Of interest, the work will cost about £200K but save routine maintenance of £10K per point
end per year (higher if intervention is required). Conversely, replacing the set of points is put at £1.3M.

1723] Disposing of Lounge Disposal Point: (TRACK maps 4 p14C Dec 2018) (BLN 1300.454 - photos)
This branch at 116m 60ch off the single track section of the Burton - Leicester line, 3½ miles west of
Coalville, has been formally abandoned. Open cast coal mining was active for about 10 years and
finished in 1992. The former loading point was previously seen as having great potential as a rail
served terminal of some type being very well situated in relation the A42/M42/M1 roads.

1724] Tallington: (BLN 1331.1590) Regarding the 'What's going on at Tallington?' query in BLN 1331;
the concrete plant has won the contract to produce concrete lining segments for the eastern section of
Thames Tideway Tunnel (commonly referred to as London's 'Super Sewer'). Tallington is the only
inland production location. Other sections are being lined with segments produced at either Ridham or
on the Isle of Grain, both in Kent, to be moved by barge. The adjustments to the sidings at Tallington
are to move segments by rail. Tunnel construction is spread over seven years from 2017.

1332 GREATER LONDON (Geoff Brockett) [email protected]
1725] Bank: (BLN 1323.398) Work to expand the station has passed the halfway stage, with over 2,000
tonnes of material already excavated. The new southbound Northern Line tunnel has been excavated,
with waterproofing and concrete lining now underway. Additionally, the escalator barrel from the new
entrance on Cannon Street to the Northern Line platforms is complete and another that will form a
new escalator to the Central Line is nearing completion. Most of the construction works so far have
been completed in isolation from the existing station to keep disruption to passengers to a minimum.

1726] Barking - Gospel Oak: (BLN 1331.1573) The line's user group reports that, from 22 Jul, all six
diagrams were to be covered by 4-car Class 710 EMUs. The three 4-car Class 378s will initially remain
in that format to act as standbys. The planned early and late cancellations will continue at present.

1727] Barking Riverside: (BLN 1329.1270) From 8 Jul a new right hand trailing turnout (secured OOU)
was installed in the Up Goods Line between 8m 54ch and 8m 56ch.TfL has bid for government funding
for a station at Renwick Road, referred to as Castle Green in the report. ('Transport Briefing')

1728] Bishopsgate: (BLN 1227.347) A revised redevelopment scheme was published for consultation in
Nov 2018. This would retain the whole of the remaining structures east of Wheeler Street and the
whole of the frontage from the London Overground bridge round to the north side of the Commercial
Street bridge. Rails, setts, turntables and the hydraulic accumulator will be preserved. It is proposed to
build over the Liverpool Street lines between the Commercial Street and Wheeler Street bridges.
Above there would be several new, high buildings set in 'parkland'. On the other side of the line, the
ex-Great Eastern Railway Quaker St stables are being converted into a hotel. ('London Railway Record')

1729] Lewisham Road: (BLN 1303.831) Planning permission was granted in Sep 2018 for demolition of
the derelict station building (CP 1 Jan 1917) ready for a new development. ('London Railway Record')

1730] Cannon Street/North Kent East Jn: NR is to relay track on the approach to Cannon Street and
replace track and equipment at North Kent East Jn. As a result Cannon Street is closed on 21 Jul and
10, 11 & 18 Aug, with trains diverted to Charing Cross. On 27/28 Jul and 3/4 Aug there will be no
Southeastern trains serving Cannon Street, Charing Cross, Waterloo East or London Bridge. Trains will
start from Victoria or New Cross or be replaced by buses. On most of these dates the Thameslink
service between Kentish Town and Rainham will only run between Dartford and Rainham.

1731] Crossrail: (BLN 1330.1414) A poster at Ealing Broadway lists improvements being carried out.
New: ●Larger entrance & ticket hall, ●Four lifts, ●Down Main P1 staircase, ●Ticket gates, ●Toilets &
●Retail space. The staircase to island P2/3 was replaced a while ago, but to access P1, passengers have
to walk the length of the station to the new footbridge at the London end of the platforms. There has
been a big decline in Greenford branch passenger use since services were cut back to West Ealing
(connections can be poor) to provide paths for Crossrail trains, but saving one DMU and train crew.

1732] Croydon Remodelling: (BLN 1327.969) A recent talk by an NR engineer to the Chartered
Institute of Logistics and Transport included the following. Plans will allow for a possible oversite
development at East Croydon station, by NR without third party involvement. Selhurst Depot would
have six additional 12-car sidings, better turnback and easier access. About 25km of new track, around
100 S&C units and 100 new signals would be needed. There would be 1.6km of new viaducts and
1.6km of cuttings, with 16 new intersections, many at a very oblique angle. The gradients would be no
steeper than 1 in 40, with clearance for future 25kV electrification. Some modest substation upgrades
would be needed. The work to rebuild East Croydon station and remodel the track to the north is likely
to take six to ten years. In the future, grade separation might be considered at Stoats Nest Jn.

1733] District Line Heritage Trains: (Pictures e-BLN 1331.X71) On 22 & 23 Jun three round trips were
operated between Ealing Broadway P9 and High Street Kensington P3 formed of Metropolitan (Met)
Railway steam locomotive No1 and electric locomotive 12 Sarah Siddons, top and tailing six vintage,
wooden coaches. These comprised the four Met coaches from the Bluebell Railway (moved from and
to the line by rail) and four-wheelers from the Kent & East Sussex Railway and London Transport
Museum. Due to resignalling, it was the last occasion when steam was permitted to operate within the
central area of London Underground. It was also the final use of wooden bodied coaches on the
network. Each round trip was 13½ miles, with tickets at £150 to £180 - the Society was represented!

1734] Docklands Light Railway: (BLN 1331.1574) TfL is to extend the concession to operate the
railway, awarded to Keolis and Amey in Dec 2014, by approximately two years. The concession expires
on 31 Mar 2021, but an option exists to extend it up to Oct 2023. This will cover a period when
upgrades are taking place and new stock is scheduled for delivery. Keolis/Amey are also expected to
take over maintenance of the Lewisham branch, currently the responsibility of the Greenwich
Lewisham Rail Link private finance initiative, which also expires on 31 Mar 2021. This was the last
remaining PFI scheme entered into to fund extensions to the system. ('Transport Briefing')

1735] Feltham Depot: (BLN 1309.1522) In a change to the previous plans, the trailing crossover east of
the station has been retained for now. The ground frame and associated point work accessing the Grid
Siding was refurbished in Jun. NR is now consulting on Phase 2 of the scheme, which will see the siding
lengthened by about 400m to 740m to provide a construction railhead for the new depot. This will be
on the alignment of the eventual Up/Down Arrivals Line, with work proposed to take place in Aug.

NR has also issued a Network Change Proposal on behalf of South Western Railway for Phase 3, which
is the provision of new crossovers and an Up/Down Arrivals Line as outlined in BLN 1309. It also covers
removal of the existing crossover and ground frame. It does not cover the new sidings, because their
construction will take place away from the running lines. Work would take place between Mar and Aug
2020. However, NR itself has raised a number of queries about the work (as have others), including the
fact that it will not be able to timetable use of the new facilities until Dec 2020.

1736] HS2: (BLN 1331.1572) unexpectedly, both West Ruislip up sidings were taken OOU from 22 Jul!

1737] Cricklewood: (BLN 1328.1154) The government has agreed to provide £320M to Barnet Council
to ensure that work on Brent Cross West station and housing developments in the vicinity will go
ahead. The station feasibility had been called into question following the decision by developer
Hammerson to put on hold the redevelopment of Brent Cross shopping centre. ('Transport Briefing')

1738] Northern City Line: (BLN 1326.811) GTR is spending £400,000 from the National Stations
Improvement Fund to upgrade the platforms at Moorgate, Old Street, Essex Road and Highbury &
Islington. New, white tiles have been fitted at Moorgate and redundant plastic handrails removed at
all four stations. Signage, much of NSE vintage, is being upgraded and replaced. For the first time the
booking halls at Moorgate and Highbury & Islington will have Great Northern departure screens.

1739] West London Orbital Railway: (BLN 1301.593) TfL says the newly published West London
Orbital strategic outline business case shows the scheme could address critical strategic issues facing
west and northwest London. It will now consider the next steps for developing the scheme - likely to
include production of an outline business case - and how such a scheme could be funded. The scheme
is considered to have medium to high value for money. ('Transport Briefing')

1332 NORTH EAST & YORKSHIRE (Geoff Blyth) [email protected]
1740]: Leeds: (BLN 1325.687) The Leeds Capacity
Programme delivers an additional P0 and a
modified layout, with enhancements to P1-P6 for
longer trains. Could we see the first P '0a', '0b' &
'0c' in the usual Leeds style? All platforms have at
least two sections; P8, 9, 11 & 15 even have 'd'
sections. Early in development it was realised
that the work would require a lengthy closure of
P1 from Dec 2019 until May 2020, which would
have significant negative impact on general rail
operations in and around Leeds. Therefore an
alternative plan has been developed to
temporarily shorten and relocate P1 (which
currently takes 14 Coaches):

●Stage F: 17 Feb - 22 May 2020: P1 reduced to
125m; electric power available.

●Stage G: 23 - 25 May 2020: P1 out of use.

●Stage H1: 26 May - 31 Oct 2020: P1 (125m long)
on a temporary alignment north of the car park,
eventually to be occupied by P0. Electric power
not available, so for diesel traction only.

●Stage H2: 31 Oct - 1 Nov: P1 out of use.

●Stage H3: 2 Nov - Xmas 2020: P1 in service on
final alignment, fully electrified and full length.

●28 Dec 2020: P0 commissioned and operational
along with P1. [LEFT: Plans by Dave Cromarty.]

1741] Tyne & Wear Metro: Work has started on
construction of the temporary depot at Howden
(BLNs 1313.1970 with track plan & 1320.61) due
to open 'by summer 2020'. It is required to
provide accommodation for trains while the
existing depot at Gosforth is being rebuilt.

1742] Calder Bridge Jn - Turners Lane Jn: On the weekends of 10/11 and 17/18 Aug due to a bridge
replacement, this rare curve has regular booked passenger services all day in both directions. Leeds -
Knottingley services are booked to be diverted, running non-stop between Leeds and Streethouse via
Woodlesford and Normanton instead of Outwood, Wakefield Westgate and Wakefield Kirkgate.
Timings are broadly comparable by both routes, although the Wakefield stations will not be served.
1743] Middleton-in-Teesdale: (BLN 1329.1286) In 1956 our Founding Member and his family stayed in
the station; it was one of British Railways NE Region's camping cottages. It was very convenient to
push his three month old daughter across the platform in her carry-cot pram to a waiting carriage.
1744] South Shields: (BLN 1331.1549) The shortening of the branch is more like 5-6ch with the closure
of the 1984 stop from Mon 8 Jul 2019 (the first permanent closure of a T&W Metro stop in 39 years).

ABOVE: A train shunting ECS between the platforms at Chichester via the South Shields end trailing
crossover; the line is closed beyond. (Phil Logie, 9 Jul 2019 - clearly a slightly wet day.)

1745] Blyth & Tyne: (BLN 1323.414) (TRACKmaps 2 p23C Oct 2016) A 'screening opinion' has been
submitted to North Tyneside Council and Northumberland County Council to upgrade the line from
Benton Jn to Ashington. This process determines which projects require an Environmental Impact
Assessment and is not a planning application as such. The project will have 4 phases:
PHASE 1: ●New stations at Ashington, Bedlington, Newsham and Northumberland Park, within the
existing railway corridor. ●Some line speed increases on the single track section south of Newsham.
●Extend double track south from Newsham. ●Remove 10mph speed restriction at Green Lane level
Crossing (2m 43ch just south of Ashington) ●Ashington turnback facility (where it is double track).
PHASE 2: ●New stations at Blyth Bebside (between Newsham and Bedlington) and Seaton Delaval
(between Benton and Newsham). ●Targeted line speed increases north of Newsham.
PHASE 3: ●Line speed improvements north of Bedlington including limited signalling upgrades to the
mechanical interlocking north of Bedlington.
PHASE 4: ●Infrastructure capacity and reliability improvements. •Passing loop at Seaton Delaval.

1746] Hull - short of a grand: There was recently no sign of the grand piano previously seen (and
heard) here. Neither was classical music being played over the public address (see BLN 1330.1426).

1747] Standing upright at York: There is now an upright piano in the area outside the main concourse,
but no stool is provided, making playing it a little difficult!

