1406

Number 1406 (Items 1866 - 1987 & MR 149 - MR 158) (E-BLN 138 PAGES) 13 Aug 2022

BRANCH LINE NEWS

Distribuendi notitia, verbi disseminandi [ISSN 1354-0947]

Published 24 times a year by the Branch Line Society; founded 1955.

branchline.uk https://www.facebook.com/BranchLineSociety/

Membership queries: Lisa Sheppard [email protected]
186 AnlabymPaermk bReorasdhiSpo.suethcr,eHtaurlly,@HUbr4a7nBchUl.ine.0u7k873 354464

British Isles news from members; an international section is available.
Opinions are not necessarilyathvaoislaebolef .the Compilers or the Society.

BLN 1407 is dated Sat 27 Aug - contributions by Wed 17 Aug please
1866] Would you like a date with Caroline? https://bit.ly/3BrHzgT is an online auction for Martin
House Children's Hospice which closes 21.00 Sun 28 Aug or, if a bid is received after 20.57, continues
for three minutes after each bid for up tcoie3ty0. Smocinieutyte. s. Items include a guided visit to Toton Depot for
two, a visit to York ROC Signalling Simulator for two (with a go) and the star prize, a trip on 'Caroline'
(975025). She was the Southern Region General Manager's Saloon, now a railway inspection saloon,
also used for VIP excursions. 'Caroline' was used as the Royal Train from London Waterloo to Romsey
on 29 Jul 1981 for the first part of Prince Charles and Lady Diana Spencer's honeymoon trip. Our non-
honeymoon journey is on Thur 1 Sep 2022 from York (09.16 until 18.24) with Class 37/4 haulage and
propulsion expected. Route: Milford Jn - Knottingley West Jn - Knottingley South Jn - Hatfield &
Stainforth (rev) - Kirk Sandall Jn - South Yorkshire Joint Line - St Catherines Jn - Maltby - Shireoaks -
Worksop - Gainsborough Central - Northorpe Loop - Barnetby Down Sidings (rev) - Wrawby Jn (rev)
- Barton-on-Humber (rev) - Ulceby (rev) - Immingham West Jn - Immingham Bulk Terminal (rev) -
Humber Road Jn - Scunthorpe - Stainforth Jn - Knottingley South Jn - Milford Jn - York.

Date Event and details…... Please book online BLN Lead Status
1403 MG OPEN
Sat 20 Aug Island of Ireland V - Westport, Bog Train and Ballina 1403 MG OPEN
1398 MG Waiting list
Sun 21 Aug Day 2: Irish Rail mainline railtour (Dublin) BELOW MG NOW OPEN
1405 PG‡ OPEN
Sun 28 Aug Scunthorpe Steelworks No24 Summer Track Steeler email MG OPEN
1405 MG Waiting list
3 & 4 Sep *NEW* The Tower Tractors North West mainline tour

9-11 Sep Niedersachsen Explorer (Germany) [‡below table]

Sun 18 Sep *NEW* 09.15 Matlock Hall Leys Miniature Railway

Sun 18 Sep 10.45 Peak Rail comprehensive visit with rare track

1-2 Oct Minor Railways in Suffolk - save the dates TBA TBA Claimed
Sat 22 Oct *NEW* The Whitby Endeavour mainline railtour BELOW MG NOW OPEN

Fri 11 Nov Ravenglass & Eskdale Railway railtour TBA TBA Claimed

Sat 17 Dec *NEW* The Holly & The Hoover mainline railtour BELOW MG NOW OPEN

Bookings: MG = Mark Gomm [email protected] 84 Mornington Rd, STOKE-ON-TRENT, ST1 6EL 07983 541887.
PG = Paul Griffin [email protected] 7 School Bell Meadows, Church Lane, Stoneleigh, COVENTRY, CV8 3ZZ.

1867] :Fri 9-Sun 11 Sep; Niedersachsen Explorer:: Please see back page for latest timings and details.

1868] :Sat 3 & Sun 4 Sep; The Tower Tractors:: A two-day charity tour for Martin House Hospice with
West Coast Railways and their Class 37s 'Top & Tail' in the North West, including branches where loco
hauled passenger trains are rare. Our Buffet Car will serve a range of hot & cold drinks, hot food and
snacks etc. Hand-pulled real ales and ciders will be available. Afternoon leg stretch break/photo stops
will be at Lime Street on Sat and the K&WVR Sun. There will be a charity raffle. Thanks to the K&WVR
a return Keighley to Oxenhope trip is included, expected to be with 37075. There is possible bonus
traction at Neville Hill. Times/route are indicative until confirmed by e-ticket, usually five days before.
Please book on our website; ask a member to, or cheques payee 'Branch Line Society' with SAE (two for
an acknowledgement or queries) to Mark Gomm (above), who deals with queries (email preferred).

:Sat 3 Sep; The Garston Growler:: Lancaster P5 (PU 07.10) - Preston P6 (PU 07.35) - Warrington BQ
P2 (PU 08.10) - Crewe P5 (PU 08.45/rev) - Manchester Airport P4 (rev) - Piccadilly P3 (rev) - Hadfield
(rev) - Piccadilly P13 - Ordsall Chord - Victoria P6 (rev) - Salford Cres - Bolton P5 - Chorley - Preston
Up & Dn Goods (rev) - St Helens Central - Tuebrook Sidings (rev) - Bootle Branch Jn (rev) - Lime Street
(break/rev) - Allerton East Jn - Garston Jn - Garston Church Road (rev) - Garston Through Siding -
Ditton Reception No3 - Crewe - Up Independent - Stafford Royal Mail Terminal (rev) - Crewe Dn Fast
- Arpley Shunting Neck - 'The Hole' - Down Slow (Warrington) - Preston P3 (SD 20.45/rev) - Ormskirk
(rev) - Preston P1 (SD 22.00) - Blackpool North P2 (SD 22.26/RM) - Preston P1 (SD 23.05).

:Sun 4 Sep; The Ribble Ranger:: Blackpool N P2 (PU 07.27) - Preston P1 (PU 07.52/rev) - Blackpool S
(PU 08.25/rev) - Preston P2 (PU 09.15) - Blackburn King St Loop - Colne (rev) - Blackburn Up & Dn
Goods (rev) - Clitheroe - Hellifield Dn Goods Loop (rev) - Keighley P1 (rev) - Keighley Station Jn (rev) -
Keighley K&WVR P3 (break; rev, optional trip to Oxenhope included) - Keighley Stn Jn (rev) - Bradford
FS (rev) - Neville Hill TMD (rev) - Leeds P12 (SD 18.00) - Bradford Interchange P2 (SD 18.25/rev) -
Halifax - Hebden Bridge - Blackburn P4 (SD 19.33) - Preston P4 (SD 20.03) - Lancaster P3 (SD 20.33).

Members only; Standard Class: £109 each day or £199 for both days, First Class and U18: See website.

1869] SPECIAL OFFER!! Books at special prices available for delivery on our 3 & 4 Sep railtours:

Orders must be placed and paid for by 31 Aug as it will not be possible to access stock after then.
Please email (back page) Graeme Jolley, your Sales Officer, who will e-invoice for payment, or post with
a cheque payee 'Branch line Society'. Birmingham & West Midland Atlas, Joe Brown NEW EDITION
£21 £18. Baker Atlas (latest 15th Edition) £15 £12. Scotland Then & Now £15 £12. Liverpool and
Manchester Atlas £21 £18. European Atlas (Ian Allan 2015, Schweers & Wall) £20 £16. Southern
Railway Atlas £19 £16 (very limited stock). Beaten Track £26 £23.50 (very limited stock). Railway
Atlas Then & Now £14 £11. Railways of Manchester £31 £27.50. TRACKmaps (all latest editions):
Eastern, Scotland & IOM, Southern & TfL and Midland each £12 £9. Western & Wales £10 £8.

1870] :Sat 22 Oct; The Whitby Endeavour:: Where better to go approaching Halloween‽ Bram Stoker,
author of the Dracula novel, was inspired to write the book while walking in the Whitby West Cliff
area, looking over to Whitby Abbey, the beach below and the famous 199 Steps. 50008 'Thunderer' will
Top & Tail with a Loram Class 37, run by SLC* Operations. There will be a 90 min lunch break at Whitby
or alight at Grosmont for the NYMR. Our Buffet Car will serve a range of hot and cold drinks, snacks
etc. Hand-pulled real ales and ciders will be available. There will be a charity raffle for RBF.

Derby P6 (PU 05.30) - Long Eaton P1 (PU 05.40) - Alfreton P1 (PU 06.00) - Up & Dn Blackwell Slow -
Chesterfield P3 (PU 06.35) - Up & Dn Staveley Goods Loop - Woodhouse Jn - Sheffield P5 (PU 07.25/
rev) - Up Hexthorpe Goods - Doncaster P8 (PU 08.05) - Knottingley West Jn - Church Fenton P3 - Dn
Leeds - York P10 (PU 09.28) - Dn Longlands Loop - Battersby (rev/photo stop) - Grosmont (SD 12.37) -
Whitby P1 (13.00-14.30/rev) - Grosmont (PU 14.48) - Battersby (photo stop/rev) - Thornaby Up Gds
No1 - Darlington Dn Bypass - Bishop Auckland (rev) - Darlington Up & Dn Stn Lp - York P3 (SD 19.09) -
Hambleton E Jn - Selby Canal Curve - Doncaster P3 (SD 19.49) - Dn Hexthorpe Goods - Roundwood
Chord - Sheffield P6 (SD 20.35) - Chesterfield P3 (SD 20.55) - Alfreton P2 (SD 21.20) - Up & Down
Erewash Slow - Trowell Jn - Lenton Curve - Long Eaton P2 (SD 22.20) - Derby P5 (SD 22.35).

