1295] Cameron Bridge: Planning permission for station was granted by Fife Council on 27 Apr. Work has been under way for some time, NR saying that it was within its permitted development rights. 1296] Corrour - Where mountain walking and railways go together: The mountains of Scotland over 3,000 feet high are termed Munros; these lofty peaks take their name from Sir Hugh Munro (1856- 1919), whose groundbreaking list of the 283 highest mountains in Scotland was first published as Munro's Tables in the Scottish Mountaineering Club's journal in 1891. An astonishing number of people, including at least one BLS member, spend some of their free time climbing them, with the ultimate goal of visiting all 282 summits. [Not 283 with various gains and losses over the years due to remeasuring (and they say railway enthusiasts are pedantic particular). To qualify a peak must be at least 914.4m (3,000ft) above sea level. In 2009, for example the Munro Society remeasured Sgurr nan Ceannaichean and found it to be only 913m. Of course with rising sea levels grab them while they still qualify…] This pastime is known as Munro bagging (probably harder than collecting rare track). For most Munros, the practice is usually to drive to a car parking place at the most convenient access point to the track (if there is one) leading to the summit but for the three Munros at Loch Ossian this is not possible for the general public and it is necessary to walk/cycle at least 10 miles to the Loch or catch the train to Corrour station (the most isolated on the network) - by train is the most popular. Our member's patient plodding over the course of far more years than he cares to remember had finally reached the point where the Loch Ossian Munro's needed to be tackled. The obvious way to reach Corrour from the Midlands is the Caledonian Sleeper but only the wildly optimistic set off for Scotland's mountains without a good weather forecast and by the time this is received the Sleeper is normally fully booked. With wall to wall sunshine forecast for several days the plan was therefore to drive to the Hamilton motorway services for a night at the Day's Inn, then rise early enough to drive to Tyndrum in time for the 10.32 to Mallaig, which calls at Corrour. Access to Upper Tyndrum station is by a narrow road ascending steeply through three zigzags to the small car parking area by the bridge under the railway. It is available for ScotRail passengers and also, from the look of it, for some working in the offices occupying part of the otherwise disused station building. There is space for four, maybe five, cars, so our member was pleased to find one vacant. There is no ticket office or ticket machine either but the platform screen claimed that the 10.32 was on time. An information screen showed the first train to Glasgow as cancelled, which is rather worrying when one is completely dependent on a train back from Corrour in the evening. The three passengers waiting for the Mallaig train were able to have a pleasant chat, the wonderful weather enjoyed for the last few days featuring strongly. Then, rather unexpectedly, a train came in from the north and stopped at the platform. The guard alighted and explained that this was the ECS of the cancelled service running (late!) to take the crew to Crianlarich to work the train we were waiting for. It would be at least half an hour late. After a few minutes it set off. (The train had experienced a technical problem and terminated at Fort William over half an hour late but could continue empty to Eastfield.) The two station screens obstinately showed the Mallaig train as on time, until the nominal departure time arrived - at which point it disappeared. There is an information button (with a help button) and pressing this should connect the passenger with a ScotRail employee who can tell you when your train should arrive. After 30 min we decided to try it. No reply. We gave it a few minutes more, then tried again with similar result. Those waiting were not impressed. The train arrived 45 minutes late, which wasn't a problem for our member as today was to be an easy day. The conductor was soon around, and a period return was purchased, no day return fare being available, at a significant saving over the cost of two singles. With cloudless blue skies the scenery was magnificent, passing a string of Munros (all climbed in the last century) then the wilderness of Rannoch Moor, before, after an hour, arriving at Corrour. It is the highest National Rail station (1,338 feet above sea level) as proclaimed by the sign on the station building. Since Nov 1985, all passenger trains have used the original Down platform. The Up loop remains but is only accessible by operation of ground frames, one each end. It is normally used only by track maintenance machines, road/rail vehicles and the like. Those who have travelled the West Highland Line will be aware that Corrour station is extremely remote and isolated. There is, in fact, only the station house, built by the Corrour estate in 2000, the old signal box and platform.