1748] Melton (Hull): In June 1920 the North Eastern Railway (NER) was approached by the Humber
Portland Cement Company with a request for a station to serve their new works near Melton,
between Brough and Ferriby stations. The NER provided stopping trains at suitable times for the
workforce and in return a minimum number of ticket sales were guaranteed by the company. The halt,
8m 46ch west of Hull, just west of 'Melton Lane Crossing' (actually on Gibson Lane) opened in about
October 1920 and was originally named Melton Crossing Halt. The line was quadruple track at this
time and platforms were provided only on the outer slow lines. By Feb 1965 it had been renamed
Melton Halt. In 1970 a new wooden platform was built alongside the Down Main following the closure
of the Down Slow. Being primarily for workers, the halt was not advertised in the timetable. In the
1980s with only one train in each direction calling (early morning westbound, late afternoon
eastbound), these were given a footnote in the timetable 'also calls at Melton Halt'. The closure still
followed the full Transport Users Consultative Committee consultation process and it CP 10 Jul 1989.

The Humber Local Enterprise Partnership is looking at opening a new 'Melton Parkway' station on the
site as it is next to Melton West Business Park. It is strategically located, with good access to the A63
and space for extensive car parking. It is claimed that this would be the first station to open
(but actually a reopening, of course) in East Yorkshire in almost 100 years. The chief executive of The
City of Hull & Humber Environment Forum said: This is an extremely positive step forward in
developing the rail infrastructure in this region. The preference would be to retain both Ferriby and
Brough stations for local services but move strategic Inter City services to the new Melton Parkway.
An online poll by the 'Hull Daily Mail' registered 84% in favour of this from over 1,000 respondents.

1749] Bridlington: (BLN.1291) A fairly short lived harbour branch diverged southeast at Bridlington
Quay Level Crossing (31m 06ch from Hull), formerly controlled by Bridlington Quay Crossing Box.
In use from 1851 until 1863, it was derelict by 1866. The track was removed in 1917, no doubt for the
war effort. It is shown on the six inch 1909 map (PREVIOUS PAGE) running from the Scarborough end
of Bridlington station top left, parallel to Windsor Crescent to the harbour, bottom right. On the 1909
25" to the mile map it is shown as 'Old Tramway'. Oddly it seems to have stopped short of the harbour.
The route was easily traceable and walkable during the layover of our specially arranged service train
trip to/from Bridlington P8 (an 'excursion platform') on Sun 7 Jul 1991, is that still the case now?

1750] Port Clarence: (BLN 1330.1391) The end of rail traffic from Greenergy (note not 'Greenenergy')
Biofuel Refinery may not mark the final demise of this line. [The company is still operational but using
road and pipeline transport.] A 40MW biomass power station is under construction south of the
Greenergy terminal. Burning about 250,000 tonnes of waste wood a year, it will be served by rail and
road. At present there is no rail traffic on the Port Clarence branch. However, due to a labour dispute
over the use of foreign workers, construction ceased on 31 May, when the contractors reached a
settlement with the plant's owners and terminated their activities. The plant was expected to be
operational by the autumn but this will clearly be delayed whilst the owners look for new contractors.

1751] Coldstream - Alnwick: (BLN 1331.1592) The NER Association's 2007 publication 'The Alnwick &
Cornhill Railway' confirms that 'Bendor signal cabin' (11m 37ch from Coldstream) was a gate box, one
of several on this line. Following CP on 22 Sep 1930, the signalling at this and nine other level crossings
on the line was replaced by warning boards from 15 Feb 1932. The speed over Bendor crossing (and
presumably the others as well) was reduced from 25 to 15 mph. The crossing keeper was made
redundant in Aug 1955, when operation of the gates became the responsibility of the train crew.

1752] Alnmouth - Berwick: (BLN 1331.1591) About 20 years ago the idea was raised of providing a
basic platform at Belford by Crag Mill Down Passenger Loop, just north of the connection off the Down
Main at 51m 54ch. It would have been served by the present ECS, which runs there twice a day (SuX)
from Chathill (46m 01ch) to reverse. The 05.55 ex-Newcastle & 16.23 ex-Carlisle (both SuX) terminate
in public service at Chathill, then run to Belford to return via Belford trailing crossover (51m 39ch) and
form the departures from Chathill at 07.10 SuX and 19.15 SSuX to Carlisle plus 19.30 SO to Newcastle.

1753] Coldstream across the stream: The small town of Coldstream (after which the Guards regiment
is named) lies in Scotland on the north bank of the River Tweed. However, its station (CP 15 Jun 1964;
CA 29 Mar 1965) was in Cornhill-on-Tweed on the south bank; in England. In fact the station was
named Cornhill until 1 Oct 1873. Are there any other examples of a station being in a different country
from the place after which it was named? Any along the Welsh border? [Yes! - It is fairly well known
that Knighton is in Wales and its station is in England.] How about the Irish border in former times?

1754] Aldwarke Jn: An 18 Mar 1965 photo in a new book about Tinsley Yard and Sheffield's railways,
published by Platform 5, shows a freight train using the then new double scissors crossing. This is the
same date as the official photo (in e-BLN 1318.X.170) of the panel. It confirms the conclusion in
BLN 1320.56 that these connections were in use, at least for freight, by this date. It thus supports the
deductions about what each of the two commissioning stages for this signal box consisted of.

1755] Redcar: (BLN 1324.546) On 5 Jul local councillors were expecting an 'imminent announcement'
regarding extension of TPE Manchester Airport services east of Middlesbrough. 'Significant changes'
have been made to the new franchise requirements due to the difficulties TPE has faced in running to
schedule; additional time has been built in at both Manchester Airport and Middlesbrough to improve
reliability. There is enough time to extend the service to Redcar but not to Saltburn without the
significant extra cost of an additional train set, which in any case is not available. The Tees Valley
mayor said he would continue to work with Redcar and Cleveland Council, NR and TPE to ensure the
Saltburn extension could happen as soon as possible. However, it is difficult to see what could be done
without taking a train set from the Scarborough service, which would be out of the question.



[BLN 1332]
At Redcar Central a train can depart westwards from Down P2 as a signalled move; (BLN 1289.1919
pictures). This is a relic of the days when Redcar had one platform. However, depending on the turn-
round time here, the TPE train might need to shunt out of the way. It could use the Down loop east of
the level crossing but there is no crossover to then access the Up platform. There is no signalled move
for the train to return to P1, and a hand signalled move back in to P1 could be prohibited as it would
involve traversing the level crossing wrong line. So, if a TPE service is running late, a following Saltburn
train would presumably have to wait until it had departed back to Manchester.

1756] Hull: The Hull & Barnsley Railway (H&BR), originally the Hull, Barnsley and West Riding Junction
Railway and Dock Company (what a mouthful!), was almost the last large independent railway
founded and built in this country. It OG 20 July 1885 and OP 27 July 1885. Its main Hull goods terminus
was Neptune Street depot. This was downgraded to a coal depot on 9 July 1962 and CG 2 Dec 1968.

However it was retained for private siding scrap traffic and probably also use by engineer's traffic.
According to the 'Hull Daily Mail' it was used by Hull scrap merchants Drapers to dismantle nearly 750
steam locos. The connection from Dairycoates East SB was severed on 16 Aug 1982, although part of
the line was retained at Dairycoates East as sidings. The depot has been hidden for nearly 40 years by
metal cladding screens as part of a cold store complex. These buildings are now being demolished to
redevelop the site as a small business park; the removal of the metal screens has revealed the depot
again. Its fate now rests with Hull City Council planning officials. It is not a listed building and an
application to establish if approval by the council is required before demolition is being considered.

As well as the goods station, the H&BR also occupied offices in Neptune Street, which are still is use
today as a headquarters of a security firm. It also owned the nearby 'Corporation' pub until that was
demolished in the late 1960s. How many railway companies owned a pub?

1757] Leeds: (BLN 1330.1424) The few London services currently suspended due to their paths being
used for driver training on the new Azuma trains are due to be reinstated from 9 Sep.

1758] Headless in Malton: (BLN 1331.1584) The reason the 5 May 'Great Britain XII' tour (and all other
non-calling trains towards York at that time) had to run through the (fortunately) bidirectional single
platform (Down) line, was that there was no signal on the Up line at the west end of the station at that
time! Strong winds around 13 Mar had blown the 3-aspect colour light signal M13 head completely off
its gantry! This put the Up line out of use until a replacement could be provided. This duly occurred
some time towards the end of May, when a straight post LED signal was commissioned, between the
Up Main and the Up Siding. [The collective knowledge of our membership never ceases to amaze...]

1759] York - Harrogate: NR has issued a retrospective Network Change confirming abandonment of
Hessay MoD Siding (5m 43ch) between Poppleton and Hammerton, accessed by the War Department
Ground Frame. The points were removed long ago; the 4 May 2019 Sectional Appendix shows it OOU!

1332 NORTH WEST (John Cameron) [email protected]
1760] Buxton: (BLN 1326.848) On 13 Jul the 'top & tailed' UK Railtours 'Buxton & Peak Forest' tour was
the first to use the reversing sidings since they were lengthened on 31 Mar 2019. However, it didn't go
far, the front loco only reached the new pedestrian bridge (the old end of line). There were wagons in
the other siding with a Class 66 ahead in the headshunt waiting to run around once the tour had left.

PREVIOUS (FULL) PAGE: The railtour in Buxton sidings, the recent extension starts at the bridge,
the other locomotive can just be seen at the very end of the new line. (Phil Logie 13 Jul 2019.)

1761] Bowness (Solway): (BLN 1331.1600) An Annan to Bowness passenger service began 8 Mar 1870
- it was actually a southward extension to Kirkbride Jn (and Abbey Jn - Brayton) which then opened on
8 Aug 1870. The Caledonian Railway passenger service south of Annan was threatened with closure as
a war time economy in 1917, but the company relented.

However, the miners' strike and coal shortage of 1921 led to the service's withdrawal from 20 May
1921, never to resume. A 23 Aug 1921 Caledonian minute has the General Manager reporting that the
line (not just the passenger service) was 'already closed on account of condition of the [Solway]
viaduct'. So, while we can't be certain if goods traffic continued after 20 May, it must have ceased by
23 Aug 1921. It seems likely that the Aug meeting authorised permanent closure with an 'official' date
of 1 Sep 1921. The claim by Edgar & Sinton in The Solway Junction Railway (Oakwood Press, 1990) of
limited passenger reopening is thus discounted.

1762] Fallowfield follow ups: (BLN 1331.1606) Chorlton Jn was the junction bottom left on the map.
The item sparked the memories of another member, who took the Harwich Boat Train on 15 Aug 1962.
Travelling with his Grandparents from his home near Ipswich to their house in Liverpool, haulage was
by EE Type 3 D6746 from Ipswich to Sheffield Victoria station, then by EM2 27001 to Guide Bridge.
Here Stanier 2-6-4T No42469 took over for the run round the Fallowfield Loop to Manchester Central.
The final leg to Liverpool Central was hauled by 2-6-4T Fairburn No42676. [Who needs haulage tours‽]

The Liverpool Central to Harwich boat train was cut back to start/terminate at Manchester Piccadilly
so ceased using the Fallowfield Loop from 9 Sep 1963. This date was also the end of winter passenger
use of the 'Warrington straight' avoiding Warrington Central station. Services over the Fallowfield
Loop that winter were: 22.50 (SO)/23.05 (SSuX) Manchester Central to Marylebone; 09.30 (SuX)
Liverpool Central to Guide Bridge and 12.45 (SuX) Guide Bridge to Manchester Central (forming the
13.30 to Liverpool). That middle of the day round DMU trip did not connect with the Manchester
Piccadilly to Harwich boat train or, really, with anything else meaningful - and the unit seems to have
festered at Guide Bridge for a couple of hours to no reason... For timetabled regular passenger
services continuing via the Fallowfield Loop from summer 1964 until withdrawal from 5 May 1969, see
PSUL archive (available to all via our website). Ironically it was used (for the final time) by diverted
passenger trains during the resignalling commissioning that resulted in its closure from 15 Oct 1988.

The last regular freight traffic also included Haverton Hill to Glazebrook oil trains. Indeed, a London
Midland Regional Operating Manager (Crewe) letter of 6 Sep 1988 explained that the line was to be
retained until 09.00 on Sat 15 Oct 1988, because of this resignalling blockade between Manchester
Piccadilly and Oxford Road - the alternative route for the oil trains - and then put out of use.