First Class guaranteed table for two £195; First Class £170; Standard £115; U18 discount £57.50 (must
be adult accompanied); no non-members surcharge. Bookings as above. [*Sable Leigh Consultancy.]

1871] :Sat 17 Dec; The Holly & The Hoover:: A seasonal loco hauled exploration of the Chilterns and
unusual lines. Operated by SLC Operations, 50008 'Thunderer' will 'Top & tail' with 31128 'Charybdis',
visiting Marylebone and Paddington stations. Our Buffet Car will serve a range of hot and cold drinks,
snacks etc. Hand-pulled real ales and ciders will be available. The charity raffle will be for the Epilepsy
Society. The afternoon break can be taken in Warwick or Stratford-upon-Avon and photos stops (PS)
are included. First Class guaranteed table for two £199; First Class £174; Standard £119; U18 discount
£59.50 (must be adult accompanied); no non-members surcharge. Bookings as above (item 1868).

Burton P2 (PU 05.10) - Tamworth P4 (PU 05.25) - New Street P8 (PU/rev 06.10) - Coleshill Parkway
P2 (PU 06.25) - Dn Arley Goods Loop - Up Nuneaton Chord - Nuneaton P2 (PU 07.00) - Leamington
Up Main - Down Banbury Goods Loop - Banbury P1 (PU 08.10) - Oxford Up Oxford - Hinksey Yard
(rev) - Oxford Dn Oxford - Bicester Village (PS) - Princes Risborough Up Main - Gerrards Cross Down
P1 - West Ruislip P4 (PS) - Marylebone P3 (PU 11.30/rev) - Princes Risborough P3 - Leamington Dn
Main - Warwick (SD 13.25) - Stratford-upon-Avon P1 (break/rev) - Warwick (PU 16.30) - Leamington
Up Main - Banbury P3 - West Ruislip Up Main - Greenford S Jn - Paddington P9 (SD 18.50/reverse) -
Carriage Line - Old Oak Common East Jn - Greenford West Jn - Bicester North Up P2 (and photo stop)
- Banbury P2 (SD 21.20) - Leamington Dn Main - Tyseley P2 (SD 22.15) - Dn Bordesley Goods Loop -
Bordesley Jn - St Andrews Jn - Landor St Jn - Up Washwood Heath Goods - Coleshill Parkway P2 (SD
22.50) - Whitacre West Jn - Kingsbury Jn - Tamworth P3 (SD 23.10) - Burton-on-Trent P1 (SD 23.30).

1406 BLN GENERAL (Paul Stewart) [email protected]
1872] Early Railway Memories (84), 1959-1960: (BLN 1405.1745) By Martin Connop Price Part 6.

In 1959 Leatherhead still had a goods yard, visited most days by a pick-up goods. Unfortunately, while
at school there I seldom saw it because on the relevant mornings I was usually in class, with the
distant sounds of shunting to tell me of the train's presence. On the five or six occasions I did see it,
the train had been delayed until early afternoon but the motive power was usually a C2X 0-6-0 and
latterly one of Bulleid's large Q class. One day the C2X was seen on a siding close to the ex-London &
South Western Railway (L&SWR) station at Leatherhead (OP 4 Mar 1867; CP 10 Jul 1927) which was
intact. This building stood just west of the operational former London Brighton & South Coast Railway
(LB&SCR) station and the track between its platforms was usually only used for stabling Southern
Region EMUs overnight. Trains from Leatherhead to Effingham Junction took a 1927 connection south
of Leatherhead (LB&SCR), as they still do, which enabled the L&SWR station to close to passengers.

This part of Surrey has witnessed a huge expansion in housing. Sixty years ago Bookham, on the
Effingham route, seemed quite rural but now it is suburban. At that time Effingham Junction was an
oddity - a very rural junction yet with a large car shed situated behind the Down platform.

Having a bicycle at school made a real difference, because I could now travel further afield. The school
was only four miles from Chessington South, terminus of a branch which, on the OS map, looked like a
railway aimed at Leatherhead. The link had never been made but the map shows earthworks running
for at least a mile beyond Chessington. This was worthy of inspection, so I rode over to Chessington,
where a railwayman confirmed that a pre-WWII plan for a Leatherhead extension had been halted by

1940. As the track was (then) electrified, he didn't want me
anywhere near it, which was fair enough but cycling back I
spotted a path going towards the unused extension, the end of
which seemed to lack the third rail. After studying this 'might
have been', I was soon ready for another outing. This time an
hour or so was spent on a bridge by Weybridge station, on the
L&SWR main line. A dozen steam engines were seen, eight being
Bulleid Pacifics. At the station the branch train from Virginia
Water and Addlestone slid discreetly into a west facing bay
platform, as if embarrassed by the lack of off-peak passengers.
Even so, this was noted as a service for a possible future visit.
LEFT: One Inch to the mile 1959 map showing the extent of track
then beyond Chessington South (see BLN 1391.3192).

At the end of term my trunk went back to Stoke, PLA
(Passenger's Luggage in Advance) and on 18 Dec I took the train
to London. Encouraged by my visit to St Pancras and King's Cross
in Sep 1959, I returned - adding in a Liverpool Street visit for
good measure. Liverpool Street, it turned out, wasn't especially

interesting that day, the largest locomotives being 61663 and D207, although there were also a couple
of J69s and many Brush Type 2s (Class 31s). At King's Cross I saw two Pacifics (60017/65) and at
St Pancras a 'Jubilee' plus a few 'Black Fives'. The train from Euston to Stoke ran through
Northampton; we had glimpses of the newly built M1, as well as the main line electrification.
Ten days later we were at Alton for a brief family break. I think this was one of the occasions we saw
main line trains diverted over the Alton to Winchester line. On 29 Dec we had a day trip to London
and at Waterloo it was apparent that pannier tanks had taken over some station pilot duties. Although
we passed an M7 and an O2, pannier tanks 4672, 4678 and 8770 were working ECS into the platforms.
This fleeting glimpse of the Southern proved to be a complete contrast to life in Staffordshire.
We were back home on New Year's Day and on 2 Jan 1960 I bought a day return to what was then
Manchester London Road (Piccadilly after 12 Sep 1960). The highlight was observing 'Clan' 72002,
although I never discovered what it was doing there! 'Duchess' 46232 was also seen, on the east side
of the station 27005 came in from Sheffield and four other Woodhead DC electrics were in evidence.
On the west side 25kV electrification was well advanced and loco E3001 was stabled at Longsight.

ABOVE: 1949 map; Newcastle-under-Lyme station is bottom left (the line continued west to Market
Drayton via Silverdale). Stoke is bottom centre. Etruria is left of centre (on the line to Kidsgrove) just
south of the Potteries Loop Line junction. Far right is the Biddulph Valley Line north on to Congleton.
On 4 Jan 1960, by way of variety, I took an early train from Newcastle-under-Lyme (CP 2 Mar 1964)
into Stoke, hauled by 44359, before going by DMU the 1¼ miles to Etruria (map). This day cannot have
been unduly cold, because the island platform at Etruria (CP 1 Oct 2005) was known for being exposed
and yet good for photographing trains. At the Stoke end of the platform there were industrial sidings
on both sides and at the north end, beyond the overbridge, lay the junction for the North Staffordshire
(Potteries) loop line, often mentioned in the novels of Arnold Bennett. This line rose on a curve from
the junction, running behind Josiah Wedgwood's original pottery factory (home of his 'Etruscan' ware)
to pass the huge Shelton Bar Steelworks (closed 23 Jun 1978; the rolling mill survived until Jun 2000)
before bending through Hanley station, almost enclosed in a cutting. The adjoining road from Etruria
to Hanley probably provided a rather better view of the steelworks, where various industrial tanks
could be seen at work. At least one of these was a crane tank - a type I had not seen since my days in
Sunderland. (While still at the grammar school, we had had a school visit to Shelton and, although they
did not allow us anywhere near the furnaces, we went in to a casting shed and experienced some of
the noise and drama of a large rolling mill in action. The works shunters provided additional interest.)

My notebook tells me that on 6 Jan I visited Crewe and 'some sheds' - the numbers suggest that they
were Crewe South and Gresty Lane. I don't think I saw a lot of the South Shed but did tour the much
more modest Gresty Lane. 'Halls' and 'Granges' often reached Crewe on freight diagrams but this day
it seems I saw 1016, as well as 4936, 6920 & 4120 - the latter probably off a passenger service from
Wellington via Market Drayton. Part of the day must have been spent on the footbridge from the
station to Crewe North (always a popular spot), as nine Stanier Pacifics and three Britannias were seen.

As mentioned before, the passenger service between Silverdale and Stoke-on-Trent was poor after
withdrawal of the through passenger service to Market Drayton from 7 May 1956. On the freight side,
it wasn't hectic but it wasn't negligible, either. Up to 1960 there were occasional trains between
Alsager, Audley and Silverdale, almost invariably hauled by 4Fs or Jinties. The last source of revenue
on the branch seems to have been provided by screens at Diglake, near Audley, usually served from
the Alsager (East Jn) end of the line (CG 7 Jan 1963). Silverdale Colliery traffic was normally worked
from/to Stoke and empties for Holditch Colliery, west of Newcastle, were usually worked the same
way, via Apedale Jn. By 1959 I had found a cycle route to Apedale Jn box, in a bleak location on an
embankment between an industrial site and a nearby post-war housing estate. The great merit of this
place was the regular employment of friendly, conversational signalmen and a bright coal fire [grate!].

