1320

MR3] Vale of Berkeley Railway, Gloucestershire: (BLN 1303.911) On 9 November the first of four 880ft
sidings was sufficiently cleared of undergrowth to actually run a hand trolley. Volunteers have been
clearing undergrowth and trees at Oldminster Sidings - a 2.5 acre site adjacent to Sharpness Docks -
for over seven months. Working under a temporary licence from Network Rail, within environmental
and ecological guidelines, all the clearing has been carried entirely by hand. Oldminster Sidings were
laid as an exchange point for outgoing trains off the Dock Railway system, but were last used over
25 years ago. The Vale of Berkeley Railway team hopes to lease the site from Network Rail in due
course as an operational base for a heritage railway using the Sharpness to Berkeley Road branch line.
Rolling stock for the project is being worked on at the Old Engine House Sharpness Docks, where
visitors are welcome on Saturday mornings. Volunteers of all ages and abilities are always welcome.

MR4] Vale of Rheidol Railway, Ceredigion (MR p29) (BLN 1317.2438): The Railway has started its
£2.2M redevelopment project at Aberystwyth. Entitled 'Wales to the World' the work will transform
the site into a 1930s Great Western Railway style station suitable for 'modern' tourists, along with the
creation of a multifunction display and entertainment facility within the former GWR locomotive shed.
Funding comes from collaboration between the Railway and 'Visit Wales', deploying £1.6M of EU
funding through the Welsh Government's Tourism Attractor Destination programme and the TMF
Regeneration Fund. The Railway is providing 35% of the funding for the project, the remainder being
grant funding. The project is in five phases, commencing in 2018, with completion planned for 2020.

The first phase involves moving the platform 200 yards closer to the car parks, which are scheduled for
improvements, and building a new toilet facility in the form of a GWR style pagoda building.
The platform will have authentic pattern gas style lamp posts. Further phases will see the creation of a
new GWR style ticket office, which will include a shop, a new three road carriage store and
conservation facility. NEXT PAGE TOP: No8 takes water at Devil's Bridge. (Peter Scott 10 Sep 2011.)

The final phase is development of the former GWR locomotive shed, which currently houses
locomotives and carriages, into a multifunctional facility. The new carriage shed will accommodate the
railway's carriage fleet in a clean environment away from the steam running shed, aiding their long-
term conservation. It will also accommodate items from the future multifunction display facility
requiring protection from the elements and incorporate a store for future exhibits as the new museum
develops. The building will have solar panels on the roof, complementing the current system on the
locomotive shed, which will provide power for both the storage shed and the new ticket office. There
will also be a new water capture system enabling rain water to be used for loco watering.
The conversion of the current loco/carriage shed will provide 5,000 sq ft of space to display some of
the Railway's collection of 30 locomotives acquired from across the world, which have never
previously been placed on public display together, along with any locomotives not in current use.

The displays will tell the story of both the Railway and, by virtue of the international collection of
preserved locomotives, how Wales led the way in narrow gauge railways and helped export the idea
all over the world - hence the 'Wales to the World' project title. The building will also incorporate a
new 'fully functional' café and be able to host events and entertainment. The project, being
undertaken while the station still operates, will involve constructing a new track layout at the terminus
with associated resignalling. The rebuilding will provide a new dedicated servicing and coaling area
complete with new water cranes and storage tanks. The project will act as a stepping stone towards
achieving the Railway's longstanding ambition to house the entire collection of narrow gauge
locomotives, most of which are stored off-site, in a dedicated museum. The infrastructure
improvements will release areas needed to construct the larger museum in the future.

X.2] Royal Gunpowder Mills: Essex (MR p16) (BLNs 1315.2284 - Society visit report and 1317.MR226).
ABOVE: The new 2' 6" gauge 800yd long railway here should be on your New Year resolutions list if
you have not done it yet. This is the south station near 'Main Lab' (north terminus of the 7¼" gauge).
The River Lea is the other side of the trees. (All five in this item by Stuart Hicks, 24 Oct 2018.)



BELOW: GWR 3802 brings the 15.30 ex-Llangollen (despite the headboard!) into Corwen East station-
now closed and removed. Lower left between the trees is the River Dee. (Peter Scott 12 Sep 2015.)

ABOVE: The final train of all to call approaching Corwen East on Sat 10 Nov 2018; a wedding special
charter a week after the last public service had run (BLN 1317.2437). (George Jones.)