BELOW: A diverted passenger train passes Fallowfield in Jan 1988, the final year of operation - note
the single track. NEXT PAGE TOP: Station building 9 Jun 2008. (Angus McDougall - it's his local station!)

1763] Preston: The historic River Ribble Old Tram Bridge (SD 5416 2862) has been closed to the public
after an inspection in Feb found that it had serious defects. [BELOW LEFT: The furthest right bridge of
those shown, next left is the East Lancashire Railway Bridge, now a foot/cycleway.] There were over
200 faults. 50 of the 81 prestressed bridge beams have extensive horizontal surface cracking, so they
could fail suddenly without warning. Connections between reinforced concrete beams appear to have
failed, there is a risk they could fail suddenly or roll off their supports. Large cracks have appeared in
some piers; there is a significant risk of one or more beams becoming unsupported and collapsing.
The 1930's concrete piers and struts are in very poor condition, with many areas of exposed and badly
rusted reinforcement. The parapets are badly corroded, particularly the supporting posts, and could
collapse if there were crowds on the bridge leaning on them. Work is underway to establish who owns

the bridge, but Preston City Council and Lancashire
County Council both agree that they want to see it
reopened to the public.

The tramway opened in 1803 between the northern
and southern sections of the Lancaster Canal, across
the Ribble Valley in Preston. Originally on a timber
trestle, the tramway closed in the 1860s and part,
including the bridge, has been a footpath since the
1870s. In Dec 1935, storms and high water levels
extensively damaged the bridge; sections of the
supports were rebuilt with concrete. In 1966 the
timber deck was replaced with pre-stressed
concrete beams, and a steel parapet was installed.

1764] Metrolink: Contactless card payment began on 15 Jul with a payments cap, based on which of
the four Metrolink zones were travelled in. The highest cap, £7, is the cost of an anytime one-day
travel card over all four of the zones. The system is expected to be expanded to buses and trains also.
Mayor Andy Burnham has promised to extend the tram system to Stockport within the next decade.

1765] Cumbrian Coast: NR has secured a further £7.5M to study upgrades of the line, in particular how
to accommodate the six coal trains a day from the new Woodhouse Drift Mine (BLN 1328.1174).

1766] New DMUs: Class 195 DMUs entered passenger service with Northern on Mon 1 Jul. There was
a ceremony at Barrow-in-Furness with speeches by Chris Jackson, Northern Regional Director and Tim
Owen, chair of the Furness Line Community Rail Partnership. This was followed by waving off the 10.46
to Manchester Airport. Class 195s are diagrammed on the Manchester Airport - Windermere/Barrow
and Manchester Airport - Warrington Central - Liverpool routes. Note that until the May timetable
change the furthest you could travel on a Windermere through train was to/from Preston.

Your North West Regional Editor investigated during the first week [we wouldn't expect anything less],
catching the 07.48 Wilmslow to Liverpool Lime Street on Fri 5 Jul. Travelling on a new Class 195 DMU
in style via Styal, it is an interesting train as it does not call at Manchester Airport, thereby using the
PSUL Heald Green South Jn - Heald Green North Jn line. Conductors have been heard welcoming
passengers to: This spanking brand new Class 195 unit, which you will notice is not 40 years old and is
not made from the body shell of an old Leyland bus. [Wrong! Of course, Pacer body shells were all new,
based on Leyland buses and not second hand.] Station banners and posters promote the new trains.

1767] Farington Jn: Your NW Editor continued on the 08.27 Manchester Airport to Windermere via
the slow lines from Balshaw Lane Jn crossing to the fast lines at Farington Jn, the only weekday train
booked to do this. Three trains are booked to do this on Saturdays: 08.27, 14.29 & 17.29 Manchester
Airport to Windermere. Thanks to Ian Delgado's excellent UT Tracker website for the information.

1768] Deansgate: The railway underbridge over Deansgate, just west of the station, is to be deep
cleaned, repaired and repainted. The road is closed to vehicles from 5 Aug until 18 Dec as a result.

1769] Wigan: (TRACKmaps 4 p29C Dec 2018) From Sun 14 Jul the OOU facing points on the Up Goods
line (5m 19ch), formerly accessing the Bickershaw Colliery branch, were recovered and plain lined.
They were used by our 'Sunday Yicker' tour (well done Kev) of 9 June. The trailing points on the Up
Goods line (5m 20ch) were renewed and secured OOU. The facing points on the Up Goods line at
5m 24ch were also secured OOU. Some signalling was decommissioned and some installed; access to
the new Wigan Diesel & Electric Depot was then not possible until commissioning from Mon 10 Aug.

1770] Class 323 & 319 EMUs: Related to the previous item, Northern has applied to NR for Class 323
EMUs to be gauge cleared over Springs Branch, Ordsall Lane Jn - Windsor Bridge South Jn, Winwick Jn
- Golborne Jn and Preston - Blackpool Carriage Sidings. Northern has also applied for Class 319 EMUs
to run over Castlefield Jn - Trafford Park Sidings (electrification limit for ECS moves).

1771] Acton Grange Jn: (BLN 1331.1553) Due to S&C track renewals, between Sat 20 and Sat 27 Jul the
Down Main line facing points at the south end of the junction, and trailing points in the Down Main at
the north end, will both be removed. The Down Main will be plain lined throughout the junction.
No signalling detection will be available through these points. From Sat 27 Jul until Mon 5 Aug (when
passenger services resume) replacement points for both of these will be installed, 'scotched, clipped
and locked' (quote) in position for freight moves over the Down Main line with no signal detection.

1772] Less bolting through Bolton: (BLN 1331.1627) Station calls by some TransPennine Express
Anglo-Scottish services are shown from Mon 29 Jul; under half stop weekdays with more at weekends.

1773] Newton Heath: At the outbreak of WWI, in 1914, the Lancashire & Yorkshire Railway had a
workforce of 37,000. Over 10,000 volunteered for the armed services of which 1,422 lost their lives.
The company erected a memorial to those men at Its Newton Heath Carriage Works in Dean Lane.

[BLN 1332]
When the works closed it was moved, over 60 years ago, to Newton Heath Town Hall until that
building was demolished. Many years later, parts of the memorial were found in Manchester Piccadilly
undercroft and were then held by the East Lancashire Railway for safekeeping. The memorial has now
been restored and was rededicated and unveiled at a recent event hosted by Northern at Newton
Heath Depot on 28 Jun. This coincided with the 100th anniversary of the Treaty of Versailles.

1332 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]
1774] Chiltern Hybrid: NR is progressing a Vehicle Change for Chiltern Railways to demonstrate a
hybrid DMU conversion for operation on all Chiltern routes. The hybrid technology incorporates diesel
generators with a traction battery and traction motor to improve fuel economy. This reduces noise
and diesel fume emissions in stations and depots used by DMUs. If successful, it is possible that the
whole fleet will be modified at a later date. NR is to coordinate and complete responses by 16 Sep.

1775] Braintree: A member who last travelled the branch on a two car first generation DMU shuttle in
1974 with an All Line Rover was surprised to find a 12-car EMU on the 15.48 from Liverpool Street on
11 Jul! Joining at Witham (pronounced Wit-am; with emphasis on the 'Wit' and a silent 'h') P4, the
sharp 10mph restricted curve onto the branch seemed to take an age with such a long train although
the 10mph is only for 10ch. White Notley and Braintree platforms can both accommodate 12 coaches
although the train had to go to the buffer stops at the terminus where a good crowd alighted.

Braintree Freeport (OP 8 Nov 1999) and Cressing each accommodate eight coaches. Passing over the
Braintree bypass just before 5pm, the northbound two lanes of road traffic were stationary. The line
(6m 31ch) was listed for closure in the 1963 Beeching Report but was electrified in 1977 and now has
all day hourly trains through to Liverpool Street (except very first thing, last thing and SuO when it is a
branch shuttle). Braintree had 746,500 passengers in 2017-18 (peak 808,000 in 2014/15) with 78,160
at Freeport in 2017/18. Branch mileages (measured from Bishops Stortford) drop towards Braintree.

1776] Felixstowe: On 16 Jul a member noticed that the branch terminus buffer stops had '84m 30ch'
painted on it. Are there any other similar examples? Since 25 May resignalling and remodelling both
Derby Road (station) loop lines, the Felixstowe Down and Felixstowe Up, are bidirectional and 50mph
restricted in all four directions to help keep freight moving. This updates TRACKmaps 2 p9A Oct 2016.

1777] Harwich: (BLN 1328.1125) By 16 Jul an impressive amount of work had been carried out on the
new bidirectional access line to Greater Anglia's future wheel lathe, which will be independent of the
adjacent bidirectional passenger line. The Though Siding between Harwich International P1 and
Dovercourt on the Down side of the Harwich Single has had new sleepers, rails, pointwork and ballast
to about 70m 05ch. It was once the access to the train ferry at Harwich Town. The 'Storage Siding'
loop (TRACKmaps 2 p9B Oct 2016) also had new sleepers and rails but had not been ballasted yet.
All the rails had seen use, probably by engineer's road/rail vehicles and trains dropping ballast.

1778] Downham Market (1): (BLN 1330.1467) The signs described (photos e-BLN) have been in place
since the station upgrade and, according to the Eastern Daily press, were unveiled in Apr 2017 by 'Chris
Green of the Railway Heritage Trust and a former Virgin Trains director' with no mention of his NSE
(Network SouthEast) involvement!; Colin Sampson of the Fen Line Users Association, Andrew Sidgwick
from Great Northern, Elizabeth Truss MP, and station manager Graham Pratt. It is a fair reproduction
of the original style, although most signs are of different construction. Inaccuracies include:

British Rail (BR) double arrows on normal nameboards (only the running-in boards had them, and
then only in the earlier years of NSE). 'Way out' with arrows on nameboards (unusually, NSE tended
to use 'Exit', at least around Cambridge in the late 1980s). 'Plank' directions signs have NSE flashes
but real NSE ones didn't. Some lettering is too small compared with direction arrows and the BR
double arrow. BR rules for 'plank' direction signs specified one message per plank, so the sign 'Way
out to car park and platform 1' would have been three separate planks on top of each other.

Interestingly, the only original NSE sign at Downham Market is on the road facing side of the signalbox
- where the grey band with NSE flash was covered over with a purple band with 'wagn' on the left
during the later days of West Anglia Great Northern! The original lettering has become a little faded.
The NSE/ Great Northern sign on the ticket machine has appeared since the summer of 2017.

The station repainting doesn't quite match the original NSE style - the lampposts are red with the
lower part black and two white bands rather than just plain red, and probably less black and white
paintwork elsewhere. Our correspondent thinks it looks good anyway!

King's Lynn has had replica totems for a few years. Original NSE branded signs can still be found locally
on Foxton gate box (faded) and a totem outside Sandy station, but all the Moorgate branch NSE signs
were replaced a few months ago. Yellow lettering on a black or dark blue background is supposed to
be the best for the visually impaired, followed by white on black. London Midland had black signs with
white lettering several years ago on their managed stations although latest signage is the new London
Northwestern Railway style. This has appeared in a few places including Bedford St Johns. Greater
Anglia is introducing white signs with black lettering, red arrows and a red band along the bottom.

1779] Downham Market (2): E-BLN 1330.1467 pictured some decrepit looking four wheel unbraked
wooden plank wagons behind 31314 shunting the station sidings on 6 Sep 1974. The inward train from
King's Lynn had 12 wagons, 10 were carrying 50lb high explosive bombs for the RAF, presumably for
one of several local airfields, with a barrier wagon each end [that's alright then!]. Ian Mortimer and
David Palmer had brakevan permits as the trip was booked to do the lengthy Abbey branch - for
Wissington Sugar Factory - from Denver Jn just south of Downham (the 'Market' suffix was not added
until 1 Jun 1981). Incredible as it now seems, the explosives were left for unloading and 14 empty
wagons were returned to King's Lynn. There was no traffic to Abbey so this was as interesting as it got!

1780] Station improvements: Greater Anglia's 'Making your journey better' No 34 for July reports that:
>Rayleigh and Rochford have had their footbridges painted, new stair treads fitted along with new
handrails and other safety improvements. >Rochford has new LED lighting, to be installed at Rayleigh
later this year. >Battlesbridge platform has been resurfaced to create safer conditions and improve
drainage, with coping stones and the tactile slabs replaced (Rochford should also have them by now).
>Prittlewell: Work was underway replacing the footbridge (but by 2 Jul no work had happened except
for narrowing of the old bridge). >Drinking water refills have been installed at Ipswich & Chelmsford.

