….. 1437 WALES & THE MARCHES (Chris Parker) [email protected] 2438] A three day railtour from Oswestry: With even shorter notice than NR is at times notorious for, on Tue Oct 12 1937 the GWR Central Wales District Traffic Manager's office in Oswestry issued a circular providing the timings for a Chief Engineer's Grice Inspection Special over the next three days. It was to start from Oswestry on Wed at a very civilised 12 noon heading south. 16 min was allowed at Moat Lane Jn from where the Mid Wales line was taken to Talyllyn Jn, then the Brecon & Merthyr line via Dowlais Top to Bassaleg Jn and Newport, scheduled arrival 17.20. Departure the next morning was to be at 11.40, retracing the same route as far as Llanidloes, with some stops in section for inspections except that a diversion from Talyllyn Jn to Brecon, returning after a 35 min break, was built into the schedule. Arrival at Llanidloes was to be at 18.50 with an earlier set down at 16.26 for anyone not wishing to continue to Moat Lane (reverse) and Caersws, where 32 min was allowed before returning. This might well have been for a visit to the Bridge Department's Depot in the former Van Railway Caersws station and yard (CP 1879). No doubt an overnight stay in Llanidloes was rather less attractive than Newport, so it was an early start on the final day (Fri 15 Oct) at 07.30 southward to Rhayader, returning after 15 min through to Moat Lane (reverse; only 6 min allowed so hardly time to visit the refreshment room) and down the Cambrian main line to Aberystwyth, where a more generous 18 min was allowed for a further reversal before taking the Manchester & Milford line to Carmarthen, due at 13.19. After a leisurely lunch break, it returned at 15.00 to Lampeter before taking the Aberayron branch for what seems to have been a more detailed track inspection between Silian and Blaenplwyf Halts. Reversal was in section at Blaenplwyf before return to Lampeter; a total of 67min was allowed (the intermediate Aberayron Junction signal box had been abolished in 1929). By now, the weekend was approaching so departure from Lampeter was due at 17.25 after a sprightly 5 min reversal. A straightforward journey home to HQ was scheduled, though 21 min was allowed to cross a service train at Strata Florida and, after a 15 min reversal at Aberystwyth, further crossings were due at Bow Street, Machynlleth and Newtown. Arrival back at Oswestry was at 22.00, just before closing time for those wishing to hit the town. [Timings follow, with thanks to Richard Maund.] The special was to consist of the Engineer's Inspection Coach and an engine provided by the Locomotive Department (always a likely source). Some things never change; scheduled passenger trains were to be given precedence but goods trains were to be regulated to enable the special to maintain its own schedule as closely as possible. We shall never know how well it succeeded, or for what precise purposes the trip was undertaken and what the outcomes were. Such fascinating operational detail is rarely included in published histories even where records exist. What can be safely assumed is that it carried the small round headboard adorned with the Prince of Wales feathers normally used on this District's Civil Engineering inspection trains and which may still exist in Oswestry Railway Museum, as does the similar but much larger Cambrian Railways Royal Train headboard. 2439] Wrexham - Bidston: (BLN 1436.2635) The enhanced service from 10 Dec needs three trains but TfW will still only risk using one Class 230 at a time. The others will be Class 150s. They normally each spend two consecutive days on the line, stabling overnight in an Up Bay Siding at Wrexham General. 2440] Llangollen: The already remote prospects of reinstating the line to Ruabon could be ended by plans to block off the east side of Llangollen Bridge, where the heritage railway now ends, as part of Denbighshire County Council's UK Government funded https://bit.ly/3SJjWct 'Levelling Up' Four Great Highways project. The developers' claim that the Bishop's Walk housing estate already blocks the route is incorrect. The project would need to keep clear a strip of land of 6m minimum width, as exists, behind the riverside wall through the length of the scheme.Public consultation ended in Apr 2023. 2441] Barry Tourist Railway (BTR): (BLN 1435.2517) A Society member who is also a BTR member advises that as of mid-Nov the sidings were full of new TfW units between mileage accumulation runs. This was nearly complete and they 'will' be entering service soon, he was told. There is a small section of track that needs relaying; once it's done there is a definite plan to restart public running, which may be during 2024. There are still a good number of active members who are keen to get going again. It remains to be seen how much of it will operate but the Railway certainly isn't defunct.
