no half measures) Laxey left, Douglas right. (Jenny Williamson, 22 Feb 2024.)
BELOW: In the other direction, Laxey right; the previous lights and an altern
ative method of stopping the road traffic! (Jenny Williamson, 6 Mar 2023.)
Enforcement is much simpler for a 'red' on ordinary traffic lights compared with enforcement flashing reds. Assuming the white light for the tram only comes on when the traffic lights change to red, the tram driver can give categorical evidence in relation to any road vehicle jumping a red traffic light. ❷(BLN 1442.499) On 16 Feb, an Isle of Man Government Facebook page post included some excellent aerial photos of the works at Eskadale. The text: Great news for railway users! Works to renew the twin Manx Electric Railway tracks at Eskadale near Groudle are progressing well. The project involves replacing 600m of track, enhancing drainage, and installing new kerbs. Local resources are being utilised with the over 700 sleepers manufactured on Island and the majority of the 2,000 tons of ballast being made from recycled Manx stone. This aims to reduce the project's carbon footprint and also benefits the local economy. The project is 'on track' to be completed by the end of February, well ahead of the MER rail services resuming on 12 March. It is unusual for such a post to come from the Government rather than IoM Transport (who later shared it). Photos: http://tinyurl.com/2dp4wfe2 636] Mountain Railway: On the morning of 22 Feb the NATS (National Air Traffic Services) railcar was parked in sight of Bungalow webcam. These small bright yellow enclosed vehicles are used by crews travelling to inspect/maintain the aerial masts at the top of Snaefell; hopefully the weather was kind! 637] Budget: On 20 Feb, the IOM 2024-25 Budget was presented and approved by Tynwald. It includes £2.25M for 'Projects to maintain and improve the heritage railways assets' and £1M for minor capital works on maintenance of buildings in the Transport Division (mainly railway related). They are identical amounts to the 2023-24 budget. On a positive note, last year the £2.25M was not included beyond 2024-25 but this year it is every year until 2028-29. Sadly, there is no mention of the Horse Tramway. 1443 SCOTLAND (Greg Beecroft) [email protected] 638] Free Tickets! ScotRail has another promotion with prizes of free tickets for Scottish residents over 18. Tickets are for a return journey within Scotland by up to four people in Standard Class on ScotRail trains. Enter online at www.scotrail.co.uk/form/win-train-tickets before 11.00 on 5 Mar. 639] Cleland: (TRACKmaps 1 p8R 2021) At this station, towards the Glasgow end of the Shotts line, the trailing connection to the Up Refuge Siding (Up is to Edinburgh) has been plainlined and the former Edinburgh end trailing crossover, which was electrified, has been removed and the points plainlined. 640] Glasgow Central: A slow speed (5 mph) head on collision occurred between two passenger trains just outside the station at 16.34 on 29 Mar 1974. Fortunately, there were no serious injuries; only two passengers were taken to hospital as a precaution but not detained. There was no derailment, and damage to the rolling stock and permanent way was slight. The 25kV OHLE was not affected. Some trains had to be cancelled and others were delayed. The two EMUs involved were the 16.07 Neilston to Glasgow Central and 16.33 Glasgow Central to Kirkhill. The driver of the former passed one main two-aspect colour light signal and two ground position light shunting signals at danger. Signalling in the Glasgow Central area was by multiple aspect colour light signals with continuous track circuiting, controlled from Glasgow Central signal box. Track Circuit Block Regulations applied. Running signals were mainly four-aspect colour lights, although those concerned with inward movements leading up to the point of collision were three- and two-aspects. AWS was not provided at the signals. The signalman on duty in Glasgow Central signal box dealing with the section of the panel controlling the station and its immediate approaches made his initial move, relevant to the accident, by setting the route for the Kirkhill train, 2E23, from P8. He saw the aspect of the starting signal G18 clear and that the white lights were illuminated on the panel, showing that the route was set correctly. He then turned his attention to the arriving train from Neilston, 2E26, which involved bringing it past threeaspect signal G111 showing yellow, then for it to draw forward towards two-aspect signal G56 at red, protecting the route to be taken by 2E23. However, when he went to the train describer equipment at the platform end of the panel to set up a description of 2E23, to his considerable alarm, he saw the track circuit occupation indications lit up beyond signal G56 and realised that 2E26 had run past that signal at danger. He was able to confirm to his supervisor that signal G56 was displaying a red aspect, with ground position light signals G53 and G47 also at danger.