My two trips to Colwyn Bay had revealed all the interest on offer at Chester (London Midland and
Western Regions). So, on 14 Jan 1960, I headed off to Crewe and Chester to find that my train from
Crewe (for North Wales) was hauled by a 'Patriot', appropriately named 'Bangor'. I made a speculative
approach to the Western shed, adjoining the Birkenhead line but officialdom soon discouraged me
from exploration. Some you win and some you don't… Even so, Western representation at Chester
was better than ever, four 'Castles', six 'Halls', two 'Counties' and various lesser locos. It was on this
visit that I became aware of the Cheshire Lines Committee Chester (Northgate) line. Looking west
from Chester General Up platform there were occasional glimpses of a DMU or distant goods train on
the embankment past the north curve avoiding Northgate. Although interesting it would be another
year before I reached Northgate by train, from Wrexham via Shotton and Sealand. At Crewe, there
was no shortage of 'namers' but English Electric Type 4s (Class 40) were becoming more common.

On 19 Jan I returned to Surrey, on this occasion travelling from Stoke to Wolverhampton High Level,
before walking down through a subway to reach the Western's equally drab Low Level station.
There was a while to wait before the Paddington train but it did not disappoint, because it was
headed by 'King' class 6021. I climbed aboard and, finding a compartment with only two occupants,
pulled on the door. I was waved away by a man in uniform and then realised he was a prison officer
escorting a reprobate in handcuffs! Soon we were being whisked through some unlovely Black Country
scenery towards the smoke blackened barn that was Birmingham (Snow Hill). After Moor Street the
main line was then four-tracked as far as Lapworth, through the suburbs of southwest Birmingham, a
route often featured in the fine photos of Michael Mensing. By the time we halted at Paddington, I
had seen no less than 36 'namers' and many humbler products of Swindon Works.

Railway activities that term were few, although I did have outings by bike to Walton-on-Thames and
to Weybridge. On 29 Mar I returned to Stoke by train, extending the time in London only to visit
Kentish Town Motive Power Depot (MPD). Quite how this was achieved I don't recall but it was a
potentially hazardous site, with ill lit buildings and operational tracks nearby. In addition to some
'Scots', 'Jubilees' and 'Patriots', I was pleased to see eight Fowler 2-6-2 tanks, including 40001.
The train to Stoke was headed by 45616 and two days later I visited the Manchester (Central) end of
the Midland main line and Trafford Park MPD, close to the old Manchester United football ground. I
didn't have a permit on this occasion but the weather was distinctly Mancunian and no one seemed at
all concerned to stop me. In the process I saw a couple of the 'Patriots' observed only two days earlier
at Kentish Town (45522 & 45532) plus over twenty 2-6-4 Ts and eleven Fowler or Stanier 2-6-2 tanks.

The next outing, on 6 Apr 1960, I took a day return from Stoke to Crewe and broke the journey at
Alsager. This proved to be a timely moment to visit Alsager Shed, which was plainly in decline (opened
in 1890, it closed on 18 Jun 1962). The shed building contained just a stored 4F and a couple of local

'Jinties', with a Stanier 2-6-4 tank standing in the yard. There was only one young railwayman on site,
who was quite happy to chat. He must have decided that I was OK, because after 10 minutes or so he
invited me up onto 47606 and moved it up and down the yard for my entertainment. There were good
signalling reasons for not venturing close to the main line but we did approach a siding near Alsager
Road and the old Audley branch. Back at the shed, he surprised me by suggesting that I might like to
drive it up and down the yard. He must have been bored! Of course, the offer was accepted and this
made an excellent conclusion to what had initially seemed likely to be an unremarkable visit.
In contrast, at Crewe, there were no footplate visits but plenty of action. Eight English Electric Type 4s
(Class 40s) were seen and a named 'Peak', as well as five Stanier Pacifics and a 'Britannia'.

During the winter of 1959-60 I learned that a polite letter to a British Railways Divisional Manager's
office was likely to produce permit(s) for visiting specific sheds within that division. Following just such
correspondence, permits had arrived allowing me and a friend to visit four sheds in the West Midlands
on 8 Apr. Two sheds were ex-GWR namely Wolverhampton Stafford Road and Oxley and two were
ex-LMS (Saltley and Bushbury). Following the invaluable guidance in Fuller's Loco Shed Directory, we
travelled via New Street to what was then known as Vauxhall & Duddeston station (just Duddeston
since 6 May 1974), before taking the short walk down to Saltley. The shed was large and gloomy,
populated mostly by unkempt freight locomotives ranging from 9Fs to Midland 2Fs in the 58xxx series.

There was one obvious 'foreigner' in the form of B1, 61195. On our return to Wolverhampton, we
caught a bus out to Bushbury, where we found a 'Scot', three 'Jubilees' and a 'Patriot' amidst a
gathering of less glamorous machines. We then made our way to Oxley, probably on foot, where apart
from one 'Castle' and two 'Halls' there was a disappointing dearth of 'namers'. However, there was a
longish line of Swindon products in store, of which the most notable was 'Dukedog' 9018. The same
line included at least two engines already officially withdrawn, namely 2880 and the small ex-Swansea
Harbour Trust 0-4-0ST, 1142, latterly working at the quarries on top of Clee Hill near Ludlow.

The last shed of the day was Stafford Road, concealed from the said highway by a massive brick wall
but partly visible from the London Midland Region main line north of Wolverhampton High Level
station (unsurprisingly above). The setting was ugly but the contents were brilliant - including no less
than six 'Kings'. We inspected the footplate of 6018 and, lured by a famous name, would have added
5071, 'Spitfire' but for the fact it was going off shed. Instead, we turned our attention to 'Castle', 7026.
In addition to ten 'Castles', eighteen 'Halls', a 'Grange' and a 'County', we saw several large prairie
tanks and numerous panniers. Following a tip from one of the shed staff, we made our way to nearby
Dunstall Park station, where a southbound 'stopper' was due. As Dunstall Park was not a busy station,
it was a bonus to be taken the short distance to Low Level station by 9435, with maybe three coaches
in tow. A short walk up to the High Level enabled us to catch the next DMU back home to Stoke.

After this outing, ten days were spent in North Staffordshire, with brief visits to Whitmore, Apedale Jn
and Longport. Meanwhile more shed permits had been obtained and on 20 Apr a friend and I set off
on a jaunt to the sheds at Derby and Nottingham. We began at Derby Works which, like Crewe, had a
display of shiny new diesels, including D2 and D5-D13. The Metrovicks D5701/3/5-7/10-13 & D5716/9
(Class 28) were plentiful and there was also a batch of new 350hp shunters D3945-3955 (Class 08).
Cop of the day was 46112 - a rarity on the West Coast Main Line - but I can't say now if it was in works
or on the shed. The latter not only provided a variety of 4-6-0s, 8Fs, Moguls and tank engines but also
much older machines including 2Ps, a Midland Compound and 41773, an ancient half-cab 0-6-0 tank
engine. After these rarities, the shed at Nottingham seemed rather tame but Colwick was different…

Colwick was reached by train for Grantham from the gloomy, cavernous Nottingham (Victoria) station
and alighting at Netherfield & Colwick (just Netherfield since 6 May 1974). After passing the well
known Weekday Cross signal box, we turned east through London Road (High Level) on the former
Great Northern Railway line, which was elevated above the neighbouring Midland route out of the city
and, indeed, soon crossed it before descending towards Netherfield. As we halted at this local station,
an extremely dirty WD thundered through heading a train in the direction of Nottingham. The shed at
Colwick had a sizeable allocation, so it is surprising now to find a note saying that 'little was in the

shed and a lot in the yard'. It kept us busy for a good twenty minutes but 61004 was the only 'namer'
amongst eleven B1s and two V2s. There were three B16s, five K3s, a large assortment of 2-8-0s and
0-6-0s, several L1 tank engines and a selection of WD or BR Standard designs for good measure.

1873] Only 135 days until Christmas! With BLN and as a download with e-BLN is the RBF 2022 charity,
railway themed Christmas Catalogue with new designs/familiar favourites. Orders open Mon 15 Aug.

1874] Points & Slips: ●●BLN 1405.1756] Amending paper BLN, a 1934 revision 25'' map (with e-BLN)
and others of that era clearly show that the Hampton to Kempton narrow gauge Light Coal Railway
did connect with the incline up to Kempton West Reservoir (e-BLN was amended). ●●1756] The
ceremony when the Queen officially visits the City of London involves touching a pearl sword, not keys
and does not apply at other cities. Tradition holds that the sword, one of five City of London swords,
was given to the City Corporation by Queen Elizabeth I when the Royal Exchange opened in 1571.

●●1756] To be clear, on 3 Jun the 60+ people who alighted at Coombe Junction Halt from the failed
train walked the 1,056yd uphill on the road to Liskeard station (200ft higher) it's over 2 miles by rail!

1875] The Angus McDougall Photo Collection: Our member John Hampson has been cataloguing and
checking the 40,538 UK images. This includes 'hiding' duplicates and any that are not relevant, as well
as tagging to make them more searchable. Starting at 'A' John has, remarkably, reached Midcalder;
22,227 have been validated, 5,413 hidden and 12,898 remain. The Ideas is for the search engine to
return the correct results most effectively. Low resolution thumbnails are available to all and higher
resolution versions can be downloaded by logged in members. They are for personal use only and the
Society retains copyright. Please contact [email protected] If you wish to use an image
for other purposes or have any comments. On our 'Home' page go across to 'More options' then down
to 'Photo Collection'. The easiest way to search is by entering a description or location name (or part
of one) into the Description box. You can restrict results to one type of infrastructure, country and/or
year. The earliest pictures are from 1949 (set the year to 1949 and click search) and the latest 2019.