2442] Wrexham & Shropshire reincarnation? (BLN 1130.109) The Wrexham, Shropshire & Midlands* Railway Co Ltd has submitted a track access application https://bit.ly/3SUp25H to run five Open Access train services in each direction SuX and four SuO between Wrexham General and London Euston with calls at Gobowen, Shrewsbury, Telford Central, Wolverhampton, Darlaston, Walsall, Coleshill Parkway, Nuneaton intermediately and (only to set down towards London and pick up northbound) Milton Keynes. This is for a period of seven years initially from May 2025. (*As distinct from the late lamented Marylebone company, which ceased operations after 28 Jan 2011 - the similarity of name does not seem to be coincidental, though it has no connection with the former company.) More soundly based than some, the application includes the full proposed SSuX timetable (LEFT) (worked up with NR) based on Dec 2023 but taking account of proposed Avanti, Grand Union Trains and TfW pathing requirements. The application acknowledges uncertainties over the implications of the recent HS2 announcement, particularly at Euston. North of Wolverhampton, timings are mainly based on the paths formerly used by the Marylebone Company. Some of that late company's former personnel are involved in the new project and, despite the very similar - but appropriate - names, there is no intention of trading on its 'goodwill'. Cascaded refurbished Class 22x DMUs would be used initially, with reduced emissions achieved by replacement engines including Intelligent Engine Start/Stop technology. Seat reservations available up to 10 mins before boarding at any location and 'truly paperless' ticket apps are promised. Joining the timetable dots, perhaps of most interest is reintroduction of regular timetabled passenger trains through Sutton Park. The application assumes that line speed for passenger traffic on the now 'freight only' section of the route can be increased from 45 to 60mph. This is currently the subject of a feasibility study but NR has confirmed that the existing signalling system could support it; freight speed would be unchanged. The only known 'PSUL' (sparse) service over Park Lane Jn - Water Orton West Jn curve ran from the line opening on 1 Jul 1879 until 1 Apr 1907. In effect it provided a route giving the Midland Railway connections from northern locations (and London via the Wigston curve!) to Walsall and Wolverhampton. From 1 Oct 1887, it was reduced to a single one way passenger train only. 2443] Cardiff Central - Swansea: Rail replacement buses are due to run from Fri 1 until Sun 3 Mar. 2444] Abergele disaster: (BLN 1433.2279) While conspicuously absent from more recent significant works such as British Railway Disasters (Ian Allan 1996) and as such previously under your Reg Ed's radar, there is a detailed account in the 'Stray Wagons and Breakaways' chapter of LTC (Tom) Rolt's classic 'Red for Danger' first published in 1955 and later revised to include every major British railway accident in the period 1840-1957. It is still widely available in various editions, including an electronic Kindle. The Lland(d)ulas memorial to this disaster was a small pillar, probably of cast iron but possibly stone, on a grassed area close to the north (seaward) side of the line. As viewed from passing trains in the late 1950s/early 1960s, the top of the near side had just a raised cross with the date '1868' beside it in black on a white background with a black border. In later years it could not be seen but a Society member, an ex-BRB (Residuary) Director, has advised that, as it was on operational land, it became the responsibility of Railtrack then NR, despite being a non-operational artefact/asset. Its subsequent fate is unknown; the (National) Railway Museum confirms that it isn't in their collection. Sadly, dumping or destruction by someone unaware of its significance seems likely, unless you know different Wrexham Gen 06.21 07.54 10.55 14.54 17.30 Gobowen 06.35 08.07 11.09 15.08 17.45 Shrewsbury 06.58 08.26 11.28 15.27 18.04 Telford Cent 07.19 08.45 11.45 15.45 18.23 W'hampton 07.39 09.05 12.04 16.04 18.43 Darlaston 07.45 09.11 12.11 16.11 18.50 Walsall 07.52 09.19 12.20 16.19 18.59 Coleshill Pkwy 08.14 09.41 12.41 16.41 19.20 Nuneaton 08.29 09.56 12.56 16.56 19.35 Milton Keynes 08.58 10.25 13.25 17.25 20.04 Euston 09.31 10.58 13.58 18.00 20.37 Euston 07.00 11.00 14.00 17.36 20.10 Milton Keynes 07.31 11.31 14.31 18.06 20.41 Nuneaton 08.01 12.01 15.01 18.34 21.13 Coleshill Pkwy 08.17 12.17 15.17 18.50 21.29 Walsall 08.38 12.38 15.40 19.11 21.54 Darlaston 08.45 12.46 15.48 19.18 22.00 W'hampton 08.52 12.52 15.57 19.29 22.08 Telford Cent 09.13 13.13 16.14 19.48 22.25 Shrewsbury 09.28 13.29 16.29 20.10 22.42 Gobowen 09.46 13.54 17.01 20.27 22.58 Wrexham Gen 09.58 14.16 17.14 20.40 23.15