MR5] Llangollen Railway, Denbighshire (MR p9): The railway issued an autumn 2018 review of
progress on the new station at Corwen. The project team has continued to make significant progress
on the site during the summer and autumn with many different aspects of the works being completed
or started. Completion of the platform 1 wall for the upside loop has reached the point where, as of
mid-November, the last 70 yards of foundations were in place with the building up of blocks to follow
to complete the six coach platform length. Once this is complete, the infilling of the area to create the
island platform will resume but, in the meantime, where the two walls exist around the subway access
point, infilling has taken place with spoil from the former Ruthin branch embankment.

Within the area infilled and compacted, the foundations for the planned platform waiting room have
been excavated and concreted with provision of drainage and water supply for the toilets. When the
infill is complete, the surface will be paved by a contractor needing an estimated 40,000 paving stones
to be laid before further platform furniture can be installed. Foundations for the installation of the
intended canopy are also being prepared and the recovered heritage stanchions have been cleaned
and refurbished ready for installation. Another ongoing renovation job has been the refurbishment
and modification of a set of heritage railings, which will be installed around the subway access area.

The water tank was delivered and installed at the end of June. It is now connected to the borehole via
the pumphouse installed at the foot of the embankment. The pumphouse has finally gained a roof to
allow completion of the electrics. The other big installation job has been the delivery of the signal box
cabin from its long term storage at Carrog. The former Weston Rhyn wooden cabin was delivered in
1991 and waited until this summer for a group of volunteers to attend to its external condition and

repaint it, as well as internal supports ready for a big lift. In October it was taken down the A5 road by
low loader, and lifted on to the previously built locking room. The box will receive a new balcony and
access stairs, but must await internal restoration and fitting out as a long term project. Initially, the
station track layout will operate with ground frames pending complete signalling of the area.

The temporary station building adjacent to the subway access has received a new roof to make it
water tight; disabled entry and exit doors have been fitted and an external coat of chocolate and
cream paint applied to make it look the part. Much work is needed internally to provide for the
booking office and waiting room facilities. This work will now be carried out by the station staff as they
transfer from the now redundant building at the closed Dwyrain Corwen East temporary platform.
The project team of dedicated volunteers now faces working through the winter period to complete
the terminus. Aside from completing the platform 1 wall, the provision of the track work to complete
the loop line and siding is a priority task to be undertaken. Finally, when all this is done and no further
deliveries of materials to site are required, the last challenge will be the infilling of the infamous gap in
the embankment and allow for the two rail heads to be connected up, hopefully by early spring 2019.

MR6] East Lancashire Railway, Greater Manchester (MR p8): At around 11.15 on Thursday 15 March
2018 a hand trolley, loaded with approximately ½ tonne of ballast, ran away from a group of track
workers near Ramsbottom. The trolley derailed when it struck the wooden level crossing gate at
Ramsbottom, and then pushed it into the road, which was then open to road traffic. There were no
injuries, although the level crossing gate was damaged. The immediate cause of the runaway was that
the trolley was not fitted with any brakes and was deployed on a gradient without any safeguard
against it running away. The unbraked trolley was almost certainly available for use because it had
been donated to the Railway, which did not have any processes in place to manage donations, and no
controls in place for use of trolleys during track maintenance. Additionally, there were no constraints
on the use of such trolleys on the railway, nor any competence and training requirements for their
operators. The underlying factors were inadequate management systems in the Permanent Way
Department and, probably, a lack of Safety Management System compliance audits. [RAIB report.]

MR7] Glenfinnan Station Museum, Highland: The Museum, located at the West Highland Railway
Mallaig extension station, has decided to build a 7¼" gauge 'woodland' miniature railway. It hugs the
contours and will be 180 yards long, with two turntables, a run-round loop at each end, three bridges
(one being a three arch concrete viaduct, based on the actual Larochmore viaduct near Arisaig) and
two level crossings (not bad in 180 yards!). The steepest gradient will be 1 in 60. By early December
2018 much of levelling work had been completed and a locomotive shed/workshop had been built.
However, the Museum was looking for assistance from anyone with knowledge of track laying, which
is expected to start in early this year; (free volunteer accommodation available in the sleeping car).
Please email [email protected] or 01397 722 295 to discuss, it's a lovely area to visit.

1320 FIXTURES REPORTS (Paul Stewart) [email protected] .
122] Summer Scunthorpe Steeler tour No16; Sat 18 Aug 2018: By Mark Herriott. I hadn't done a BLS
tour round Scunthorpe for two years - so high time for another trip then. I stayed in Doncaster the
night before so, with bay P0 still on the required list, that would be the first objective. Saturday
morning saw me at Doncaster station for the 07.42 Doncaster to Scunthorpe Northern service.
I wasn't the only person with this thought - a couple of other members joined on their way to our tour.

