1315

[BLN 1315]
both labelled 'OMYA SIDINGS', but some of the lever plates show 'EARLES SIDING' as opposed to
'Earle's Sidings' at Hope, though the G&T Earle company parentage of the two names is no doubt the
same. It is worth noting here that the proximity of the three boxes and the straight alignment of the
railway between them means that, from any of them, with good eyesight it is possible to see a total of
six semaphore signals with both home and distant arms on the same post - is this now unique on NR?

The visit had to finish by lunchtime so time in the remaining two boxes in the programme for the day
was necessarily short. First was Hessle Road Power Signal Box, a BR (NER) pattern structure dating
from 1962, although its area of control has expanded over the intervening years; its current Entrance
Exit (NX) panel, at which the signaller stands, was installed in 2008.
Positioned on the Down side of the line by the A1166 Hessle Road overbridge and just south of Hessle
Road Jn, it controls the main line from Hessle station to Anlaby Road Jn, plus most of the other lines in
the Hull suburban area but not Paragon station itself or the two sides of the triangle giving access to it.

Its control area includes a short section of the Beverley line with Walton Street level crossing, where
the eponymous dual carriageway crosses the line by means of two separate CCTV controlled full
barrier level crossings referred to as 'North' and 'South'. The controls for these, including the 'crossing
clear' buttons, are positioned on the main panel below the representation of the level crossing.

The box also controls most of the eight mile single track goods line around the northern suburbs of the
city to King George Dock which includes Hull (swing) Bridge that is staffed as required by a relief
crossing keeper when it needs to be swung. Hessle Road can route trains in and out of Hull Paragon
via the bi-directional spur from Springbank Road Jn (on the dock line) to Walton Street Jn on the
Beverley branch. However it is classified as a goods line and as such does not have full signal overlaps.
To use it, signallers need special permission from control and any trains in the immediate area have to
be held a signal earlier than usual to compensate for the lack of overlaps. Consequently it is only used
for passenger trains when absolutely necessary (including some previous engineering diversions).

Signals are in general a mixture of three and four aspect colour lights, with the latter primarily on the
main line and many being automatic. As explained earlier, Melton Lane and Hessle Road describe
trains to each other using single-stroke bells and the same system applies to communications with
Beverley and Paragon station boxes. Note that because Hessle Road controls two separate routes
towards Paragon station there are two block bells to Hull Paragon box giving a total of four push
buttons for sending bell codes; these are also positioned on the panel and are labelled (left to right):
'HULL PARAGON SCARBOROUGH BRANCH', 'HULL PARAGON', 'BEVERLEY' and 'MELTON LANE'. A train
register is completed by the signaller, recording the train descriptions, the times the train descriptions
are received and sent, the line they relate to (M = Main and B = Beverley) and the train headcode.
An unusual feature of the layout is that trains from Paragon station are Up trains on the main line but
Down trains on the Beverley line; to simplify recording however, trains to Paragon on both lines are
recorded on the DOWN pages of the train register and trains from Paragon on the UP pages.

The final visit of the day was to Hull Paragon Power Signal Box, a LNER structure described as being in
the 'Streamline Moderne' style (a late type of Art Deco style from the end of the 1930s) and of a very
distinctive appearance, with relay rooms either side of the small but airy operating floor. The box
dates back to 1938 and, 80 years later, it controls only the station area, its immediate approaches and
access to Botanic Gardens depot, by means of a small NX panel at which the signaller sits. Peter Kay's
'Signalling Atlas' suggests that the panel dates back only to 1984. This is only used for route-setting
purposes, with the main display of signal aspects and track circuits being provided on a much larger
illuminated panel above it. The box is located on the Up side of the line immediately to the west of the
Park Street overbridge at the station throat; had the venetian blinds been open, the signaller would
have had a very good view of the entire layout. Two separate push buttons operate the block bells for
describing trains to Hessle Road on the main and Scarborough lines.