1781] Bedford - Bletchley; Take the 'D' Train: (BLN 1252.485 - 5 Mar 2016) As detailed elsewhere, and
in the BLN report of an early demonstration run around Long Marston, Vivarail has converted 'D78'
ex-London Underground District Line stock into Class 230 DMUs, generally to resurface on minor lines.

A fire on test unit 230001 at Kenilworth was thought by some to be the end of the project. However,
Vivarail's Chairman, Adrian Shooter, is not easily dissuaded and used that incident to demonstrate that
the fire beneath the train was wholly contained away from the passenger and internal areas - a vital
safety feature. A minor redesign reduced the risk of oily residues around the bogies catching fire and
West Midlands Trains (WMT) ordered three 2-car Class 230s for Bedford - Bletchley, the Marston Vale
Line, replacing their last Class 150 DMU which went north along with two Class 153s from the line.

230001 is a 3-car set basically for demonstration purposes with 230002 a test unit for battery power.
The next three sets 003-005 were configured as 2-car sets for WMT. Unit 004 was the first to enter
service on 23 Apr 2019, with 003 & 005 arriving over the next few weeks. From the May 2019 timetable
change two Class 230s are diagrammed on the Marston Vale line, with the third as spare/maintenance
cover. The sets feature a special London Northwestern Railway livery for the line, with interior artwork
from local artist Alisha Miller, three locally relevant designs. A return was made in the 16.53 from Bow
Brickhill to Bedford Midland on 28 May, with an hour there before the 18.26 return on the other set.

Bow Brickhill station has a small, free car park a short walk away from the wooden platforms, which
are staggered around a level crossing. 230003 arrived on time, smart and clean, offering more
available seats than expected at going home time.

[BLN 1332]
The front-end livery gave a modern appearance although, for those used to 'D78' stock, the side
window layout was familiar. Plenty of natural light gave the train a bright and airy feel. The leading car
was selected and, after War and Peace style tickets were quickly and efficiently obtained from the
friendly Train Manager, the train was sampled.

It failed the first test as your reporter's taller brother found his head conflicted with the overhead grab
rail but this was clearly visible so easily avoided again. The generally open layout in the leading vehicle
was rather swamped by the central toilet facility needing to be wide enough for wheelchairs. It is not
quite large enough to hold a Society Committee meeting (unlike Hooton station P3 waiting room
which holds two BLS records: the smallest BLS Committee meeting venue and the shortest meeting).
However, when sampled it certainly appeared to meet the current needs of 'access for all' - one at a
time. USB/power sockets and WiFi were operational. It appeared that this might even have been one
of 003's first runs as two Vivarail engineers were on board, at one point popping in to see the driver.

Acceleration was notable without excessive noise from the underfloor engines. The 60 mph maximum
speed is not an issue on lines such as this with stations close to each other and the extra power
compared with Class 150s allows time to be made up if running late or the service is accelerated in
future. Bedford Midland was reached on time, terminating in the short bay P1a as usual. 230005 was
on the other diagram and left on time from the bay. The non-toilet coach was sampled and offered
more space. With generally longitudinal seating, there is plenty of standing space (hence those head-
height grab rails, once intended as a means of avoiding provision of hanging straps, overruled by public
opinion). However, there were insufficient passengers on the trains taken to see them in action.
Underfloor engine noise was more notable, though not obtrusive, but there may have been a
dampening effect in the other vehicle from the train's single toilet.

Before reaching Bow Brickhill 230003 should have passed our train heading to Bedford but it did not
and the Passenger Information Screens that it had left Bletchley late and had still not reached Bow
Brickhill but was imminent and the level crossing barriers stayed down. In fact it was the 'spare set'
that day, 230004 that arrived and the barriers then rose just in time to scamper across to the other
platform and board. The Train Manager was the one met earlier on 003 and confirmed it had been
failed with power unit difficulties despite the engineers aboard. Never mind, he said, we've got
'Old Faithful' (a bit of an old 'geezer' was he?) and with a quick turn-round and the good acceleration,
the return trip won't be too late. Your reporter bailed at Woburn Sands and waited for his bother to
arrive in his car before they looked at Caldecotte Miniature Railway (but that's another story).

So all three 230s were in the book and a positive impression that, once teething problems are sorted,
these will be ideal units for lines with limited passenger numbers and stations relatively close to each
other. 3-car versions will also be available. The 60mph top speed limits their scope to manage services
on higher speed routes with few stops but that isn't what they are designed for. Five 230s have been
ordered for a half-hourly Wrexham - Bidston service, which should be suitable. However, this was only
possible after it was confirmed that emergency egress in tunnels is possible. Unlike the Class 717s in
the Moorgate tunnels, there is no option of a stepladder from cab inter-connecting doors. However, as
the side doors slide rather than open out, that provides an escape route when tunnel clearances allow.

1782] Cambridge: (BLN 1329.1311) Electrified No7 Reception Siding is to be commissioned from 28 Jul.
The total number of stabling sidings here will then be seven. [Our 14 Sep tour is booked for No4.]

1783] Shippea Hill: From 7 Jul the operational length of Down P1 became 76m and Up P2 89m in
preparation for the introduction of new trains. The service remains one Down train in the morning SuX
and one Up in the evening SO. Thus an enquiry on Greater Anglia's website mid Monday morning for a
return to Norwich showed departure Tuesday morning and return Saturday evening. All quite correct!

1784] Westerfield: (BLN 1330.1464) The station level crossing (72m 16ch) was to be 'reopened' on
15 Jul with full width Manually Controlled Barriers CCTV supervised from Colchester Power Signal Box

THIS PAGE: A couple of new style station signs photographed by Brian Carter recently.

X.84] BELOW: (BLN 1316.2346) Peterborough, Werrington Jn; progress on
becoming visible. Looking roughly southwest, the Spalding line is to the
The works this year have so far involved utility, path, road and waterway div

n the new dive-under; the cutting through which the new line will pass is
left and the East Coast Main Line is in the distance running left to right.
versions, this is the first inkling of new railway! (Nick Garnham, 21 Jul 2019.)





X.85] Kellingley Colliery (site) PREVIOUS: 37669 with our Lucca Pezzulo Expr
the closed Eggborough Power Station is in the background with Drax Pow
BELOW: 60085 with Drax to Port of Tyne biomass empties passes 37521 on

ress railtour on the colliery branch - all the buildings have been demolished;
wer Station (the next location the tour visited) to its left but further away.

our tour held at the branch junction. (Both Chris Davis, Sat 20 Jul 2019.)

1785] Stanford-le-Hope: The station building has been demolished; there are plans sponsored by c2c
and Thurrock Council for a new one with a new footbridge with lifts. The old bridge probably dates
from Nov 1961 electrification. Improved station facilities will include integrated pedestrian, cycle and
bus links. Tickets are sold by card payment with PORTIS (Portable Operated Ticket Issuing System)
machines from Glasson huts both sides in the morning peak only but were available at 10.30 recently.

1786] Grays: The Up side booking office is being refreshed so is closed but both Down side booking
office windows are fully functioning using a new system (as are other c2c stations). Passengers without
tickets have to cross to purchase them, though there is level access via the country end pedestrian
level crossing. Access between platforms is also via a subway; a public footbridge is an alternative to
the pedestrian crossing. Other Up side facilities including refreshments and toilets are still available.

1787] Oxford (1): (BLN 1330.1466) NR proposes to increase line speed through Down P4 by extending
the 40mph zone into and through the P4 road from 63m 33ch to 63m 71ch. The approach divergence
from the Down Oxford to P4 will remain at 30mph. A new 50mph section is to be introduced beyond
on the Down Oxford Relief to the start of the existing section at 90mph. The proposal is stated to be
consistent with later installation of a turnout north of the station and this may be for the projected
loop to serve the new P5 shown on TRACKmaps as converting P4 into an island. Run time benefit will
be mainly for passenger trains departing and staying on the Down Oxford Relief (as most seem to).

1788] Oxford (2): (BLN 1330.1459) IET set 802005 was the one used on the 'high speed' trial, 11.27 to
Paddington non-stop special on Fri 7 Jun. It officially left at 11.27.04 seconds and reached Paddington
at 12.04.39 seconds (3min early) in an official time of 37min 35 seconds, a start to stop average speed
of 101mph for the 63m 36ch, breaking the record of 40min 45 seconds set by a HST on 19 Aug 1982.

1332 SOUTH EAST - SOUTH (Julian James) [email protected]
1789] Gatwick Airport: (BLN 1303.844) The project to improve the station, mainly away from the
tracks at the seven platforms, has gained an additional £20M funding from the DfT after costs rose
from £120M to £150M. Gatwick Airport and Coast to Capital Local Enterprise Partnership are providing
£37M and £10M each. The work, due to begin in spring 2020, takes two years and includes increasing
the circulating area, installing five new lifts and eight escalators as well as widening two platforms.

1790] Grain, Port Victoria branch: (TRACKmaps 5 p7 'GRAIN' Nov 2008) In 2018 the Armitt Group
began constructing a purpose built, 120,000ft2 specialist steel
handling facility at London Thamesport. The first phase, about
60,000ft2 is complete. Also known as AMT-South (Armitt Multi-Modal
Terminal), it has already received steel carrying vessels and a weekly
train service from Margam. (RfG news.)

1791] West Worthing: (BLN 1327.720) Class 717 storage here had
reduced to one EMU by mid July.

1792] Eastleigh - Fareham East* (1): (BLN 1330.1403) *Indeed it was
at the 'west' end of the station. LEFT: 1961 map. Eastleigh is off top
left, the Meon Valley line to Alton top right Gosport bottom,
Southampton lower left and Portsmouth bottom right. Knowle Halt
(CP 6 Apr 1964) is upper left by Knowle Hospital with the line through
the tunnels and the west deviation below it. Many thanks to a
member who kindly typed and posted the basis of this item and also
to Richard Maund. The original rail route through Fareham (hence it is
the 'straight' one through the town) was the branch from the London
& Southampton Railway to Gosport at Bishopstoke which eventually
became 'Eastleigh'. Anticipating the branch (and recognising anger in
Portsmouth at not having its own 'direct line'), the company changed
its title to the London & South Western Railway.

On 25 Aug 1841 even before the Gosport line opened - in fact the day the government inspector
(Lt-Col Smith) first inspected the line, 100ft of the previously single bore, double track Fareham Tunnel
fell in. It is very possible, but not confirmed, that this is when Fareham Tunnel ceased to be one
tunnel. [Any ideas?] At some time a short section (80m 20ch to 80m 21ch) was opened out as a deep
cutting making two tunnels as now. This is shown on large scale OS maps as old as 1859. Fareham
Tunnel No1 to the north was 56yd long, later extended to 147yd when the M27 was built, and to the
south was Fareham Tunnel No2 which was 553yd long.

The Gosport (for Portsmouth!) branch opened on 29 Nov 1841 but closed after only four days due to
more tunnel collapse as a result of the unstable ground. Additionally the Meon viaduct, Funtley
embankment (north of tunnels) and the cuttings at each end of the tunnels gave concern at this time.
Lt-Col Smith had inspected again (for three days!) shortly before the line originally opened and
specifically mentioned them all in his report. He does, however, still refer to 'Fareham Tunnel' (that is
singular), which he required should be inspected before every train and used in daylight only.

The tunnel (more likely tunnels) were relined resulting in the line becoming very tight to gauge. It
reopened on 7 Feb 1842 but 'The Times' of 7 Jan 1842 reported that special trains ran 5 & 7 Jan 1842.

The single track Meon Valley line (from Alton, Butts Jn via Droxford) OP 1 Jun 1903 to a direct junction
with the Eastleigh - Fareham - Gosport line at Knowle. Fareham Tunnel No2 was bulging, impinging on
the envelope of a double track line, resulting in the need to single it and provide a bypass to avoid
losing line capacity. Presumably the railway chose not to abandon the tunnel line due to its easier
gradients than a bypass line would have for heavy trains. The steeply graded two mile double track
Funtley Deviation (or west deviation), without a tunnel, was built west of the original tunnel line.

There were more geological problems. The west deviation Up line opened on 2 Oct 1904, replacing the
Up tunnel line which then closed. However, due to continued earthworks slippage, the Down line did
not open until Sep 1906, replacing the Down tunnel line (so both tunnel lines were then closed).

BELOW: Work at the North end Fareham Tunnel No1 in 1906 which included singling of the line;
the previously removed tunnel section and the north portal of Fareham Tunnel No2 are evident.