On the right hand side (viewed from the train), an unspectacular mountain rises on the north side of the wide glacial valley occupied by Loch Ossian. This is Beinn na Lap (translated from the Gaelic as Dappled Hill), of interest only because it pokes its summit above the 3,000ft (914m) contour to the dizzy height of 935m. As Corrour station is about 400m above sea level (the West Highland Railway line summit, 411.5m, is at 71m 70ch - 16ch north of the station), it is easy to understand why Beinn na Lap is considered one of the easiest of the Munros, the ascent taking about two hours, with a good road leading right to the base. This accessibility lends itself for those wishing to celebrate their final Munro in the company of friends and family, which can lead to heavy traffic on the trains used! ABOVE: 1954 map - little has changed since (!) - Beinn na Lap (3,066ft) is top centre and Carn Dearg (3,080ft) is bottom right. The triangle is the Youth Hostel, Glasgow off bottom, Fort William left. This meant our member was back at the station well in advance of the 18.25 service back to Upper Tyndrum. From the end of March to the end of October (in 2023 until Sun 5 th Nov) Corrour Station House Restaurant and B&B are open, the former from 08.30 (ThFSSuO) or 09.00 (MTWO) until 21.00, although meals are not served for a few hours in the afternoon, starting again at 17.00. The lunch business largely depends on the train from Mallaig that calls at 12.30 and the return service at 15.24. The bar is open however and a celebratory drink passes the time until orders for cooked food are taken just before five, with picnic tables outside being available if the weather is sufficiently clement. One might expect the foodstuffs for the kitchen to arrive by rail but in fact they arrive by road from Inverness once a week using the private estate roads not available to the public. The restaurant has a locomotive name plate 'Loch Treig' and number plate 61775, as well as pictures, adorning the walls to give a real 'railway' feel to the dining experience. 61775 was a Gresley K2 2-6-0. Those used on the West Highland Line were given larger cabs to provide better weather protection and were named after lochs. Not far north of Corrour, the railway runs along the mountainside above Loch Treig. Made famous by its use in the 1996 film 'Trainspotting', the station attracts day trippers, walkers and cyclists, especially at weekends. Besides the three Munros, an easy stroll leads to Loch Ossian and the stunning setting by the lakeside of the Loch Ossian Youth Hostel which used to be the waiting room for the steamer that took guests who had arrived by train down the loch to the 'new' Corrour Lodge (top right on map). The steamer ended when the road along the south side of the Loch was completed and is an easy walk to the Lodge. More intrepid travellers can walk all the way to Dalwhinnie station on the
Highland Line - over 20 miles as the crow flies - but this is a major expedition probably requiring a night in the Culra Bothy by Ben Alder. More sedentary souls walk to the Youth Hostel, take a picture and walk back to the station to enjoy the great outdoors with a pint in their hand. Corrour is officially the busiest station north of Crianlarich (except for Mallaig and Fort William), with 11,518 passengers documented in 2021-22 (and 14,344 in 2018-19, its busiest ever year). However, there are probably more visitors to Glenfinnan, as most 'Jacobite' steam trains have a break there. The Wikipedia entry https://tinyurl.com/y5wk3c6u admirably summarises the history of the station. It is quite remarkable that such a remote station has through services to and from London. A history of the Corrour Estate itself is an e-BLN 1424 extra PDF download or see: https://tinyurl.com/2p97yca9 The former signal box, converted into a three bedroom B&B in 2016, received a National Railway Heritage Award. It provides more luxurious accommodation than the youth hostel, with its single large dormitory and bunk beds. The large dormitory is why our member chose to make two return trips by train to Corrour; someone is bound to snore. At Tyndrum more expensive, but probably more restful, accommodation is available. Hence the return journey on the 18.25 train, which arrived on time. The following day required an earlier start and a ten minute walk to Upper Tyndrum station. A steep path directly up the hillside avoids the need to walk the zigzags of the access road. It was with a sense of relief that the Caledonian Sleeper came into view exactly on time; the Class 73 was