[BLN 1315]
All too soon this last visit was over. Reflecting on the two days, this was a remarkable and privileged
insight into the operation of a very busy main line railway using a huge variety of primarily traditional
signalling. Various members commented that it has been rare for Society box visits to witness so many
instances where as soon as 'train out of section' was sent, the next train was immediately offered.
Although we didn't see trains crawling from signal to signal, there were one or two that were past the
distant before it could be cleared and study of 'Realtime Trains' shows trains regularly booked to
follow each other at seven minute intervals or less; the most extreme pair are booked to pass
Broomfleet a mere four minutes apart. There can be few manually signalled railways left in the world
with this frequency of service. Sadly this will all soon be over, but in the remaining time, there is much
of interest still to be seen at the roadside as all but one of the boxes are located next to level crossings.
Sincere thanks are due to Nick Jones for organising the visits, Chris Gee, Connor Breen, Ashley Jackson
and Bethanie Hayton of NR for facilitating them and all of the signallers and crossing keepers for
making us very welcome in their boxes. £575 was donated to Barnardo's, NR's nominated charity.

ABOVE: 'Rex Express' Paradise Wildlife Park; traversing the shed road on and off the turntable; it
unusually forms part of the running line (when rotated clockwise by 45o). (Duncan Finch, 9 Sep 2018.)

2284] Animal Tracker II, Sun 9 Sep: By Duncan Finch. 19
Members - four more than at our Royal Garden Party the
previous day (BLN 1314.2188) - met around 08.30 at
Paradise Wildlife Park, in a rural area about four miles west
of Broxbourne. For an extra fare an on demand minibus
runs from/ to Broxbourne station, although it is only 2½
miles walk from Bayford station on the Hertford loop.

Our organiser ushered us in to the Visitor Centre where we
were welcomed with complimentary tea or coffee and biscuits. The big question was would there be
any escapees this year (animals and/or BLS members, after the 'Animal Tracker I' Whipsnade white
rhino experience of 7 Oct 2017…?). Following a briefing by the railway operator, the group was
escorted inside. Public running starts at 10.00 which allowed an hour of exclusive use of the 10¼"
gauge Rex Express (as in Tyrannosaurus Rex - it could be interesting if one of those escaped!). Motive
Power was one of two steam outline engines with interchangeable bodies. The 'bodies' were in the
form of T Rexes with particularly realistic heads! The 300yd public run makes a simple circuit through
the dinosaur park which has many animatronic dinosaurs on display with howling and screeching as
we passed (and that was just the participants…)! It runs over the turntable before returning to the
platform. Obviously two circuits were requested!

Then, under the watchful eye of a pair of (real) wolves in their adjacent pen, a series of moves was
made that even Marc Bolan would be proud of! Using the other (older, circa 1971) loco, participants
were 'people powered' in and out of the single road shed, a significant branch, from the turntable.
Another stub was available off said turntable which was duly marked off, riding on a single carriage.

The natives were becoming restless as the line was required by the public, but we were happy with
again 99% coverage! Our fare also allowed access to the park afterwards, which several members took
advantage of in the break before the next visit. Our peripatetic duo made for Hertford East exploring
the remains (there were few) of the start of the line that once went through to Welwyn Garden City.

PREVIOUS PAGE: Bangs Galore and Gunpowder Creek Railway, the electric 'tram' at Wilson's Folly
station, the long headshunt curves round to the right out of view. (Duncan Finch)

Then it was onward to what some considered the highlight of the whole weekend. The Royal
Gunpowder Mills, Waltham Abbey, Essex now with two operating railways (BLN 1312 MR170). We
began soon after 13.00 at the 7¼" gauge 320yd Bangs Galore and Gunpowder Creek Railway which
was formerly known as Uncle John's Railway. A powerful heavy 4-wheel Battery Electric Loco was
provided with Uncle John himself driving. Starting from Wilson's Folly station the run round loop and,
after a bit of persuasion, the long headshunt to the buffers were covered before the normal running
line. Bypassing the shed the stock was on display. 100% coverage was achieved at the terminus
'Main Lab'. Back at Wilson's Folly, sadly, the train split the points entering the platform! Rerailing was
achieved with the aid of a 'rolling bar' and jack, itself interesting to watch, but took quite a while.

