ason; the 14.10 to Ramsey at Derby Castle terminus, Douglas. (Graeme Easton.)
BELOW: Our IOM members get withdrawal symptoms over the winter; John &
Jenny Williamson were out on 14 Mar too (the Snaefell tracks are bottom left).
BELOW: Ramsey, also on Day 1, driver Andrew Scarffe BEM chats to our loca
al agent George Hobbs by the buffer stops. (Jenny Williamson, 14 Mar 2023.)
NEXT FOUR (Item 777) New Hadley (ex-Halt) looking towards Wolverhampton just before closure in 1985, goodness knows where all those people were going as there was not much habitation there then. BELOW: Thought to have been the last train on the last day - Sat 11 May 1985, (calls were SuX). Closure was from Mon 13 May when the new timetable started. http://bit.ly/3YNZhmX has more photos (E&OE).
ABOVE: A rather empty train towards Shrewsbury calls, thought to be in 1984/85. Few wooden GWR halts were in use still, then. The platforms were staggered with a passenger barrow crossing between them and the shelters had been removed as they were unsafe. This path is typical of access routes to the Halt. BELOW: New Hadley sunset. (All Dave Cromarty - there have to be some advantages to living in Telford!)
777] Telford: Over the 18-19 & 25-26 Mar weekends, NR plans to infill a mine shaft in the Hadley area very close to the line due to the risk of subsidence. Sadly, the whole Shrewsbury to Wolverhampton line is closed then as a result. The location is near the site of New Hadley Halt, opened by the GWR between Oakengates and Wellington on 2 Nov 1934; the 'Halt' was dropped from 6 May 1968. The short wooden platforms (latterly no shelters) were life expired and British Rail could not justify the replacement cost; it CP 13 May 1985. At times Class 47 loco hauled services called (no Selective Door Opening then, of course). The railway in this part of Shropshire was developed in 1849 predominantly to move minerals mined in the area and there are a large number of abandoned mineshafts. 778] Tyseley: Checking Vintage Trains website recently, none of the advertised trips started or finished at their Tyseley Warwick Road station; have they stopped using it again for main line tours? They tend to pick up and set down at New Street, Moor Street or Snow Hill instead now. A money saving tip for readers - booking Vintage Train trips online incurs an exorbitant 10% booking fee - book by telephone (still using a card) to avoid paying this. Perhaps they should change their website host? 779] Longport: (TRACKmaps 4 p42A 2022) On 24 Feb the first Penmaenmawr to Longport train ran, operated by GBRf (they get everywhere these days) with Land Recovery wagons to Longport Lr Colas (sic). By 10 Mar five had run. On 28 Feb there seemed to be some land reclamation activity (but no rail activity) on the west side of the line at the former Chatterley Valley Opencast Disposal Point. According to Realtime Trains etc, trains still also regularly run from Crewe Basford Hall Sorting Sidings Middle to Longport Pinnox Esso Sidings (the original name and purpose of the sidings now used by Land Recovery and also the name shown on the Sectional Appendix; TRACKmaps has 'Land Recovery'). 780] Uttoxeter - Stoke Jn: The line was closed for Sun 5- Sun 12 Mar inclusive for £2M of work to relay the track through the 814yd Meir Tunnel (3m 12ch - 3m 49ch) between Longton and Blythe Bridge. NR said that the track between these stations had not had any major work since 1968. Several years ago, in the days of the Strategic Freight Network initiative, there was an intention to interlace or single the double tracks through the tunnel to allow full sized containers to be accommodated. The Derby to Stoke line could then be used as a diversion for the Leicester to Nuneaton route and provide access between East Midlands Gateway (and the future Stanton Park) and the West Coast Main Line. An incidental discovery from this was that the Derby to Crewe service is still not hourly, with gaps from Derby between 10.43 and 12.43 and, more seriously, 15.43 and 17.42. The latter is plugged by a bus (SSuX 12 Dec 2022 to 19 May 2023) at 16.45 from Derby nonstop to Stoke (only) arr 18.17. In the opposite direction, the gaps from Stoke are 07.28 to 09.31, 12.31 to 14.21 and 17.31 to 19.31 with no buses. Ironically, on Sundays the service is hourly but doesn't start until 14.30. In the May timetable, all the gaps remain but the unidirectional non-stop 16.45 SSuX Derby to Stoke bus is not (yet) shown. 1420 ISLE OF MAN (Graeme Easton) [email protected] 781] Electric Railway: ①Some wire had been missing for a while on the landside line between Poles 869 (17m 13ch) and 871, where it crosses the A2 road by Ballure Viaduct. It was probably snagged by a passing lorry after last season ended and removed for safety. The missing wire was re-installed on the morning of Wed 23 Feb using Car 33 and the wirecar (N o 52). E-BLN 1419.X23 has a photograph of this. This came as a relief to our local agent who has visions of trams coasting (but it wasn't the coast line). ②When the trams are not used in winter, the motors tend to accumulate damp and moisture. Before the season starts, they are run at slow speed to Laxey and back three times, running on low speed series points. Once the heat from the motors has dried out the damp, they can be 'crossed over' into parallel for higher voltage and speed. To date, Cars 2, 5, 9, 20, 21 and 22 have been noted 'drying out'. This essential task is carried out before each season to avoid putting a dampener on proceedings. 782] Steam Railway: ❶On Tue 7 Mar a mixed train ran from Douglas to Port Erin hauled by N o 11 'Maitland', consisting of Pairs coaches F54, F62 & F63, bogie flat F57, open wagon H1 and coach F45. A complex series of shunting movements using Simplex 25 'Betsy' saw H1 put in Port Erin museum. F57, which carried old sleepers for fire lighting, was shunted into the engine shed. F54, F62 and F45 were placed in the carriage shed to form the first service of the season from Port Erin on Fri 10 Mar. Finally, F63 returned to Douglas with F9 and F49, which had been taken out of the carriage shed.