With 142005 in charge we duly bounced our way to Scunthorpe. Sadly this Northern service has not
run on a Saturday since that day due to the industrial action. With plenty of time I elected for the short
walk to the Steelworks and on arrival there were a few familiar faces loitering [with intent to grice],
waiting for proceedings to start. Our BLS team soon arrived to check us in, issue a Jim Sellens souvenir
ticket and two Martyn Brailsford newly updated A3 printed full colour maps to every participant.

[The marked up plan for this tour is on our website (for Members) Document Archive, 01.09.18.]

ABOVE: All Our Yesterdays... a steelworks railtour in
1986 (the year before the public trips began) started
from the bay platform at Scunthorpe station - now
there's an idea, Alan. (From Tom Gilby)

Within minutes a familiar horn could be heard from
the works as Yorkshire Engine Company No1 hauled
three brakevans up to the 'Frodingham' platform
and, after running round the train, the first objectives
of the headshunt and runround loop here were
achieved. On departure we dropped down the slope
into the works and approached the Plate Mill site. Although closed and with most lines disconnected,
23 Road remained [to the Old Stripper Shed - don't ask!] and was achieved to the doors.

We then headed to the northeast end of the Heavy Repair Bay where, amidst the wagons, we covered
Roads 1, 2 & 6 (and through the doors on 6). Following a reversal over Dawes Lane Bridge we headed
up to the Corus Rail Sidings [♪ ♫ all together now‽ ♫ ♪]. This area is always a challenge for Al Shep,
Glenn and his Appleby Frodingham Railway Preservation Society (AFRPS) team due to the wagons
there for loading/unloading. But the effort paid off, with all 58 participants gaining a little track by the
looks of things. This is a good point to thank Al, our local member, Scunthorpe expert, an AFRPS
working volunteer and tour route coordinator, for all the time and effort he puts in to the trips.

Eventually a route through the sidings to Rail Delivery Line 1 (to the doors) was found along with parts
of Lines 2 & 7. After two more reversals (there can be 100 on these days), routes were found to both
the East and the West Siding of 2 Bay at the Rail Service Centre (RSC). Leaving this area, a route
through to 5 Bay Road in the RSC was apparent and as a bonus we, unusually, entered the building.

ABOVE: The Heavy Repair Bay (all pictures are by our member Chris Ziemer on 18 Aug 2018).
BELOW: The Corus Rail Sidings.

ABOVE: The approach to the Rail Delivery Lines.
BELOW: Trent Low Level Sidings.

ABOVE: Redbourn Semi-Finished lines (the far end of Line C2 - in the middle - was reached).
Note a train of iron ore is on the Foreign Ore Branch top left.

The tour dropped back down to the incline from RSC and headed to DBC's Trent Sidings complex. It is
also not easy to find a through route in this area but we succeeded and ran via High Yard Line 5 and
returned through Low Yard Line 11 [...and I'll be in Scunthorpe afore ye...] although the reversal at the
west end (NR boundary) was very tight with the brakevans but we avoided appearing on Scunthorpe
Signal panel! With Trent Sidings completed for the tour, we retraced our tracks back south to the Steel
Stockyard and Redbourn Semi-Finished areas [one day they will get round to completing them...]

As we proceeded to the end of Line D3 the windy conditions which had been prevailing for the
morning claimed its first victim - ME! Unfortunately, my record of all my movements so far decided it
would fly out of my hands on to the ground, but thankfully we managed to attract the crew's attention
and the train paused before making its way down Line D2, to enable it to be retrieved. On our route
down line D2 an inconveniently placed wagon meant we had to stop just before Points 583 on D3.
Reversing twice more our tour then ran all the way down Line C2 and then, after further reversals,
proceeded down Line B2, in both cases testing the buffer stops.

With this area completed we then headed to one of the 'highlights' of the Steelworks - the High Lines
reached through the Coke Oven Weighbridge Loop. With the engine propelling, we made our way
steadily up the incline reaching the first set of points on the High Lines. This was the limit we were
allowed to traverse and was certainly impressive. It was thought to be the furthest reached here by a
Society trip at the works - indeed for several years during repairs the incline was out of bounds. With
the morning section nearly complete, it was time to head to the AFRPS Shed for a break, but via a
slight detour on the line serving the north end two (of four) blast furnaces 'Mary' and 'Bess'....

ABOVE: Beneath the blast furnaces - 'Mary' and 'Bess' (but no swearing now)...
BELOW: Running alongside the four blast furnaces (they are off picture right).