This rather put paid to proceedings here so the half of the party who had just ridden walked to the
new 2' 6" narrow gauge line near to Main Lab station. Regular public running (a return trip of nearly a
mile) only began on 15 Jul but not on that many days so far and 250 passengers had been carried by
the time of our visit. Some school holidays and special events are the best bet. Loco DH888 was
provided at nearby South station to do the run round loops (well south of the station and way beyond
the normal public run) then also at North station, following a pleasant and interesting 800yd ride in
woodland alongside the River Lea. They even positioned the coaches (instead of the loco) at each end
of lines when we touched the buffers - a well 'trained' railway… or rather briefed by our organiser.

From North station (where the public are not
allowed to join or leave but can alight on the
platform during running round) it is a short walk
to the railway yard, shed and works with
impressive facilities. We were shown round and
treated to individual cab rides [thanks Simon for
arranging that!] on 10392 (Baguley Drewry,
1981), a good length run from well inside the
single road Engine Shed to stabled stock on the
original yard access line. (LEFT: Duncan Finch.)
This is now disconnected as the curvature of the
junction with the running line was found to be
too sharp, but the rest is used as a yard
headshunt and for stabling. After a good break
here at this very friendly railway, everyone who
wished had ridden and participants rejoined the main train which (after a slight issue with the padlock
on the point clip!) reversed at the newer yard junction back to the end of the two road carriage and
maintenance shed. Our special then returned to South station to complete the rail elements here, or
so we thought......

A few then rushed off to catch a railtour at Amersham (BLN 1313.1964)! However, most stayed for a
fascinating and very informative 'Land Train' tractor/trailer conducted tour with an interesting live
commentary. This covered much of the vast 175 acre site with 21 buildings of major historic interest
(and much more besides). A target was the remains of the former 18" gauge internal railway - the
main remnant was a 150yd stretch. A replica demonstration wagon body had been built on an original
bogie for display, in appearance a bit like a henhouse% on wheels. On close inspection it was found to
move and would accommodate two consenting adults (‽); the track, while rough, was traversable! So
the inevitable happened and some plucky (%or 'clucky') members enjoyed the rarest track of the
weekend! This was to the surprise of the tour guide and tractor driver but not the other participants.
It is worth spending a whole day at this fascinating site - very suitable/educational for families, but it is
difficult to find days when both railways run (Wed 24 Oct was one in half term - watch the website).

ABOVE: Totally irresistible … 18" vehicle and track at the Royal Gunpowder Mills. (Duncan Finch.)

Complimentary Tea/Coffee and biscuits were then provided in the café with time for a chat before
finishing at around 16.20. Many thanks to all five locations for hosting us and particularly to Bill Davies
for his excellent, meticulous organisation and local knowledge... no animals escaped either. Then (or at
another point in the weekend) some members made for Bethnal Green on the Central Line as trains
were turning back from the west in P1, then taking the rare trailing connection to the Westbound line
on departure. This can be seen from the end of P1; it is much longer and more significant than just a
crossover. At Loughton, the other end of this weekend engineering closure, trains from Epping turned
back in the two faced centre platform (P2/3), also of interest to some of our group.

2285] Llangollen Shunter Shuttle, Sat 29 Sep: It is worth recording that the Society has grown to the
point where we can mount three different events in three different parts of the country in one day. As
well as this one in Wales, we stewarded and participated in public rides at Ribblesdale Cement Works
open day 94 miles northeast. At Swindon, 160 miles southeast was a miniature railtour (next report).

(By Tom Gilby) The lovely Llangollen Railway was particularly scenic this day and blessed with nice
weather. The Diesel Gala weekend was very busy with three trains running as well as three Brake Van
specials each limited to 12 participants per trip. The first, reserved for BLS and PLEG members, was

fully booked. Returning from Corwen East 11 other Apostles
were boarding 'Toad' Brakevan 35225 with our guard in his
own van 950236, so we took a pew and set off behind 13265
(08195) at 12.23 to Llangollen Goods Jn. Once the Ground
frame was staffed, the Pentrefelin Sidings branch was
traversed to first facing point at the gate, as booked.

CHWITH: Mae tocynnau cofrodd yn diolch i Jim Sellens.