1406 EAST MIDLANDS (Graeme Jolley) [email protected]
1876] Manchester & East Midlands Rail Action Partnership: (BLN 1393.170) (MEMRAP) Despite the
intense local opposition (including a 14,000 signature petition) this group https://www.memrap.org/
has well researched proposals to restore the Chinley/Buxton to Matlock line in the Peak District
National Park. It would bring tourists into the heart of the Park and the through link from the North
West to the East Midlands would be more direct than via Sheffield. The group claims that currently
millions of tons of Peak District stone heading south by rail start by going to Sheffield or Manchester
by road. The restored line would remove many of these HGVs from the Park, and relieve the Hope
Valley line. The heritage Peak Rail project started life planning to reopen Matlock to Buxton, of course.

1877] Werrington Diveunder: (BLN 1404.1664) Based on this BLN item, a member undertook a trip
from Spalding to Peterborough on the Fri 22 Jul 14.49 SSuX from Doncaster. It duly obliged, 156917
ran via the Werrington Diveunder to Peterborough P7 and on its return to Lincoln at 17.10. Realtime
Trains showed that it went direct to P1B at least once earlier that week, so it's not at all guaranteed.

1406 GREATER LONDON (Geoff Brockett) [email protected]
1878] Night Tube: (BLN 1404.1635) The Piccadilly Line ran an ECS test operation on the nights of
Fri 22 and Sat 23 Jul; a passenger service resumed on the night of Fri 29 Jul. This restored the full
pre-pandemic Night Tube. Following a LU offer to agree a minimum number of train operators on each
line who wish to give preference to night duties, the RMT suspended this industrial action from 22 Jul.

1879] LU Strikes: (BLN 1404.1630) A further strike has been announced by the RMT on Fri 19 Aug.
London Overground staff employed by Arriva Rail London will strike over pay on the same day.

1880] Penge Tunnel: (BLN 1397.722) The line closure between Brixton and Beckenham Junction
overran through the morning of 1 Aug after a damaged cable was discovered. Industrial action on
27 Jul prevented the running of some engineering trains and the use of equipment in the tunnel with
its tight clearances proved more difficult than expected. As a result, the work was not completed
during the line closure and speed restrictions were imposed until 7 Aug, leading to service reductions

X.155] BELOW: (Item 1982) The GWR's Wolverhampton Low Level in its term
Looking towards Birmingham Snow Hill (through the distant twin tunnels right

A solitary sad one-car DMU is stabled for the spartan Snow Hill peak hour lo

minal phase (the last through train west is thought to have run 27 Jul 1969).
t of the signal box) and Wednesfield (round to the left and up the gradient).
ocal service which ended from 6 Mar 1972. (Angus McDougall, Sep 1969.)

X.156] BELOW: NET, Wilkinson Street crossover in passenger use on 28 Jul by

y a tram turning back there for Hucknall per BLN 1405.1752.1. (Kevin Heath.)

1881] Air cooling on tube platforms: Trials are being conducted on a disused platform at Holborn of a
cooling system using panels that circulate cold water around pipework within a curved metal structure.
Industrial sized fans circulate air around the structure, producing a chilling effect. It is hoped the new
panels could cut operational and maintenance costs of cooling the network by 50%. The intention is to
extend the trial to a platform at Knightsbridge. If successful, panels will be installed on the other platform
at Knightsbridge and the Piccadilly Line platforms at Holborn, Green Park, Leicester Square and Piccadilly
Circus. This will support the Piccadilly Line Upgrade, with new and more frequent trains potentially
generating more heat. Tests in a lab environment have seen the cooling panels achieve temperature
reductions of between 10oC and 15oC. Inevitably, completion of the trials and installation on other lines is
dependent on reaching a long term funding agreement with the Government. ('londonnewsonline')

1882] Barking Riverside: (BLN 1405.1757) The new service was off to a problematic start. On 18 Jul all
went well until the 14.18 departure. The whole Gospel Oak to Barking Riverside service was then
suspended because of a signal failure at Walthamstow Queen's Road followed by a points failure at
Woodgrange Park Jn. Services from Barking Riverside resumed after eight hours (a long wait for
would be gricers) with the 22.23 departure and there were two further departures that evening.

Next morning, the first departure lost power between Woodgrange Park and Wanstead Park at 05.44.
The second train was detrained at Woodgrange Park and moved forward to couple to the failure.
Initially it was not possible to move the combined trains and passengers had to be detrained to the
track and walked to a lineside access gate. Passenger services were suspended over the entire line but
an infrequent shuttle service was later started between Gospel Oak and South Tottenham (ECS
shunt). This had to be suspended while an electrical isolation was taken to repair damage to the OHLE.
The combined 8-car train was finally moved to Barking bay P1 at 13.25. The Gospel Oak to South
Tottenham shuttle resumed at 14.27 but was unable to be extended because of track circuit failures
at Leyton Midland Road. Starting with the 17.39 ex Gospel Oak, trains then ran to Barking P1. Barking
Riverside didn't receive its third arrival of the day arrival until 21.25 and every other train then ran
until close of traffic. In contrast, Realtime Trains recorded a full service operating on Wed 20 Jul!

1883] Bermondsey: NR has planted 35 trees in front of the diveunder in a bid to deter graffiti vandals.
Cleaning has cost £150,000 over the last two years.

1884] Metropolitan Line microgricing: (BLN 1386.2589) WTT 343 was introduced on Mon 18 Jul. This
incorporates Jubilee and Piccadilly Line service changes but Metropolitan Line services are essentially
unchanged. There are still no booked moves from Harrow-on-the-Hill P5 to the Southbound Fast.

1885] TfL Finances: (BLN 1405.1766) The existing funding agreement with the DfT was extended until
midday on 3 Aug then again until the end of Mon 8 Aug. The Government provided TfL with a draft
3-year funding proposal on 22 Jul and the two parties are discussing this. Weekday passenger numbers
are about 70% of pre-pandemic levels, with passenger numbers regularly above 85% at weekends.

1886] Victoria: (BLN 1395.439) A £30M project will increase the number of ticket gates from 86 to 111
and create more space on the concourse by repositioning retail outlets. The P15-19 concourse will be
opened up and expanded; a spacious access route will be created between P14 and the escalators up
to Victoria Place shopping centre. Work will be coordinated with Victoria resignalling, so the most
disruptive work will take place when fewer passengers are using the station. Work starts in Sep with
the relocation of the Gatwick Express ticket office. This will be followed by work on the Kent gate lines
(P1-7) in Nov and the Sussex gate lines later in the year. The project is due for completion in late 2023.

1887] West Drayton: The facing points in the Up Relief (13m 51ch) were clipped and scotched in the
normal position on 13 Jul because of a defect. There is currently no planned date for their repair. This
prevents move from the Up Relief to the Up Iver Loop and from the Up Iver Loop to the Down Relief.

1406 NORTH EAST & YORKSHIRE (Geoff Blyth) [email protected]
1888] (Leeds) Holbeck Depot: ❶(BLN 1403.1508) Work has started on the new Depot headshunt.
From Sun 24 Jul, track was installed alongside the Down Midland Line from 194m 67ch to 195m 00ch,
with a buffer stop at 194m 67ch. However, it is not yet connected to the operational railway.

❷Holbeck Depot is operated by RTS Infrastructure Services. A member in the rail industry says that
they have done much work in recent years to improve the internal layout; it is much changed from
when our 6 Mar 2016 Northern Pacer tour visited. In the last five years the focus has moved from
maximising the number of long sidings to maximising the number of sidings, accepting that each will
be shorter. Long train formations arriving at the Depot can now cause problems. It is not yet known if
the new headshunt will improve this. Before the works, the sidings were allocated as follows: No1 & 2:
RTS track machines; No3, 4 & 5: DMU stabling; No6: slip road (shunt/bypass road to No7); No7: Wash
Road; No8 & 9: Shed; No10 & 11: Fuelling apron & stabling; No12: DMU stabling; Annex 1 & 2: Stabling.

Allocations after the works: No1 & 2: RTS track machines; No3 (70m), 4, 5, 6 & 7 (all 75m): DMU stabling;
No8: Slip road (shunt/bypass to No9); No9: wash road; No10 & 11: shed; No12: DMU stabling (75m);
No13: fuel apron; No14: DMU stabling (205m); Annex 1, 2 & 3: Stabling (all 102m). TRACKmaps 2 p36A
2020 does not show all the new layout but changes are evident from the 2016 and 2006 editions.

It is thought that roads 1-5 & 12 have been realigned to each fit in an extra two cars. Historically the
actual shed was used by Northern but, since the start of the Arriva Rail North franchise, it is has been
used for unit refurbishment, almost all for Northern. For one job, each Class 333 EMU at a time was
loco hauled to Holbeck for this work. Yellow Rail (Derby) is now carrying out Digital Trains work here.

❸At times during Trans-Pennine Route Upgrade (TPRU), Neville Hill Depot will be inaccessible.
Holbeck operates below capacity, so should be able to stable additional units with extra ECS moves
to/from Leeds, York, Selby, Bradford Interchange & Harrogate, provided they do not require fuelling.

1889] Shipley: (TRACKmaps 2 p41 2020) The Arriva Rail North franchise included a requirement to
study options to stable stock here while Neville Hill has reduced capacity during the TPRU. Crossley
Evans Scrapyard on the west side of the Up line from Bradford Forester Square at Shipley South Jn is
thought to be the favoured option - let's hope the stabled trains emerge in one piece! The last train of
scrap ran on Fri 24 Jun 2016 (to Cardiff Tidal Sidings); the connection was severed by 30 Sep 2016.