The driver of 2E23 told Major AJB King of the Railway Inspectorate, who produced the official report into the accident, dated 13 Dec 1974, that he had received a single yellow at platform starting signal G18 and had moved off when he received the bell signal from the guard. As he was approaching the next signal, he saw it go back from proceed to danger and he consequently made an emergency brake application. He had almost come to a stand when the collision occurred. The driver of 2E26 recalled stopping momentarily at G111 and was under the mistaken impression that it displayed a green aspect, when in fact it was at yellow. He assumed that his train was clear into P6, its normal route. He could not recollect seeing any other signals until he saw ground position light signal G25 at danger and then realised he was not on the right route for P6. He made an emergency brake application as well, at the same time as he saw 2E23 coming towards him. Major King did not experience any great difficulty in establishing that the driver of 2E26 was entirely responsible for the accident by passing three signals at danger. Tests revealed that the signalling was in correct working order and the signalman had carried out his duties in an efficient manner. Major King failed to understand how such an experienced driver could make such a series of errors. What was particularly concerning for Major King was that the driver of 2E26 frankly admitted he had been prescribed Valium (Diazepam), a tranquillizer, by his doctor, because he had become increasingly short tempered of late. The doctor was aware of his occupation and made no comment about the pills possibly affecting his work. The driver had been taking them for five weeks. In his recommendations, Major King sought to remind all concerned about the British Railways (BR) Rule Book rule A.1.2.2 which stated: Employees must not report for duty under the influence of intoxicating liquor or dangerous drugs or consume such while on duty. He commented that the Rule Book did not specify what might constitute a dangerous drug and recommended that BR bring to the attention of staff a definition of dangerous drugs which might impair the proper performance of their duties. He also recommended BR to advise all staff whose duties are concerned with train movements, or require them to be on or near the track, to ensure their doctors are made fully aware of the nature of their employment when any prescription is issued. 641] Port Glasgow: (BLN 1438.2558) The lines from Paisley to Gourock and Wemyss Bay were closed on Sun 11 Feb and Mon 12 Feb, while the old footbridge at Port Glasgow was lifted out and removed. 642] Brora: (BLN 1436.2624) There have been further problems with the sea defences north of Brora. Deterioration of the sea wall, following a storm at high tide, resulted in a line closure between Brora and Helmsdale, after the 10.41 Inverness to Wick had run on Mon 12 Feb. The 14.00 from Inverness terminated at Brora, returning in the timings of the 16.00 from Wick. Most trains did not run north of Ardgay until normal service resumed on 16th . Only one morning peak train ran to Lairg and two from! 643] Edinburgh Trams: The opening of the Leith extension has resulted in passenger journeys during 2023 that were 90% higher than in 2022, even with the extension only open for six months of the year. 9.3M trips were made in 2023, on the now 10.7 miles line. (The 11.5 miles cited by Wikipedia and others appears to include the Gogar Depot branch and the extension past Newhaven tram stop.) At 0.81M journeys per route mile, this makes the network the most intensively used UK tram system other than London/Croydon (BLN 1432.2070). The data suggests that over a full year, the extended network might be as busy as the London one, with over one million journeys per mile. However, the extension was open in time for the August Edinburgh Festival and Christmas - August (1.2M trips) is reported to have been the busiest month. Traffic in the first half of the year may not be so great. The second half of 2023 recorded over 7M journeys, compared with 3.4M the year before. The busiest day was in May (but not just in 'one direction') with a Harry Styles concert at Murrayfield Stadium. In other news, trials of contactless payment are in progress on Edinburgh Trams. Also, a member was unsurprised at the delays to the trams due to road traffic (BLN 1439.113). The first time he boarded one, it spent half an hour stationary on Princes Street, gridlocked in road traffic. Back in 1990, he commuted to work by tram in Stuttgart for 7 weeks. Tram drivers had buttons on their dashboards which they could press to politely request traffic lights to change in their favour - over 33 years ago.
644] A Fort William Railway Walk: Passengers on our 'Because We Can 2' railtour, and others, may wish to look at www.fortwilliamrailtrail.co.uk for details of a walk around Fort William taking in places of railway interest. This is an 11 page PDF guide, compiled by our local member Nick Jones, with lots of interesting information and many 'now' and 'then' photos. Information and historic photographs are also displayed along the route. The West Highland Museum is also worth visiting. 645] Long Distance Road Replacement: Engineering work resulted in lines being closed between Perth, Dunblane and Ladybank from Sat 17 until Mon 19 Feb and from Sun 25 until Tue 27 Feb. The Inverness to Perth railway was open, with ScotRail running trains. LNER chose to provide road replacement transport in place of its Inverness services, including the evening before each blockage and in the morning after the line had reopened. [The Down evening Azuma to Inverness forms the Up one next morning.] Coaches ran between Inverness and Stirling both Sundays but otherwise to/from Edinburgh. Some coaches ran non-stop to/from Inverness, with others calling at stations served by LNER. It is 156 miles by road directly between Edinburgh and Inverness via the M90 and A9 and 180 miles via Stirling. Is this a record for a UK rail replacement journey?