ABOVE: 'D1566' (47449) running round beneath Castle St Bridge at the Llangollen Railway eastern end
- a non passenger section covered by our brakevan trip, stabled left. (All Tom Gilby, Sat 29 Sep 2018.)

The trip returned to the junction to take the 'third' line climbing steeply up to the former Llangollen
Goods Yard, now the Loco depot and ran onto the northernmost line (furthest from the running lines).
Back at the junction it ran up to the ECS in the carriage siding, returning to the junction for a final time
to wait for two passing trains to finish in P2 - or so we thought. Arriving at 13.10 there were requests
and whispers we 'might' by some miracle be allowed to stay on for the shunt across to P1 outside the
Signal box once the 13.38 had left which was a dilemma - a possible 'move' or a Class 33 to Corwen
and back? I confess I was a doubting Thomas and had a splendid Crompton to Corwen. However, as
befits someone with the initials JC, the brakevan trip duly did the crossover and two stubs under Castle
Street bridge, the one over the River Dee and the eastern extremity of the railway. It was the only trip
of the three so blessed! [Perhaps Tom had better do a penance and pray for a repeat event…]

At Carrog, normally all trains call in both directions at P1 which has a shop, café and toilets. However
on the weekend of 29/30 Sep, during their Diesel Gala, certain trains crossed at Carrog so ran through
the unusual P2. It is normally used to run-round after trains have propelled back from Corwen East.

NEXT PAGE TOP: 'D13265' (08185) at Llangollen. LOWER: Llangollen Goods Jn, the Goods Yard branch
climbs to the left, straight on left is the Empty Carriage Siding (as can be seen it wasn't!), right is the
running line to Llangollen station. The far left line is to Pentrefelin Sidings behind the photographer.

SECOND PAGE UPPER: Ascending the Llangollen Goods branch looking east towards Llangollen with
the River Dee in the background. The coaches are the ones on the Empty Carriage Siding.

SECOND PAGE LOWER: Llangollen Goods, on the north most line, furthest from the running line.





[BLN 1315]
ABOVE: 33102 at the soon to be closed Corwen East 'temporary' station looking west towards the end
of line. Beyond the buffer stops work is in progress on the permanent Corwen terminus.

FIRST PAGE: Looking west from the stop blocks during an inspection (no trains running); the new
Corwen station, with an island platform and subway access, is on the trackbed of the line to Barmouth
Junction (now Morfa Mawddach). (Rest of pictures all Major Ian Hughes, Green Dragon Rail, Oct 2018)

SECOND PAGE: The other (west) end of Corwen station looking east towards Llangollen has a brand
new water tower. The left hand platform track continues beyond the island platform and will join up
with the track through the right hand platform (it could be a through station one day!)

THIRD PAGE TOP: The new signal box.

THIRD PAGE LOWER: The new end of line (SJ 0793 4360) at Corwen looking west, near where the line
from Rhyl/Chester via Denbigh and Ruthin once trailed in from the right. As can be seen, the railway
underbridge has gone over Green Lane ahead (its far side abutment can be seen ahead).







ABOVE: OS 1" to the mile 7th Series (1960). Carrog station is lower middle right towards Llangollen, the
original station at Corwen (left) CP 14 Dec 1964 and is now an Ifor Williams Trailer showroom. The pink
spot is the current Corwen East station and the bright green spot is the new end of line. Green Lane
(with the missing bridge) is the yellow 'C' road under the railway. The line top left went to Denbigh.

PREVIOUS PAGE: The signal box diagram at Coate Water. (All pictures Simon Mortimer, 29 Sep 2018.)
ABOVE: A multitude of miniature members.

[BLN 1315]
2286] Coate Water Warbler, Sat 29 Sep: (By Nick Porter) Three miles south of central Swindon is
Coate Water Country Park. The main water feature was constructed as a reservoir to supply the Wilts
and Berks Canal. At its centre is a fine 1935 Grade II listed Art Deco concrete diving platform.
Swimming is most certainly not encouraged now, but on a lovely early autumn day the park was busy.