piloted by a Class 66 locomotive, which was an added bonus. Our member had thoughtfully reserved a seat, so was able to sit down and admire the scenery during the one hour journey. The conductor didn't bother to inspect his ticket, presumably knowing from the passenger manifest that seat 11A in coach 'S' was due to be occupied at Tyndrum. All other seats were occupied by very sleepy looking people. The guard communicates with the driver by radio to ensure that coach 'S' stops on the short platforms on the West Highland line. Five people alighted at Corrour, including our member and a young lady walker who was doing the same walk but in the opposite direction. Today's walk totalled 13.7 miles including the summits of two Munros - Carn Dearg and further east Sgor Gaibhre - against the clock, as the 18.25 train to Tyndrum would need to be caught. In the winter months it really is a race against time to complete the circuit in daylight, the time between the first and last daytime trains is crucial. Our 'ex-International' member managed to complete the round walk with over an hour to spare, albeit sore of foot and extremely tired. Sympathy is not expected but he is sure that members will realise that the sight of the 18.25 train coming in on time was extremely welcome! Questioning of our correspondent revealed that he has climbed 259 Munros, so has just 23 still to do, although he is modest about this. On one occasion he left a railtour at Arrochar, climbed three Munros and rejoined the train twelve hours later, without having missed any new track or locomotives. 1297] Dunblane: The island platform at Dunblane has been moved slightly northwards and extended. It now runs from 123m 14ch (miles from Carlisle via Ravenscraig) to 123m 22ch. The south end of the platforms was previously at 123m 12ch, with P2 extending from to 123m 21ch and P3 to 123m 20ch. As a result, P2 has been extended from 172m to 174m useable length and P3 from 150m to 174m. This imperial/metric muddle, with the notice to staff using 'm' as an abbreviation for miles and metres, is a consequence of the cost not just of re-measuring the railway in metric distances but of changing the huge number of engineering records, some of them historic but still of practical value, calibrated in miles, chains and yards. BLN uses 'm' for miles and metres but the meaning is clear from the context. 1298] Borders railway: The Tweedbank to Carlisle distance of 62m 62ch quoted in BLN 1422.1055 is via the original 'Waverley Route' main line but it is not intended to adopt the original alignment from Longtown to Carlisle. The reopened railway would use the Longtown Central Ammunition Depot/ Smalmstown branch to join the WCML at Mossband. Then it is about 56 miles from Mossband to Tweedbank; 96% is said to be unobstructed. The main obstacle is Melrose bypass; there is room for a single line through Melrose station but most trackbed there has been lost to the bypass. The station building is used as a restaurant. The A68 encroaches onto the trackbed at a number of locations near Newtown St Boswells. Missing structures include River Teviot viaduct at Hawick, Slitrig Viaduct (south of Hawick), Hermitage Viaduct (north of Newcastleton) and Liddel Viaduct (south of Newcastleton).
A member recently took the bus from Carlisle to Galashiels, both to enjoy the scenery and to gain an impression of the traffic prospects for the proposed extension. The X95 bus runs every two hours via the A7, serving Langholm (population 1,740) and Selkirk (population 4,540), both of which would be missed by the railway. This was a weekday afternoon journey and the bus was reasonably well loaded from Carlisle but many passengers were only heading to the suburbs. Just eight remained once the bus had left the city. From Langholm to a few miles south of Hawick only our member and one other passenger (travelling from Carlisle to Selkirk) remained on board. A few passengers joined at Hawick but it was only from Selkirk to Galashiels that the bus was again busy. For most of the way the run was through attractive scenery, with a scattering of farms but little else. There are many more sheep than people and there is a similarly sparse population on the former railway route via Newcastleton. Experience with the reopened line to Tweedbank shows that a train service can be expected to attract more passengers than the bus. It would probably take about 1¼ hours from Carlisle to Galashiels by train, whereas the bus takes slightly over two but how much demand would there be for travel over the 36 empty miles