When it opened in 1873, the IOM Railway (IMR) used 4-wheeled coaches; 52 were built. The IMR started using bogie coaches in 1876. From 1887 onwards, the 4-wheelers were close coupled in pairs to simplify shunting. From 1909 to 1926 the IMR bought 26 bogie underframes from the Metropolitan Carriage & Wagon Company and mounted a pair of 4-wheeler bodies on each. The two bodies weren't quite as long as the underframe so there was a small gap between them. This collected much dirt and rubbish, so it was soon decided to board over the gap. By the 1950s few were still used in regular traffic, although two rakes were kept for school trains. With their bodies dating back to 1873-1874, all were withdrawn by the 1970s. Many were scrapped and several of the underframes were sold on to the Ffestiniog Railway and were used under coaches or as wagons. Some coaches were stored on the Island. F54 was restored (rebuilt to be accurate) in 1999, while F62 was restored in 2021 by Stanegate Restorations (who also did F63). It has recently returned to the Island and will hopefully enter service soon (F63 was in the 7 Mar train to accumulate mileage). F66, F67 & F74 are now stored on the IOM and F75 (which includes A12, the original Directors' Saloon) is in Port Erin museum. F68 is owned by the Rampton Trust. QUESTION: Prior to 7 Mar, when was the last time a train with three Pairs Coaches arrived in Port Erin? Probably the 1950s, possibly earlier. To date, we haven't found the answer. ❷The 150th season started on Fri 10 Mar; heavy (for the IOM!) overnight snow caused the morning services to be cancelled, so the season started with the 13.50 from Douglas with 'Maitland' and 14.00 from Port Erin with 'Loch'. Patronage was good, helped by the schools being closed. Unfortunately for photos, most lineside snow had disappeared by the time the trains ran. The 14.00 from Port Erin and 15.50 return carried John Elkin's headboard (BLN 1419.647), celebrating his life driving on the railway. https://youtu.be/5u9U3hW6-sQ is a great 8½ min video of the first day with snow, sun and blue sky. ❸Over the winter Ballastrang Crossing, between Santon and Ballasalla, 6m 37ch from Douglas, has been automated. It was the final traditional manual crossing on the steam railway and the delay was due to objections from the local farmer. The crossing is now an Automatic Barrier Crossing, locally monitored like the others with single barriers as it is a small road - not much more than a farm track. 783] Fares: IOM Transport used to sell Resident's tickets with unlimited travel for a season. When the Go Cards were introduced, the equivalent ticket was no longer restricted to residents and was good value for people spending a few weeks each year on the railways. In an unexpected move, while the tickets have gone up this year, there is now a discount for IOM residents, making them cheaper than in 2022! The Go Platinum Card covering the Steam Railway, Electric Railway, Snaefell Mountain Railway and Douglas Bay Horse Tramway was £75 for 12 months last year. It is now £70 for Residents and £89 for Non Residents (or £70 just for the Steam Railway or just the MER and Mountain Railway), with similar changes for the other tickets. The 12 month Go Platinum bus only card is £800, or for £880 rail travel and admission to all Manx National Heritage sites can be added. See: http://bit.ly/3mIxNSf 1420 IRELAND (Martin Baumann) [email protected] 784] Macmine: (BLN 1419.658) On 1 Sep 1963, the six specials from Waterford to Dublin via New Ross re-engined each way at Macmine Junction (83m 30ch) between Enniscorthy and Wexford, as they had to reverse there. The branch junction faced towards Rosslare and, with the trains half hourly, this was the most efficient method. The junction site is on TRACKmaps May 2019 BLS special edition and Quail 6 2004, both at p15F; mileage here is from the former Dublin Harcourt Street station. 785] iLink: (BLN 1397.802) From 6 Mar it costs £1 for this Translink smart travelcard to be posted if ordered online; previously this was free. This matches the initial £1 charge made at booking offices. 786] Donegall Quay Loop: (BLN 1411.2544) This loop, in the single track section over Dargan Bridge/ Viaduct, runs from 114m 15ch to 114m 31ch between Belfast Lanyon Place and Yorkgate. On 10 Mar part of the rarely used loop was noticed to have been lifted at the Belfast end, though not the points. 787] Cullybackey: (BLN 1417.384) Works were completed on time except that the Coleraine end of the platform was NOT shortened (as then). Thus, the station is only 1ch nearer to Ballymena, not 2ch. 788] Antrim to Lisburn: Translink has requested funds for a feasibility study into passenger reopening; the line runs close to Belfast International Airport. At least some consultants will benefit financially.
BELOW: (Item 787) From the end of Cullybackey platform extension towards Col on the old section. NEXT: The new manually controlled (from Coleraine) barrier
leraine, the new yellow line and tactile paving does not match the original ahead s with mixed messages on mileage/metre-age. (Martin Baumann, 25 Feb 2023.)
BELOW: (Item 789) Londonderry station, the replica war memorial. (Martin Baumann, 3 Mar 2023.)
PREVIOUS: (Item 795) Dalmally signal box. BELOW: The fine stati NEXT: Dalmally station and Ben Lui (3,708ft), looking east towards Glasgo
on building that you can stay in. (All Greg Beecroft, 25 Feb 2023.) ow. Milepost 47 at this end of the platform is the distance from Callander.