2445] Cwmbargoed: (BLN 1433.2280) During one of his returns home from exile, our Fort William based member saw the SuX train here on 21 Nov. He was able to chat with the shunter who said that it's a complete shutdown from the already announced date of Thu 30 Nov, with all staff from both the mine and the rail terminal laid off permanently. As regards extra trains beyond then for stock clearance, he said that the stockpiles at the rail terminal (one or two train loads) were the only significant ones. A train or two in Dec is not impossible but they'd have to bring back the relevant staff on a daily rate contract basis, meaning it will only happen if essential. It is the end of the last South Wales coal branch. This does beg the question as to how Margam (Port Talbot) steelworks will now be supplied. Closure of its blast furnaces in the not too distant future is likely but the Welsh Government's Economy Minister has dismissed reports that it could be as early as spring 2024. 2446] Ebbw Vale branch: (BLN 1434.2365) Further NR notices confirm that line renamings will be as shown in the new TRACKmaps 3 p26A 2023 but one amendment is required; Newbridge Down P2 is extended not to 97m but by 97m to an operational length of 171m. Signalling changes are many, yet the new numbers in the 19xx series retain PJ (Park Jn) prefixes. Points are numbered in the 89xx series with no prefix. Train detection by axle counters will apply on the extended double line Risca South Jn (4m 11ch) - Aberbeeg Jn (12m 23ch) section and One Train Working on to Ebbw Vale Town. However, the message on TfW website on 24 Nov had changed to: Brand new services will start running between Newport and Ebbw Vale Town during the timetable period as a result of the investment. This suggests the new service may not begin on Mon 11 Dec - although they were still in the system that day. (BLN 1423.1175) Access to Machen Quarry branch was maintained most weekdays during the works, the junction crossover secured for the branch and possession markers on the Main lines north of it. 2447] South Wales Metro: (BLN 1436.2631) ❶Following the 16 day blockade, from Mon 20 Nov the Weekly Operating Notice (WON) warned drivers to be aware of the construction of a new platform at Butetown, adjacent to the single [former Down] line on the Down side between 0m 32ch and 0m 38ch. This is interesting as TRACKmaps 3 p21A 2023 has 0m 31ch as the mileage of the new stop; also (understandably) there is no mention as to whether the Up platform is being constructed at the same time - presumably the Up line still awaits reinstatement! Any reports of what has happened so far would be welcome. Certainly, by 12 Nov platform work at Cardiff Bay was reported as well advanced. ❷Class 398 tram-trains began test runs from Taffs Well Depot to Cardiff Central via Ninian Park over the night of 14-15 Nov. On the next night they ran via Cathays. Both routes include more extended running in battery mode than their previous runs to Radyr. ❸Despite TfW's earlier announcement, the otherwise complete OHLE is still not wired from Cwmbach to Aberdare. Local ticket office staff believe that this is to be done during a further one week possession around Christmas. ❹On the Rhymney line, a few OHLE posts and masts have been installed just south of Heath Jn. On 6 Nov TfW advised that it is undertaking preliminary surveys and ground work at the new Crwys Road station (sic) site, further south towards Queen Street (BLN 1432.2172). ❺Commissioning of the next resignalling phase, TAM 'B' (which transfers control of the Pontypridd North Jn - Treherbert line to Taffs Well) is due on 13 Dec, to include: Removal of Token working between Porth and Treherbert Axle counters instead of track circuits New signals New points Enhanced TPWS New bay platform (P1) at Treherbert (TRACKmaps 3 p27A 2023) Dinas Rhondda new Up platform - towards Treherbert - (P2) Redoubling of Porth to Dinas Rhondda Extension of Ystrad Rhondda loop Redoubling Ynyswen to Treherbert Alterations to permissible speeds Removal of signal post telephones. 2448] Central (Heart of) Wales and beyond: (BLN 1436.2629) Member 5147 had a rather more positive, though typically mixed, experience on 15 Nov. He caught the 09.09 from Swansea, which departed a couple of minutes late. By Llanelli, where the train reverses, it was six minutes down. Knowing that this train has a habit of late running, he was not too surprised. By Llangadog another two minutes had been lost. However, Llandrindod departure was on schedule and it was five minutes ahead at Craven Arms and four minutes early at Shrewsbury. [In some ways trains running early is worse than late - Ed.] The 2-car DMU was well loaded (up to 50% at the busiest points) and several people travelled all the way to Shrewsbury, despite it being quicker by way of Cardiff and Hereford.