* The non-stop coaches were scheduled 3 hrs 35 mins, contrasting with 3 hrs 19 mins southbound and 3hr 34min northbound by the LNER trains. [National Rail said than LNER Inverness to London services were replaced by coaches!] However, anyone on the coach to Aviemore would face a journey of 4hr 35min from Edinburgh, rather than 2hr 53min. The direct road route between Edinburgh and Perth, almost certainly taken by the non-stop coaches, is via Glenfarg, where the M90 is built along the trackbed of the former railway (closed in 1970). The Caledonian Sleeper was diverted to and from Inverness via Aberdeen, with road replacement transport Dundee to Carrbridge and Aviemore to Dundee. The sleeper calls at Carrbridge northbound, but not southbound! [*Not as long in distance at 118 miles but longer in time, there have been times when Shrewsbury to Machynlleth and Pwllheli has been rail replacement road transport.] [After our Preston AGM on 25 Nov 2023, your Editor and GS fancied a farewell trip to the north buffers at Ormskirk, before that branch was slightly shortened with the extension of the Merseyrail tracks. While at Preston waiting the 21.10 to Ormskirk, a rail replacement coordinator was seen touring the platforms seeking passengers for Edinburgh as its last Avanti train service had been cancelled. Preston to Edinburgh is 188.2 miles by road per AA Route Planner, more if any stations are served en route.] 646] Oban branch: (BLN 1441.388) With several stone signals defective, NR Rail has imposed a 20mph speed restriction over four miles through the Pass of Brander. The normal speed is 45mph, so trains are being delayed by about seven minutes. Perhaps we shouldn't have mentioned this in BLN after all. 647] Glasgow Subway: Passenger numbers at each of the stations in the calendar year 2023 were: Hillhead has overtaken St Enoch as the second busiest station. This may be due to changed shopping habits. Planning permission has been granted for complete redevelopment of the shopping centre on the site of St Enoch main line station. The proposal includes offices, residential flats and some retailing. 648] Tranent & Cockenzie Waggonway: (BLN 1429.1814) The 1722 Waggonway Heritage Group, which runs the Waggonway Heritage Centre at Cockenzie,intends to build and operate a replica of part of the Waggonway. This would be constructed by traditional methods and with authentic materials, including oak rails and sleepers. It is planned to have a horse gin and pithead at the upper end of the line, unloading tippers at the lower end and, initially, three wagons (enough for a BLS trip!). The length and location of the line have yet to be decided but options are being examined. In a later phase, it is proposed to include a working salt pan house. It is said that the first phase will cost between £95k and £115k and could be completed by 2029. Details and appeal for funds: http://tinyurl.com/fmd5acvz Buchanan Street. 2,481,740. Kelvin Hall 794,596 Cessnock 458,846 Hillhead 1,936,378. Govan 730,580 Cowcaddens 439,955 St Enoch 1,855,127. St George's Cross 555,334 Bridge Street 412,372 Kelvinbridge 1,036,990. Ibrox 550,683 Kinning Park 338,089 Partick 976,780. Shields Road 467,920 West Street 102,913
X.32] BELOW: (BLN 142.511) In case there is any doubt - a new poster at Dunblane station.
BELOW: An EMU turning back from Edinburgh about to depart Dunblane P3.
The new trailing crossover is out of sight. (Both John Cameron, 18 Feb 2024.)
BELOW: (Item 641) Port Glasgow, looking towards Glasgow; lif
fting the old footbridge out on Sun 11 Feb 2024 at 07.05. (NR.)
BELOW: (Item 639) Cleland looking east to Shotts; the Up Refuge Siding, left, con
nnection is plainlined and the crossover has gone. (John Cameron, 16 Feb 2024.)
BELOW & NEXT: (Item 649) The 'Robert the Bruce Heritage Centre' in Renton
n station building (Balloch right, Glasgow left). (John Cameron, 15 Feb 2024.)
649] Renton: A member visiting this station on the Balloch branch was surprised to find that the small station building, probably dating from the 1960s, now houses the 'Robert the Bruce Heritage Centre'. The station (52,900 passengers in 2022-23 but 0.1M in 2018-19) with one platform on the single track, is unstaffed,with no ticket machine even. The building was adopted by the charity 'King of Scots Robert the Bruce Society', through ScotRail's station adoption scheme and is managed by Strathleven Artizans, a local group. The Heritage Centre was opened on 27 Mar 2010 by Bruce family members, including Lord Elgin, his wife and grandson. King Robert I, popularly 'Robert the Bruce', reigned from 1306 to 1329 and is best known for his defeat of the English Army at the Battle of Bannockburn in 1314. The Centre opens Mon 12.00-17.00 & Tue to Fri 10.00-14.00 (closed weekends); to check 07498 769159. ….. 1443 WALES & THE MARCHES (Chris Parker) [email protected] 650] Tŷ Croes; one hump or two? (BLN 1431.2045) According to NR, Up P1 is closed and out of use for the whole of Mar 2024 for the construction of Harrington Humps (plural). As well as this timescale seeming excessive to say the least, on 27 Feb, buses were shown only on 1 Mar, from Rhosneigr and to Bodorgan connecting from/to Up trains. (One bus is enough to cover both; ECS bus moves not on RTT!) Trains to Holyhead still call at P2. From 2 Mar, Realtime Trains showed the usual TfW trains still scheduled to call on request in both directions and there was no mention on the operator's website or explanation in the operating notice. Valley to Gaerwen single line working seems unlikely, but maybe? 651] Onllwyn/Global Centre of Rail Excellence (GCRE): (BLN 1441.395) Mar 2024 'Modern Railways' suggests that delays in obtaining private sector investment explain the lack of onsite progress. A GCRE spokesman has confirmed that the planned opening of the Centre has slipped by two years to 2027. However: Discussions with investors continue and we remain confident. GCRE received two miles of track panels from NR in Nov 2023, recycled from the Severn Tunnel relaying, for use in sidings and also has three miles from the former opencast terminal. Presumably, higher grade material will be needed for the actual test tracks. On 21 Feb a partnership with Mavin https://bit.ly/3I7TBhG was announced for the design and build, very locally at Neath, of a 'Powercube' (a multi-unit high tech container which certainly isn't cubic)! This will be installed at the GCRE site and includes a modular data centre, signal equipment room with an interconnecting access and staging unit - progress. 