During the closure remedial works were carried out on the tunnel line and it was singled. The tunnels
were prone to flooding and water damage. The route reopened with a bidirectional single track on
1 Jun 1907 also serving the single short concrete platform Knowle Platform - there was just the one as
well - (later Knowle Halt) on the east side of the railway that opened the same day. It mainly served
the county asylum that side of the railway - map above. This gave double track on the west deviation
to/from Eastleigh and on the east side a third single track, tablet worked, tunnel line to/from the
Meon Valley. There was no connection between the double and single lines at Knowle Jn (did the box
survive?). Train travel between Eastleigh and Knowle Platform would not have been easy then!

From 24 Jun 1921 Knowle Jn was remodelled as a junction again. Trains to/from Eastleigh could use
the tunnel or west deviation lines, but Meon Valley trains could not cross to/from the west deviation.

The Meon Valley Line (Alton - Knowle Jn) CP 7 Feb 1955 and CG (south of Farringdon) 30 Apr 1962.

From spring 1962, due to ongoing earthworks slippage, the west deviation was singled with closure of
the Up line. In Jun 1962 slues were made to the then remaining Down west deviation track so it could
only be used by Up trains. The tunnel line was still available in both directions and had to be used by
all Down trains, but Up trains not calling at (by then) Knowle Halt could use either route. In particular
Up freight (and heavy passenger) trains used the tunnel line to avoid the gradients on the deviation.

Knowle Halt (map previous page) first CP 12 Aug 1963, but had to be reopened next day as the railway
unions objected; after going through the Transport Users Consultative Committee procedures the halt
CP 6 Apr 1964. Until then, Up passenger trains had to use the tunnel line if calling at Knowle Halt.

From 2 Jul 1972 the line was singled here (using the Up line north of Knowle Jn, the former Down
deviation line and the Up line south of the tunnels). Then there was no longer track immediately next
to the closed Knowle Halt platform face and the tunnel line was temporarily closed until 7 May 1973,
while the M27 was constructed which lengthened No1 tunnel by 91yd at its north end to 147yd.

Eastleigh - Fareham temporarily closed 16 Apr 1973 (trains actually stopped running after 15.50 on
14th - next item) when the portion of the 1904/1906 west deviation passing around the tunnels closed
completely and permanently. British Rail considered that all the traffic could be handled on the single
track tunnel line. Indeed more of the line was singled from Knowle Jn north to Botley when Knowle Jn
Signal Box was abolished from Sun 6 May 1973 and the line 'rationalised' - next item. A factor in the
west deviation line closure was that the new M27 Motorway would also cross over its deep cutting.

From 7 May 1973 Eastleigh - Fareham reopened (with Tokenless Block signalling); the lengthened
single line used a former trailing crossover at site of Knowle Jn into the former Down west deviation
line, and then (nearer its point of divergence) was slued into the tunnel line. On that date in the new
national timetable the passenger service became an Eastleigh - Fareham shuttle using one train.

Much of the Funtley Deviation is a linear nature walk; the 'Deviation Line Car Park' (SU 5586 0722) -
Pay & Display but on the track bed - is off Highlands Road, north of Fareham by the Working Men's
Club. It passes beneath the M27 and ends after a mile and a half on Mayles Lane (SU 5584 0912).

1793] All Our Yesterdays, Eastleigh - Fareham (2): From BLN 226 of 30 May 1973. From 15.50 on 14th
April the train service Eastleigh/Fareham was suspended to 7th May 1973. During this period the "92s"
(Waterloo/Bournemouth Semi-Fasts) called at St Denys in each direction to provide connections for
Fareham/Eastleigh and beyond. Hand signalling was already in force at Fareham for all Eastleigh trains.
The line has now been singled [all the way] between Fareham and Botley. Apart from Quob Lane Royal
Naval Depot, the new Foster Yeoman [aggregate] Yard at Botley and the sidings at Fareham used by
the stone trains, all sidings have been taken out of use. These were at Botley station, Knowle Hospital
Coal Siding, Funtley Abattoir, two sidings at Fareham station and the oil depot sidings at Fareham.

1794] Eastleigh - Fareham (3): During the first week of Jun 1971 a member had a local area Runabout
Rover while staying with his sister at Hedge End (the station there did not open until 9 May 1990 when
the third rail electric services began). Most days he travelled between Botley and Fareham.

He recalls the two single lines were then operated as a double track: Down trains through the Tunnels
and all Up Trains he used took the singled west/Funtley Deviation Line. [As we know from the above
Up trains were also able to use the tunnel line.] Later, on 1 Sep 1973, our member caught the 10.35 SO
Portsmouth Harbour to Sheffield Midland as far as Leicester via Eastleigh, Chertsey and Silkstream Jn
which he thinks did the Tunnels northwards [yes - above!] and adds 'wasn't it all a long time ago'‽

In conclusion, your Editor is now satisfied that his July 1968 holiday passenger trains must have used
the present tunnel line southbound but theoretically could have used either route northbound.
However it is most likely that the trip north was via the west/Funtley Deviation avoiding the tunnel.

1795] Southampton Western Docks: A project to lengthen the tracks at the Solent Rail Terminal by
70m has been completed. Two 645m container trains can now be serviced simultaneously. Previously
only one shorter train could be accommodated at the terminal at a time. This project has significantly
improved efficiency at the terminal by more than doubling the capacity of daily train services from five
to a potential of 12 and from 60,000 container rail freight moves per year to 180,000. (RfG news.)

1796] Worting Jn: The new Sunday Salisbury to Reading service is booked in the current timetable to
run Slow Line from Worting Jn to Basingstoke, without enough time in the schedule to do so. On a
recent trip the train did indeed do the crossover at Worting Jn, but it's not a natural route so prepare
for disappointment if trying to do it. These services are expected to run Up Fast from Dec but still use
P4 at Basingstoke, accessed there by the less rare crossover. Your Regional Editor's experience over
just a couple of years of only sporadic travel is that all these crossovers are gifted to the enthusiast as
disruption and even normal regulation often turns up unexpected weaves. Just sit back and enjoy!

1797] Horsham - Guildford: Backing is being sought from local MPs for a new campaign aimed at
reopening the line via Cranleigh (CP 14 Jun 1965). The English Regional Transport Association (ERTA)
[which also wants to reopen Horsham - Shoreham] staged a meeting about the proposals in Horsham in
June. Although both lines have been closed for more than 50 years much of the original track beds
survive. A spokesman for the association said: We would like to see a rebuilt railway from Guildford -
Horsham as a Phase 1 with new stations at Cranleigh and an A24 Parkway station to serve surrounding
growing populations and expanded development. The link would serve local people and places as well as
being part of the national rail network. It offers some relief to congested roads, quicker transit timings
and relief for the Brighton Main Line. Phase 2 would be Horsham - Shoreham. The group wants to
include cycleways and footpaths. Another public meeting is to be held in Horsham on 7 September.
Meanwhile, the association plans to target local MPs and councils for support. ERTA spokesman Richard
Pill said: We are pleased with progress so far and wish to build on that support taking the project
forward. It is important we sing from the same hymn sheet and welcome volunteers on that basis. It is
clearly early days, but we believe we have identified a crucial local missing strategic rail link opportunity
and rectifying its closure would be positively significant for local communities. (Focus Transport, 1 Jul)

1798] Reading Green Park: (BLN 1322.316) Ahead of construction starting, a decision has been taken
to expand the new station. A revised planning application was submitted on 7 Jun to Reading Borough
Council and West Berkshire Council which will jointly determine the outcome. The application
relocates the station slightly south and a station building with ticket office has been added following
Reading Borough Council's successful bid for £2.3M funding from the DfT New Stations Fund.
A previous planning application was approved by both planning application committees in 2015 as was
lengthening of the platforms to 150m in March. The station is now expected to open in summer 2020.

1799] Bournemouth: Up Bay P1 continues to have one SSuX arrival in service SSuX at 17.48. This is the
16.38 SSuX from Winchester, a single four car 450 for which it is just long enough, as used to be the
case with the hourly Brighton service (one Electrostar). It then departs ECS at 20.34 to Brockenhurst.
There are other sporadic ECS workings. On 17 Jul the P1 track showed signs of use. The Dec timetable
is expected to change this. In Mar 1981 two members were waiting for a local train Bournemouth to
Christchurch train one Saturday that was switched to P1 without warning or announcement so they
missed it and ended up travelling directly to Hurn Airport by taxi for their booked flight to Alderney.

There is also now an interesting early morning Weymouth to Brockenhurst Up service, originally
booked Bournemouth Down P4 via the very rare facing Up to Down crossover west of Bournemouth
Middle Sidings. It is after Wimborne Road Cemetery Junction - the name of the 66yd tunnel not a
dead end railway junction but from a road junction! After two weeks inconvenience to Bournemouth
passengers, it was changed to use Down P3 and it may be routed over the Up line and cross to P3 just
off the end of the Bournemouth platform. A recent attempt was thwarted by that happening. This is
despite the fact that it delays any CrossCountry terminating at Bournemouth Up P2, which has to wait
outside due to signal overlap. This then delays the Weymouth to Brockenhurst departure which is why
that was booked P4! Again, this is only in the current timetable, as the service changes again in Dec.

During RMT strikes (more expected) SuX, there is a Weymouth - Bournemouth shuttle. The only way
for it to connect into and out of the trains to/from London, is to use P4 to stay out of the way. The Up
connection can run from P3 so the use of both crossovers is possible on strike days.

1800] Platformless tickets: An avid collector from all over the country was disappointed to find that
GTR is now introducing a new ticketing system that produces a Sundry Debit instead of a 'proper'
platform ticket, that is, without printing the name of the applicable station. He has found 'TOMTIS'
(nothing revolutionary, it stands for Ticket Office Machine Ticket Issuing System) at West Worthing
and all stations from Potters Bar to Huntingdon plus Hitchin to Meldreth. Still it could be worse; he
reports that ex-London Midland stations and Virgin managed stations don't sell platform tickets at all!
An oddity, Brookmans Park is issuing a new platform ticket with GTR as the issuing station. Apparently
this is going to be amended soon so collectors should make tracks for the station quickly for a rarity.

1332 SOUTH WEST (Darren Garnon) [email protected]
1801] Bere Alston - Tavistock: (BLN 1302.758) West Devon Borough Council has been advised in a
recent study that the cost of reinstating the line is about £70M and funding is not currently available.
Other options to alleviate congestion on the A386 were indentified and assessed. The report noted
that Devon County Council has been purchasing the trackbed from numerous landowners and that the
vast majority is anticipated to be under its ownership soon. The rail reinstatement project has been
progressed on the basis of Section 106 contributions from the proposed Callington Rd and associated
housing developments. These were to contribute £11M which may now be used for other transport
projects. The Council will continue to lobby for the rail link as well as a solution to the road congestion.

1802] St Erth Multi Modal Hub (Park & Ride): (BLN 1328.1322 and pictures) OP Sat 1 Jun 2019, with
422 car park spaces, a larger ticket office and waiting area. Bus stops have been relocated from the
main road to the improved station forecourt. Pedestrian and cycle access and facilities have been
improved too and it is now fully accessible (Down P1 from the car park that side). St Erth bay P3 has a
much wider platform with realigned track. It is more convenient to reach St Erth than Lelant Saltings
was with its narrow curved platform and single pedestrian route for entry and exit. It is also easier to
access the recently much improved Penzance - Plymouth train service directly from St Erth station.

Also from 1 Jun the Park & Ride at Lelant Saltings (OP 8 May 1978) closed and the service was reduced
to just one train a day each way. [This is not a 'Parliamentary Service/Train', which is actually a
passenger service operated in the United Kingdom to comply with the Railway Regulation Act 1844
that required train companies to provide inexpensive and basic rail transport for less affluent
passengers. The Act specified that at least one such service per day be run on every railway route in
the UK, initially stopping at all stations at cost of 1d a mile at an average speed of not less than 12mph.
In addition Third Class passengers should be protected from the weather and provided with seats.
Railway companies, perhaps predictably, ran them at inconvenient times and they didn't connect!
It has long since been repealed but might be a good suggestion to the Williams' review‽ The modern
practice of running a minimal 'service' to avoid closure proceedings is nothing to do with Parliament.]

In the branch timetable recast, Lelant now has 26 trains a day instead of 21 (10 on Sunday as before).
All trains in both directions now call at Carbis Bay - doubling the previous daytime frequency.