between Hawick and Longtown outside the tourist season? The only significant place between the two via the railway route is Newcastleton (population 770). Would the service south of Hawick be any more frequent than the bus? In comparison, trains between Kilmarnock and Dumfries, which serve a much greater population, run approximately every two hours. For just over a mile, north of Longtown, the disused trackbed runs immediately parallel with the A7, before bearing away eastwards, with a bridge over the River Esk. Slightly further north there is a view from the A7 of Riddings Viaduct, which carried the Langholm branch over Liddel Water and the Scottish border. There was nothing to be seen from the bus of the railway at Langholm itself. A well established housing estate and car park occupy the station site. A cairn commemorates the departure of the final passenger train. The branch OA 5 May 1862 to Canonbie and from 11 Apr 1864 throughout. Coal mining subsidence caused part of one of the arches of Byreburn Viaduct to collapse on 30 Apr 1864, resulting in CA north of Canonbie. The line ROA 31 Oct 1864. There was a signal box at Langholm from 1894 but the block instruments were moved to the station building in 1927 and points were ground frame worked. From 1928 until 1945 a steam railcar ran between Carlisle and Langholm. The engine shed closed in 1932. In BR days the line was a Scottish Region branch worked by London Midland Region trains. It CP 15 Jun 1964 and CG 18 Sep 1967. Passenger trains were steam-worked to the end but diesels were used on freight for their last few years. The last passenger (and probably the last steam train on the branch)was a BLS/SLS 26 Mar 1967 tour, arriving from Alston via Carlisle Canal. For part of the way from Selkirk to Galashiels the bus followed the course of the former branch line; sections of the A7 have been rebuilt along the trackbed. Within Selkirk the alignment has been entirely lost and there are residential flats on the station site. The former station building at Lindean could be glimpsed, sheltered from the A7 behind quite a high fence. The Selkirk & Galashiels Railway branch OA 5 Apr 1856. The branch was just over five miles long, so was a single block section, with the signal box at Selkirk in use from 1893 until 1958. Selkirk sits on a hillside and it was a steep climb up from the station, so traffic was lost as soon as motor buses started operating to and from the town centre. A steam railcar was adequate for passenger services from 1931 until 1945. The branch CP 10 Sep 1951 but special trains for works outings ran from Selkirk at least until 1957 and a Society railtour visited on 4 Apr 1959. Most of the line CG 2 Nov 1964, being cut back to Galafoot Scottish Gas Board Siding, near Galashiels. In the last years, Selkirk freight was worked by a diesel shunter based at Galashiels. The last ten chains from Selkirk Jn to the Gas Board Siding CG 31 Oct 1966. The site of Selkirk Jn is about half way between Galashiels and Tweedbank. Having started close to Carlisle station, the bus terminated at the bus station across the road from Galashiels station, so just as convenient as a connecting train service, although rather slower. 1299] Lost Sidings: Dalmeny Down Siding (TRACKmaps 1 p13 2021) has been lifted, leaving just a stub connected to the Down Passenger Loop. The OOU Arbroath Down Sidings (p17C) have also been lifted. They were obstructed some time ago by a fence erected across the tracks. The shunting gong (BLN 1409.2315) is still present but relocation is anticipated to Bo'ness (which is being awarded a gong).
BELOW: (Item 1298) Melrose, the remaining platform (of two) with room for a
a single line. The station building is a restaurant. (Greg Beecroft, 11 Sep 2015.)
BELOW: Melrose in the other direction (looking towards nearby Tweedbank
and Edinburgh) with the bypass to the left. (Angus McDougall, 12 Oct 2010.)
BELOW: 1953 map, Galashiels is upper left (to Edinburgh); the pink spot is Twe
edbank station site, Melrose is to the right (to Carlisle) and Selkirk bottom left.
ABOVE: The driver and fireman take a break at Langholm branch terminus before returning to Carlisle on 1 Aug 1963. In its last years the branch was normally worked by the two Ivatt 4MT 2-6-0s, 43045 and 43139, which were allocated to Carlisle Canal shed. The station originally had a roof over the platform and the adjacent track. (Angus McDougall.) BELOW: The very fine Category 'A' Listed Melrose station building from the outside is now a restaurant (platform left). (Angus McDougall, 12 Oct 2012.)