652] Cambrian Coast pulling power: NR is to relocate the driver operated pull cords initiating barrier sequences on the major road level crossings before Barmouth and Porthmadog from the Machynlleth direction. The driving position of the Class 197 DMUs, soon to be introduced on this line, would make the cords problematic to operate in their current locations without leaving the cab and cause sighting problems too. The plan is to relocate those on both Down and (for bang road moves) Up lines at Barmouth by 21m and at Porthmadog by 27m on the Down and 20m on the Up. This increases sighting of the crossings to 50m from the driving position. Larger pull cord units with longer cords will be used. Driver crossing indicators will also be replaced at these locations and also Harlech (for standardisation, as all equipment there is already suitably sited) but not moved, except that at Porthmadog they will be lower, again for sighting purposes. The cost of full automation of the crossings would, of course, be prohibitive! There is no such issue in the Up direction; the crossings are activated from the respective platforms during station calls. These changes do not adversely affect existing Class 158 unit operations, so the work is intended to take place over two weeks in May/Jun 2024, well before the 197s arrive. 653] Margam: (BLN 1442.517) Very unexpectedly, after a gap of nearly a month, coal trains from Cwmbargoed resumed SSuX on Wed 14 Feb. The first one arrived and left 24 min late, which does not suggest a light load. Those on the next two days were even later but again spent enough time at the terminal to be fully loaded. They continued into the following week, with an unconfirmed report that the 20 Feb working was the 11th of 15 required to clear the stockpile. If correct, after Tue 27 Feb, two trainloads remained as trains on 21st , 26th & 27th were cancelled. Maybe this explains why Pathfinders' Cwmbargoed final tour (visiting the Uskmouth branch) is on Sat 9 Mar. The coke flow seemed to end with the 13.40 from Immingham on 9 Feb, which reached Margam 00.11 next morning. Unions at Port Talbot Steelworks were to hold strike ballots on 1 Mar regarding the proposed steelworks job losses.
654] ABOVE: Amending the BLN 1442.520.3 plan (thanks to Martyn Brailsford) with the addition of the facing crossover approaching Radyr from Danescourt and correction of Abercynon platform numbers. 655] BELOW: Abercynon to Merthyr and Aberdare new track plan, with thanks to Martyn Brailsford.
656] South Wales Metro: (BLN 1442.520) ❶The appointment of consultants to design the south to west Cardiff Bay to Cardiff Central direct link was announced on 8 Feb. £50M from the Levelling Up Fund and £50M match funding from the Welsh Government have been committed to the scheme. As ever, it is uncertain whether that will be sufficient to complete it when the costs of the proposed extension to Pierhead Street, two additional dedicated platforms at Central and reconfiguration of the road network in and around Callaghan Square to accommodate it are included. ❷The St David's Day weekend closure (BLN 1442.520 2) is to be repeated at Easter with a 100hr Caerphilly (this time) to Cardiff Central blockade, (both exclusive) including the Coryton and Bay branches from Fri 29 Mar to start of service on 2 Apr. Alternative transport is as before except that trains will not operate south of Caerphilly and replacement buses will run Cardiff Central to/from Caerphilly and via Llandaf to Radyr. ❸ROP of the Treherbert branch finally happened on Mon 26 Feb, with a ceremonial event for the press and VIPs on Leap Day, 29 Feb. TfW advises: Customers in the Rhondda will be able to travel at half price until the end of May 2024, this is open to interpretation - is it residents only or anyone‽ 657] Wrexham - Bidston: (BLN 1440.263) From Wed 14 Feb all three diagrams were Class 197 DMUs until 230007 appeared on Mon morning, 19th . The 3-train 45 min frequency has improved punctuality. 658] St Athan: (BLN 1389.3058) On 19 Feb the UK Transport Secretary visited the Vale of Glamorgan to announce government support for plans to improve rail links here. He committed to fund the development of a business case to look at options for a new St Athan station between Llantwit Major and Rhoose, over 2 years after the local authority commissioned one from consultants;what happened to that? Don't hold your breath; St Athan (CP 15 Jun 1964) may be another St Clears (BLN 1395.536)! 659] Pembroke Dock: The whole branch from Whitland Jn is to be blocked for unspecified engineering work 18-27 Mar inclusive. Two buses, one calling at, or near, all stations (113 min end to end) and the other calling at Whitland and Tenby only (95 min), replace each train service between Carmarthen and Pembroke Dock. Reports as to the work being carried out would be of interest. 660] Port Talbot West resignalling: (BLN 1442.516) This as written should be disregarded; TRACKmaps 2023 is correct; apologies have been made and accepted! A further journey past the site has confirmed that the crossover taken out and plainlined is the one opposite the former Llandeilo Junction Sidings (TRACKmaps 3 p24A 2018); the bidirectional Down & Up Goods Loop (Sectional Appendix name currently) extends back to Llanelli Dock Jn as shown in the new edition. In mitigation, on his journey past the site, our member was busy writing down the plainlined crossover observation so missed this! With resignalling, it will have a geographical name - 'Llandeilo Goods Loop' - as on TRACKmaps 2023. 1443 MINOR RAILWAYS (Peter Scott) [email protected] MR33] Ecclesbourne Valley Railway, Derbyshire (MR p8): A landslip, which occurred near the southern end of the line at Duffield on 16 October 2023, has been disrupting the railway's operations and preventing trains from running into Duffield station. The unexpected incident was caused by factors beyond the railway's control, leaving them with limited options to restore train services within a realistic timeframe. To resume full operations, the railway's engineers have designed a plan to realign the track away from the landslip site. This will allow trains to run to and from Duffield station again. The railway is now seeking assistance in raising the £30,000 to fund the necessary repairs and realignment of the track. See: www.gofundme.com/f/operation-duffield (over £17,000 now reached). MR34] Leighton Buzzard Railway, Bedfordshire (MR p12) (BLN 1404.MR126): In terms of passenger numbers the financial year ending in October 2023 was another successful period for this 2ft gauge, 3¼ mile long railway. During Christmas 2022, and the main 2023 season combined, over 18,800 passengers were carried - an increase on the previous year. A small financial surplus was recorded. The financial year was also off to a good start with Christmas 2023 once again achieving a record high of 6,624 passengers - an increase of 300 compared to 2022. Over the Christmas 2023 period: 12 Mince Pie Specials ran, the railway was open 17 days, 22 loco crew volunteers were rostered, 97 Santa Specials were operated, approx 556 litres of Christmas Punch were drunk, 1,492 packets of biscuits were handed out, Santa gave out 2,520 gifts from his grotto and 3,498 mince pies were consumed!