1890] Berwick-upon-Tweed: SSuX the 11.37 TPE service from Edinburgh turns back here arriving at
12.25 and departing 14.05. That is when it runs - on average about 50% of the days. The ECS runs to
Tweedbank Sidings (official name) during the layover. The 15.15 SSuX from Edinburgh has a 12 min
turnaround, so this is done in Berwick P2 (facing crossover on arrival); unfortunately it is often also
cancelled. There are other trains between Edinburgh and Berwick, but this is no help to Reston where
some days recently only two of the 10 trains booked each way have called and this is deteriorating
rather than improving. SO two TPE services are booked to recess in Tweedmouth Sidings; SuO none.

1891] Belford: (TRACKmaps 2 page 23B Sep 2020) A
recent 'Freightmaster Interactive' posting suggesting
a new set of points had been installed prompted
your NE Editor to ask his contacts for information.
Satellite photos and maps show a derelict 750yd
branch heading northeast from a headshunt by the
former Belford station (CP 29 Jan 1968). The branch
once served Easington Quarry, now Tarmac Belford
Quarry. Up Side siding points (CR = Cripple Road on
TRACKMaps) were reinstated about two years ago
but work on the internal quarry system is pending.
Perhaps Tarmac had expressed some interest in
restarting rail traffic a few years ago but this has not
progressed. Does anyone know any more please?

LEFT: Berwick-upon-Tweed is off top left; Newcastle
bottom right; 1:25,000 map (1953) with the branch.

1892] Doncaster: (BLN 1405.1785) The Rail Accident Investigation Branch is investigating the collision
at Loversall Carr Jn; the signal passed at red didn't have the Train Warning & Protection system fitted.

1893] Church Fenton: (BLN 1403.1506) On 28 Jul NR applied to the Secretary of State for Transport for
a Transport & Works Act Order https://bit.ly/3bwBDsr for Church Fenton Level Crossing Reduction
scheme. A new road with a bridge over the Leeds line will replace Rose Lane, Adamsons and Poulters
user worked crossings south of the station. NR has been speaking to local landowners, level crossing
rights holders and residents since Jun 2021. This helped the designs and few objections are expected.

1894] Hunmanby: CG 10 Aug 1964 the goods yard passed into private ownership. In early Jul the site
was put up for auction. It includes two intact North Eastern Railway houses for the managers of the
two former warehouses. It is said to be a rare example of an intact traditional agricultural village
railway goods depot dating from the 1850s where goods revenue was the main source of income.

1895] Huddersfield: ①Huddersfield to Sheffield was replaced by buses between Huddersfield and
Barnsley on 23-24 & 30-31 Jul weekends for work on Penistone Viaduct. Sun 25-Fri 29 Jul it only ran
between Huddersfield and Denby Dale, with buses to Barnsley (three trains per hour to Sheffield).
②As part of the TPRU, Fieldhouse Lane bridge at Deighton was to be replaced over 6-7 & 13-14 Aug
weekends. Liverpool to Newcastle and Manchester Airport to Redcar Central services ran via the
Calder Valley line, the latter turning back at Manchester Victoria. All other services were withdrawn
west of Leeds. TPE and Northern must have booked every available spare bus in West Yorkshire!

1896] Stop marks beyond signals: (BLN 1405.1842) A situation similar to Motherwell once existed on
Durham Up P1. It occurred if a Mk4 set was running in reverse formation (Class 91 leading) or being
hauled by a 'Thunderbird'. The signal was at the end of the platform ramp, just before the viaduct.
For all the coaches and doors to be platformed, the loco had to pass the signal, which changed its
aspect from 'proceed' to 'danger'. There was a special local despatch process for this situation. Staff
were, unusually, authorised to dispatch the train against the 'danger' aspect but the Lead Dispatcher
had to confirm that the loco had passed the platform starting signal if it was showing 'danger'. In Nov
2016 NR applied for planning permission to extend P1 by 20m (to 230m) to accommodate Azumas.
They had already received listed building consent as it did not affect the Grade II listed Tudor gothic
style station building, so it was a formality. There would therefore presumably be no problem if Mk4s
ran to Newcastle. Our reporter is unable to comment on Class 373s EMUs at Wakefield Westgate, but
remembers much use of selective door opening, including at Newark, when he worked for LNER.
[This also applied to them at King's Cross, where the doors to the rear three or four coaches were not
available, resulting in, unusually, the coaches nearest the buffers on departure being the emptiest.]

1897] Hartlepool: ①(BLN 1404.1651) At NOT the busiest single platform station on the network,
planning permission has been granted for the new footbridge and reinstatement of Up through P3.
②(BLN 1399.986.3) Points at the south end (69m 41ch) of the long OOU Up Cliff House Loop were
installed on 17 Jul, presumably clipped OOU for later commissioning? The lengthy 1m 51ch passenger
standard loop runs from Stranton Jn (71m 12ch) - with crossover access from bidirectional Hartlepool
P2 - to Seaton Carew Jn (69m 41ch). Its purpose in life is to keep biomass trains from Port of Tyne to
Drax on the move while overtaken by passenger trains - access is 15mph restricted, the loop itself is
25mph and egress 20mph. It is needed for when (if??) Middlesbrough to Newcastle services increase
from hourly to half hourly. The 41ch Down Cliff House Loop from Seaton Carew Jn (69m 41ch) to Cliff
House Jn (70m 02ch) is operational, also to passenger standards, and is 15mph restricted throughout.

1898] York - Scarborough: BLN 1404.1648 reported that from 32m 00ch to 32m 77ch on the Down
line there will be a gap in the proposed line speed increase from 75mph to 90mph. There is a PSR
(Permanent Speed Restriction) of 70/SP80 mph (SP = Sprinter) on the Down line west of Weaverthorpe
box, from 32m 00ch to 32m 20ch. The reason is not track condition but the need to comply with the
maximum available braking distance from the controlled 2-aspect colour light Down distant signal to
the Down home semaphore signal. The distance between them is 1,334 yd on a 1:1430 rising gradient.
Strictly speaking, the 70/SP80 PSR should be from 32m 00ch to 32m 64ch (signal to signal). It seems to
our member reporting this that, if the Down distant signal was to be relocated westwards to extend
the available braking distance to the Down home signal and if the track is fit for 75/SP90 mph (which it
probably is now), 90mph could apply throughout in the future from 29m 40ch through to 35m 40ch.

ABOVE: (Item 1897.2) Up Cliff House Loop - installing points at the south end in the Up Main (right), looking
towards Hartlepool. The 'feathers' on the signal are for Down Cliff House Loop. (DBC train crew.)

BELOW: (Item 1901) Bendor crossing box from the site of the crossing. (Angus McDougall, 7 Apr 2000.)

BELOW: (Item 1901) Bendor crossing gate box when England was still a g
uncomplicated single track (no station) with levers for three worked signals

green and pleasant land. The crossing was on the left - there was just an
s, gate stops and wickets plus two spare. (Kevin Tattersley, 18 May 2022.)

1899] T&W Metro: ❶(BLN 1402.1354) The final 'Metro Flow' project plans to eliminate the single
track bottlenecks on the South Shields line largely match the proposed layout in BLN 1355.1842.3 with
a few differences. The proposed new Bill Quay stop between Pelaw and Hebburn is shown. The facing
crossover west of there, used by the oil trains, is 40kph (25mph) restricted. Prax Jn is the name for
Prax Oil Terminal. How many people will modify its name‽ The facing crossover east of Jarrow* will
be 30kph. The junction trailing crossover (only used by oil trains) and the divergence will be 40kph.
The trailing crossover further east* will be 60 kph. (*Rare crossovers for Metro units to South Shields
weaving to pass an oil train on the 'In Shields' line shunting the terminal - and hopefully for our tours!)
❷(BLN 1404.1644.2) https://bit.ly/3SmR6Mi is a time lapse video of the replacement of Tanners
Bank bridge. ❸(BLN 1367.3640) The driving simulator for the new Stadler units has recently been
installed at the Nexus Learning Centre in South Shields. It enables drivers to learn the new functions
and familiarise themselves with the new control features, gauges, switches and master controller.
The entire Metro network (all 60 stops) is programmed and on high resolution screens. All weather
conditions and potential situations, from snow and high winds to cows on the line, can be thrown at
the driver at the touch of a button. How many flying cows do T&W services have to contend with?
1900] LIDAR: Northern is now installing LIght Detection And Radar (LIDAR) scanners on its 345 trains.
Horizon scanning cameras can detect infrastructure defects, environmental threats and maintenance
issues. The long term national plan is to largely replace NR's New Measurement Trains with equipment
on service trains for more frequent coverage without running special trains. Thermal imaging systems
will also monitor passenger load factors providing accurate information in an emergency. Onboard
CCTV systems will be linked to BT Police to enable officers to tune in to live, high definition footage on
board its trains. [Perhaps they should go further and install Lie Detectors for passengers who claim
they have no money to buy a ticket, have an e-ticket but their mobile phone battery is flat etc etc…]
●Trains will be able to detect rough riding and automatically send in the GPS coordinates.
●External cameras will scan tunnel roofs for loose or projecting bricks.
●Sensors can spot energy saving opportunities, such as station lighting left on during daytime.
●Security incidents/threats to public safety can be monitored in real time by British Transport Police.
1901] Bendor vendor: In Northumberland the signal box, at this former level crossing between Akeld
and Wooler, is for sale as a development opportunity for £150k+. See https://bit.ly/3Sqhy7R with
pictures of the little changed box; planning permission (lapsed) was granted in 2012 for an extension.
It would make a nice country retreat but there is currently no mains electricity, water or drainage.