This is possible as a large crowd now loads/unloads at St Erth (with more time between turnarounds
and more space for alighting/joining) and St Ives. Previously still significant crowds alighted/boarded
at St Erth, St Ives and Lelant Saltings which made it difficult to keep to time on occasions. In previous
summer timetables there were three Lelant Saltings terminators during the day; they did a non-stop
run from St Ives and reversed at Saltings instead of St Erth. This recovered the delays that built up due
to high loadings and the tiny turnaround time, so the new timetable gives a regular robust all day
service. [A member wanting a main line connection was caught by one of these once, although only
half a mile walk from Lelant Saltings to St Erth, there is no footpath by the road!] St Erth parking is
£3.70 all day before 10.00 SSuX; £2.30 otherwise. Off Peak Day Return/Day Rover for the branch is £4
Adult (£2.65 Railcard), £2 Child, £8 Group (4A), £10 Family (2A &3C). Apologies for the official name!

1803] Wareham: (BLN 1312.1878) The Class 117/121 DMUs due to work timetabled Swanage services
are still at Arlington, Eastleigh. Extensive testing is being undertaken to make sure they meet main line
safety and reliability requirements (it is 1m 07ch from Wareham to Worgret Jn). At Corfe Castle an
interim maintenance pit and other facilities are being constructed to service the trains. These will be
used until a long term lease of Furzebrook Sidings is concluded with Perenco and Dorset Council, and
funds become available for better secure facilities to be built there. Pending the granting of a mainline
passenger licence by the Office of Rail and Road, the railway is holding discussions with a third party
licensed train operating company on the possibility of operating these DMUs to Wareham on a limited
number of days sometime later in 2019 using suitably qualified Swanage Railway drivers and guards.

1804] Swindon: Work has started to create a new Cultural Heritage Institute in the former Great
Western Railway Carriage Works owned by Swindon Borough Council. The new centre is part of the
Cirencester based Royal Agricultural University, and will provide a place for higher education students
to develop skills to work in the tourism sector when it opens its doors in 2020. The conversion by local
contractor Beard, designed by Metropolitan Workshop, will see a standalone structure inserted into
Unit 11 of the West Shed, creating seminar rooms, a library, offices and lecture space over two floors.

1805] Plymouth: (BLN 1312.1978) Masterplans have been revealed for a major station refurbishment.
Plymouth City Council approved £26M of funding in 2018, working with GWR, NR and the University of
Plymouth to draw up plans for a large scale regeneration project for the station and its environs.
The car park would be demolished, its site used for a new large university building. The entire £80M
scheme has received some Cabinet Office financial support, £500,000 for feasibility and planning work.

1806] You will see straight through this one: NR wishes to close Glass User Worked Crossing 20ch
from Bathampton Jn. Hopefully without a frosty or pained response from users of the crossing.

1807] Haresfield Loops: (BLN 1330.1476) Between 21 & 26 Jul, Haresfield Up and Down Goods Loops
were temporarily available for passenger train use to regulate passenger services affected by the
Gloucester West engineering blockade. All passenger trains signalled into the loops, on coming to a
stand in the loop, had to send a GSM-R 'waiting at signal' message to the Gloucester PSB signaller.

1808] Severn Beach: NR is carrying out work on the line in Jul and Aug. It involves removing a set of
redundant points near Clifton Down station [which points would they be?], renewing Avonmouth
Dock crossing at West Town Rd and relaying between St Andrews Rd crossing and Avonmouth station.

1809] And finally...Catastrophe Avoided: Recently 'Hatty', a 5 year old moggy from Saltash, was
perched seemingly stranded high up on a ledge of the Royal Albert Bridge Saltash side for five days.
Perhaps she wanted to be Top Cat or had her TomTom led her 'astray' perhaps? A rescue attempt by
the local fire brigade failed as their ladders were too short, nearly giving her owner kittens.

NR offered to close the line for an hour next day, with trains 'pawsed', so another rescue effort could
be made from the railway (feline?), but there was no need. She returned home of her own accord
overnight, with a tale to tell but no need for penalty 'clawses'! Was Hatty searching for the mouse,
Terence Cuneo's trademark in his 1959 Royal Albert Bridge painting showing 5021 Whittington Castle
heading west on the Saltash side with an express passenger service and used as a current GWR poster?

1332 WEST MIDLANDS (Brian Schindler) [email protected]
1810] New at New Street: (BLN 1321.1651) The bay P4C new starter signal route indicator was not
covered on 8 Jul. The signal, NS229, was changed from a position light ground signal to a main signal
with a subsidiary signal when P4C was created (carved out of P4) in Sept 2004. Previously a route
indicator displayed 'XUS' when a route was set to the limit of shunt on the Up Stour. Nothing was
displayed on the route indicator for any proceed aspect when the route was set to the Down Stour
(such as a normal passenger departure in the Wolverhampton direction). However, the plan is to
make the Up Stour bidirectional between New Street and what is presently known as Monument Lane
Up Through Siding (a loop) to give flexibility to clear ECS from platforms in times of disruption.

1811] Arley Tunnel (again): (BLN 1331.1653) Jan 1953 Railway Magazine, p61/2 has the first closure as
CP from 17 Dec 1948, then CA from 10 Jan 1949; ROA 9 Apr 1949 then CA again 11 May 1949 and ROA
24 Oct 1949. According to contemporary BLNs the 1993 closure was from Sat 20 Mar 1993 (BLNs
703 & 704 - but BLN 708 was wrong!), ROG 1 Nov 1993 (BLN 720) and ROP 20 Dec 1993 (BLN 722).

1812] Ironbridge: (BLN 1330.1486) Vintage Trains 'Last steam from Ironbridge' pair of shuttles from
Wellington and Telford Central with Clun Castle on Sun 9 Jun were a 'fill in' trip (they were full up too)
while passengers on their Dorridge to Cosford trip visited the Cosford Airshow - admission included in
their fare. The train ran ECS from Cosford to turn on Shrewsbury triangle so that steam would lead
back to Birmingham with Class 47773 on the rear. This is why it was the last steam from Ironbridge
rather than 'to' and why the first shuttle picked up at Wellington P1 not P2. Our local representative
described it as a nice day out with a high normals/cranks ratio. The front of the first train reached just
about alongside Coalbrookdale station building, as advertised (about 160m 34ch or 32ch short of the
start of the River Severn Albert Edward Bridge), quite remarkable on a branch that had gone over
three years without any rail use at all and was not expected to have another passenger train again.

Word on the train was that the river bridge problems (it has been out of use since 6 Apr 2019) are with
timber rather than the structure. A detailed report on its condition, commissioned by NR, is pending.
The first trip turned round in Wellington P2, doing the trailing crossover departing for Ironbridge again.

1813] Landor Street: The large Inland Customs Shed next to the Derby line curve embankment has
recently been demolished. Once rail served, a platform dock can currently be seen in the rubble. The
shed wall on the Freightliner terminal side has been left, as a barrier (?) while the rest of it is removed.

1814] Dudley: (BLN 1312.1887) The £27.8M Very Light Railway Innovation Centre here seems to have
hit the buffers for now after a bid for European funding of £5.35M was rejected by the Government.
This was due to the business plan not showing a sufficient return on investment (it has since been
resubmitted). Dudley Council also said that costs must be cut as the scheme is over budget slightly.

1815] Polesworth: (BLN 1332.1657) For just £182.50 per month by Direct Debit, passengers can
quickly have a 'Swift Card' which gives unlimited travel between Polesworth and all West Midlands
Network stations. This is fine if you are prepared to travel on the 06.51 (SSuX) or 07.21 (SO) from
Polesworth (the only services) via Tamworth for example, changing from low to high level platforms
for New Street. You would have to return a minimum of 24 hours later on the 05.50 (SSuX)/06.22 (SO)
ex-New Street via Nuneaton. Presumably a commercial rate has to be quoted even though likely sales
are zero so as not to undercut nearby Tamworth (£180.50), Atherstone or Nuneaton (both £180.80).

1816] Bescot: NR proposes to remove the Down Yard OHLE including its north and south end
connections at Bescot Jn and Newton Jn and the Engine Neck. The area is all outside yard operation
limits. The Down Yard is leased by DB Cargo from NR. NR engineering trains also stable there before
departure, after being marshalled in, and transferred from, the Up Yard. Only diesel traction uses the
yard now, and there is no proposal for electric hauled trains. The wires were de-energised with electric
traction access lost temporarily after the electrocution of a 13 year old trespasser, who suffered life
changing injuries, on 1 Jun 2017. (In Jul 2018 his family and that of another boy with him, announced
in the local press that they would sue for physical injuries and 'psychological trauma' they suffered.)

[BLN 1332]
Electric traction was used prior to the incident but more infrequently due to changes to freight traffic.
The new sleeper manufacturing facility, replacing that at Washwood Heath, is on a large part of the
Down Yard where the Down Reception and Down Storage sidings are, so they will need to be de-wired
anyway. The facility, pending planning approval, will have two sidings, presumably non-electrified?

1817] Worcester Shrub Hill: (BLN 1331.1656) (TRACKmaps 3 p15A Jun 2018) A member feels that the
complicated ECS manœuvres described in BLN 1331 are a result of the very restrictive layout here
since the 1973 'rationalisation' by British Rail. Then trains were few and far between. Services from
Birmingham can only arrive into Up P2 and from Gloucester or Oxford only into Down P1 (Wyld's
Lane Jn facing crossover is only signalled for ECS movements from the east). From the Hereford line
via Foregate Street trains can arrive into P1 or P2. On the positive side, there is permissive working for
passenger trains which can also depart in all three directions from both platforms. Bay P3, if clear of
9-car IETS, can only take 3-car DMUs with Selective Door Opening (due to the P2 wall) or shorter trains
if they do not have this facility. It is available for passenger departures only, arrivals are ECS shunts.

Recently matters were exacerbated by the Worcester Goods Lines being out of use for some months.
Actually named the Up Through Siding and the Down Through Siding, this was due to the very poor
condition of track with rotten sleepers. Freight trains then had to run via the platform lines; there are
regularly up to three Margam to Round Oak steel trains each way, some nuclear flask and intermodal
traffic plus workings to/from Long Marston. Diversions have also been accommodated from the direct
Stoke Works Jn to Abbots Wood Jn line during construction the new Worcestershire Parkway station.
After significant resleepering work and application of gauge maintaining tie bars the Down Goods Line
recently reopened but more work is pending on the Up which remained secured out of use on 12 Jul.

1818] Rugby: The track was removed from the north bays with the station remodelling a decade ago.
The two south bays were left intact with the unnumbered 'Engine Siding' (platform) line often hosting
a DRS 'Thunderbird' rescue loco and P3 now with no regular use. However, P3 has had limited regular
services in the past and increased use recently for the Euston closures and ad hoc service disruptions.

1819] Tamworth: New platform end fences have been installed and a member was surprised to see
that gates appear to open towards the platform at the departure ends, but the other way at the arrival
end. He thought they would have opened towards the platform at both ends to make users pause
rather than just push through. [They are locked!] The P3 Derby end gate has already been damaged.

1820] Stoke-on-Trent: A new rail freight depot in Tunstall is expected to be approved by planners after
Council approval was received. Land Recovery (LR) Ltd wants to build the interchange as part of an
expanded aggregate recycling facility on the Ravensdale site. The terminal, to be run by an undisclosed
but experienced rail freight operator, would be used by LR and other commercial users.

They already use part of the site to recycle building waste and railway ballast into aggregates for the
construction industry, with up to 75,000 tonnes of material processed each year. The company's
expansion plans include new buildings, plant and storage areas on the former Esso Sidings (trailing
branch into the Up Goods Loop at 16m 31ch), which falls within the Ceramic Valley Enterprise Zone.

There are two existing sidings and the plans envisage a further six. A gantry crane, up to 26m high,
would be positioned over the three sidings closest to the main line for containers to be transferred
to/from HGVs. The freight interchange would operate 24 hours a day, with trains serving the site
between 06.00 and 18.00. HGVs would access it via the A500 and Chemical Lane. Some technical
concerns over drainage and land contamination should be resolved through planning conditions.
Waste seems to be an increasingly important traffic for rail now which should not be rubbished.

1332 IRELAND (Martin Baumann) [email protected]
1821] Antrim - Lisburn: NIR's Multipurpose Vehicle weed sprayed the line on Sun 30 Jun (let us spray).

1822] Introspection? An Inspection Car operated from Rosslare Strand to Waterford on Tue 18 Jun.