789] Londonderry: A replica of the original Great Northern Railway (Ireland) - GNRI - war memorial, that was at Great Victoria Street until 1976, was unveiled at Londonderry on 1 Mar. It commemorates 87 GNRI employees killed in WWI and seven in WWII. The majority of the latter served in the RAF. 790] Londonderry line: Translink has reportedly secured funding to upgrade Castlerock (67m 40ch) to Eglington (87m 58ch) to 90 mph and to negate this, possibly build new stations at Strathfoyle, about four miles northeast of Londonderry station, and in the City of Derry Airport (86m 33ch)/Greysteel (to the east) area. A complete closure is alleged (Aug 2025 until Jul 2026). With the right machinery, as used in Germany, track can be relaid at the rate of 500m an hour, so the work could take a few weeks. 791] Single Line Working: On Sat 11 Mar this was operated over the Down Line from Sallins & Naas facing crossover to the trailing Hazelhatch Emergency Crossover (10m 48ch), both very interesting. 792] It's a long way to Tipperary Loop! (BLN 1418.507) The Suir Lee Knot tour http://bit.ly/40Ns6SE on Sat 15 Apr is filling well (Cork 10.00/19.13 and Limerick Junction 11.06/17.47). The very rarely used bidirectional Tipperary Loop has been requested on the outward run. It has no booked services and non-passenger trains generally use the bidirectional platform road as well, so it should be a very rare move. The tour is booked for a 4-car 2600 class railcar, the first to Waterford for well over 10 years. 1420 SCOTLAND (Greg Beecroft) [email protected] 793] IBM: From 9 Dec 2018 passenger trains ceased calling at IBM (Wemyss Bay branch, 5m 22ch), with the station officially regarded as being out of use, rather than closed. This was welcomed locally. It speeded up trains to Inverkip and helped prevent anti-social behaviour at the station and former IBM (International Business Machines) factory site. The station may return to use, with a new purpose. In Mar 2022 Inverclyde Council granted planning permission for a mixed use development, including 270 homes, on the factory site. The number of homes was significantly fewer than the landowners had applied for and they said the reduction made the project uneconomic. A year later, the Council has varied the planning permission to allow up to 450 homes, making it likely that the development will proceed. The planning permission has many conditions, including the developers having to produce a public transport strategy, to be approved by the Council and Transport Scotland. It must include rail services at IBM, with Park & Ride facilities. This will be of particular benefit to residents of Inverkip. The village has expanded significantly in recent years and planning permission has been granted for a large housing development on the former power station site but the station has just eight parking spaces. Traffic may also be gained from Branchton, with 16 parking spaces. The development is expected to be phased over ten years, so it may be some time before trains resume stopping at IBM. zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 794] Caledonian Sleeper: As expected, Caledonian Sleeper will be operated by a subsidiary of Scottish Rail Holdings Ltd, the Scottish operator of last resort, from 25 Jun 2023. Serco and Transport Scotland have failed to agree commercial terms for extension of the current contract. zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 795] Dalmally: The section of the Callander & Oban Railway (C&OR) from Tyndrum to Dalmally OP 1 May 1877 and the final part to Oban OP 1 Jul 1880. In both cases the line OG a few weeks earlier. With the station serving temporarily as a terminus for three years, a small, stone engine shed and turntable were provided on the Down side at Dalmally. The goods yard was on the Up side. The engine shed did not close until 1930 and was later demolished. The goods yard CG 3 May 1965. Like other stations on the line, Dalmally was provided with a timber station building. Unfortunately, it burned down on 16 Nov 1898, sadly causing the death of a passenger who attempted to fight the fire. The line was worked by the Caledonian Railway but the C&OR remained a separate company until 1923, so had to provide a new station building. All other C&OR stations had timber buildings but the replacement was much more substantial. It is likely something better than usual was considered to be necessary at Dalmally as the station was used regularly by the Duke of Argyll and visitors to his home, Inveraray Castle. One of the rooms in the replacement building is said to have been the Duke's waiting room. The 8 th Duke, a Liberal politician who held the title from 1847 until 1900, kept the railway at a distance and defeated a proposal in 1897 for a branch from Dalmally to Inveraray. It would have been an awesome railway, crossing the mountains between Loch Awe and Loch Fyne but was kippered.
The station building (Up P1) is of red sandstone with a slated roof. It is mostly single storey but with an upper floor at the west end - the Station Master's house. Some alterations, made to the building in the 1930s, resulted in a plain gable at its west end. This contrasts with the original crowstepped gables, characteristic of Scottish stone buildings, on the east elevations of both floors. The platform canopy, attached to the building and supported on cast iron columns, survives. The 1896 signal box remains on the Glasgow end of P1, disused since Radio Electronic Token Block signalling was introduced between Helensburgh and Oban on 27 Mar 1988. The station passing loop can take 645 ft (30 SLUs - Standard Length Units = 21ft) an engineer's siding at the Glasgow (east) end of the Up side has a 'shut in' facility. The small timber building on Down P2, which included a waiting room and a refreshment room, was demolished in 1969. There is just a modern waiting shelter now. Access to the Down platform is by a foot crossing. The loop has 15mph points each end and is unidirectional so both platforms are used. LEFT: Office of Rail and Road annual passenger figures for Dalmally, have varied significantly in recent years. If these are to be believed, use of the station has doubled from 6,588 journeys in 2018-19 to 13,132 in 2021-22. The fluctuation is mainly because the estimated number of journeys by season ticket holders has varied widely. Most, if not all, season tickets are used by pupils to/from secondary school in Oban. They began using trains in May 2014, when the 16.11 Oban to 7was put on, providing a convenient journey home. The 05.20 from Glasgow gives a suitable arrival in Oban at 08.35. Until 2013-14 no season tickets were recorded most years which suggests a problem with data gathering or analysis. One pupil would make up to 380 single journeys in an academic year. The station has been unstaffed since 1988 and the building is now used as an artist's studio and for holiday lettings https://tinyurl.com/2p8dv5h5 (very handy for those on the train). The station building and signal box were listed Category 'C' in 1993. One other C&OR station building survives; a small timber structure at Loch Tay, the extreme end of the Killin branch and more typical of the railway. ABOVE: 25'' to the mile OS map of Dalmally station in 1897 with the original building, turntable and engine shed from when it was a terminus. Glasgow, east, to the right and Oban, west, to the left. 796] From the bush telegraph: (BLN 1419.617) At the end of 2022, there were still 1,150 telegraph poles in use on the Aberdeen to Inverness line. They were operational and all on the north (Down) side of the line, from just north of Inverurie to about 2 miles east of Forres, with some gaps, including at Huntly, Keith and Elgin. 195 poles are due to go, mainly because they are rotten where they enter the ground. Before Feb 2020 resignalling, a run of 13 poles was in use at Reedham which had many crossbars; another late section was between Brandon and Wymondham before 2012 resignalling. 797] Edinburgh Trams: (BLN 1419.665) At 20.00 on Mon 13 Mar the first slow speed trial run of a tram began on the Newhaven extension. More details and a video of the event: http://bit.ly/3ZMWs6Q Year Total Seasons 2014-15 8,338 2,142. 2015-16 6,802 948. 2016-17 5,618 50. 2017-18 7,470 782. 2018-19 6,588 930. 2019-20 6,524 Covid. 2020-21 12,996 12,046. 2021-22 13,132 8,944.