[Yes - but much more expensive.] It was my first trip on the line, and I thoroughly enjoyed it. Less impressive was the connecting Shrewsbury to Birmingham International TfW service. It left on time at 13.30 but encountered a door problem at Wellington. The train had come all the way from Aberystwyth without any trouble but perhaps the reversal at Shrewsbury had confused the onboard systems. After about 15 mins of faffing about, the crew declared the train a failure and all were invited to disembark. It then took several more minutes for the defective unit to clear the platform to allow the arrival of the following West Midlands Railway service. This was the 13.54 departure (the 13.40 from Shrewsbury) which finally arrived at 14.07 and departed at 14.15. This should have taken passengers to Birmingham New Street but, due to the late running, it was decided to terminate the service at Wolverhampton, reached at 14.48 (17 min down). Once again, everyone disembarked. It was then the turn of LNwR to get passengers to New Street. This was the 14.57 departure (the 13.33 from Liverpool Lime Street). There were no further incidents to New Street! In all, the journey from Shrewsbury had taken 110 mins (scheduled 58 mins) for 43 miles, using trains from three different operators. He doesn't know the fate of the TfW passengers bound for Birmingham Airport but was lucky enough to clamber aboard the 15.22 CrossCountry service to Leicester as the doors were closing. 2449] Twitcher section (1): (BLN 1436.2526) Like Pye Corner, Llwynypia on the Treherbert branch should be another South Wales hotspot for avian kleptomaniacs as the name translates as Magpie's Grove or Bush, pia being essentially the same word as pye but pronounced pee-a. It's appropriate to find a bird on a branch,are there any at Neston? They've been undisturbed by trains for a while,unlike: 2450] And Finally… Geese threaten Aberystwyth freight: (BLN 1434.2364) RSPB Cymru has expressed concerns that timber trains to Chirk past its Ynys-hir Reserve very close to Dovey Jn, normally once a week, may disturb a rare species of these notoriously …er… quiet and timid birds: The Dyfi Estuary is an incredibly important place for birds, including the rare Greenland White-fronted Goose for which the estuary is of international significance. RSPB Cymru, with other partners in the Wales Greenland Whitefronted Goose partnership [!!], have worked hard to reduce disturbance levels on the estuary for these rare birds, as we feel that this is an important factor determining their long term survival. We are keen to see disturbance levels maintained at a low level by everyone who uses the estuary. A more balanced comment comes from Powys Council's Plaid Cymru group leader: While the white fronted geese are welcome visitors to the area, it must be noted that the decline in numbers happened well before the timber freight trains started, with numbers falling from 160 birds in the late 1990s to 25 in 2018. Hence it is far too easy to blame this important freight service whilst it's obvious there have been other factors causing the decline. At a time when the impact of pollution, getting heavy traffic off our roads and making the most of our railways is a fundamental environmental aim, it would be counterproductive to stop freight trains travelling through our Biosphere area. Geese may want peace but they will also want to avoid global warming and taking freight off our roads is one way of doing that. In the absence of a more fitting Welsh word, touché! [How about cyffwrdd?] 1437 MINOR RAILWAYS (Peter Scott) [email protected] MR226] Romney, Hythe & Dymchurch Railway, Kent (MR p19) (BLN 1428.MR129): The well-known 15" gauge railway held an 'Unusual Trains' gala over the weekend of 4-5 November and a visit was made on the Sunday - a lovely sunny day - unlike the previous day which had seen heavy rain. Evidence of this was noted at various points on the line with flooding almost up to railhead level. At least seven locomotives were in steam including 'Sian' from the Kirklees Valley Railway, which had also been active two weeks earlier for the 'End of Season' gala. In addition, 4-6-4DH 'Shelagh of Eskdale' on loan from the Ravenglass & Eskdale Railway was active with a P'Way train. In the afternoon at New Romney, 4wPH 'Red Gauntlet' was giving rides with one coach and 2w-2PM 'Scooter' (on which it was possible to ride in the cab). However, these rides offered no track and merely ran out and back from Platform 4 to near the crossover into the P'Way yard. The 09.00 from New Romney to Dungeness was doubleheaded with 'Green Goddess' & 'Hercules' and ran the 'wrong way' (anti-clockwise) round the return loop at Dungeness. This formation then formed the 09.40 non-stop train to Hythe, which did indeed run non-stop through Platform 3 with much whistling at New Romney.