It is on the former Alnwick to Coldstream line, OG 2 May 1887 north of Wooperton; OP throughout;
OG south of Wooperton 5 Sep 1887. The line CP 22 Sep 1930. Goods traffic closure complex.
Two serious floods breached the line in just over 14 months. On 12 Aug 1948 the first caused loss of a
river bridge between Kirknewton and Mindrum. The line was worked as two freight branches,
Alnwick - Kirknewton from the south and Coldstream - Mindrum from the north. On 25-26 Oct 1949
night, another deluge washed out a river bridge between Ilderton and Wooler, permanently closing
this section. To prevent the isolation of Wooler, Akeld and Kirknewton from the network, British
Railways hastily reinstated Kirknewton to Mindrum, replacing the washed out bridge. It reopened on
an unknown date in Nov 1949. The line was then worked as two separate branches: Alnwick - Ilderton
(CA 2 Mar 1953) and Coldstream - Wooler (CA 29 Mar 1965). [The map is thanks to Dave Cromarty.]

[BLN 1406]

BELOW: (Item 1901) The rather grandiose Akeld station building on 18 Aug 2007.
(Angus McDougall.)

1902] Queensbury Tunnel: (BLNs 1395.455 & 1387.2724) Following refusal of retrospective planning
permission to infill Great Musgrave bridge (BLN 1404.1659), the Queensbury Tunnel Society has urged
Bradford City Council to take enforcement action against National Highways (NH) for partially infilling
the tunnel, using development powers which campaigners claim have been applied unlawfully.
They assert: It undermines public confidence in democratic process when statutory bodies are allowed
to flout their obligations without sanction whilst the less powerful feel the full weight of regulatory
process bear down on them. The law must be seen to apply equally to everyone. The 1.4 mile tunnel is
the centrepiece of a proposal to develop an active travel network connecting Halifax to Bradford and
Keighley. The DfT has committed £1M for technical and feasibility studies but NH has longstanding
plans to abandon it. A 2019 planning application for its abandonment attracted over 7,800 objections.

A new threat has now arisen. The south end of the tunnel opens onto a site which is commercially
valuable because it has planning permission for industrial units. The owner has been contacted by
companies wanting to build such units. He is a supporter of the active travel proposal, so has not yet
agreed to any units, but cannot afford to wait for ever. He has had no contact from Bradford Council
about the proposal and merely legal threats from NH and calls from the police about flooding.

1406 NORTH WEST (John Cameron) [email protected]
1903] :FREE TRAVEL: (1): Passengers between any Greater Manchester heavy rail station and Rochdale
can now travel free to/from the town centre on Metrolink with a valid rail ticket or some local passes.

1904] :FREE TRAVEL: (2); dog ban 'pawsed': From 1 Aug to 31 Oct, for the first time, dogs are allowed
on Metrolink (no ticket needed). Owners must follow safety and cleanliness rules. A survey will help to
decide if this will become permanent. To celebrate local cinemas are showing The Lady and the Tram.

1905] I Was a Signalman Part 17, A day at Thorpes Bridge: (BLN 1402.1372) (Quail 4 p47A Oct 1990)
by Dave Leeming. By now (1989) I thought that I was well settled into the mundane daily grind of the
five signal boxes on my patch. I was conscious that my Miles Platting stay was a temporary one and I
did not expect to be in the area for all that long. Then I was phoned one day by the Block Inspectors.
Will you go and 'have a look' at Thorpes Bridge Junction? This could only be with a view to learning
the box. OK. As I was a rest day relief (RDR) with a regular roster, it was an unexpected development
which I had not anticipated. Thorpes Bridge Junction power signal box (PSB) was not on my roster.

RDRs - especially Class 3 RDRs - were supposed to stay on their rosters; they, and the regular boxmen
who were relieved by them, would usually expect to have their rest days off. The busier signal boxes
involved a lot more work and many of the men - including RDR signalmen - preferred to have their day
of rest each week. Me? I was a 'tiger'! I would work my rest days. Sundays. Twelve Hours. Overtime.
Anywhere! Anything! Everything! A rest day roster was designed so that every regular signalman and
the RDRs would have a day off each week. In summer 1982 the introduction of the 39-hour week for
signalmen threw up a problem in that everyone had an extra hour off each week which needed to be
covered. This was overcome by introducing an extra day off in each eight week period and all the RDR
rosters were extended and amended accordingly. In many cases, this meant creating an extra new
RDR position in the roster as otherwise there would not have been enough bodies to cover the hours.

It was suggested that the general purpose reliefs (GPR) might be utilised but that was ruled out as
impractical because they are there to cover holidays, sickness, eventualities and emergencies. So they
can't be on a regular roster. An attraction of GPR work was the chance of overtime and extra pay!
A downside was that you did not know what would be required from week-to-week, even day-to-day.

The simple expedient of asking the regular boxmen to work the additional rest day (at enhanced pay)
was also suggested. This was ruled out by the unions as not in the spirit of having the extra time off in
the first place. What actually happened was that working rest days continued much as previously but
those who wanted to work them now worked an extra one every eight weeks at time-and-a-half!

Many rest day rosters included days when the RDR had no booked work and he was 'spare'. It was not
a day off and he would have to be contactable - usually at home, or contact the office occasionally to
see if anything had cropped up. I had a spare day so took the opportunity of going to Thorpes Bridge.

This signal box was a Class 'C' like the rest of the Miles Platting 'big boxes'. A relief for that class of box
should be a Class 3. Class 1 and 2 relief signalmen could go to a higher class of signal box if they knew
it, and their pay would be enhanced accordingly on a daily basis. I was already a Class 3 so that made
me no more expensive than the other Class 3s. I guessed that all of the other Class 3s would have
trained at Thorpes Bridge Junction, so why not me? It would have had its own rest day roster - it may
have been a self contained roster - but I was not familiar with how it worked and I had not expected to
ever have anything to do with the place. However, nothing was beyond me!

Interestingly, Thorpes Bridge Junction and its PSB were beside the bridge carrying Thorp Road (no 'e')
over the railway. [The North West, like elsewhere*, has 'previous' in this respect. The 'g' in Bugsworth
was altered to an 'x', Plumbley lost its 'b', the 'g' in Altringham became a 'c' and it is still pronounced
with the 'g' by many of the locals and it is often abbreviated to 'Oltrin'm' - or 'Olty'!) In Worcestershire
Blakedown was originally Bleakdown and as for Whittlesea and Eaglescliffe … we won't go there.]

So, I went to Victoria station to find an ECS to Newton Heath. I was in luck, there was one in P13.
I showed my Duty Pass to the driver and asked if I could ride with him. He said OK so I joined him in
the cab. A 'Duty Pass' was issued to relief staff to enable them to travel by train between their 'home
station' and the 'away station'. It could only be used 'on duty'. It was not allowed for travel between
home and work. Privilege Tickets were not allowed to be used to travel to or from home either!
Their issue to us Miles Platting relief signalmen was academic as there were no convenient trains
between Miles Platting station and any of the boxes on my roster, unless one counted the extremely
sparse service to Park station. It would have been quicker and more convenient to walk that distance!

We 'got the road'. I had hoped that the ECS would go via the Down Goods from Miles Platting to
Thorpes Bridge - we did! Nice! Then we were turned across the junction to Newton Heath Depot.
After stabling the DMU, we went our separate ways. I had to carefully cross the railway, Stopping!
Looking! Listening! Then I found find my way to the steps up to the Rochdale end of the signal box
operating floor - these turned out to be the fire escape, the entrance was less obviously at the rear.

The relief signalman on duty I had worked with previously at Miles Platting, he and the regular man
welcomed me, vitally pointing out the location of the kettle! Then they let me 'get on with it' and ask
questions when I needed to. I suppose the regular men had become used to the place but I did not
find the box to be the most pleasant of places to work. It did not feel like a 'proper' signal box at all.
It was housed in a prefabricated 'portable' building similar to those on building sites but mounted on a
framework which straddled the equipment room. This lower equipment room still survives in use.

I was used to relatively roomy manual boxes. I had been in power boxes like (Manchester) London
Road and Victoria East and found that they usually had plenty of space. [Birmingham New Street
excepted.] I had visited Ashburys East box with a view to applying for a vacancy but found it so
cramped and somewhat claustrophobic that I didn't apply. At Thorpes Bridge Jn there was not a lot of
space around the panel and the S&T Engineers must have found it awkward to work in. It was none
too warm either, despite the heating. This was partly because of the type of structure (thin walls and
poorly insulated) with the proximity of the only single glazed windows. It was a double manned box
and two people passing each other anywhere on the operating floor meant becoming rather intimate.

I spent an interesting few hours gaining the feel of the job and I found it easy enough. I didn't stay to
see the rush hour, or the comings and goings of the Newton Heath ECS. I felt no strong urge to do
anything more there and as I was in a temporary position soon to end, there was no real need to.

Thorpes Bridge was a double junction. It worked to Vitriol Works box, between Moston and Mills Hill
stations on the Rochdale line and Hollinwood on the Oldham (loop) branch. Hollinwood was switched
out most of the time and then the working was to Oldham Mumps box. Thorpes Bridge also worked
to Brewery Sidings in the Miles Platting direction and to Cheetham Hill Junction towards Red Bank.