BELOW: (Item 798) The single track fenced off Westfield Viaduct - see ma
ap - looking northwest towards Blackston Jn. (Greg Beecroft, 3 Mar 2023.)
798] Westfield Viaduct: (ABOVE: Map thanks to Dave Cromarty.) National Highways has renovated Westfield Viaduct, near Bathgate. It spans the Avon Valley with 12 principal arches and a pair of small ones each end. It is built of stone, with brick arch soffits, is 222 yards long and was listed Category 'B' in 1974. The recent work, which included waterproofing the deck and masonry repairs, cost £2.0M and took 18 months. Bats live in the viaduct, so there are 19 bat bricks for them to access the interior of the structure. Six bat tubes and two bat boxes, which are roosting sites, were also installed. The viaduct was built between 1854 and 1855 to carry the Monklands Railway from Blackston Jn to Bathgate and Cowdenhead (map). It OG 11 Jun 1855. Blackston Jn to Bathgate (later Bathgate Lower) OP 1 Mar 1856 without Board of Trade approval. It was soon closed and ROP with approval 7 Jul 1856. It CP 1 May 1930, together with much of the Monklands network. Avonbridge to Westfield Paper Mill via Blackston Jn, including Westfield Viaduct, CG 28 Dec 1964 and the rest of the line to Bathgate Lower CG 1 May 1967. https://tinyurl.com/myksuaux has much extra information about the railway history of the Bathgate area; a downloadable document, it is original research by Richard Maund. Westfield station building, altered and now used as a house, remains just south of the viaduct. 799] Saturdays: Now the busiest day of the week, there will be four trains an hour (4tph) between Glasgow Queen Street (high level)* and Edinburgh on Saturdays from 27 May. It is desired to avoid engineering work on Saturdays; trials are to be carried out with Sunday and Monday possessions, now the quietest days of the week. [*There are also 2tph from Queen Street (low level) via Bathgate from/to Helensburgh; the planned extra 2tph from/to Milngavie don't run.] It is worth noting that the Glasgow Central - Shotts - Edinburgh service is now (and continues to be) 1tph off-peak, with loss of the semi-fast services post-Covid. Also, at Glasgow Central CrossCountry is down to one train a day to/from Plymouth via Carstairs (normally but not calling) and Edinburgh SuX with a balancing service from/to Edinburgh and an ECS. ScotRail runs 6 trains a day SuX via Carstairs (normally) from Glasgow Central to Edinburgh and 7 the other way. Both these services were much more frequent pre-Covid, alternating 2-hourly to provide 1tph. There are morning ScotRail commuter trains from Carstairs. 800] Kings Park: (TRACKmaps 1 P7R 2021) Cathcart East Jn trailing crossover was in short notice use all day Sun 5 Mar. The Wednesday before, a retaining wall between Queens Park and Crosshill was found to be leaning towards the railway. A Saturday night to Monday morning possession was arranged, so that the wall could be demolished and the retained soil removed. Trains ran via Langside, non-stop between Glasgow Central and Kings Park. Neilston trains ran hourly, instead of half-hourly, and reversed in P2 at Kings Park; this is a fully signalled move. Passengers on Neilston trains could board and alight at Kings Park to connect with buses to and from Glasgow Central via Mount Florida.