1823] A potential BLS recruit? There was an unscheduled arrival on the 15.05 Galway to Dublin train
on Tue 11 Jun. A doctor and two nurses on board helped to deliver a baby girl on the train. Irish Rail
said that due to the unique circumstances of her birth they would provide free travel for the child up
to the age of 25. One of the train's catering staff told Irish National Broadcaster RTÉ she knew
something was happening when she heard a woman screaming in the toilet. She pushed the door
open and saw a young woman inside who said she was in labour. The train was delayed 10 minutes by
Kildare (no, that wasn't the name of the doctor involved) as a result. An unusual delay attribution!

1824] Limerick Junction: (BLN 1359.1351) The Down through line (TCA 15 Oct 2018) reopened from
14 Jul 2019. The new Down P4 is due to open at the end of Aug, possibly 23rd or 28th. At the same time
due to some very tight connections at Limerick Junction with certain Dublin - Cork trains, there will be
minor timetable changes on the Cork line. The one remaining Limerick Junction bay is on the Up side
at the Dublin/Limerick end of the station. Its buffer stops end is P2 and the outer end P3 (Quail 6 p4A
Feb 2004 shows the previous layout). P3 has been temporarily out of use for construction of the
overbridge with lifts to the new P4. Trains from Waterford (all two of them each day SuX!) have been
arriving at P2 instead of P3, and then shunting ECS to stable in the siding for a Limerick train to use P2.

ABOVE: Limerick Junction, a train arrives from Dublin, left is a Waterford train stabled in the siding
and right the new P4 is taking shape with its footbridge and associated lifts. (John Cameron 9 Jul 2019.)

1825] Ballybrophy - Limerick: (BLN 1321.206) Repair of the Electric Train Staff equipment after
extensive cable theft on 6 Nov 2018 finally saw normal working reinstated between Birdhill and
Roscrea from 12.00 on 17 Jul 2019. The 07.45 (SSuX) Nenagh to Limerick now starts from Nenagh
again, rather than Birdhill (with a bus connection from Nenagh as it had been for over eight months).

1826] For our Single Minded Members: Single Line Working operated on the Up Line between Thurles
trailing crossover and Lisduff facing crossover (72m58) on Sat 22 Jun. On Sat 20 Jul it was over the
Down Line, between Thurles facing crossover (87m 16ch) and Lisduff trailing crossover (72m 35ch).

1827] Adamstown Phoenix: On Mon 10 Jun a member travelled out via the Phoenix Park Tunnel route
from Dublin Connolly to Adamstown returning to Dublin Heuston. Interestingly Adamstown bay P4
showed signs of recent use, despite there being no regularly timetabled services booked to use it.

1828] Drivers Wanted? Irish Rail has cancelled a significant number of services on a daily basis due to
driver shortage. Fri 19 Jul was typical. The 18.25 Bray to Howth & 20.30 Howth to Greystones were
cancelled. The 22.04 Greystones to Malahide started from Bray at 22.15. Cork to Cobh: All trains after
the 17.00 were replaced by buses except the 18.30; similarly all trains from Cobh to Cork after the
18.00 except the 19.30. The 17.45 & 22.15 Cork to Midleton and 18.15 & 22.45 return were also buses.

1829] Moira: (BLN 1326.788) (Quail 6 p17E Feb 2004) During the 26 Jul to 23 Aug line closure for
works at Lurgan, services are now expected to be extended south from Lisburn to Moira (SSuX) - but
check for any changes. The exceedingly rare ground frame controlled Moira Emergency Crossover
(trailing at 98m 16ch) just north of the station is expected to be used by passenger trains departing for
Belfast turning round in Moira P1. This is the first passenger use of this new crossover, installed 80m
north of the previous one on 28/29 Oct 2017 (BLN 1292.2249). The previous one shown on 2004 Quail
was also extremely rare; our Northern Ireland based Regional Editor did it on 19 Apr 1996 during single
line working between Lisburn and Moira. He is not aware of any passenger use since.

Mon 29 Jul - Fri 23 Aug 2019 (SSuX) trains run to and from Moira as follows. From Moira (M) formed
by ECS: 06.12 & 07.32 to Bangor (B); 06.32, 08.13 & 08.32 Moira Belfast Central/Lanyon Place (BC).

●06.00 BC to M 06.40 → 06.52 to B ●13.38 Londonderry to M 16.25 → 16.37 to GVS
●06.25 GVS to M 07.00 → 07.12 to B ●15.27 B to M 16.45 → 16.57 to GVS
●07.15 GVS to M 07.40 → 07.52 to B ●15.57 B to M 17.05 → 17.17 to GVS
●06.47 B to M 08.20 → 08.32 to BC ●16.17 B to M 17.25 →17.37 to GVS
●07.31 B to M 08.41 → 08.52 to BC ●16.37 B to M 17.45 →17.57 to B
●07.51 B to M 09.00 → 09.12 to GVS ●16.57 B to M 18.05 → 18.20 to B
.....................................(Great Victoria Street) ●17.17 B to M 18.28 → 18.50 to B
●14.57 B to M 16.05 → 16.17 to GVS ●17.37 B to M 18.58 → ECS to Belfast

1830] Cork Stoppers: (BLN 1329.1348) A member advises that on two separate occasions in his
experience, the 16.00 (SSuX) Cork to Cobh train, which unusually departs from P3, forms the 16.55
Cork to Mallow train on its return and arrives into (so runs through) P4. Both times however the
screens displayed the 16.30 from Cobh as arriving at the south end of Cork P5 at 16.54 which it didn't!

1332 ISLE OF MAN (Graeme Jolley) [email protected]
1831] Snaefell Mountain Railway: (BLN 1331.1663) Our local Chairman and his better half kindly 'rose'
to the occasion and investigated. Lhergy Crossover was installed over the 2018/19 winter for single
line running after the start of the 2019 season when relaying the Down track was completed.

Interestingly, this relaying is with sleepers manufactured from recycled plastic. With relaying finished
the crossover was no longer required. The continuous centre Fell rail§ on the Up and Down tracks
(removed so the crossover could be used) was then reinstated which required removal of short lengths
of rail in the crossover itself. This means that although the new crossover remains extant (including a
point lever), apart from those two missing pieces of track, it is out of use and can only be brought back
into use by removing the Fell rail§ and replacing the two missing pieces of running rail - cue Society
special? Another peculiar Isle of Man railway phenomenon unlikely to be repeated elsewhere!

[§Designed, developed and patented by British engineer John
Barraclough Fell. First tested on the Cromford & High Peak's
cable-hauled incline at Whaley Bridge, it is in use throughout
the world.] For members with an ornithological bent, the real
excitement of the trip was the driver stopping No1 in both
directions to see a Peregrine Falcon teaching its chick tram
spotting from as close as the wall adjacent to the track (RIGHT)

[BLN 1332]
ABOVE: The point blade at Summit station is shown as left in position to derail a runaway tram.
It was one of those days when you couldn't even see the IOM and few 'normals' would go up Snaefell!

At Summit new safety procedures now require the tram crew to put the single point blade into a
position that will derail any tram running away from above it. During the IOM 'TT' this was clipped into
position for the single line working from Bungalow (BLN 1330.1499 picture).

What is described as 'a modern fourth braking system' has also been fitted to (and tested on) the
operational cars following the 4 Aug 2017 runaway (BLN 1287.1786) report recommendations. It is an
electromagnetic track friction brake which applies a 50cm steel bar onto the rail in an emergency. They
are between the bogie wheels - four per tram, operated by pressing a large red button. It also operates
automatically if the voltage drops as this would reduce the effect of the rheostatic brakes and may be
further developed to cut in above a set speed. The Fell brakes have been overhauled and upgraded,
cab layouts standardised with speedometers fitted that have clearly marked green and red areas.

1832] Horse Tramway: (BLN 1331.1662) Local advice is that there is no apparent likelihood of the
operational track being extended beyond 'The Hydro' in the near future, as progress on track laying is
painfully slow. There has, however, been a statement to say the tram corridor is being given priority!

NEXT PAGE: Lhergy trailing crossover in a partially dismantled and unusable state on Sat 29 Jun.
Taken from the rear of a descending tram car. (All pictures by Jenny Williamson.)

1332 SCOTLAND (Mike McCabe) [email protected]

1833] Dyce: A 'Save Dyce Signal Box' group has been formed to do what it says on the tin! This is a
common story in this situation. Possible new uses include a coffee shop, a museum or a shed for the
town gardening group. Others suggest that it be carefully dismantled and moved to Alford. A few
locals call it 'an eyesore'. The area MSP says that whatever happens, it is liable to be very costly. Often
these groups form too late in the day but it would certainly be worth a last throw of the dice here.

1834] Highland Sleeper: On 28 Jun a member was on the 19.50 Fort William sleeper to Crewe. What
fun he had! 73970 expired above Loch Treig around 20.20, just south of the spot where 66734 was
derailed spookily seven years earlier to the day on 28 Jun 2012. The sleeper did not move until rescue
loco 73966, from Polmadie, got it moving at 06.30 on Saturday, a good night's sleep was had by all!

There were two Class 37s at Fort William, (West Coast and Colas) the latter on a measurement train.
At around 21.00, the train manager on the stricken train presumed publicly that one of these would be
sent to assist. This did not happen, and by 22.00, the Polmadie rescue plan was announced. When it
arrived, 73966 had a traction motor out. The crew hand sanded the rails for a quarter of a mile, and off
it set at 06.30, to a cacophony of squealing sticking brakes and checkrail squeals... The errant 73970
was dumped at Arrochar, and the passengers similarly at Dalmuir with only a few minutes' notice.

1835] Georgemas Junction: A trial intermodal was to run on 18 Jul with a consignment for Tesco and
other goods. The experiment was to see how well the equipment here works, how long it took to load
and unload and demonstrate the train can run smoothly. Realtime Trains only showed a DRS flask train
from Carlisle arr 20.14 on 17th and dep 14.00 on 18th (unless it was serving a dual function?).

1836] Class 91s give Stirling service: LNER proposes to use Class 91 locos and Mark IV rolling stock on
its SSuX Stirling workings. Gauging checks have already been carried out. Currently the paths are
(SSuX): ECS 04.26 Edinburgh - Stirling (05.04/05.26) - Edinburgh (06.17/06.26) - King's Cross 10.47;
King's Cross 15.00 - Edinburgh 19.18/19.25 - Stirling 20.16/20.28 and then ECS - Edinburgh arr 21.10.
They serve Haymarket & Falkirk Grahamston as do LNER Inverness HSTs which run seven days a week.

1837] Wemyss Bay: A local member spent many months arranging an 'Open Day' on 22 Jun for the
10th anniversary of 'Friends of Wemyss Bay Station'. Many local organisations had stands promoting
the area at this beautifully restored, very active Grade 'A' listed station (214,000 passengers 2017-18).

1838] Edinburgh Trams: Passenger numbers continuing to grow. 2018 figures show a 22% increase in
revenue and 10% rise in passengers to 7.3M journeys (up 600,000 from 2017). There have been 27.7M
journeys since opening in May 2014. On Mon 24 Jun 2019 heavy rain caused major transport delays
including a service suspension from 15.20 until 17.00. Flooding was worst around the Bankhead stop
with deep standing water well above the rail height. Roads were similarly affected though.

1839] Laurencekirk: On Sat 15 Jun a member observed the 18.01 Aberdeen Waterloo to Mossend
freight. It carries precipitated Calcium Carbonate (slurry) for Omya from the loading point on the site
of the former Great North Scotland Railway passenger station at Aberdeen Waterloo, OP 1 Apr 1856,
CP 4 Nov 1867. The cargo, a substitute for China Clay, is brought in by sea from Norway and stored in
tanks at Waterloo, then loaded and taken by rail to Mossend Yard and then on to Irvine Paper Mill.

This train, as booked SO, recesses (propels back into) in the Laurencekirk Up Refuge Siding (19.31-
19.50) to allow the 19.16 Aberdeen to Edinburgh to overtake it. Such recessing moves used to be very
common when there were many slow freight trains and they nearly all had guards vans at the back, so
could fairly easily propel. Nowadays it is much rarer, most freight traffic is Driver Only Operated and
the move required a separate shunter (as in person) to travel with the train. Are there any others?

1840] Robroyston: (BLN 1313.2032) The new station footbridge was installed over 7/8 Jul weekend.

1841] Lybster: (BLN 1330:1508) London Euston to Lybster was 741m 73ch by rail (via Wick of course).

1842] Inverurie: As part of the Aberdeen to Inverness Enhancements project, the signal box closed
permanently on 17 Jun. GSM-R controls for the Inverurie area were transferred to Insch box. The new
signalling and permanent way should be brought into use on 17 Aug. The last passenger train was the
23.20 arrival from Inverness, forming the final signalled train, at 23.29 ECS to Inverness on Fri 14 Jun.