[BLN 1437] BELOW: (Item MR226) Romney, Hythe & Dymchurch Railway; Hythe on 8 Mar 2009 (Angus McDougall).
BELOW: (Item MR226) Romney, Hythe & Dymchurch Railway;
'Hercules' at Hythe between turns. (Peter Scott, 5 Nov 2023.)
BELOW: 'Shelagh of Eskdale' with a P'Way train
n at New Romney. (Peter Scott, 5 Nov 2023.)
The 11.15 from Hythe to Dungeness was triple-headed to New Romney with 'Hercules', 'Green Goddess' and 'Black Prince'. Also running were 'Samson', 'Southern Maid' and 'Doctor Syn'. The adult day fare was £26. Trains noted were reasonably well-loaded but not overcrowded. Almost all passengers were clearly enthusiasts. Track plan: http://www.minorrailways.co.uk/trackplans/rhdr.pdf MR227] Severn Valley Railway (SVR), Shropshire (MR p7): On Thursday 14 September 2023, the first day of the Autumn Steam Gala, the railway officially reopened Eardington station for timetabled services. Trains calling are restricted to four coaches maximum. This means that it will only be served by 'local' (Bridgnorth to Hampton Loade or Highley) trains that run during gala events; other trains are normally formed of at least six coaches. A member visited the station on Saturday 16 September. It is hard to see how it could have been developed sufficiently but there was a risk of the station becoming the line's northern terminus in the early 1970s when the then company chairman, Sir Gerald Nabarro MP, favoured selling the Bridgnorth site for hotel and housing development and to avoid building a bridge over the then proposed A458 bypass road. His proposals were rejected at the 1973 AGM, Nabarro resigned, died a few months later and the road bridge was eventually built - largely at public expense. SVR tickets at the time were endorsed that they included a contribution (supplement) towards the Bridgnorth bypass bridge fund. Nevertheless, Eardington had already gained a water tower as there was a better supply than at Bridgnorth then. When SVR public services started between Bridgnorth and Hampton Loade (23 May 1970), engines used to take water at Eardington - it was said to make the journey seem longer. The tower has only recently been removed after years of disuse. A passing loop laid on the Down side was never used as such; it was soon cut back at the north end to just a siding. It remains in regular use as a permanent way depot accessed from the south end. The line passes close to Eardington village but the station is in an isolated spot nearly a mile south. It probably OP 1 June 1868 as an afterthought; previously there was just a goods siding mainly serving local forges, the last closing in 1889. The station was unstaffed from 1 April 1949 although not redesignated as a 'Halt' in timetables until 1952. As such it remained until BR closed the line in 1963. In the preservation era it faded from prominence after reopening south of Hampton Loade in 1974. The station was little used; unlike other SVR stations it does not have easy access to the river or other amenities and its location, on a 1:100 gradient with an overbridge at the north end, made it operationally difficult. Eardington simply disappeared from the timetable after the 1982 season; latterly only a few trains had called on request. The southern half of the platform edge was removed in 1984 because of supposed structural problems. However, it remained cared for by a supporters' group and the running in board was never removed. Revival has been just as stealthy as the previous decline. The supporters' group has opened it for refreshments during galas for several years; there is parking space and it is a popular location to view northbound trains accelerating up the gradient from an almost standing start at Sterns where there is a severe permanent 5mph speed restriction. The platform was progressively rebuilt and on 22 April 2016 a special train to raise funds for new build steam loco 82045 called there (see BLN 1249.209), so the SVR claim that 2023 has seen the first stopping trains in 41 years is not strictly true! In 2022 a vintage bus service provided a link with Bridgnorth on certain gala days (BLN 1396.694). It is also claimed that it is the last remaining oil-lit station in Britain, on the strength of which there is an interesting and varied display of oil lamps in (naturally) the original brick built Lamp Room at the south end of the platform. Even on the SVR it is not unique in never having had an electricity supply and elsewhere the preserved stations of Oakworth and Rothley are gas-lit but are any others lit by oil? See https://tinyurl.com/t24e6862 for a chronology of Eardington in preservation by Richard Maund. Our Editor comments: My first ever trip on that line was from Eardington to Bridgnorth, Easter 1969, age 14. Our family stayed in Bridgnorth where my Father had been evacuated from Birmingham in WWII (we visited the family he stayed with regularly and still go). I was keen to see this mysterious Eardington Halt which I had heard about and persuaded them to walk out. It was a long walk (at the time) from Bridgnorth,about 4 miles. As a onetime GWR station,it should have been called Eardington Road as it is well south of the village which itself it quite 'long and thin'. My parents, younger sister and I, were standing alone on the platform when I heard a whistle in the distance - I said it must be a train.
My Father said it couldn't be as the line was closed with no trains for years, then a small steam engine came along hauling one brakevan. It stopped in the platform and my father recognised one of the people on it as someone he worked with at his bank. It was a SVR members' brakevan special but they let us ride back to Bridgnorth - my first ever brakevan trip and, as my father gave them some money to help, we were probably the first ever (unofficial) SVR fare paying passengers. We were glad as we were already tired from the long walk. Probably the best part was that the people my Father had been evacuated to stay with (who treated us all like members of the family) were rather cynical at first - I remember the quote "They get steam up occasionally and whistle a bit, it won't come to anything..."! A memory of the first year of SVR public service was how practically every shop in Bridgnorth displayed a hang up cardboard SVR timetable (below) in their window. We were back for the first weekend of public services the next year but I cannot be sure if it was a 3 or 4 coach train - certainly no longer. On my first visits to Bridgnorth BR services were still running but, as we lived in Birmingham, we only ever went via Wolverhampton or Stourbridge then buses and, sadly, never north of Bridgnorth. MR228] Spa Valley Railway, Kent (MR p6): Our new SW editor visited on Sunday 15 October, arriving just as the 14.10 from Tunbridge Wells West was due to leave. Fortunately for him, it was slightly delayed. According to the timetable the service was to be diesel hauled but as the railway had only recently taken delivery of (visiting) BR standard 2-6-4T 80078, it was attached in front of the 33063 for a proving run with the diesel as insurance. 80078 hauled the train to just outside Eridge, where it was detached and ran forward into bay Platform 3, while 33063 drew the coaches into Platform 2. After a long time watering, 80078 hauled the train back to Tunbridge Wells West. 828, Caledonian Railway 0-6-0, the mainstay of steam power for a while, has recently had a problem with its right hand big end bearing. At Groombridge, on the return from Eridge, 828 was attached in front of 80078 for a double headed service back to Tunbridge Wells West (with the Class 33 on the Eridge/rear end). MR229] Mid Hants Railway, Hampshire (MR p6) (BLN 1433.MR190): Our reporter said that he was issued a credit card size receipt at Alresford. In fact, if he measures carefully, the ticket issued is 2.25" by 3.66", slightly different to the standard credit card size of 2.125" by 3.37", as (of course) a standard Edmondson is 2.25" by 1.22", so the ticket he received is the equivalent size of three Edmondsons!
BELOW: (Item MR227) SVR; Eardington 147¾ miles from Paddington, Bridg
gnorth to the right. The P'Way Siding (right) was once a loop (22 Apr 2022).