ABOVE: Ascending to the High Lines (off right). BELOW: The view at the top of the High Lines.

ABOVE: The Heavy Repair Bay again.
BELOW: 'Norwegian' Di8 8.708 is about to couple up to the tour for a loop of the steelworks.

ABOVE: Inside the Torpedo Repair Bay. BELOW: "I think you had better stop there..." Outside this
building (top right) this well buried stub end siding actually continues left of the yellow box ahead.

ABOVE: A view of the Blast Furnaces.

With the break over, and thanks to AFRPS volunteers for putting on their usual great spread of food
and drink in the static buffet car, AFRPS Depot Roads 2 & 5 were completed. Road 5, the one furthest
from the running lines and alongside the shed building, had been shunted clear specially that morning
so the stop block was reached. Then it was a quick visit to the southwest side of the Heavy Repair Bay
(No3 Road), although vehicles blocked the end. We ascended the hill towards Frodingham platform,
but stopped part way. There had been talk of a surprise on the day and, after a short while, up the hill
following us came the familiar shape of a former Norwegian Di8 No8.708 for a run around the site.

This was a simple affair as the Di8s are out of gauge for other than the main routes, past the AFRPS
sheds where YE No1 was left, round 'The Angle' past the Anchor Exchange Sidings and south to the
Mills Exchange Sidings. We continued on round the BOS Plant, up the two track main line and over
the Coal Running Road between the Torpedo Repair Bay and the four Blast Furnaces. The weight of
three brakevans was nothing for a powerful Di8 [one can haul a main line tour and two Class 66s you
know...] but clever driving techniques allowed us to hear and see it working hard! This ended with a
run up to the Frodingham platform for a photo stop and a few people left early as had been arranged
well in advance. They then sped over by car the Ecclesbourne Valley Railway to ride behind 08605.

After a short break to swap locos back to YE1, we ran back down the hill and visited three sidings in the
wondrous, subterranean depths beneath the two south end Blast Furnaces 'Anne' and 'Victoria' - not
working, of course. Next on the list was the Torpedo Repair Bay. This comprehensive visit completed
Lines 3, 2, 1 & Caparo Merchant Bar Mill Gate 15 initially, all as far inside as possible. With lines 4 & 5
full, there was one still to do - a stub between Line 1 and Gate 15, covered in muck. No problem, a
shovel and a crowbar cleared out enough to allow us to propel to just before the rails ran out!

Next were two new crossovers installed in the preceding months near Bridge 44, so a run south from
the Torpedo Repair Bay enabled us to cover both twice before heading back north via the fairly new
15 Loop Line to the Bar Mill and then all available lines there and at the Rod Mill including 14 Loop.

With this area done well we were now approaching the end of the day, so time for a quick visit to the
BOS Yard between the former Soakers and former Moulder Shop [so what are the buildings now?]

ABOVE: The two new crossovers near Bridge 44 on the Outer Perimeter which were covered twice.

This involved a series of reversals firstly at the new set of points, then 209, 145 & 157 Points to drop us
down into the yard area. In the BOS area the tour ran through the Stripper Loop [insert your own
comment here] to reverse at 362 & 351 Points heading towards BOS Plant No1 Siding before reversing
back to cover BOS No3 Siding. With these done it was time to head home. Here though is where the
infrastructure had other plans with Points 363 refusing to budge for us. This meant reversing back
through the yard, this time via the Mill Shop Running Line to reverse at 345 Points to be sidelined on
the Soaker Side Line and reverse at 314 & 311 Points respectively, which put us on our way again. Now
it was a sort of straight run back to Frodingham platform, via the outer mainline to Bridge 44, the Coal
Running Road, South Melting Shop Running Road and the loop between Points 111 & 113 before
running up the incline to the platform. This is where the tour ended, with new track for all [one large
bit for our first-time visitors], a thoroughly good day out and back within a few minutes of the
expected time. Well done AFRPS who were very grateful for our donation of £2,466.

123] Derby New Track Tracker, Thur 18 Oct 2018: By Peter Green with additional material by Paul
Stewart. This fixture, designed and led by our member Tom Gilby, was arranged to cover all the new
track around Derby station after the 78 (not 79!) days £200M engineering work to simplify and
resignal the layout and thus operation of the area. The only significant track not intended or indeed
possible to do was through P7, which was then OOU. During the blockade of most of the remainder of

the station it had been done by many members (under one
train in section with no signalling). Passenger trains using P7
now need special arrangements due to signalling overlaps -
such as on our subsequent 'Screaming Valentas' HST railtour
of 17 Nov 2018. The Breadsall Up Slow Line, which has seen
a small amount of irregular use, was also not covered on 18
Oct. The marked up (updated) version of the new Derby
layout is with thanks to Martyn Brailsford.