801] Carstairs: (BLN 1417.390) All lines through Carstairs, including the South Curve, were closed from 4 to 19 Mar for remodelling. Avanti operated a limited service between Glasgow Central and Carlisle via Dumfries, with Class 221 DMUs. The only through trains south of Carlisle were 05.11 SSuX/05.38 SO Glasgow Central to London Euston and 06.05 SSuX/06.07 SO Birmingham New Street to Glasgow Central. Curiously, the trains terminating and starting at Carlisle were Class 2, despite being non-stop. Most trains that normally run between London and Glasgow via Birmingham did not operate north of Preston. The now meagre CrossCountry services were diverted via Shotts. TPE turned back at Carlisle from the south. Glasgow Central seemed eerily quiet during this period. SSuX from 20 Mar, trains are able to run between Carlisle and Edinburgh via Carstairs South Curve. Until 21 Apr, Avanti services to and from Glasgow Central are diverted via Midcalder Jn, where they reverse on the Down line. Most trains via Birmingham continue to terminate and start at Preston, so the Glasgow service is hourly. Avanti runs via Dumfries at weekends but on 9 & 23 Apr there are no trains between Glasgow and Carlisle due to work between Dumfries and Carlisle. CrossCountry run via Shotts but TPE resumes between Carlisle and Edinburgh SSuX. Freight mostly runs via Dumfries, as it has since 4 Mar. From 24 Apr Avanti, TPE and freight trains are due to run via the new main lines through Carstairs, avoiding the area around the platforms and on the north side of the station, where work continues. No trains call at Carstairs from 4 Mar until 28 May inclusive. Most ScotRail trains via Carstairs are cancelled, with a few rerouted via Shotts. A rail replacement bus runs between Fauldhouse and Carstairs calling at Carluke, with ticket acceptance on Stuarts Coaches between Carstairs and Lanark. Online schedules do not yet reflect the Law Jn to Motherwell block (1-9 May) for a new underbridge to be rolled into position near Shieldmuir. Normal service via Carstairs should resume on 5 Jun. 802] Glasgow Central: Taking advantage of the reduced services due to track alterations at Carstairs, Glasgow Central P1 is closed from 4 Mar until 12 May. All the sleepers will be replaced, the coping stones adjusted to reduce the gap between the train and the platform edge and the tactile paving refurbished. P1 is used principally by Avanti West Coast services and the opportunity for an extended closure arises with the reduced timetable. If the work had been carried out during normal engineering access hours, it would have taken four years and cost much more than the present £1.2M project. 803] Levenmouth: Construction of Leven terminus has started with passive provision to reinstate a freight line to Methil Docks in future. Discussions continue with Diageo about the potential movement of whisky by rail from their Global Supply Centre at Leven. It is envisaged that track laying to the station will be completed in August. Sleepers and ballast come from a stockpile at Thornton Yard, so ballast from Ravenstruther (BLN 1399.1054) has now ceased. The last train ran on 16 Sep 2022, since when there has been no regular use of the line between Alloa and Charlestown Jn (Dunfermline). Ravenstruther is now regularly dispatching ballast for NR use to Carlisle New Yard and Longport, the trains being worked by Colas. Rail for the Leven branch arrives by train roughly every two months. 804] Signalling Scotland's system: It was intended that railways in Scotland would be signalled from just a few Regional Operating Centres. In light of experience with those already in use, there is to be a change to a larger number of smaller centres. This improves resilience and business continuity. During the Covid pandemic, infection control was difficult with a large number of signallers working together. If fire, flood or other damage affects a Rail Operating Centre, trains are brought to a stand over a very wide area. In the case of West of Scotland Signalling Centre, this covers Glasgow Central to Dalrymple Jn, Largs, Wemyss Bay, Gourock, Neilston, Barrhead, Larkhall, Lanark, Quintinshill (excl), Auchengray (between Carstairs and Kirknewton), Fauldhouse and Gartsherrie South Jn. Even the fire alarm sounding accidentally can be very disruptive. It takes up to two years to train a signaller to be able to operate all areas of a ROC but training for smaller centres can be completed much sooner. There are social benefits in providing skilled employment away from the main centres of population. The first use of Luminate traffic management in Scotland is to be at Edinburgh Signalling Centre. This computerised system helps manage the network and crew diagrams efficiently and recover the regular service in disruption. It is already used on sections of the Great Eastern and Great Western main lines.
BELOW: (Item 800) The 16.23 Glasgow Central to Neilston has reversed in Kings P crossover and the lit route indicator shows it is set for Cathcart West Jn - it w
Park P2. The 'proceed' aspect shows the route is set over Cathcart East Jn trailing would not be illuminated for Cathcart North Jn. (Greg Beecroft, 5 Mar 2023.)
BELOW: (Item 800) The Orange Army fighting The Battle of the Bulge (in th
hat wall) between Queens Park and Crosshill. (Network Rail, 5 Mar 2023.)
BELOW: (Item 801) Voyagers 221110+221108 at Glasgow Central P1 with
the 15.53 to Carlisle, non-stop via Dumfries (Greg Beecroft, 8 Mar 2023.)