1424 WALES & THE MARCHES (Chris Parker) [email protected] 1300] Onllwyn/Global Centre of Rail Excellence (GCRE): (BLN 1418.527) GCRE and Hitachi Rail have signed a major agreement to test new British-built trains, battery technology and digital solutions at the site. This should include testing future European Train Control System upgrades to ensure a seamless transition in digital signalling (we'll see, remember the Cambrian), testing automatic track monitoring, overhead lines and vegetation monitoring to pinpoint faults and reduce costs, thereby making the site a hub for digital rail technology. The Welsh Government Economy Minister said: This demonstrates why the Welsh Government was right to invest in GCRE and to help develop this exciting concept. Hitachi can see the potential and unique added value this facility will provide. I very much hope to see more creative partnerships being developed with GCRE in the future. TfW has also signed an agreement to become a 'major commercial client' (what that actually means is less clear…). Meanwhile GCRE has undertaken a public procurement process to list pre-qualified organisations to bid for a majority stake in the company and progress the development of the testing and innovation facility. Invitations to Tender have now been issued and completion is expected this autumn. On a more basic level it has also now allocated funding to fulfil its planning obligation to reduce the height and visibility of a large spoil heap locally named 'The Wedding Cake'! Work will begin 'as soon as possible'. The project has also received its first rail vehicle, a coach donated by Spanish manufacturer Talgo which will become a visitor centre, described as the start of another important new partnership. 1301] Aberystwyth: (BLN 1421.957) Another timber train ran to Chirk Kronospan on Friday 28 April. They are gradually becoming more frequent; it was only 6 weeks since the last one! However a report elsewhere says that they were to due run on each of the intervening Fridays as an extended trial. 1302] Core Valley lines; by John Cowburn: A few notes from a little trip to Treherbert and Rhymney on Thu 27 Apr. We went primarily to have a look at the key token working on the Porth to Treherbert section (now finished) and have a last ride with a Class 769 up the valley before they are withdrawn. A half-hourly service was running from Pontypridd to Treherbert and Merthyr but the lines down to Cardiff and from Abercynon Jn to Aberdare had replacement buses. We drove to Porth from Hook, just missing the 10.44 up the valley, so went to Treherbert on the 11.14, returning on the same set to Pontypridd. I'd have liked to have stepped back for half an hour at Ystrad Rhondda but unfortunately the following train was cancelled (presumably 150260 sat in the sidings at Treherbert) and we couldn't lose an hour. On returning, I wished I had had the chance to do that, as I only realised later that the Porth (to Ystrad Rhondda) section has motorised points and protecting signals. This also allows trains to turn back from the Cardiff direction without needing to draw a token. Ystrad Rhondda loop has hydro-pneumatic points with Point-Set Indicators (as found on the modern West Highland Line). It is remarkable that a half-hourly service was being maintained with this No-Signalman Token Remote (NSTR) system of control. I assume it was never designed for this service frequency and must have kept the local MOMs busy moving cassettes of tokens back and forward. [The service was hourly originally.] The sets were cycling between the lines, so we were able to stay aboard the same one for a trip up to Merthyr and back, before returning to Porth to recover the car. There only appeared to be two Class 769s out on the Rhymney Valley circuit (008 and 421), plus three 231s, a single 150 and a pair of 153s. We parked at Pontlottyn, rode down to Bargoed on 231011, then to Penarth and back to Pontlottyn on 769008. Having developed a bit of affection for these strange devices which get so much bad press, I think a word in their defence is worthwhile. Our trains, including the crucial climb towards Rhymney, in the rain, ran to time, the train was clean and the seats in reasonable nick, even if the layout remains rubbish. I spoke to three guards about the 769s during the afternoon and all three gave the same message - they now like the 769s, the engineers seem to have got them sorted and it is ridiculous that they are being withdrawn. It appears that they have now climbed out of the 'bathtub of despair' as I have heard it referred to in 'change management' literature (and by Roger Ford in 'Modern Railways'). However, this reference https://bit.ly/3LoyOI5 doesn't include the name. Finally get it cracked then scrap it - won't be the first time. I recognise that this is a tiny sample and I have not done an analysis of Realtime Trains etc but the crews often know best. [More of this type of reports welcome, please.]
BELOW: (Item 1302) Porth looking towards Treherbert, the Maerdy branch use
d to curve off right just past the far platform (note bagged new signal that end).
BELOW: Porth in the other direction towards Pontypridd and
d Cardiff with a train for Treherbert. (Nick Jones, 21 Jul 2022.)
BELOW: Treherbert, looking towards the end of line - once through on to Br
ridgend via the Rhondda Tunnel and Maesteg. Left are the carriage sidings.
BELOW: In the other direction, towards Porth, Pontypridd and Cardiff; 15026
60 is stabled, possibly failed, as the sidings are normally empty during the day.
BELOW: With the line from Pontypridd towards Cardiff closed, 150235 formed
d a through train from Treherbert to Merthyr, reversing here in Pontypidd P2.
BELOW: Methyr Tydfil looking towards the end of line buffer sto
p. (All photos John Cowburn, Thur 27 Apr 2023 unless specified.)
PREVIOUS: The former Abercynon Signalling Centre (control is now from T
Taffs Well) note OHLE mast. BELOW: Pontlottyn, looking towards Cardiff.