The event used the Derbyshire Wayfarer ticket (BLN 1311.1716 has full details of this exceptionally
good value ticket - particularly so for the over 60s) and fortunately the writer, itching to go, had just
one scratch off version left from a stock purchased for use during the various stages of the blockade.

Some participants arrived on the 06.40 CrossCountry service from Cardiff Central via Birmingham New
Street doing new track into P3a (that side of the new scissors crossover, although easy to do, wasn't
otherwise covered on the day - see later). Reinforcing previous reports of bumping into members on
trains, by chance a prominent BLN Regional Editor joined at Wilnecote but not for our event, he was
off to Nottingham for a beer and cider festival! We also met (twice!) a Long Eaton member making a
genuine journey. The rest of our group (totalling 14) joined it with 170107 at P3a, after reversal, as the
09.41 to Nottingham to, on departure, do the left hand line of the new scissors crossover immediately
south of the station and Line 'F' (the Up Connecting Line) to the Up Main and then to Long Eaton.

At Spondon the recently upgraded level crossing, resurfaced platforms and disconnected sidings were
noted. The station (25,000 passengers 2017-18; +7%) is only served (SuX) in the morning and evening
peaks plus a lunchtime train each way. Numbers should take off now the surrounding ex-industrial
premises are being demolished to build more housing. At the town where everyone is always hungry,
Tom recommended 'The Bakery' close to Long Eaton station for breakfast snacks. This was eventually
achieved after a delay caused by a man ordering a Wedding Cake and giving detailed and lengthy
instructions as to its specification, seemingly oblivious to the lengthening queue of people with a more
immediate requirement, then two people with large orders for breakfast items for colleagues at work.

Back at the station it was another CrossCountry DMU (170101) from P2 at 10.24 hrs to Derby via the
Down Main, Line 'E' (the Down Connecting Line), briefly the Up Tamworth Slow and crossing right at
the scissors to P4a before reversal. Departure south was via the Down Tamworth Slow merging into
the new Down Tamworth Fast just before Peartree station and then to Burton-on-Trent. There was 40
minutes here with quite a bit of freight on the move to see before joining the 11.26 CrossCountry
Voyager (221130) for a through run on the Up Tamworth Fast, Derby P1 and Line 'A' northbound.
It was very odd to have a northbound freight alongside us on Line 'B', which had only recently become
bidirectional. The subsequent Sheffield P1 arrival was a surprise for many although some northbound
CrossCountry trains are booked to use it. This was very convenient for a 'liquid lunch' in 'The Sheffield
Tap' also on P1. Participants had become aware of a report of a suicide north of Newcastle which we
thought might delay our next train at 12.55 from Sheffield (07.48 from Glasgow), and consequently
extend our 'Lunch' break adjacent to P1. This indeed proved to be the case on both counts.

In fact the group didn't leave Sheffield P8 until 13.43 (with CrossCountry Voyagers 220033 & 221137).
This was not the original train from Glasgow but rather one from the south that had been turned back
to form a 10.42 from Newcastle in its path. No matter there was, very sensibly, recovery time in Tom's
schedule, so although late we were able to retain the return parallel movement to our outward
journey through Derby: Line 'B', P2 and the Down Tamworth Fast en route back to Burton-on-Trent.

The next two journeys would now be an hour later than planned before foregoing the one hour
recovery time at Matlock to regain the original schedule. (Thank Goodness for Clock Face Timetables.)
Thus it was a 14.48 (rather than 13.48) departure from Burton-on-Trent on CrossCountry DMU 170520
(required for haulage by one prominent member, the last of the class required by him, so was at the
front of the queue to board). The Up Tamworth was taken crossing to the Up Tamworth Slow after
Peartree station then, right at the cutting edge of gricing, crossing right at the scissors to Derby P4a.
This train, an hour later than intended, caused the top (left side) of the scissors to be cut out; the
earlier planned train had run to P3 (as booked) but we were then between Chesterfield and Derby!

Now it was time to switch to East Midlands Trains (EMT) for the 15.12 (153302 & 153374) from Derby
P6a straight out via the Up Main to Long Eaton again. A quick walk down, under and up to P2 found
the group on EMT's 15.37 (153384 & 153326) via the Up Main line to Derby P5b, continuing to join
Line 'C' and then cross to Line 'B' and Line 'A' at St Marys South Jn so on to Matlock.