805] Ayr Station Hotel: (BLN 1415.147) At its 1 Mar 2023 meeting, South Ayrshire Council agreed to allocate a further £0.5M for scaffolding and sheeting at the hotel building until the end of Sep 2023. An external expert will also be appointed to support the development of a programme of works for the demolition of the southern wing of the building. Funding for the demolition is being sought, with the Council seeking support from Transport Scotland. A special meeting of the Council is to be held in September to consider costed options for further action. It was reported that the Council is taking action to recover costs from the Malayan owner of the building through both British and Malaysian legal processes. The Council remains open to dealing with anyone with a costed and funded proposal. It was noted that in Nov 2022 a developer had expressed interest in the building but concluded that the project was unaffordable. Ayr Station Hotel Community Action Group continues to campaign for retention and renovation of the building and has been pressing the Council to compulsorily purchase it. However, the Council has no wish to own the building. The Action Group has asked the Council for access to the building for surveys but was advised that they need to seek permission from the owner. 806] Dundee: The 05.34 SSuX Aberdeen to Glasgow Queen Street arrives Dundee via the Up Through line. This is because the 06.38 arrival from Arbroath is stood at the north end of P1, waiting to depart ECS to Perth at 07.00. The Arbroath train departs for Dundee sidings at 06.40 SO, so the Aberdeen train can run directly into P1, as others do. A second rare move follows. The 07.12 SuX Dundee to Queen Street is formed of a unit that is detached from the rear of the 06.39 Perth to Arbroath service. It departs from P4 (Down Platform line) and uses the trailing crossover west of Dundee Central Jn. …….. 1420 WALES & THE MARCHES (Chris Parker) [email protected] 807] Pantyffynnon: (BLN 1414.2951) The 'temporary' stop block on the Garnant Branch to GCG was due to be installed by 6 Mar but NR has relented slightly by locating it at 10m 30ch. The branch length is therefore extended to 26ch so that a Road Rail Access Point at 10m 25ch will still be available. 808] Hereford: The local press recently published a proposal for a Hereford Parkway station, in the southeast of the city at Rotherwas. It would be near the site of the huge Royal Ordnance Factory there and the former Rotherwas Jn for the Ross-on-Wye and Gloucester line (CP 2 Nov 1964). The proposal looks serious - or at least more serious than the suggestion 12 years ago. That was a tramway from Belmont on the southwest side of Hereford up past Barton, round the Brecon Curve, down past Barrs Court and on to Rotherwas and Holme Lacy using the aforesaid former Gloucester line. That idea was partly because someone learned that at that time there might be second hand trams available from Manchester! Also, this was a response to the city's horrible traffic issues with only one road bridge over the River Wye and its access includes the notorious Belmont Island with some 130 traffic lights. Hereford is possibly the largest place in the UK without a bypass, as agreement has never been reached on a suitable route; the latest plans were dropped in 2021. It is thought that a station has been proposed at Rotherwas before and there are also proposals for a rural transport hub 13 miles south at Pontrilas (BLN 1406.1978). An early 21st century edition of the OS Explorer map mistakenly showed Tram Inn station, a mere 5½ miles south, as actually reopened, but that's another story… 809] Elan Valley Railway: (BLN 1415.258) With favourable weather, rock stabilisation at Devil's Gulch was completed ahead of (revised) schedule and the cutting trackbed path reopened on 24 Feb. 810] Rhymney: (BLNs 1347.749 & 1418.524) BLN 1347 gives another reason for OHLE not to extend beyond Bargoed, Western Power's supply issues at Rhymney. However, it is to be installed above the platform line and stabling sidings there to recharge tram train batteries sufficiently to reach Bargoed. Amending BLN 1418, on the Rhymney to Pontlottyn section, Rhymney station to Rhymney Viaduct box (54ch) had been double. 13ch south of the station was Rhymney Yard (formerly N o 2) box, which closed 22 Nov 1936 when the section to Rhymney Viaduct box was singled. Rhymney station area to the site of the Yard box was singled when Rhymney box closed 28 May 1972. Rhymney Viaduct box to Pontlottyn Station box was indeed always single. The latter box closed 9 Nov 1970 when the section to Bargoed North Jn was singled (the Down line from New Tredegar Jn through Tir-phil to Bargoed North Jn was retained to serve the McLaren Colliery Dump line until 12 Sep 1976 - BLN 1225.211).
811] Cardiff Queen Street - Radyr: (BLNs 1413.2826 & 1419.680) Confirmation that OHLE has - or rather had - been installed from Radyr towards Llandaf but fortunately not yet energised, is provided by a serious incident reported by a soon to be migrated signaller at 05.33 on 24 Feb. The 05.13 ECS Canton to Aberdare hit something with a loud bang just north of Llandaf station and came to a stand at around 5m 00ch (32ch before Radyr) with cable wrapped around the front of the DMU and ripped into fibreglass bodywork sections with fuel leaking from beneath. The line was blocked and train crews had to be taxied to Pontypridd to work trains stabled there. Some services, particularly during the morning peak, were diverted via Ninian Park but most were cancelled throughout and the Coryton to Radyr 'City Line' service was also suspended until the late evening. [It doesn't take much.] Knock on effects were delays on the Rhymney, Penarth and Barry lines with some cancellations on the last two. There was much slack cable and damaged OHLE registry arms; about 15 masts were affected. It could have been much worse; the fuel leak was limited to 3 to 4 litres and fortunately did not ignite or enter watercourses. Following removal of the loose cable, the line ROP with the 15.35 Cardiff Central to Treherbert. The cause was attempted cable theft;in retrospect, perhaps energisation would have been a good idea! On Thu 2 Mar the Up line was wired between Cathays and Llandaf but not the Down. Amending BLN 1419, Radyr Junction box opened 11 May 1998 and the present Abercynon box on 30 May 2008; 2011 is merely the revision date of the Signalling Record Society's register which records them as (still) open then! Abercynon has no panel but a WestCAD Workstation. BLN 1344.335 and our website Fixture Reports have a detailed account of the Society visit to both boxes on 12 Dec 2019. 812] Dowlais 1973: (BLN 1417.401; maps e-BLN 1371.608) On the evidence of a 1969 visit, Martin Connop Price's brakevan trip must have turned left off the Cae Harris line at Dowlais Jn (22m 17ch) and taken the Furnace Tops branch to a rounding loop at a former colliery site beyond Zig Zag Lines Jn where internal locos took over. All other possible routes were lifted, blocked or closed in 1969. 813] Class 175 enhanced underfloor heating: The declining availability of these units has been made worse by the recurrence of a problem not unknown in their early days and during 2017-19: underfloor fires underframe thermal incidents. 175008 caused disruption to several services after being halted for this reason near Rossett (between Chester and Wrexham) on the morning of 8 Feb. On 22 Feb 175101 on the 16.06 Carmarthen to Manchester had to be evacuated at Wilmslow station and the fire service called. A week later, on 1 Mar, four fire engines were again called to Wilmslow station because of smoke emerging from beneath 175007 on the 06.29 Crewe to Manchester. Passengers were safely evacuated; two sets of breathing apparatus, a hose reel jet and a dry powder extinguisher were used in putting out the fire. Crews were on site till 09.30; meanwhile, some services were diverted via Styal. 'Mechanical' causes were blamed and an 'enhanced maintenance' programme (intensive cleaning, according to Rail Business UK) was carried out at Chester depot. On 2 Mar all class members yet to be subjected to it were withdrawn, causing an odd mix of knock on effects that day and the next few, not the usual suspects. Birmingham International services terminated short at Wolverhampton except the first and last, Treherbert had 1tph to/from Pontypridd instead of 2tph to/from Cardiff Central. All Milford Haven and Fishguard Harbour services were cancelled throughout! The last two each had a Carmarthen shuttle service on 4 Mar; the normal schedule resumed from 6 Mar operated by Classes 150 and 153. Many long distance services were also being worked by 150s. On 10 Mar Birmingham International workings resumed fully; Treherbert to Cardiff Central through trains also resumed with several cancellations. No doubt the 'rollout' of new Class 197 units at Chester was also hindered. Previous fires (E&OE): ●2004 at Preston (175008) ●2009 at Prestatyn ●2011 at Manchester Piccadilly ●2017 at Shrewsbury (175109) and between Chester and Crewe ●2018 at Deganwy (21 Apr; 175107 - BLN 1315.2274) ●2019 near Pontrilas (15 Feb; 175107 - BLN 1324.624) and at Gowerton (175102). 814] Craven Arms signallers sent to Coventry? (BLN 1414.2952) The 'Token Huts' (NR term), one on each platform at Craven Arms, were to be operational from 22.00 on Sun 12 Mar. (Deferred - date to be advised.) The previous Craven Arms to Knighton token instrument will be recovered from Craven Arms signal box and thereafter all train crew communication is to be with Pantyffynnon signal box.