1843] Blackford; hope springs eternal: (TRACKmaps 1 p15B Nov 2017 - old layout) (BLNs 1255.1287 -
new layout & 1320.114) A member visited on Sun 16 Jun to view progress on the long talked about
Highland Spring rail terminal due to open in Apr 2020. A mesh fence erected all round the site clearly
separates it from the NR area. Work appears to be almost complete on the NR parts. A footbridge
replaces the footpath crossing. The former trailing crossover and the old sidings on both sides of the
line have been removed leaving no trace. A new facing crossover in the Down Main line has been
installed at the south end of the terminal, as well as the connection to the terminal and a short trap
headshunt. All four points are secured out of use. Former semaphore Down Home Signal 9 has been
removed and replaced by a new colour light on the Stirling side of the new crossover. A new signal
'BK22' has been positioned to control the exit from the terminal but was not yet commissioned.

Track ended at the terminal fence. Inside there has been much site clearance but no track laid yet.
Possibly this is a separate contract (and contractor). The long disused now derelict goods shed still
stands. The site is designed primarily for terminal access from/to the Stirling direction. However, the
presence of position lights on 'BK22' suggests there might be a signalled move from the terminal to the
Down Main (probably useful for diversions via Perth). If so, there would probably need to be another
new Down 'Outer Home' signal even further towards Stirling but it is not known if such a signal exists.

(Editor's note: Due to time constraints some excellent pictures have been held back relating to items
in Scotland and Wales, including Head Lines - apologies to all our contributors and Regional Editors.)

1844] Perth: (BLN 1330.1507) In the 1990s, British Rail had a policy of nearly all Inverness trains using
P3 in both directions (level access to station exit), provided they fitted on it. Unfortunately, this meant
that almost all trains stopped outside the canopy in whatever weather Tayside could throw at them.

1845] Auchterless Homeless: CP 1 Oct 1951 on the Banff, Macduff & Turriff Jn Railway (the 29¾ mile
Inveramsay - Macduff branch) an application for nine homes in the old goods yard has been refused.

1846] Pitlochry: (BLN 1327.1086) A problem on 10 Jun was due to the new signals being in different
positions from the old ones. The 'Royal Scotsman' from Perth met the sleeper ECS from Inverness at
the station, both being too long to clear the points at the entrance to either side of the loop. It was not
practicable to extend the loop at Pitlochry during the recent resignalling, other than at considerable
expense, due to the single track rail underbridges north and south of the station. It appears that when
a ScotRail train (which fits in the loop when stopped at the new signals) is to cross a longer train at
Pitlochry it has to enter the loop first and to leave second. This implies that, if it is late, the longer train
has to be held outside the station. Two long trains meeting, both too long, caused too long delays.

1332 WALES & THE MARCHES (Chris Parker) [email protected]
1847] Electrification: (BLN 1332.1648) In a 28 Jun press release, NR announced that the Dec 2019
timetable change will be the South Wales main line's biggest since the introduction of the full HST
service in 1976. Typical journey times between Cardiff and London Paddington will be 14 minutes less.
TfW will also run more frequent trains on Sundays, similar to their current weekday service. However,
IETs will still initially run in diesel mode Newport - Cardiff as OHLE testing and energisation on that
section have been put back until the Christmas and New Year break. The infrastructure should all be in
place 'by November' with electric services commencing 'in January' - hopefully on 2 Jan if all goes well?
East of Newport all is expected to be ready well before the new timetable takes effect.

BELOW: A 1937 LMS (milk?) tank at Gobowen station recently - see item 1848. (Chris Parker.)

ABOVE: (Item 1853) Meliden goods shed looking north towards Prestatyn. BELOW: Looking south
towards Dyserth with loading gauge - 2½ miles of the branch trackbed can be walked. (Chris Parker).

1848] Gobowen: The former Coal Concentration Depot sidings (visited by 1970's BLS Blodwell Quarry
brakevan trips) now leased by Cambrian Heritage Railways (CHR), have been cleared of vegetation and
rubbish. On 8 Jun CHR placed a cosmetically restored 1937 built LMS [milk?] tank wagon bearing a
Cambrian Railways banner on No2 siding as a statement of intent, not delivered by rail unfortunately!

1849] Fords Jn (17m 78ch) - Ford Motor Company Bridgend: (BLN 1331.1673) The last outward train
(Colas worked) of Ford engines on this 1m 62ch branch left on Thur 13 Jun at 21.20 reaching
Dagenham 03.27 next morning. Traffic was sporadic latterly and has now switched to road transport.
The two final 'normal' workings, were both inbound, 15.35 ex-Dagenham on 14 & 27 Jun worked by
56087 and 70807 respectively, thereby moving all 47 IVA (International Van Airbraked) Cargowaggons
used on the service to Ford's Siding Bridgend; loaded trains typically ran with up to 20 wagons.

The removal of the first batch of IVAs was eventful! 66846 arrived from Cardiff Canton Sidings light
engine at 21.15 on Wed 3 Jul to collect them and left for Ellesmere Port Manisty Wharf at 05.41 next
morning (54 mins early) via the Marches line and the Chester S to N Jn curve - http://bit.ly/2JVYDiXN
has pictures north of Wrexham. However, the working ran to Hooton Long Siding at 12.25 because of
a points failure at Ellesmere Port (no regular traffic at Manisty Wharf for three years now) and after
running round the Colas loco ran light to Coleham depot, Shrewsbury. It returned on Mon 8 Jul and
the wagons reached their (very) final destination at 15.21; they are to be cut up at the adjacent
Eastham Metals recycling facility. This delay had postponed the departure of the second, presumably
final batch of IVAs from Ford's also scheduled for 8 Jul. Rearranged for 18 Jul it was again postponed.
Finally, on Wed 24 Jul, the remaining IVAs were taken out at 23.00 initially to Barry Island, Colas Rail,

If rail traffic had continued long term these wagons, dating from the 1980s (e-BLN 1330.1517 has
photos), would have needed replacing. It has also been reported that police had to attend the A48
ungated crossing for any train to use it due to safety concerns with drivers ignoring the red lights. BLN
1331.1673 should have read: On Ford's Branch the NR boundary is at 1m 18ch (the works gate on their
side of Waterton level crossing) rather than 1m 13ch which is on the junction side of that crossing.

1850] Core Valley Lines: (BLN 1327.1088) The asset transfer from NR to TfW results in Amey Keolis
Infrastructure/Seilwaith Amey Keolis Limited as franchise holder becoming the Core Valley Lines (CVL)
Infrastructure Manager on 21 Sep 2019, seemingly with draconian powers. TfW has recently informed
operators that from that date any CVL access rights in their existing Track Access Contracts with NR will
be removed and invites them to negotiate new ones. TfW is currently preparing the necessary draft
documentation and, as if to sugar the pill advises that this remains as close to the ORR's templates
used by NR as possible to minimise change! The transfer may be delayed due to unresolved objections.

1851] South Wales Metro: (BLN 1331.1677) Of the three successful contractors, Alun Griffiths will
focus on stations and civil engineering works as well as site preparation for the £50M or £100M
(depending which press release you read) Taffs Well tram train stabling and maintenance depot and
integrated control centre. Balfour Beatty's remit covers permanent way and traction power on the
Core Valley Lines earmarked for electrification. Siemens will concentrate on signalling. The firms will
now work with TfW on final designs and help to establish supply chains with local Welsh businesses.
Griffiths has already commenced site clearance demolition work at Taffs Well.

1852] Penyffordd: (BLN 1329.1366) A visitor to Padeswood Cement Works Open Day on 29 Jun was
able to verify the reported enhancement of onsite infrastructure, and associated handling facilities to
enable the resumption of rail traffic. A new siding has been completed and a test train would probably
run during July. Full services are expected to commence well before the end of 2019. Realtime Trains
shows paths for incoming coal and outgoing bulk cement: ♣TWThO 14.26 Small Heath to Penyffordd,
♣SSuX 17.08 Penyffordd to Bescot, ♣WO 16.56 Penyffordd to Doncaster Down Decoy (path of the
previous coal empties). They are shown running as required throughout the timetable and suggest that
Padeswood has contracts to supply Doncaster and the proposed/opposed Bescot sleeper factories.

Should the Small Heath train run as shown, there will be the possibility of three freight trains through
Wrexham in an hour, with the loaded steel coils to Dee Marsh and the loaded timber to Chirk. Some
of us remember when this level of traffic would have amounted to a lull… (N Wales Coast Rly website)

1853] Prestatyn - Dyserth: (BLN 1269.3003): The Meliden goods shed refurbishment project has
included complete rebuilding of the loading gauge. With replacement metal fittings and the coating of
the post in new concrete, it is not clear how much, if any, of the original survives. (Pictures above.)

1854] Conwy Valley line: (BLN 1331.1670) From the replacement bus on 4 Jul work could still be seen
in progress at various points between Tal-y-Cafn and Llanrwst. The rails were almost hidden by grass
and mud where the line dips beneath a couple of road overbridges, always among the first places to
flood from previous experience so no doubt submerged for a lengthy period! The new 'rock armour'
protection was very visible - similar to the coastal defences around Tonfanau and Llanaber on the
Cambrian Coast line. The previously announced reopening date of the 16th looked optimistic but the
rate of progress thus far inspired confidence! An engineering train (presumably ballast) from Crewe
Basford Hall reached Tal-y-Cafn at 08.22 on 15 Jul, returning from North Llanrwst at 08.20 on the 17th.
In between there was a mysterious Glan Conwy to Bangor Carriage Sidings train at 14.14 on the 16th,
presumably due to the very limited stabling at Bangor and at Llandudno Junction (BLN 1330.1516).

1855] Cardiff Crossrail: Anything TfW can do… On 4 Jul Cardiff City Council announced plans for a £1bn
network including a west to east cross city light rail and tram system from Creigiau to Newport Road
via Fairwater, Ninian Park, Central station, Roath Dock and Splott/Tremorfa (with possible future
extensions) reutilising much of the former 'Llantrisant No1' branch and a Circle Line north west of the
city centre created by extending the Coryton branch to join the Taff Vale line near Morganstown
between Taffs Well and Radyr, no doubt largely the using existing former Cardiff Railway trackbed.

These less than original proposals would be additional to the South Wales Metro but it is understood
they would still have to be delivered by TfW and NR given the physical links to, and apparently shared
use of, parts of those networks. They would be complemented by a 'Rapid Bus Transport Network'
using only electric or otherwise 'green' vehicles complete with an integrated ticketing system. Council
leader Huw Thomas said: We have a network which is already creaking. We won't deliver this overnight,
but we are bringing forward the council's aspiration while fully recognising that we will have to work
effectively with Welsh Government and other partners. We will also need to have a serious public
conversation about how this vision can be funded. (Regional Ed's emphasis. It is no coincidence that
money has recently come up for grabs as a result of the M4 Newport relief road cancellation; although
this won't relieve the M4 at Newport!) http://bit.ly/2JV45Tj has maps. A worthy successor to the old
No19 Culverhouse Cross - Llanrumney cross city bus, hopefully, but as usual don't hold your breath.

1856] Newport Docks: (TRACKmaps 3, p20C Jun 2018) A new siding, believed as yet unused, was
installed in about May 2019. It leaves the line to South Quay before it splits into three roads along the
dock side, extending through No5 shed. This is a new building replacing the former brick warehouse on
the same site and had a loading platform alongside the innermost of South Quay's roads. The Atlantic
Siding south of them, formerly used to load coal for Westbury, has been lifted beyond the road leading
to Hargreaves Coal Yard and the new non rail connected Atlantic storage shed. However, the branch to
Sims Metals reprocessing terminal is now used MO with the arrival of Class 313 EMUs for scrapping.

1857] Viva the Class 230s: (BLN 1331.1620) Keolis Amey as TfW operator is proposing a Vehicle
Change to introduce five of these units in 3-car formations on the Wrexham General - Chester,
Chester - Crewe, Wrexham Central - Bidston & Llandudno - Blaenau Ffestiniog passenger lines, also
Llandudno Jn - Chester ECS movements. No timetable adjustments are expected to be required apart
from minor ones for the Chester - Crewe shuttle service. It is now intended that from Dec 2021 they
should only operate on Wrexham - Bidston when stock is cascaded to replace them elsewhere. Work
has yet to begin to re-equip the Wrexham & Shropshire installations in Wrexham General Up Bay
Sidings as a servicing, fuelling and light maintenance facility but this is to be progressed with NR.