MR35] Spa Valley Railway, Kent (MR p6): A member visited this railway for the Winter Steam Gala, venturing down to Tunbridge Wells on a damp, but mild, Friday 9 February. The main attraction (for our reporter) was visiting small BR Mogul 78019 from the Great Central Railway, behind which he had not previously had a ride - but other interesting features were SR 34066 'Spitfire' (34072 renumbered and renamed for the weekend) and the use of 73140 on the 11.00 from Eridge to Tunbridge Wells West (due to the late arrival of 78019 and consequent delays in steaming it). Bulleid Pacifics do not fit in the run-round headshunt at Tunbridge Wells West, so 31430 (without nameplates) had to be used to pull the coaches of Rake 'A' forming the 10.44 arrival into the platform after the Bullied had run forward into the yard, leading to the late departure of the 10.48 (Andrew Barclay 2315 with 'Queen Mary' van 56296) and consequent late departure of the 11.00 behind 34066 'Spitfire'. Our reporter took this service to Groombridge to await the return service behind 73140 (also required for haulage) with Rake 'B', before making two return trips to Eridge in that rake. First, it was the 11.50 out, behind 78019 (now steamed up), returning at 12.40 behind 34066 again (with 73140 moving the train for the final section in the platform). Next was the 13.30 departure, again with 34066, again following 2315 and the 'Queen Mary' brakevan - so leaving nearly half an hour late at 13.58 for Eridge. On the 14.20 return was BR 2-6-4T 80078 leading 34066 (leaving just over half an hour late at 14.51 after the complicated manœuvring). Lastly, he made a further return trip to Groombridge on the 15.10 outwards from Tunbridge Wells West with 80078 returning from there at 15.30 with 78019 again. Both were around 30 minutes late. Stock was Rake 'A': 4946/9, 1864, (these three all chocolate & cream) & 9414 (green) and Rake 'B': 21214, 4828, 25843, TSO (all green). MR36] East Lancashire Railway (ELR), Greater Manchester (MR p8): In mid-December 2023 the railway welcomed LMSR 2-6-4T 'Tilbury Tank' 2500, on loan from the National Railway Museum. Built in 1934, the loco was the first of 37 in the class that were designed for the London Tilbury & Southend line of the London Midland & Scottish Railway (LMS). These locos had three cylinders boosting acceleration to negotiate the numerous stops along the route. Keith Whitmore, East Lancashire Railway Director and Museum Chairman, said: We are absolutely delighted to be strengthening our working partnership with the National Railway Museum. The 2500 is an LMS Large Tank locomotive built in 1934 that now looks very much at home in our museum, representing the zenith of steam power on the London Midland and Scottish Railway before post-war British Railways came into being. We are working closely with the Science Museum Group to ensure that our Museum is a must see visitor attraction in the North West and are looking forward to further announcements shortly on a further refresh of our displays. Paddy McNulty, from the National Railway Museum, said: We are proud to be working with ELR and the Bury Transport Museum to enable LMS locomotive N o 2500 to go on display. This will give the public additional opportunities to see this important part of the National Collection for themselves. MR37] Beamish Tramway, County Durham (MR p32) (BLN 1424.MR81): Many heritage tramways complete their track and other maintenance work out of season when they are closed to the public. At Beamish it is a bit different. Although the museum doesn't open as often in the post-Christmas period, as it does at other times of the year, the public is still admitted, which means when some maintenance on the tramway takes place a revised service has to operate. That was the case on Sunday 14 January when work was underway on the curve at the end of the town leading to the relatively rare use of the crossover in The Town. Work on the track was pre-planned and meant that the section of tramway between The Town and Foulbridge was closed; shutting the full circuit. The actual work was taking place on the curve just to the Foulbridge side of The Town, which led to a different reversing operation than usual when it is not possible to use that section of track. Ordinarily the curve is still available, which allows trams to terminate in front of the Bandstand and then pull forward, turn their trolley pole round and then head back to the main stop by the Bank. Without the curve, trams instead used the crossover in front of the houses to head to the stop outside the Bank. For ease of the operation just one tram was in service (Blackpool 31). It may have been cold, but its high capacity saw it chosen for use. See: http://www.minorrailways.co.uk/trackplans/beamish.pdf
BELOW: (MR34) Leighton Buzzard Railway; 'Pedemoura' r
uns round at Pages Park station. (Peter Scott, 3 Jun 2022.)