815] Gaer Jn/Ebbw Jn - Ebbw Vale Town: (BLN 1415.162) Further total blockades were/are scheduled for 4 & 5, 25-30 Mar and 23-30 Apr (all inclusive). These enable platform construction at Newbridge and Llanhilleth to continue, installation of a 'fully accessible' footbridge at Llanhilleth to begin, 'substantial' track work between Crosskeys and Crumlin with continuing signalling work. However, our keen local member from Fort William reports that a few weeks ago there was no sign of preparations for resignalling at Park Jn. More closures are planned for Wed 24 May - Sun 11 Jun, on Sun 21 May and Sun 18 Jun - Sun 16 Jul (all inclusive). As before, dedicated rail replacement services run from/to Cardiff Central only; the few Newport passengers can use certain normal bus services with rail tickets. On Sat 11 Mar Vintage Trains South Wales Explorer to Cwmbargoed turned on the Park Jn triangle. 816] Swansea District line: From 11 Mar until 18 Dec NR advises train staff to take all precautions to prevent passengers from leaning out of windows (where this is possible) on both Up and Down lines when crossing Neath Swing Bridge (or River Viaduct - here we go again!) from 207m 61 to 67ch. This is because of restricted clearances on span four with temporary scaffolding in place during maintenance. Fortunately few trains with opening windows are likely to use the line! 817] Recommended viewing: How to fix a Railway is a one hour TV documentary reviewing progress with the TfW investment programme during a difficult transitional period. Broadcast on BBC Wales on 7 Mar, it is on BBC iPlayer until Feb 2024. Filmed over a lengthy period, it includes major developments from the retirement of the Pacers to the demise of Vivarail. Geographically, it ranges from Treherbert in the rain, via Bow Street, to glorious aerial views around Roman Bridge of the Class 197 public debut on the Conwy Valley line. We see rather too much of Cardiff Central station and environs in between! Vivarail's failure is wrongly described as affecting the current fleet and there is no mention of the new Taffs Well complex, a major omission. Presentation is light hearted yet sympathetic, worth watching. 1420 MINOR RAILWAYS (Peter Scott) [email protected] MR42] Beamish Tramway, Durham (MR p32) (BLN 1397.MR51): The 1½ mile standard gauge tramway is undergoing work to ensure that it will remain safe and operational in the year that it will celebrate its 50th anniversary. A recently appointed new Transport Infrastructure Manager has developed a programme of work over this winter and spring. Beamish is investing tens of thousands of pounds on new grooved and flat bottomed rail, plastic sleepers and more equipment to allow for the smooth process of installing the new infrastructure. The main area of concentration for now will be the section between The Town east (the Bank/Chemist corner) and Pockerley Bottom. 25% of the sleepers will be replaced by the new plastic versions with restoration of the current rails in the cobbled street area and attention to the ballast bed. The first work underway is on the rails in the cobbled street which will not see a full relay as it would be disruptive and more expensive. Instead welding is being used on the track here to restore the rail profile with external contractors completing this work. It is hoped this will be finished before the end of January on the inner circle route of the double track section with the outer circle to see similar work next winter. One in four sleepers will also be replaced. This allows the regular spacing of the new plastic sleepers and frequent inspections to ensure the soundness of the sleepers at this interval. This work will continue over the next few years until the whole route is finished. As winter continues it is also the intention to replace the track on The Town curves (in the tarmacked section) before re-railing is completed on 'Bog Bend' (the first curve on the tramway when travelling from Foulbridge to The Town clockwise). (British Trams Online) MR43] Castle Hill Cliff Railway, Shropshire (MR p34) (BLN 1418.MR31): Bridgnorth Town Council was given an update on the situation affecting the railway at a meeting on Tuesday 7 February. The public and press were excluded from the meeting. Town Clerk Clare Turner has since said they are waiting for a report that will clarify the ownership of the retaining wall; the Council needs to make sure they have their information correct. The Town Council is due to set out its 'substantive position' soon, but Ms Turner said it had been 'unfortunate' that the discovery of the structural damage to the wall occurred just before Christmas and bad weather has hampered efforts to uncover the extent of the issues and clarify ownership. The railway closed at noon on 21 December 2022 and its director, Malvern Tipping, has contacted solicitors to 'reluctantly' make 14 of his 16 staff redundant. Repairs have not started yet.