1303] Pontypridd Jn - Treherbert: (BLNs 1421.947 & 1423.1179) The engineering blockade began from the end of service Fri 28 Apr after the 21.16 from Treherbert had cleared. Trains had run from/to Pontypridd only from Tue 25 Apr due to an additional Pontypridd - Cardiff Queen Street North Jn via Cathays closure and via the City Line to Ninian Park (excl). The Aberdare blockade (BLN 1423) was also extended for the whole of that week. Cardiff to Treherbert through services ended prematurely on Mon 24 Apr with the 17.35 Up worked by 150227. It was held for 88min at Cathays because of a signal failure and eventually reached Treherbert 106 min late. Our Society was represented on this train (and on 28 Apr last train) by a Tonypandy commuter who is resigned to seven months of partial (at times total) rail replacement bus service to/from Cardiff with the Pontypridd North Jn - Treherbert closure. Buses operated for the rest of that evening. Works in the 7-month Treherbert closure include moving gas mains/utilities, new platforms, signalling, track and electrification. Our rail replacement enthusiast (we have one) noted during this closure that the T4 Merthyr to Pontypridd and Cardiff bus is quicker than the train and takes passengers to the real centre of Cardiff. It is offered by TfW to rail ticket holders to reduce demand for rail replacement buses. Hopefully they will return to the trains, some may not although the new bimodes promise much faster times, particularly on longer journeys. Radyr (excl) to Pontypridd, Aberdare, Merthyr and, of course, Treherbert were all blocked 29 Apr-12 May. 1304] Core Valley Lines Integrated Control Centre: (BLN 1423.1179.2) Although transfer of signalling control to Taffs Well, Treherbert, Aberdare & Merthyr Workstation as specified was signed into use at 04.47 on 3 May, Operational Control (due to transfer on 30 Apr) remains with NR until further notice. 1305] TfW (maybe) loco powered services: (BLN 1411.2567) Advance booking for these remains a major act of faith. On 25 Apr single car unit 153327 deputised on the 04.35 Cardiff to Manchester Piccadilly and 08.30 return while it was 2-car 150270 on the 05.36 from Swansea and 10.30 return to Cardiff. Realtime Trains indicated that they still each had a restaurant for First Class passengers which might have presented a challenge but at least timekeeping, as usual, was rather less of one! 1306] Cwmbargoed: (BLN 1403.1580) On 26 Apr Merthyr Tydfil County Borough Council rejected a planning application to continue coal extraction at Ffos-y-fran opencast site until Mar 2024 on the grounds that it conflicts with climate change control policies. The determination was supported by Mark Drakeford, First Minister of Wales. Although the decision has been widely welcomed locally and by environmental campaigners there is concern that the operators Merthyr (South Wales) Ltd has not set aside sufficient funds to restore the site to 'green hillside' after closure as required by the licence. It is a huge scar on the landscape and there is no GCRE-style redevelopment. Merthyr Tydfil Council is considering appropriate enforcement action in that regard. The mining extension was sought on the grounds that the steel industry still requires coal in the short term so increased imports - and possibly rail traffic from Immingham - should result. The closure date (or any appeal against it) is awaited but the Mon 24 Apr 15.43 Cwmbargoed to Earles Sidings for Hope Cement Works and 11.30 to Margam on Thu 27th were the only rail departures that week; SSuX daily Margam trains resumed from 3 May. The site is the last UK source of coal suitable for heritage railways etc, who burn about 30,000 tonnes a year; the nearest suitable coal is from Columbia. 'Non-coal' alternatives have not been very successful. 1307] Craven Arms: (BLN 1421.952) Commissioning of the two Token Huts (one on each platform) for the Central Wales Line single line token to Knighton was rescheduled for completion by 22.00 on Sun 30 Apr. Train crews will normally communicate only with the Pantyffynnon signaller but both huts also have a direct phone line to Craven Arms box (that previously held the token machine). Incidentally the actual 'Craven Arms' pub/hotel is closed with an application to convert it into apartments pending. 1308] Central Wales line: Ty-Ddu user worked crossing (24m 04ch), ¾m southwest of Dolau, has been upgraded with train activated 'miniature' stop lights (larger than the older type, as elsewhere) on the road approaches, the first on this line. NR's video shows that their commissioning caused locals to celebrate on 19 Apr with refreshments served from a table at the roadside! For a crossing of its type, it is quite well used, sometimes over 50 times a day by authorised people who often faced long waits for trains to pass because, in the absence of full track circuiting(!), signallers don't know the exact location of trains in the 19m 17ch Llandrindod - Knighton section (once Llandrindod - Craven Arms 31m 36ch).