Taking up the northeast corner are the spacious grounds of North Wilts Model Engineering Society's
Coate Water Miniature Railway. Formed in the early 1960s they moved here in 1965. Back in 2018, on
29 Sep, a sign at the entrance advised that the railway was hosting a private visit - yes, it was ours - but
would be open for public running next day. £2 for a ride was good value as we would find out.

Evolution over the years has led to the railway gradually filling up the largely wooded site, with an
inner circuit, outer circuit and now a new extension - the target for some. I had never been before so it
was all good for me [that's one piece of new track in total then, Nick]. 18 members were warmly
welcomed to the clubhouse for drinks and biscuits - as part of the deal we threw in the box of biscuits!
Then it was back to Lakeside station where two trains waited. I boarded the train in P1 hauled by
66780 (the original; the GBRf loco came later!) with four sit astride coaches. 66152 'David Hawkins'
(named after a late Club member who built the extension) was in P2 with 4 DBS sit astride 'hoppers'.

Off we set taking the normal run at first, that's the outer circuit and then the new extension loop to
Richard Jefferies Halt opened in 2015 which has two tunnels although three are planned. The railway
had not seriously considered extending this far but were encouraged by a Swindon development body
in conjunction with the new museum dedicated to the eponymous Victorian nature writer. The other
train drew up in the loop next to us and then we completed the circuit back through Lakeside P1 and
to Richard Jefferies Halt again but this time, of course, the loop. The other train did the same by
swapping roads at Richard Jeffries on the return. And now for something completely different…The fun
really started with a run through the avoiding line, the inner circuit which has an impressive bridge and
back to Lakeside 2, back round the extension, Lakeside P1, inner circuit, Lakeside P3 and then onto the
old loop with no regular public service. On the various circuits a few squirrels were seen darting up and
down the trees and on one occasion avoiding an oncoming locomotive by the skin of its teeth!

Reversing here on the left side we moved up to the Special Needs Carriage Shed (could a shed
approached by a BLS miniature railway charter ever have been more appropriately named‽).
We couldn't do the track nearest the old loop as it had track on top of it, but when the second train
arrived this was removed to allow both trains to ultimately traverse this line. Beyond it was the fire
drop which we gingerly moved onto under the safe supervision of the club members who seemed to
be really enjoying themselves. Then the track next to the fire drop line and we crossed the old loop to
the south side where the carriage sheds and steaming bay turntables are located. Apart from one
crossover, all lines of the five road carriage shed were done, but we could not run into the shed itself
as it has two shelves of coaches above the track (no headroom). We did ask! Finally, the elevated line
up to the steaming bay was covered while we watched the other train repeat our moves. We then
targeted the club house yard doing the head shunt and towards the five track shed with a sector point
Finally, it was the siding from P3 and the turntable line. My notes become a bit hard even for me to
follow after this but it shows how thorough the trip was.

In any case the other train did a different route but covered the same tracks, and while the railway did
have a plan it didn't last long! Anyway a few more circuits made sure all crossovers and curves were
covered including both sets of diamond crossovers on the station approaches. The one furthest from
the station had only been completed weeks before our visit!. Finally both trains met in Lakeside
station and we had the option of switching trains. I did and the DBS MGR hoppers had lovely padded
seats which were much appreciated after two hours on the first set [yes but don't touch your bottom
discharge catch!]. Certainly those who had been on them, on sampling the hard seats were very
pleased to have done the two sets that way around!

The crew then took requests and 66152 took us to the now clear siding by the Special Needs Carriage
Shed and the missing crossover by the carriage sheds with more spirited running. Much of the layout is
on a gradient so driving is more enjoyable as a result.

That was it and with every available track traversed it was back to the clubhouse for more refreshment
and an interesting talk about the club. No more significant developments are proposed, but a further
avoiding line to allow more flexibility is being considered. Before leaving after a well filled three hours,
we were invited in the signal box. Full colour signalling is used supplemented with CCTV coverage,
although the outer reaches still have manually controlled signals/points also controlled by Multiple
Aspect Signalling with 'feathers' as appropriate. Many thanks to North Wilts MES for making us so
welcome and of course to Simon Mortimer for, as always, a very thorough and very enjoyable visit.