MR44] Mountsorrel Railway, Leicestershire (MR p7) (BLN 1416.285): A member who travelled from Rothley to Mountsorrel and back on 25 February reports. Two DMU formations were in operation: 51427 + 50321 worked with 79900 'Iris' while the other set was 53203 + 53266. Trains to Mountsorrel departed from Rothley Platform 2 and proceed to just beyond the Down Main to Up Main trailing crossover at Swithland, passing the other set returning from Mountsorrel on this part of the journey. There, they set back on the Up Main far enough to access the Up Goods loop south end, which was then traversed to Swithland Sidings signal box to collect the branch token from the signalman. This required clamping and scotching of the points on the Down Main by a hand signaller before the crossover could be used by the DMUs as there is no facing point lock (the points are trailing to usual traffic). A second hand signaller controlled access the Up Goods Loop which has a motorised point and did not need to be secured - these moves are not mechanically signalled hence the arrangements. Then, after calling at Nunckley Hill, they travelled to Mountsorrel. Originally built for stone traffic from Mountsorrel Quarry, the one mile branch has sharp curves and the last two overbridges have very tight clearances. The initial part of the branch is on a steep rising gradient, the DMUs working hard. A short stop was also made about 100 yards from Mountsorrel at a 'Stop. Proceed with Caution' sign. This is to test the brakes and railhead conditions after the summit as the gradient is then down to Mountsorrel station and the end of line where there is a sand drag. The return was straightforward via the Up Goods loop at Swithland to Rothley Platform 1, after returning the token to the signalman at Swithland Sidings. All DMU cars except 'Iris' have had two vertical bars fitted to each door droplight, wide enough to put an arm out to operate the door handle but not a head. The droplights on 'Iris' have been restricted to 5 inches. Other windows could be opened but GCR staff were keeping an eye out for anyone putting any part of their self or cameras outside and asking them to desist. Entry to the site at Nunckley Hill now costs £1 to rail travellers (£1 saving/deduction from the usual price), where staff stood at the exit from the platform with collection boxes and stickers to show visitors had paid. This first half term weekend was very successful with over 1,000 tickets sold. In view of this the following weekend the service was increased from one train to two, 'Iris' working solo and 53203 + 53266 on the other. This runs again, the last time for now, on Saturday 18 & 25 & Sunday 19 & 26 March. http://bit.ly/3ZsyZZb has the timetable and details. Rothley to Loughborough now reopens Saturday 1 April (A number of other members submitted similar reports - for which thanks - MR Ed.) MR45] Saughtree Station, Scottish Borders (MR p10): The station and railway here have been up for sale since September 2022 and were advertised in December Railway Magazine (page p112). The sixbedroom, six bathroom, converted station in 1.1 acres is listed online for offers over £500,000 with prospective buyers also able to purchase the diesel loco (4wDM RH275882/1949), a 21ch stretch of railway track with additional trackwork and other rail components, in addition to the house. There are also two wagons and a brakevan. Savills is advertising the former station building, which dates back to 1867 and was converted for residential use in the 1990s by the current owner. The converted station is set in an elevated position in the Liddesdale Valley in Scotland, right next to the Scotland/England border on the former North British Railway Hexham to Riccarton Junction Border Counties Railway. Savills say that the old ticket office is situated up a small flight of steps from the main hallway, there are two further bedrooms and an en suite shower room. There are two generous reception rooms, one of which is next to the kitchen and the other situated in the more modern part of the building which was finished around 2007. The first sitting room off the main hallway also doubles up as a dining area and there is a wood burning stove for warmth throughout the winter. There is a bedroom wing off the sitting room with a utility area, bathroom and bedroom. The kitchen is set centrally within the house and looks over the garden to the south. It is fitted with a range of base and wall mounted units and there is an AGA in a cheerful shade of terracotta, as well as space for a breakfast table. There are a further three bedrooms at the west end of the house which all have a dedicated bath or shower room. The second sitting room has an open fire and staircase. As of 14 March, the property is still for sale, some of the bedrooms have been used as a B&B. http://bit.ly/3IZmFIb has details, plans and some superb photos of this lovely remote property. Our Society had an excellent visit on 10 July 2015.
BELOW: (Item MR44) Mountsorrel Railway, the two DMUs meet at Rothley Mountsorrel and the one going to 'Sheffield' (if only, on the Great Centra
y, looking north. Despite appearances the one going to 'Leicester' is going to al) is actually going to Leicester North. (All Stuart Hicks, Sun 26 Feb 2023.)
BELOW: The junction for the Mountsorrel branch (off right) with a m
ain semaphore signal, at the north end of Swithland Up Goods Loop.
BELOW: Another tight bridge at Mountsorrel where the branch once continued on to the quarry.
BELOW: DMU rear view, through two layer of glass, climbing away from the end of the branch at Mountsorrel; note the sand drag ahead. (Andrew Martin, 25 Feb 2023.)
BELOW: Swithland Lane overbridge, just past Nunckley Hill, requiring DM
MU drop light window restrictions. This one IS going to Leicester (North).
BELOW: Nunckley Hill station from the Granite Café on Nunckley Hil
ll (taken through glass); Mountsorrel is to the left and Rothley right.
BELOW: Approaching Rothley from Mountsorrel en route to Leicester No
orth. 'Iris' is at the rear; the 3-car formation was because it was half term.
BELOW: Not Warrington Central but Leicester North, from the end of line loo street entrance to the island platform of Belgrave & Birstall station - in th