BELOW: (Item 1307) The new Token Hut on Craven Arms Up P1. (Chris Parker 8 Apr 2023.)
ABOVE: 1971 one inch map showing the Milford Haven passenger branch and, lower left, its terminus. The Waterston branch is to the right; top left is the start of the still operational Robeston Oil Refinery branch, which used to continue on to Herbrandston Oil Refinery off left (west) of Milford Haven. 1309] Waterston: (BLN 1083.115; TRACKmaps 3 p25B 2018) NR proposes to lease, at a peppercorn rent for 100 years, 'about 2.3 miles' of this branch (presumably the 2m 35ch from Gulf Oil Branch Jn at 282m 00ch (miles from Paddington via Stroud) between Johnston and Milford Haven to the private siding boundary) to Egnedol: https://bit.ly/41ZyYN8 It is the new owner of the sidings and much of the adjoining site of the long demolished oil refinery and fuel storage areas. Egnedol aims to create an environmentally sustainable centre of excellence at the Waterston and Blackbridge sites in Milford Haven. It plans to restore the rail infrastructure and is exploring options for storing and transporting commodities by rail. It is willing to carry out the work itself, including vegetation clearance; NR will be absolved of all maintenance responsibilities. Hopefully this isn't as too good to be true as it sounds! The branch OG 1 Jul 1968 (first oil train) to the then new Waterston refinery which closed in Dec 1997; date of last train unknown. It was revived from 26 Apr 2005 for incoming aggregates traffic from Machen Quarry, apparently for work then being carried out within the site. This quickly dwindled and by 26 Aug 2006 it was OOU according to the Sectional Appendix but two inspection trips ran in 2008. 1310] Wrexham - Bidston: (BLN 1423.1173) Week commencing 24 Apr was an almost exact repeat of the previous one right down to their being no trains on the Tuesday. However, from 1 May the full daytime service was restored, operated initially by 230009 (a rare performer hitherto) and 150235 which could no doubt be spared as a knock-on effect of the increased availability of 175s and, less positively, an increased use of Class 153s singly rather than in multiple (item 1305). Bus replacements continued to run early morning and late evening only. This all continued for the rest of the week.
BELOW: The first tour to Waterston was our 4 Jul 1970 West Wales railtour, here at the refinery gate. See https://www.sixbellsjunction.co.uk/70s/700704bl.html which was rather a long day out! As can be seen the branch earthworks are still new. (All Angus McDougall.) BELOW: Our Sat 28 May 1977 https://www.sixbellsjunction.co.uk/70s/770528bl.html 'Daucleddau & Dyfed' railtour, taken from the last overbridge on the branch looking away from the refinery with the runround loop ahead. At the very bottom, second from the right, is your current BLN Editor (proving that he didn't always have silver/grey hair) and third along is the Terry Velvick who organised this tour.
ABOVE: (Item 1309) The late Doug Eacock, a former Membership Secretary, climbs down from of an ex-British Rail diesel loco (as you did) during the 18 Feb 1983 Society visit to Waterston Oil Refinery internal railway. BELOW: The same visit in difficult lighting conditions; Kevin Driscoll, a former Treasurer, is centre. Of course, Kevin was only here for the beer ex-British Rail loco ride.
ABOVE: Overlap achieved on the branch! BELOW: From the loco cab, towards the end of line ahead. There are 13 photos of the railway here on our website photo collection, search 'Waterston'.