There was almost no traffic on the Red Bank line by then and the Cheetham Hill signalman must have
spent most of his day waiting for going home time. It was not long after my time that the through line
from Victoria East Jn via Cheetham Hill Jn was taken out of use (from 15 Sep 1998). Most of this route

between Thorpes Bridge Jn and Cheetham Hill Jn was later handed over to Metrolink along with the
reinstated link (originally closed 7 Feb 1966) from Irk Valley Jn. Queens Road Curve was reduced to a
through Engineers' Siding from 19 Aug 1990 and disconnected at Cheetham Hill Jn on 1 Sep 1991 but
was utilised for the first Metrolink Depot where the original Metrolink Control Room was established.

The Good Lines from/to Brewery Sidings were worked by permissive block but there was no indication
of the number of trains in the permissive section so it was vital to keep the train register up to date.

The points and connections to Newton Heath TMD (Traction Maintenance Depot, as then) are much
reduced now; the junction is partly overlooked by the massive Metrolink bridge over the formation.
There is a small group of cabins across the main line from Metrolink and this is where the PSB was.

The previous signal box was a Lancashire & Yorkshire Railway (L&Y) structure with a L&Y frame, which
had been modernised with a London Midland & Scottish Railway 135-lever standard frame when the
Junction was remodelled. On 26 Sep 1987 it was replaced by the PSB in a hurry as this LMS lever frame
suddenly collapsed at one end (hence the 'portable' building). The PSB itself closed from 4 Aug 1998.

The 1987 Thorpes Bridge Jn box had a One Control Switch (OCS) Panel. The route was set by turning
switches - in a group on the desk below the illuminated diagram. They were operated by turning them
through 45o to set the route. The electric circuitry was set up to make sure that all points and crossings
in the route were locked to the correct positions for the safety of the train. When this was done and
proved, it would clear the relevant signal to a proceed aspect. The equipment wasn't concerned if the
route has been set to the required direction - only that everything was locked in place for train safety.
The equipment checked the route being attempted to make sure that no there was no possibility of
conflict or danger that two trains might be signalled towards the same piece of track at the same time.

In addition to the route switches, there was a set of black individual point switches, to operate each
set of points separately from the route setting. They were in two rows on the illuminated diagram as
close to the points which they controlled as possible within the layout and engineering constraints.
However, it would actually have been a challenge to manually set up a route using them.

These switches had three positions: A central one for normal operation when the points were set by
the route switches. To one side locked the points to the normal (N) position and to other locked them
to the reverse (R) position. The 'normal' position of any set of points is usually towards the 'Main Line'
(or straight ahead) and, in a manual box, the relevant lever will be back 'in the frame'. The 'normal'
position of a set of points is shown on the diagram as a solid line with the diverging route as 'broken'.

Operating a switch to 'N' or 'R' moves and locks the points to the switched position preventing a route
being set up unless it is requested through the points via the direction to which they have already
been locked. Conversely, once a route has been set up via the route setting, operating individual point
switches cannot alter the points while a route is set up - but it will prevent any further route setting.

An apparent anomaly at Thorpes Bridge was that, although it was a PSB, it worked absolute block (AB)
to Brewery, Vitriol Works and Hollinwood. There were the modern equivalent of block instruments
incorporated into the panel as push buttons for the bells and lights to act as the block indicators.
Because of the absolute block working, Hollinwood could be 'switched out' at night and at weekends.

Absolute block working in a PSB was not uncommon at that time. Victoria East (also an OCS power
box) worked AB to Victoria West (a miniature lever power frame). Victoria West worked AB to Deal
Street (another miniature lever power frame). No doubt, our members can quote other examples.

Absolute block working meant that adjacent boxes to Thorpes Bridge were not 'fringe' boxes in the
more modern sense. Thorpes Bridges to Cheetham Hill was worked track circuit block, similar to
Collyhurst Street. Almost all of the Thorpes Bridge layout was track circuited to Brewery Sidings and
Cheetham Hill. The 'country' side track circuits ended at the first/last signals from/to Hollinwood box.

All the Thorpes Bridge Junction area signals were controlled colour lights, except one automatic signal
on the Up Cheetham Hill line and the motor-operated semaphore distant signals on the Down Main
from Brewery Sidings. The track circuits towards Vitriol Works ended on the Down line at the overlap

to Thorpes Bridge Jn Signal 23 which was an intermediate block home and started on the Up line at
28R signal 'R' meaning that it was a Repeater signal. [Hopefully there were no dining trains about - Ed.]

How did it all work? For a Down train from Victoria towards Rochdale (the 'main line'), the first thing
to happen was a muffled 'Dung' from somewhere deep down within the cabinet. Press the button.
'DungDungDung–Dung'. 'PressPressPress–Press. Turn the switch to 'line clear'. Go to the Vitriol Works
end. Press the button. Tink'. Send 3–1 and receive 'line clear' light. Go to the desk. Turn the switches
to set the route. The lamps above the relevant signal switches (thus, not on the diagram itself) went
green showing they were 'off'. Even though the display lamps were 'green', it didn't mean the actual
signal displayed a green, only that it showed a 'proceed' aspect and not a red.

'DungDung' from Brewery Sidings. Two red track circuit lights illuminated on the signal box diagram
for each track circuit as it was occupied by the train passing along the track. It approached, went past,
then the lights extinguished after it had passed them. 'PressPress' to Vitriol. The block indicator light
changed to 'train on line'. Turn the switches back to 45o. 'PressPress–Press' to Brewery and turn the
switch to 'line closed'. A couple of minutes later and 'TinkTink–Tink' from Vitriol. I can't remember
how train movements were recorded but I didn't do any that day myself. With experience, one learnt
which bell (different tones) had rung but it took a few days for the information to sink in and become
second nature - especially for a relief signalman who might not go to a particular signal box very often.

With ordinary block Instruments - even the plastic efforts - one can go to the instruments and tap the
bells to find which had rung. This was not possible in an installation like Thorpes Bridge Jn although a
light on the panel associated with the block bells lit to show which had rung. At least Victoria West
had 'proper' bells, 14 of them - eight to East Junction and six to Deal Street. [Campanologists' delight!]

One control switch is simplicity itself as long as you remembered to turn the right switch! Simple
enough on plain track but you had to remember that, at signals guarding diverging points, there could
be several switches; one for each route. The left route was the left switch (in the direction of travel)
and some points could have three or four switches. It was up the signalman to make sure he turned
the correct one. It was really easy to forget and turn the wrong one. They were arranged in a group on
the desk, and not conveniently placed, so that a novice like me could not easily find which one to turn!

I did set a wrong route and the driver phoned up to query it. I told him that I was on my first day of
learning the place and he laughed. Don't tell the relief men! I am a relief man, I replied. He laughed
again and I could almost see him shaking his head! I had already replaced the switch but had to wait
four minutes for the route to 'drop out' before I could let him go - taking rather more care then!

I only went to Thorpes Bridge that once. It was good to have had the experience of briefly working in
an OCS signal box but I didn't feel particularly anxious to work at that particular location. It was always
useful to at least have a feel of what was happening 'next door'. This was especially so for me because
I was interested anyway. It was rare for a signalman not to enjoy a bit of company for an hour or two -
I know I did. There were exceptions of course. Manchester Victoria West signalmen were particularly
and notoriously anti-social for some reason best known to themselves. It was just the opposite at
Victoria East where they would welcome visitors with open arms and encourage you to 'have a go'!

This happened to me at Carlisle PSB during a semi-official ad-hoc visit arranged by our accompanying
block inspector during a BLS Brakevan Special railtour of the area. The lads were delighted to learn
that I was a signalman (it was not me who told them!) and I was escorted to the rather extensive NX
(entrance/exit) panel and told to 'get on with it'... (Now it can be told.) It was quite an experience!

After some months, the temporary RDR job I was covering was made into a permanent post and duly
appeared on the vacancy list. I knew there was an applicant who was senior to me so my application
would not be the winner. I applied anyway because one never knows and it looks good on your record.
I didn't get the job but had to continue for a month while the new relief signalman did his training -
some with me. I worked my last shift at Miles Platting and it was back to my old haunts at Altrincham.

It took but a few days to get back into the swing of things but soon felt as if I had never been away.
The work was the same, the lads were the same and the 'craic' was the same. It felt good to be back.

BELOW: 47497 of Gateshead Depot runs off the Down Cheetham Hill line o
Lime Street to Newcastle (1E99) - probably diverted - at 14.15 on Sun 10 N

onto the Down Main line at Thorpes Bridge Jn with the 12.45 Liverpool
Nov 1985 (Miles Platting and Victoria are off left). (©David A Ingham.)

BELOW: 29 Sep 1982; the previous box, one of the two repeating 1982-dated

d illuminated track diagrams mounted on the block shelf. (©David A Ingham.)

BELOW: 23 May 1987; the same view in colour; this box closed from 26

6 Sep that year - see text - replaced by the PSB. (©David A Ingham.)

BELOW: Sat 23 May 1987, the original box with Thorp (sic) R
Down Oldham line forming the Saturdays only 17.50 Manche

Road bridge above. 150227 runs off the Up Main onto the
ester Victoria to Shaw (2J79) at 17.57. (©David A Ingham.)

BELOW: 11 Jun 1994, the PSB northeast of Thorp Road overbridge, by the Do

own Main, signalmen Ian Done and Steve Wood look out. (©David A Ingham.)

BELOW: The Sep 1978 British Railways London Midland Region one co
See https://www.flickr.com/photos/ingythewin

IMPORTANT: These pictures were taken after Hollinwood signal box had close
right and later). Also the PSB itself had closed when the pictures were taken s

ontrol switch signalling panel on 11 Jun 1994. (©David A Ingham.)
ngy/37918128934/ for detailed information.

ed and the fringe was then Oldham Mumps (hence the white paper bottom
so there was no power to the panel, hence the absence of any lights on it.