Previous thoughts of a ride on the 'Danglebahn' to the Heights of Abraham had already gone during
Tom's negotiations with them and this was a good job as the hour allocated for it had also gone. There
was just time to say 'Hello' to our deputy BLNI Editor, Derek Woodward, at Peak Rail's Matlock station
shop (the NR side of the station) where Bill Hudson Transport Books is based - both well worth a visit.

Matlock departure was back on the same train, the 16.37 to Derby, via the Up Fast crossing left at
St Marys South Jn to Line 'C' then 'D' to Derby P6b. Only two more Sheffields and a Long Eaton to go!

The 17.27 EMT (222003) from Derby P5b ran, as before, to Line 'A' at St Marys South Jn and on to
Sheffield, by chance also P5b there. Return was on the 18.24 CrossCountry (221131) and the strangest
move of the day (possibly due to signalling overlaps?). From St Marys South Jn it went left to Line 'D'
as before but then right back to Line 'C' and Derby P3. Although scheduled to arrive at P3 we did not
expect to use Line 'D' at all but just to continue on Line 'C' - this had the unexpected bonus of the right
hand crossover from Line 'D' to Line 'C' but meant a small section of Line 'C' was not covered this day.

Next was a repeat of our earlier visit to Long Eaton on the 19.13 EMT (153302 & 153374) from Derby
P6a and the Up Main. It was Fish & Chips for some during the wait for EMT 222001 on the 19.49 back
from Long Eaton, the Down Main, Down Connecting Line (Line 'E') crossing right to Derby P4 for the
required north departure from P4, Line 'C' and across left twice to Line 'A' for the last trip to Sheffield.
There was nothing new on the final journey, the 20.50 EMT ex-Sheffield (222006), back to Derby P6.

Thanks all round were given to Tom for his meticulous planning and leading the group, including
programmed refreshment facilities en route, before the group dispersed. Only two very minor sections
of the new Derby station layout were not covered; altogether a very interesting and very cheap day
out. Some members added to Tom's calculation of 323 miles on the event by parking at Long Eaton
and using the Wayfarer ticket (valid after 09.00 SSuX) before/after the event to reach/return from
Derby and this was also possible from other places such as Burton-on-Trent. When did you last do 323
miles for £6.50 (Senior rate) or 2.01p per mile; adults £13 (4.02p per mile) and gain new track as well?

124] Kirklees Light Railway (KLR) Fri 26 Oct 2018: (MR p26) By RAG. In the casual environment of
Clayton West station, the Buffer Stop Café, 46½ members, with membership numbers ranging from 1
to 3748 (don't ask!), partook of the first of three meals of the day (hot drinks and breakfast biscuits)
under the gentle direction of our Gary Lonsdale while Jim Sellens handed out his well known souvenir
tickets. This, our first 2018 AGM weekend event, included participants from as far as Jersey, the IOM,
Kent, Minehead and even Leeds and Huddersfield.

At 10.30, Stuart of the KLR welcomed the party and gave the obligatory H&S instructions, introducing
Driver David, Engineer Michael and Guard Clement who would look after us for the visit. In ever
brightening sunshine, formalities began at P1 with 4-wheeled diesel 'JAY' and three coaches taking us
to the end of each of the three Loco & Carriage Shed roads in turn. As these were over the turntable,
P2 & 3 were done too as they 'lined up'. The former standard gauge branch platform was to the right
of this shed and turntable looking east. Back at P1, trips on Toby the Tram (No7) were declined in
favour of continuing into the works (two lines) - so everyone rejoined the train to do just that - the
works being in the former goods shed. In each case the relevant lines had kindly been cleared of stock.

Return to P1 was with plenty of time still before lunch, offering members any combination of three
options: (1): 'Toby' was seen passing through the platforms and disappearing into the bowels of the
engine shed/workshop many times. (2): On the elevated 5" gauge miniature railway circuit (opened
especially for us) The Clayton Flyer gave anticlockwise trips around the pond, though the much sought
after clockwise version failed to materialise. This was a very welcome surprise as we had previously
been advised that not only would the elevated railway be closed, it was expected to be dismantled by
the time of our visit. The plan is to replace it with a ground level line, probably on a slightly different
alignment. (3): For the more pedestrian, the works and site were open for further inspection on foot.