PREVIOUS: (Item MR39) The 10¼'' gauge, 300yd long, Craigiemains Garden Centre Railway, the station platform and heavily rusted rails. BELOW: The two road shed and access off the circuit. All clearly unused for a long time. (Both Rod Bryant, who investigated on 13 Jan 2024.)
BELOW & NEXT: (Item MR) Didcot Railway Centre; the new ramped ac
cess to the centre from the station subway. (Stuart Hicks, 28 Jan 2024.)
THIS PAGE: (Item MR41) A Swindern Quarry to Skipton special DMU passes Embsay Jn (Embsay is off to the right ) which, as can be seen, does not have a proper set of points. (John Harrison, 6 Jun 1982.)
ABOVE: Embsay Jn site, 26 Jun 1992; the Swinden Quarry branch has been relaid. (Both Angus McDougall.) BELOW: (Item MR33) Wirksworth in Sep 1966, Duffield right, passenger platform and 0-4-0ST 'Uppingham'.
MR38] Saltburn Cliff Railway, North Yorkshire (MR p34) (BLN 1411.MR211): A fire broke out at the bottom end of the railway on 15 January at around 10.30. Unfortunately, it caused extensive damage. Three engines from Cleveland Fire Brigade attended and the fire brigade said the fire started in the electrical plant room, the cause was believed to be electrical. Cleveland Fire & Rescue Service also reported '20% fire damage to the building'. Redcar & Cleveland Borough Council said that the railway had been closed since 9 January for winter repairs. The Council has committed to repairing it but the work will not be completed in time for it to open again at Easter as originally planned before the fire. MR39] Craigiemains Garden Centre Railway, South Ayrshire (MR p28) (BLN 1287.MR158): The 300yd, 10¼" gauge railway and Garden Centre closed in 2017 (after July). The Garden Centre later reopened, but not the railway. An inspection was made on Saturday 13 January 2024. The Garden Centre was closed on this day but is still otherwise operational and open normally. The railway clearly hadn't been used for a long time. The rails were brown with heavy rust with no sign of any use. However, the single platform station, 300 yards long circuit and short branch to the two road shed are all fully intact. The locomotive and coaches are kept securely in the shed. Further information would be welcome. MR40] Didcot Railway Centre, Oxfordshire (MR p6): As on 28 January, work to build a ramped access (and a new staircase) was progressing well, with the new concrete ramp completed but still to be made good and lights and handrails installed. However, the tunnel across to the existing entrance remained to be broken through. The trunk of the former tree by the entrance was being dug out. MR41] Embsay & Bolton Abbey Steam Railway, North Yorkshire (MR p8) (BLN 1441.MR18): A member comments, with regard to the reinstatement of Embsay Junction on 22 February 1981, that there is a photo on Page 296 of the June 1981 issue of 'Railway Magazine' showing the installation of a point on this date. The accompanying article described this as a permanent connection. [Close inspection of the photo shows there was no switch rail on (at least) the right hand side of the points, and the track has been set for Embsay station, where the train in background was waiting to go - MR Ed.] Point taken. Another member thinks that the point was installed without the switch rails - the running rails being switched for the Skipton to Embsay through trains described on 8 August 1981 - but it was a long time ago! He has supplied a photo of the connection set for Swinden Quarry. This was taken on 6 June 1982 of a returning DMU from Swinden to Skipton crossing the junction, seen without the switch rails, taken from the A65 over bridge, then relatively new. He was booked on the following 13.30 train from Skipton, which only reached the Skipton end of the A65 bridge - heavy rain 'precipitated' a landslide from the A65 embankment over the railway which blocked the line (and also flooded Swadford Street, Keighley Road and the station subway in Skipton) so these trains were rescheduled for 12 September. 1443 FIXTURE REPORTS (Paul Stewart) [email protected] 661] Cornwall Signal Box Visits, Sat 20 May 2023 (Part 1) Lostwithiel: By Barney Clark. 16 members met on Lostwithiel Down P2 at 09.30 and were treated to a day of spectacular sunny weather and spectacular signalling with semaphores. Our host was NR Mobile Operations Manager, John Stocks. Goonbarrow Junction, Par, St Blazey, Truro and Roskear Junction boxes were also visited. This was 'in advance' of the Siemens Mid-Cornwall Resignalling Project; installation began in Sep 2023 with commissioning now in progress and live signalling due from Mon 11 Mar 2024. Lostwithiel, Par and Truro signal boxes will be abolished with recontrol to a new workstation at Exeter Signalling Centre. This will be the end of the iconic lower quadrant semaphore signalling in these areas and a reduction of the number of signal boxes in the Duchy from nine to six. Liskeard, Roskear Junction, St Erth and Penzance will remain on the Cornish Main Line plus St Blazey and Goonbarrow Junction on the Newquay branch. Absolute Block working will then only remain in operation between Hayle and Marazion. Lostwithiel crossing will be CCTV control from the new Exeter workstation, Truro Level Crossing will be converted to Obstacle Detection. Track circuits will be replaced by axle counters. Lostwithiel (LL) signal box, still externally plated as Lostwithiel Crossing, is situated at 277m 34ch; the London end of Down P2. It is a GWR Type 5 box of 1893 build (Signalling Record Society, Signalling Atlas & Signal Box Directory), with GWR 5-light replacement windows on refurbishment and with a