BELOW AND FOLLOWING: A series of overlapping close u
https://www.flickr.com/photos/ingythewingy

ups of the panel, (11 Jun 1994, ©David A Ingham) see:
y/38641084741/ for detailed information.

BELOW: See https://www.flickr.com/photos/ingythewingy/2686531

15019/ for detailed information. (11 Jun 1994, ©David A Ingham.)

BELOW: See https://www.flickr.com/photos/ingythewingy/4813074577/ the

e 'Engine Shed' is Newton Heath, of course. (11 Jun 1994, ©David A Ingham.)

BELOW: See https://www.flickr.com/photos/ingythewingy/26

6865304769/ for details. (11 Jun 1994, ©David A Ingham.)

Of course, everyone wanted to know what it was like on the 'other side' and I let them know that it
was the same as 'this side', only different. I had enjoyed being on the Victoria side, the experience had
been invaluable and interesting. However, if I had been successful in securing the permanent job, my
stay would have been relatively short. At that time we did not know the extent of what was to happen
on the Victoria side with the total elimination of the 'big' signal boxes with forthcoming resignalling.
Even the locally controlled powered signalling was superseded. All 'my' signal boxes were taken away
except Baguley Fold Junction and even that was totally resignalled to an Individual Function Switch
Panel with colour lights and power operated points. However, the adventures were not over yet...

1906] Skelmersdale: (BLN 1405.1793) One reason why the DfT has rejected the new branch could well
be that NR wanted more money per mile to build it than the Channel Tunnel and its railway cost.

1907] Trafford Park: DBC's Maritime Transport recently completed a two year £13.5M redevelopment
of Trafford Park Euroterminal. This involved repaving the container park, new container handling
equipment (six heavy duty reach stackers to lift loaded containers and four empty container handlers).
The buildings and security have been upgraded. The 20 acre park can now store 4,000 containers.
A new DBC intermodal service now runs to and from TILBURY2 with one train in each direction MFO.

1908] Old Trafford: A proposed 4.6km cycle and footpath has received cross party support from
Trafford Metropolitan Borough Council. It is along a disused trackbed then Bridgewater Canal towpath
beside the Altrincham Metrolink tram line between the Trafford Bar stop and Britannia Road in Sale.

1909] Mauldeth Road: Up P2 (to Wilmslow) is to be extended from 121m to 146m for 6-car units to
be fully platformed without needing Automatic Selective Door Opening. The extension will be modular
steel with tactile edging and work is planned to take place between Jan and Mar 2023. Similarly…

1910] East Didsbury: Down P1 is being extended from 112m to 150m and Up P2 from 103m to 146m.

1911] Manchester Victoria - Stalybridge: On 20 Jul the Transport Secretary announced that the
government will fund electrification of the line by the middle of the decade (sic), which should be
achievable; work has indeed been underway for months. This is actually nine years late, Victoria and
Guide Bridge to Stalybridge were Phase 5 of North West Electrification for Dec 2016 completion!!

1912] Stockport: ❶From the 11 Dec timetable change, Stockport loses its through services to Salford
Crescent, Bolton, Wigan, Southport, Preston and Blackpool. Hazel Grove to Blackpool North services
will start from the Airport; Alderley Edge to Southport will terminate at Piccadilly or Oxford Road.

❷(BLN 1405.1788) A member and his wife travelled on the 21.41 SSuX Manchester to Nottingham in
Jun; it passes Stockport without stopping and did not (stop!) They were travelling from Hereford to
Sheffield so a Stockport call would have been useful. They asked the very helpful Conductor who said
that the train was originally ECS but had been 'livened' since. It was originally scheduled to run via
Romiley but this conflicted with Northern services, therefore the train had been rerouted to improve
reliability. At the next (presumably Dec) timetable change, a Stockport stop will be added.

1913] Crewe: Extreme heat on 18 Jul caused the P6 surface to warp upwards; part had to be taken
OOU (out of use) pending repairs. The northern section of P1 was also cordoned off and OOU due to a
roof problem. Trains are using P1 but stop further south than usual. Additional extensive scaffolding is
appearing around the station supporting various sections of roof etc giving a very poor impression.

1914] Cheadle Village: (BLN 1405.1786) A member advises that providing a service from the new
station will not be as straightforward as the political announcements sound. The project is proposed
by Stockport Borough Council alone, not in partnership with the train operator, Northern, or with NR.
The local rail user group MCRUA (Mid Cheshire Rail Users Association) has asked Northern how
Cheadle station could be served without impacting the existing train service, which already has long
journey times. The location is on a 75mph stretch of single track line and there are many timetabling
constraints such as junctions and other single line sections. Stockport Council apparently suggested
that lightly used stations on the line (outside Stockport borough!) should have service cuts to allow
their new station to be served. In response Northern have said that it has not yet been demonstrated
how the station can be served and they have declined so far to provide a letter of support for it.

1915] Castlefield Viaduct: (BLN 1406.1789) The long awaited opening of Manchester's first National
Trust property, a linear park on part of the Grade II listed ex-Cheshire Lines Committee viaduct that
gave access to Central station and the Great Northern Railway warehouse on Deansgate, was on Sat
30 Jul. Access is by advance booking only (but see below) and numbers are limited to 100 per day.
So, it wasn't too surprising that, when the first four weeks were released (a day later than advertised),
they sold out in a few hours, much to the annoyance of your reporter who was keeping a close eye on
the situation but missed out. For those interested, the FREE tickets are released every Thursday.

Our member was going into Manchester for another errand on the opening day, so decided to check
out the arrangements and maybe photograph the first group going in at 11.00. When he arrived at
around 10.30, the area around the entrance was deserted with the gates closed and locked, preventing
any view of what was happening inside. After a few minutes, intending visitors started to turn up and,
at around 10.50, a member of staff came out and started checking people in. Although keeping out of
the way, the staff member approached your reporter who explained that he didn't have a ticket but
had just come along to view the opening. She then told him to wait around in case there were any no
shows. At 11.00, after a tense 10 minutes, it was clear that not everyone who had booked had turned
up (always a problem when tickets are free), so your member, along with two others who had turned
up on spec, were invited in - a most unexpected and welcome turn of events. The party wasn't the
very first to enter the site as, at the last minute, three large policemen in uniform turned up to check
out what was going on and, with some amusement, were allowed in ahead for their own private visit!

The site currently occupies around half of the 330m long viaduct. The first section has been cleared of
vegetation but left empty to give an idea of what the viaduct looked like just after closure (no tracks
have been relaid unfortunately!). There then follows a small seating area, before the final part mainly
with large planters containing a variety of plants and colourful flowers. At the end is a glassed fronted
building (called the 'event space'), which appears to be set up to accommodate visiting school parties.
Its rear also has a glass wall with a good view of the undeveloped section of the viaduct.

Despite frequent trams on the adjacent viaduct, the space provides an oasis of calm in the middle of
the city and, in your member's view, is well worth a visit. The current arrangements are intended to
last 12 months, with consultation taking place to decide the long term future but, talking to the staff,
there is every intention of opening up the rest of the viaduct. It is clear that the National Trust regard
this as a flagship project as it signals an intention to make the organisation more accessible by having
additional urban sites. Amending a BLN 1405 typo, this viaduct was actually built in 1892 not 1882.

1916] Glazebrook: On 2 Jul the new station adoption group organised a day of action (no, not strikes),
giving the station a makeover clearing litter and vegetation alongside volunteers from Northern.

1917] Locomotive Storage Limited: LSL has applied for planning permission to demolish one of the
buildings at the former Crewe Diesel Depot and replace it with a new, significantly larger building.
Both the existing and proposed buildings are described as 'locomotive storage units' (sheds to you).

1918] Bamber Bridge bridge: 450yd east of the station, Playing Fields foot crossing (one of the highest
risk in the region for misuse) has recently been replaced by a new £1.4M footbridge. It was identified
that a large number of cyclists used the crossing so channels to wheel bikes in have been provided.

1919] Blea Moor: Estate agent Fisher Hopper is selling No3 Blea Moor Cottages in the Yorkshire Dales
for £300,000. It is a derelict 3-bedroom property requiring extensive renovation and inaccessible by
road. It is a well known landmark beside Blea Moor signal box on the Settle to Carlisle line - now the
most isolated staffed NR box in England. The cottage was built for rail workers by the London, Midland
& Scottish Railway between the world wars. Numbers 1 and 2 were much older cottages, built during
Midland Railway ownership in the 1870s and were demolished along with a lamp hut in the 1950s.
Railway cottages of this vintage are rare; these examples were built because of the inaccessibility by
road, so workers had to live by the line. It can only be reached on foot, by 4x4 vehicle or quad bike.

1920] Preston (1): South end Bay P3c & 4c currently have no seats; passengers for trains to Ormskirk or
Colne have to stand or sit on the concrete platform. Apparently seats and planters are to be provided.

BELOW: (Item 1913) An earthquake on P6 at Crewe perhaps? No it

t was caused by the extreme heat. (John Cameron, 18 Jul 2022.)

BELOW: (Item 1915) Oct 1977, 45 years ago, from Castlefield Viaduct (opened
Deansgate on the then non-passenger line from Ordsall Lane with semaphor
route was intact to Manchester Central (CP 5 May 1969). Agecroft Power Stati

to visitors on Sat 30 Jul 2022). A diverted West Coast service is approaching
re signals. In 1977 the track had been lifted on Castlefield Viaduct but the
ion (closed Mar 1993) is steaming on the horizon - centre. (Ian Mortimer.)

BELOW & TO FOLLOW: Pictures taken during the first public visit to Cas