A splendid lunch (seasonal soup, sandwich rolls, cake and hot drinks) and a warm were enjoyed. It was
noted that, in three hours, the party had managed five lines, three platforms and two meals! While

members were satisfying their inner beings with this
excellent repast, the KLR staff were busy outside restoring
order, replacing locos/stock into shed, works and platforms
to clear the main line where they had been temporarily
placed to facilitate the first part of our visit - 'JAY' and its
coaches waited in P1.
Suitably fed and watered, the party re-joined the train for
the 3m 23ch run to Shelley, using the main routes at
Cuckoo's Nest, a KLR-built halt, and Skelmanthorpe, the original intermediate branch station CP with
the line then demolished. The passing loops were used on return (Cuckoo's Nest loop is very rare). We
were able to appreciate, perhaps more so from the 15" gauge than from a standard gauge line, the
heavy and extensive civil engineering which the Lancashire & Yorkshire Railway had to employ in
construction of the branch. High embankments, deep cuttings and the 511yd Shelley Tunnel were the
main features with substantial bridges in local stone. Built to take double track formation as part of a
main line on to Darton and Barnsley, it was only ever operated as a 3½ mile single track branch.

ABOVE: The branch in 1961, bottom left corner is the Huddersfield (off left) to Penistone, double track
throughout in those days. Once rail served were Park Mill Colliery (mining ended 1989) at Clayton
West terminus top right and Emley Moor Colliery (mining ceased Dec 1985) at Skelmanthorpe.
An interesting commentary kept us informed; the line opened in 1879, CP 24 Jan 1983 with a little
goods traffic at Skelmanthorpe lingering until 1984 and final closure in 1986. The KLR took over,
opening first to Cuckoo's Nest on 19 Oct 1991 and reaching its own station at Shelley in 1997. This is
about 300yd short (east) of the site of Clayton West Jn where the Huddersfield to Penistone line now
singles and where the forecasted icy arctic blast, chilling its way across the valley, greeted our arrival.
'JAY' ran round and we tackled the three platform roads across the turntable to nudge the stockade
wall to its rear. 'Toby' mysteriously appeared and offered further trips across the turntable, including a
360o clockwise spin, for the benefit of those in the rear carriages of the main train. The more dignified
walked the raised trackbed to the former branch junction - itself some ¼ mile east of Shepley NR
station (southwest of Shelley village). Of course our really keen members did the track and that walk

NEXT PAGE TOP: Clayton West station on 25 May 1963, looking towards Huddersfield.
Incredibly the branch passenger service survived almost another 20 years. (Angus McDougall.)

Various enthusiasms satisfied, the return to Clayton West was straightforward, the previously
mentioned passing loops being taken, and a most enjoyable and comprehensive visit concluded at P1
and in the warmth of the café for the third meal of the day - scones, jam and welcome hot drinks.

ABOVE: Marked up track plan of Kirklees Light Railway (our 26 Oct 2018 trip) thanks to Peter Scott
and Martyn Brailsford. ©Peter Scott 2019, for personal use only not for onward transmission or
copying otherwise. The track covered is 'grey lined' in BLN and 'red lined' in e-BLN (everything!).
Thanks to Gary Lonsdale for the excellent arrangements, to Jim Sellens for yet another fabulous ticket
and to Jill Everitt for the bookings; to Stuart and his KLR team for their hard work in creating an
attractive programme; and particularly to the catering staff for the excellent fare included in the fare.

Oh! The track? Well, 'all-available' here meant 'all' and we did the lot. A query for the purist may be
occasioned at Shelley where the three 2ft long stubs beyond the turntable were 'covered' by the end
of the coach overhang buffered to the wall though the wheels didn't, indeed couldn't, get on to them,
but did do the turntable. [This, of course, depends on individual criteria but they are disconnected
sections of track that did not have the train's steel wheels on steel rails, so even those at the wrong
end of the train who count any track which the whole train does might not include them as well? -
PAS.] That the Society cartographer's red ink may be considered in short measure here leaves the
matter open to hard-line discussion but, frankly, I don't care! 'appen it were a reet good day!

ABOVE: The keen end of the train 'above' the run off past the turntable at Shelley station proving that
the end row of seats did it (but the end set of wheels remained on the turntable). Alan Sheppard.

125] National Coal Mining Museum for England, Caphouse Colliery, Fri 26 Oct: (MR p26) (By PAS &
WJG) Kev Adlam kindly arranged special running on the 2' 6 " gauge, 480yd railway here to follow
Kirklees. This was beyond the call of duty as he was unfortunately unable to attend either fixture

himself. It had been made clear to all participants that due
to the non-waterproof battery electric traction (a 1989
Clayton) operation was weather dependant, as with its
public running. Fortunately the weather was kind. On a
normal day they keep going until the battery is flat which is
usually before the Museum closing time, but special
arrangements had been made for our fully booked party of
40 running two trips.