1923 GWR VT3 tappet locking 63 lever frame. This frame controls points and signals in the Lostwithiel area. The box also has a Henry Williams supplied Entrance-Exit (N-X) panel controlling the Bodmin Parkway and Largin areas to the east, installed in 2018 to replace a 1991 Westinghouse N-X panel. The box was Grade II Listed in Jul 2013, partly as it is the earliest known surviving GWR type 5 design. Lostwithiel works Absolute Block with Par to the west, with a 1947 pattern GWR block instrument, a wooden peg is utilised to deaden the sound of the block bell when offering and accepting a train! To break up the long section, there are Intermediate Block signals at Treverrin. Working to Liskeard in the east is by Track Circuit Block, with trains described - as opposed to being offered and accepted - on a further block bell. Delightfully, the vast majority of the main running signals controlled by the lever frame are of the GWR lower quadrant semaphore type. [Most/all now date from BR days with tubular steel posts etc.] LL1, the Up Main Distant, LL61 the Down Main Distant and LL10, the Up Main Outer Advanced Starting, are colour light signals with cut down lever handles to show this. Further, 100/100R are a switch on the block shelf for the Intermediate Block home and distant colour light signals on the Down Main to Par, with a 'line clear' from Par required before these signals can be cleared. Levers 12, 13, 21, 22, 24 to 29, 32 & 53 are spaces; they have been physically removed from the frame. Levers 18, 19, 20, 23, 30, 31, 33, 34, 35, 37, 39 & 62 are spare and painted white to indicate this. The Up Side Cattle Pen Sidings/Milk Sidings and the associated infrastructure were disconnected in May 2007 and recovered in Mar 2021. Consequently, Lever 43 - former points Up Main to Cattle Pens - and Lever 48 - former interlocking lever for the ground frame - are permanently bolted in the 'normal' position in the frame. If levers are taken out of use but remain part of the interlocking, the convention is usually to paint the lever half white with the lower half retaining its original colour. This has been done with Lever 43, which is now half white and lower half black, although Lever 48 remains half blue and lower half brown. Lever 42, former disc ground signal for 43 points, has a reminder appliance that it has been disconnected. On abolition, LL42 disc ground signal was the final yellow disc in Cornwall. The Down Sidings and Fowey branch Down bay (Fowey passenger service withdrawn in 1965) were also removed in 2021, with the track going to the Plym Valley Railway. Levers 15 (former motorised points Down Main to sidings), 16 (former disc ground signal controlling Down Sidings to Branch) and 17 (former disc ground signal controlling Down Sidings to Down Main) are therefore disconnected with reminder appliances in place. In the Up direction on the lever frame, there are six stop signals to be cleared by the signaller: 2, 3, 5, 6, 8 and 10; all but N o 10 are semaphores! This is a high number for a mechanical box in the 21st Century (can readers think of any surviving NR mechanical box with more?). None of the semaphores on the frame is motorised. Where there are bracket signals, it was noted that only the main signal number is plated on the bracket itself. For example, the lower quadrant bracket with LL54, the Down Main starting to Branch signal for the Carne Point (Fowey) branch, and LL57, the Down Main starting signal, is plated only LL57. Regular use is made of both the Up and the Down Goods Loops; China Clay traffic from Goonbarrow or Treviscoe (on the Parkandillack branch) to Fowey Dock at Carne Point accessing the Up Goods Loop to run round. Trains from Fowey generally use the Down Goods Loop, although LL36 disc ground signal and 41 Crossover allow use of the Up Goods Loop as well. At the time of the visit, China Clay was still conveyed in the classic CDA wagons, the use of which finished on 11 Aug 2023. Trap points 44B on the western end of the Up Goods Loop are of the relatively rare one-rail design (rather than both). At the loop end further from the box, 50 A/B and 51 A/B pairs of points and traps are motorised, as is 14 A/B, the points and trap for the Carne Point branch on the other side of the station, with the lever handles cut down to indicate this. These motorised points have integrated locking in the drive mechanism but Lever 45 is the facing point lock (FPL) for mechanical points and trap 44 A/B Up Main Facing to Up Goods Loop. As they are the exit from the Down Goods Loop, Points 38A/B have no FPL and 41 is a trailing crossover, so does not require an FPL either. A loco making a run round in the Up Goods Loop has to make relatively complicated moves; as the Cattle Pen Sidings have been removed, it is necessary to use the Down platform to change ends and reverse. Having exited the Up Goods Loop on LL49, the