ABOVE: (Very appropriately) going up in the world - Alan Sheppard at the 'keen end' of the train on the
limit of the Fire Drop Road. The train seems to be carrying apparitions of two of our members; your
Editor has never seen a photo quite like this before; was it a ghost train perhaps‽

NEXT PAGE TOP: The tour backs up to the appropriately named 'Special Needs Shed', on the left is the
multi level stock shed, the inside of which was some of the tiny amount of track not covered here.

NEXT PAGE LOWER: The thorough coverage at the lovely friendly railway even included the adjacent
turntable road - if/when we have a repeat Society visit don't miss it…



ABOVE: It's that Mr Sheppard again, no coincidence. Happiness is… being allowed to face the wrong
way round, being at the 'keen end' of the train and touching the buffer stops.

Details must be checked 1315 CONNECTIONS (Paul Stewart) [email protected] .Please mention BLN.
2287] Spare BLNs 400 (21 Aug 1980) - 1199 (31 Dec 2013) and Annual Report Booklets 1978-1997: All or
any; free to a good home. Contact our member David Bathurst [email protected] from the Chasewater
Railway; a few are missing. Collected by arrangement or delivery at cost (the whole lot is quite heavy).

2288] Chiltern Trains: (BLN 1299.337) The last day of an original GWR main line and last Chiltern
PSUL working to Paddington via Park Royal is Fri 7 Dec when it is booked for a 3-car Class 165 DMU
(instead of 2-car). The 10.20 High Wycombe to Marylebone connects at South Ruislip to the 10.57
to Paddington. The return 11.35 to High Wycombe normally runs non-stop, but subject to NR
validation, will also call at South Ruislip, Gerrards Cross, and Beaconsfield. From the new timetable
on Mon 10 Dec the plan is to run to/from West Ealing bay P5 instead. With Crossrail, there will be
no path to/from Paddington via the Relief lines and no Chiltern drivers sign via Ealing Broadway.

2289] Brighton Electrical Control Room: Thanks to our member Stuart Hicks the Southern Electric Group is
planning a visit which is expected to be in the week during December, meeting about 12.00 noon at the
station. Expressions of interest and any queries to Stuart at [email protected] quoting your
BLS membership number or write to 2 Queen Anne's Gate, Caversham, Reading, RG4 5DU with an SAE.

2290] Sheffield Tram Train: (BLN 1314.2071) First service Thur 25 Oct from Cathedral stop at 09.39
(journey time 27minutes to Rotherham Parkgate). Three trams an hour run from Cathedral 05.27 to
22.00 at XX.01, XX.27 & XX.39 (SSuX) and from Parkgate at XX.09, XX.31 & XX.59 - with some slight
variations at different times of day. Trams from Parkgate (SSuX) run three per hour 05.59 to 21.59,
last service 22.31. Saturdays are almost identical; Sundays three per hour from Cathedral 08.27 to
18.00 (last ex-Parkgate 18.30). English Concessionary passes are valid; but not Railcards. Supertram
all day tickets valid (to 29 Apr 2019) - £4 (Plusbus the same, but railcard discounted £2.65!) Singles:
£1.80 for between Parkgate and Arena (£3 return); £2.50 for all other single journeys (£4 day ticket)
from conductor cash only. For more information https://goo.gl/7BjJ3b with a detailed timetable.
The full detailed timetable, fares information and guide is available as download with this e-BLN.

X.157 ABOVE: (BLN 579, 4 Feb 1988) Steam shuttle at Port Sunlight 2 May 1988 (Ian Mortimer)

●Bookings Officer: .UNTIL AGM. Jill Everitt, 4 Barnside Way, Moulton, NORTHWICH, CW9 8PT. [email protected]
●Sales: Mark Gomm, 84 Mornington Road, STOKE-ON-TRENT, ST1 6EL. 01782 769960 (day). [email protected]
●Editor: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX. 01684562862 07790652351. [email protected]
●Published by the Branch Line Society, 10 Sandringham Road, Stoke Gifford, BS34 8NP. ISSN 1354-0947