PREVIOUS: Looking south. BELOW: The Lamp Room off the south ramp (both 23
3/9/23). NEXT: 'Lady of Legend' heads to Bridgnorth (24/2/22). All Chris Parker.
MR230] Gloucestershire Warwickshire Steam Railway, Gloucestershire (MR p7): In a short ceremony at Broadway station on Saturday 4 November, Matt and Gemma Walters, Simon Knight and Carrie Ayling, the Broadway Caravan and Motorhome Club's site team, presented a cheque for £670 to the Gloucestershire Warwickshire Railway Trust (GWRT). This follows a donation of £300, presented in May this year. Broadway, in Worcestershire, is a popular destination for caravan and motorhomers visiting the Railway. The Club's 118-pitch campsite is based on the site of the former goods yard at Broadway. The donated money, received by Maurice Hall, the GWRT's Finance director, is destined for the Trust's Stanway Viaduct appeal, which aims to raise £1.5M to fund essential repairs to this impressive 15-arch structure between Broadway and Toddington. The first part of the contract has been placed with Walsh Construction and work has begun to lay a new waterproof deck. Broadway station is now closed as the line north of Toddington is inaccessible by train until the beginning of the 2024 season in early March. The track is now being lifted from the viaduct for the repair work. MR231] Centre for Alternative Technology, near Machynlleth, Powys (MR p34) (BLN 1170.MR189): The Centre features a water balanced 5' 3" gauge funicular railway, 197ft long. Unfortunately, the Centre closed for day visitors from 9 November 2023; it remains open for students, educational group visits, events and courses. Presumably, the railway will remain but it is no longer accessible to those just visiting the Centre. The Centre's website contained the following announcement, with reasons for the closure: We confirm with a heavy heart the closure of CAT's visitor centre to day visitors from 09 November 2023. It will remain open for students, educational group visits, events, and courses. This decision has been made due to a number of factors, during a challenging time for the charity sector in the UK. The combination of rising running costs, reduced visitor numbers to Wales postpandemic and funding delays have made it economically unviable to continue operating the visitor centre in its current model - despite our best efforts to mitigate these factors. The closure of the current visitor centre to day visitors will, however, allow CAT to focus on strengthening economically viable aspects of its operations - helping us deliver on our mission to create and share practical solutions to tackle the climate and nature emergency. CAT remains strongly committed to its proposed wider redevelopment plans, which feature significant improvements to the visitor offer. These proposals remain under consideration for funding from the Mid Wales Growth Deal and other sources. Once secured, these funds will ensure CAT can reopen to day visitors, providing additional tourism and education opportunities for the communities of Mid Wales and beyond. … The Graduate School of the Environment, short course delivery, group visits and Zero Carbon Britain Hub and Innovation Lab are unaffected - allowing CAT to continue its vital work in providing green skills for the future. No charge was/is made to use the funicular as such, which gave access to the site and some of our members have been allowed to just do the railway (a full length double track) free of charge. 1437 FIXTURE REPORTS (Paul Stewart) [email protected] 2451] Pines Express & Bournemouth Belle, Tue 26 Sep 2023: By William Ramsden. This eagerly awaited CrossCountry HST farewell charity tour from Leeds to Swanage and back, with the associated mini-tour (Swanage to Bournemouth and return), ran as planned. Both trains sold out, the Pines Express very quickly and an additional coach was added to help satisfy demand. This meant that 504+ passengers travelled on each train, marking the first time that the Society had been associated with over a thousand bookings for a single day's travel. Over two hundred passengers joined the train at Leeds, preparing for a very long day out, with departure scheduled at 06.35 and the return at 23.49. The HST left six minutes late, led by power car 43008 in InterCity livery, with 43007 in its original British Rail livery at the rear. We were routed via the Copley Hill Chord, passing a stationary LNER train to King's Cross which had been held for us to have priority! The journey south was uneventful, with pickups at Wakefield, Sheffield, Derby, Burton, Tamworth, Leamington, and Reading, before the first set down at Bournemouth, just prior to midday. The route included Landor Street Jn to St Andrews Jn, bypassing the CrossCountry hub of Birmingham New Street, and the non-platform centre lines at Oxford. For those who normally travel on fast GWR services between Didcot and Reading, the Relief Lines (as normally used by CrossCountry) came as a bit of a relief from the Mains.