signaller utilises LL56 disc ground signal to route the loco 'down' the Up Main but there is no signalled route further back along the Up Main from LL46 disc ground signal, so the loco must utilise 41 A/B crossover to access the Down Main into the Down Platform reversing behind LL36 disc ground signal. This run round movement is therefore relatively infrastructure intensive, using both the Up and Down Mains and requiring the level crossing to be closed several times. A run round in the Down Goods Loop for a freight train from Fowey, on the other hand, needs only utilise the Down lines, therefore it is the preferred loop for arrivals from Fowey. Resignalling will resolve the issue by creating a signalled wrong direction move along the Up Main through the station towards a new Penzance end Limit of Shunt. For freight trains running to Fowey Dock on the single line Carne Point branch, the loco must stop first outside the signal box on Down P2 to pick up the train staff from the signaller. On the day of the visit, this aluminium staff was spotted between two fire extinguishers adjacent to the signal box door. It is engraved with the inscription 'LOSTWITHIES (sic) - CARNE POINT', although the last word was heavily worn off and illegible. This is testament to the large number of times the staff has been handled over the years as it is passed back and forth between the signaller and driver, with each end of the staff taking an equal amount of handling whether the staff is offered handle first or not. After about 40 min, the train arrives at Fowey Dock and the Carne Point shunter telephones Lostwithiel box to report to the signaller that the train has arrived and is clear of the staff section. To return to Lostwithiel, the driver - in possession of the train staff - contacts Lostwithiel box to ask the signaller's permission to pass Carne Point Up Stop board. Returning along the branch, trains see a fixed distant and then occupy berth track circuit 'DDT' for LL4 (fitted with Train Protection Warning System) Up Branch home to Up Main semaphore signal and its associated LL9 shunt signal disc Up Branch home to Down Main. Routed into the Down Goods Loop the train will see only the LL9 disc clear and will then run up the Down Main into the Down platform, stopping outside the box to return the staff to the signaller. Eastbound, control of the Cornish mainline passes to an NX panel at the far end of the box from the entrance and parallel to the side wall. The original Westinghouse N-X panel was installed in 1991 when Largin signal box was abolished, controlling the Largin area via a solid state interlocking (SSI) situated in Par Signal & Telegraph depot. A new Henry Williams supplied N-X panel, part of the Cornwall Capacity Enhancement Scheme, replaced it in Apr 2018. The old Westinghouse panel is on permanent display at the Bodmin Railway (as it is now known). Its replacement panel controls Bodmin Parkway Ground Frame; control switch 1532 giving the release to access Bodmin Railway via a headshunt from the national network Up Main. However, a handwritten notice on the panel dated 28 Jul 2022 states: 'Temporary stop block placed at the NR boundary & 2A&B points clipped, scotched & spiked UFN'. As well as the Bodmin Parkway area of the mainline, the panel covers over East Largin and St Pinnock Viaducts, singled in 1964 to reduce the load on the structures, then (back to double track) over Westwood Viaduct and through Sperritt Tunnel to the interface with Liskeard box. Slot 1021 on the Down Main can be given to release Liskeard Down section signal LD32 and give a route to signal LL1025 on the panel. A full Down Main route on the panel is from signal LL1025 to Down Home LL60. An annunciator sounds when a Down train reaches LL1043 at Bodmin Parkway on the panel, informing the signaller to lower Lostwithiel barriers. There is also an audible annunciator (as opposed to warning lights), known as the 'dying pig' because of its distinctive sound of a capacitor discharging, which activates when an Up train approaches signal LL1042 at Bodmin Parkway. This reminds the signaller to set a route on the panel through the single line section and describe the train to Liskeard. On the block shelf, an annunciator also sounds when a Down train passes Intermediate Block signal LL100 towards Par.There is no annunciator at Lostwithiel for Up trains approaching on the Up Main or the branch,the signaller must look for occupation of berth track circuit 'AAT' on the Up Main or 'DDT' on the branch; although a freight train can often be heard approaching from the box before the track circuit lights up. Lostwithiel has a pedestal control for its Manually Controlled Barriers over Grenville Road (London end of station); Lever 63 is the barrier locking. This crossing was renewed in 2017 with new tubular steel barriers. When lowed and detected down, an alarm sounds and the signaller checks there are no obstructions, presses the crossing clear button, then replaces Lever 63 to normal for the interlocking.
BELOW: (Item 661) The level crossing control pedestal in Lostwithiel signal box. (Barney Clark.)
BELOW: Lostwithiel (Crossing) box, on the London end of D
Down P2 and adjacent to the level crossing. (John Cowburn.)
[BLN 1443] PREVIOUS: Bracket signal at the country end of Down P2 for Down Main/Carne Point branch. (Barney Clark.) BELOW: The lever frame (Mark Sutton). All photos taken during our Sat 20 May 2023 Society visit.
BELOW: Lostwithiel block instruments for Absolute Block working to NEXT: Instrument for the Intermediate Block Signal 1
Par, with a wooden peg on the block bell to muffle it. (Barney Clark.) 100 control on the Down Main to Par. (Barney Clark.)
BELOW: 66104 on 6G09 Goonbarrow to Fowey Dock Carne PoinLostwithiel signal box can just be seen ne
nt loaded china clay train enters the Up Goods Loop to run round. ext to the rear of the train. (Barney Clark.)
[BLN 1BELOW: The train staff for the Carne Point (Fo
1443] owey) branch in the signal box. (Barney Clark.)
BELOW: The Henry Williams supplied 2018 N-X (Entrance/Exit) Panel; note th
he single track section on East Largin and St Pinnock Viaducts. (Barney Clark.)
BELOW: The Locking Room beneath the operating room, an early 'mechanical computer'. (Barney Clark.)