1311] Landore (East) Jn - Swansea Loop East Jn: (TRACKmaps 3 p23A 2018) The current Sectional Appendix (SA) of 10 Sep 2022 and recent NR notices show that Landore Jn is now Landore East Jn. Does anyone have a renaming date, please? Presumably it was when the facing crossover on the South Wales Main Line at 215m 07ch (the former - now severed - western access to Landore Depot) became Landore West Jn, as it now appears in the SA. The main lines between these two junctions are now the Up Swansea Main and Down Swansea Main; furthermore, both are bidirectionally signalled. There are changes to Landore Depot layout, be assured that they will all be included in the next TRACKmaps! 1312] Class 175 DMUs: (BLN 1423.1180) 2-car unit 175007, on fire at Wilmslow on 1 Mar, stored at Chester and not expected to run for TfW again on 13 Mar, was however back in service by 29 Apr! 1313] Ebbw Vale Cableway reprieved: (BLN 1422.1078) 'External funding' from an undisclosed source (not me - Regional Ed) has been found to stave off 'mothballing'. Blaenau Gwent Council's leader said that they had now heard from many BLS members people who use the cableway to access education, work, leisure and local amenities, especially those with mobility problems and vulnerabilities. Their feedback has been uppermost as we worked towards this positive solution. The council was also concerned the closure of the cable car would see it become a flashpoint for vandalism and anti-social behaviour (as if it hasn't been already). The local paper said that the cableway had to be stopped for repairs 252 times in the first two years after it opened in 2015 and vandalism accounted for many of these. To what extent matters improved after the appointment of the security guard is not stated. 1424 MINOR RAILWAYS (Peter Scott) [email protected] MR page number references are now the new 35 th (2023) edition of the'Minor Railways'booklet. http://bit.ly/3nQQlk2 has Peter Scott's PDF Minor Railway plans:for personal use only;:more to come. MR81] Beamish Tramway, Durham (MR p32) (BLN 1420.MR42): The Tramway has had assistance from engineers at the Tyne & Wear Metro. A Metro maintenance team, part of an annual Nexus volunteer day, carried out essential repairs on the Tramway's overhead wiring. The works were vital as Beamish prepared for their busy summer season. Nexus, Metro's operator, brought in advanced equipment, which is normally used on the Metro system for nightly maintenance tasks, to undertake the works, which involved replacement of span wires and insulators. Three teams of Nexus engineers used special mobile raised platforms to undertake the works. The visit was a follow up from a similar event in December 2021 when Metro engineers conducted a safety critical inspection of the Tramway. MR82] Dibleys Nurseries Railway, Denbighshire (MR p29) (BLN 1210.MR79): A member visited this site in early April 2023 and enquired about the railway. A member of staff phoned, our reporter assumed the owner, who said it was unlikely to run again - time, age, work etc. The railway certainly looked in a very poor state in places. What has happened to the two trams and the steam engine? MR83] Helston Railway, Cornwall (MR p6): The 513m (25½ch) of trackbed in the ownership of the railway extending from Truthall Halt towards Helston has been cleared of infill and trees, reprofiled and is ready for track to be laid. Several hundred tonnes of ballast now need to be acquired and laid. MR84] Bala Lake Railway, Gwynedd (MR p29) (BLN 1400.MR88): Plans to extend the railway into the Bala town centre have been rejected by the National Park authority. Officers at Eryri - also known as Snowdonia - said they agreed with the principle of expanding the Railway but recommended refusal. The National Park's planning committee officially turned down the proposals on Wednesday 19 April. Supporters had argued for approval with conditions or a decision deferral. One reason cited for the rejection was the impact on levels of phosphates in the River Dee between Corwen and Chirk. The extension would bring more visitors to the area with increased sewage which increases this phosphate level. Welsh Water does not intend to install a phosphate removal plant at Bala sewage works. Any increase in phosphate levels is unacceptable. This problem is difficult to deal with and applies to all new developments in Wales, several ways round it were suggested but none was acceptable to the National Park Authority. It was hoped bringing trains into Bala town centre would help the local economy and boost the railway's fortunes. The Railway intends to appeal. Work on the flood defences, about a third of the trackbed, has been completed and is ready for track to be laid.
BELOW: (Item MR86) Trevor Stockton celebrates 50 years on the R&ER. (Christopher Glover 15 Apr 2023.)
BELOW: (Item MR 84) Bala Lake Railway; 'Holy War' at Llanuwchllyn (an origi
inal Ruabon - Barmouth line station), towards Bala. (Peter Scott, 9 Sep 2012.)
X.52] Chinnor & Princes Risborough Railway. PREVIOUS: DMU 55024 i
in P4, looking towards London. NEXT: In the other direction leaving P4.
BELOW: 4144 arriving at Chinnor from Princes Risb
orough. (All three Richard Putley, Sun 7 May 2023.)
BELOW: (Item MR85) Lynton & Barnstaple Railway; a wonderful recreation. 762
2 'Lyn' approaches Woody Bay from Killington Lane. (Peter Scott, 29 Sep 2018.)
BELOW: (Item MR88) Swindon & Cricklade Railway; 03022 and 03152 (
D2152) at Blunsdon. (All four photos © Andy Overton, on 15 Apr 2023.)
[BLN BELOW: E6003 'Sir Herbert Walker' (73003) running round at Taw Valley H that headshunt buffer stop (left) to continue to form a main line connect