Mining here dates from at least 1793 and in the 1980s Caphouse Colliery was thought to have the
oldest working mine shaft in the country (although it had been enlarged and deepened over the
years). There was an interesting complex private mineral line, also serving other collieries, to the
Barnsley branch of the Lancashire & Yorkshire Railway and the Calder and Hebble Navigation at Calder
Grove/British Oak Staithes with two rope worked inclines and double reversals.
Road transport took over entirely at Caphouse and two nearby collieries in the 1920s as this line was
hopelessly uneconomic to work. Coal reserves were exhausted by Oct 1985 when the colliery closed.
The 45 acre Mining Museum then opened in 1988, it is possible to go on an underground tour but the
former cable tramway, which had not operated for some years, has now gone. Public opening at this
interesting site is daily 10.00-17.00 (not 1 Jan & 24-26 Dec); online booking is advised for underground
tours. Train rides 10.00-15.00: weekends from (2018 dates) 31 Mar until end of Sep and Oct half term.

A dozen or so participants who had not been on the previous visit to the Kirklees Light Railway turned
up in good time, had a look around the shed, chatted to the friendly staff, searched the stock (mostly
in vain) for building plates and other identification and then gathered at the 'Road Train' station for a
prompt start. Unfortunately there were not enough present to fill the first run which required 20, so
they waited for the first arrivals from Clayton West. That event overran slightly (it is always difficult to
predict how long these events will take and Kirklees had kindly increased the party size significantly
and even provided a lovely cream tea and hot drinks for 47 people just as they were about to leave!).

Once there were enough on board, the ex-mine train the trip could start. This took the form of a
cautious quarter mile run to the other end (Caphouse Colliery station, by the Visitor Centre), a quick
reversal and a return trip, this time to Hope Pit station, again a quarter mile, on the other arm of the
'Y' formation. Unfortunately it was not possible for participants to return to their starting point by train
as propelling loaded trains is prohibited on that steeply graded and curving branch (as applies to public
running). Even then not everyone had arrived from Clayton West, but once everyone had made it the
second trip for 20 repeated that made by the first group. By then most on the first trip had left, the
majority Outwood bound for the 16.59 train to Leeds and our Mark Haggas Evening West Yorkshire
Service Train Tracker (never a dull moment). Others went home or to wherever they were staying.

This was an excellent and most enjoyable supplement to the Kirklees fixture on a day and at a time
when the railway would not otherwise have run. It was appreciated by many members who had
travelled so far to the area for the weekend, some taking a day off work specially. In all the excitement
a few did not collect their souvenir tickets (thanks to Jim Sellens for designing and producing them); an
SAE to your BLN Editor will secure one, there is no need to go cap in hand... The interesting Museum
(free admission) is well worth a visit itself but do allow a whole day for it - see website for details!

Details must be checked 1320 CONNECTIONS (Paul Stewart) [email protected] .Please mention BLN.
126] East Lancashire Railway: Trackwork north of Bury Bolton Street station results in the Up and
Down Summerseat single track being temporarily slewed (scheduled for Sun 7 Jan) for about 6 weeks
creating a straight route to Bury Bolton Street P3 with no access to P2 & 4 from the north. Trains from
Rawtenstall run through P3 then set back to P4. Services run every Sat & Sun & MTX during half term.

127] Wensleydale Railway, Sat 6 Apr: The Railway Touring Company is running a steam hauled special
covering the main line connection and the rare Northallerton to Leeming Bar section. Carnforth 07.20
/21.40, Skipton, Leeds 09.15/19.40, York 10.45/18.15 to Redmire 13.10/13.25 & Leyburn (break 13.40
to 15.55). From £109 (steam Carnforth - Redmire - York). https://goo.gl/iipo8C or 01553 661500.

128] WANTED for cash! Loco nameplate 'Eggborough Power Station' (56030); please contact via Editor.

●Bookings: Mark Gomm, 84 Mornington Rd, STOKE-on-TRENT, ST1 6EL. [email protected] 07983 541887.
●Fixtures Sec: Kev Adlam 53 Kemble Close, Wistaston, CREWE, CW2 6XN. [email protected] @BLSGeneralSec
●Paul Griffin, 7 School Bell Meadows, Church Lane, Stoneleigh, COVENTRY, CV8 3ZZ. [email protected]
●Sales Officer: Graeme Jolley, Dolbryn, Penegoes, MACHYNLLETH, SY20 8NN. [email protected] 07484 646542.
●Editor: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX. 01684562862 07790652351. [email protected]
●Published by the Branch Line Society, 10 Sandringham Rd, Stoke Gifford, BS34 8NP. ISSN 1354-0947