The HST reversed in Reading P13, departing via the bidirectional Reading Feeder Relief which gives the impression of right hand running. (In the evening, arrival was from the Reading Feeder Relief to P12). An off-train option of free travel on Morebus route 50 (Bournemouth to Swanage via the Studland chain ferry) was offered at Bournemouth and attracted a select group of three, including this report's author. Most of the passengers preferred to continue to Swanage to enjoy the heritage railway in both directions, travel on its services or do the mini-trip to maximise their HST mileage while they still could. Swanage Railway services were provided by 34070 'Manston' and allowed people to enjoy steam haulage and visit Corfe Castle while the HST made a return trip to Bournemouth during the afternoon. This mini-trip had been heavily advertised in the local press and social media, bringing out a large number of 'Normals' including many couples of all ages. They were thoughtfully seated in coaches with other couples by Martha Haggas, who had her work cut out with over 1,000 bookings to organise. 136 participants from the 'Pines Express' did both trips. There were a large number of spectators and photographers out along the Swanage Railway and here the weather was sunny unlike the heavy rain further north. Bournemouth was full of trains because an incident had closed the line at Moreton. This resulted in an interesting move, arriving on the Up Main; after passing P4 and the centre servicing platform, the HST took the connection right over to Down, London end P3, to reverse. There was a unit in P4, so after reversal that connection was done in the other direction, then the trailing crossover was taken at Wimborne Road Cemetery Jn to bypass it and join the Down Main. There was no time for a break at Bournemouth and the turn rounds were tight at Swanage in both directions. At the terminus, with such a long train, some of the coaches were not platformed but this was well managed by the onboard team. Around 380 passengers managed to alight and 380 joined in the limited time available. Thus, Swanage station was extremely busy; it was clear that the tours had attracted a lot of interest from both enthusiasts and the public. Additional interest was provided by the presence of the newly restored London & South Western Railway T3, in light steam just north of the station. The return of 'Manston' (with some participants) to Swanage left the line clear for the HST to depart at 16.18, for a scheduled return journey time of seven and a half hours. The longer journey was largely due to the train returning to Reading by a slightly more circuitous route, via the Laverstock Loop at Salisbury and Andover. This is a diversionary route used by CrossCountry between Southampton and Basingstoke. Facilities on the train were up to the high standard expected, with a very well deserved round of applause for the hard working staff who kept the coaches clean and tidy during the marathon journey. Goodie bags were distributed to all passengers. The fare box, on-train raffle and associated activities raised a total of £55,191.82p; a really excellent figure for The Brain Tumour Charity, in memory of the CrossCountry Customer Services, Manager Jo Taylor, who sadly passed away in 2021. The train gradually emptied from Reading northwards. It was impressive how the editor of 'Modern Railways', Philip Sherratt, went down the complete train handing out complementary packets of biscuits on the return journey and to speak with participants. He also arranged for our stewards to have bacon rolls in the morning (there have to be some advantages!). Although catering officially ended at Derby, increasingly desperate efforts were made to clear the remaining stocks of beer prior to the train arriving in Leeds at 23.55, ending with purchase by donation. Pleasingly, the magic 125mph was reached between Tamworth and Burton-on-Trent; this was announced on the public address and confirmed by those with GPS devices monitoring the train's speed. Arriving on the approach to Sheffield on time, there was a 13 minute delay awaiting a clear through platform ahead. However, Leeds was reached just three down at 23.52 and departure of the ECS was very noisy! Those who did the full day travelled 307¼ miles from Leeds to Swanage, then another 47¾ miles to Bournemouth and return, plus the 338½ miles back from Swanage to Leeds - 693½ miles in total. This marked the end of an excellent tour and was also CrossCountry's final HST passenger journey; the last scheduled working in normal service had occurred on Mon 18 Sep. CrossCountry and their staff are to be highly commended for running such an enjoyable tour, with many thanks also due to Modern Railways who supported the tour and our Society for helping facilitate, promote, book and steward it.
BELOW/TO FOLLOW: Various pictures of the HST during its four trips on the
e then sunny Swanage Railway. (All Andrew PM Wright, Tue 26 Sep 2023.)