016 until 23 May 2023); the left hand track is wireless (Jenny Williamson).
BELOW: After dropping passengers off at Ramsey, Car 22 propelled Trailer 5currently wired past the crossover, fortunately); it can just be seen behind
57 past the crossover ahead then it shunted over to the other track (which is the photographer left. The trailer is now gravitating in (Jenny Williamson).
BELOW: Car 22 has now run into Ramsey terminus and onto the trailer - job do
one! This was the only line that was wired here at the time (Jenny Williamson).
BELOW: An intermediate shot of the special working (Barry Edwards, 7 Fe
b 2024.) [As these pictures show, we now have agents all over the IOM!]
BELOW: The well-travelled Travel Writers' afternoon special to Port Erin
at Castletown, looking towards Douglas. (Barry Edwards, 7 Feb 2024.)
BELOW: The special near the end of line at Port Erin (or Purt Chiarn even),
note the rusty tracks in front of the engine. (Graeme Easton, 7 Feb 2024.)
502] Dhoon Glen Café: (BLN 1441.376) The Department of Infrastructure is seeking someone to run Dhoon Glen MER stop café, following the previous operators pulling out due to the rent increase. The rent is about £4,800 per annum. The opening hours and menus are to be determined by the operator. Proposals are to be submitted by 23 Feb; see https://www.facebook.com/share/p/fuosWi3RPp4Lystk/ 1442 SCOTLAND (Greg Beecroft) [email protected] 503] Highlands & Islands Transport Partnership: It was reported to the 2 Feb meeting that: Evaluation work on new stations at Evanton and Faslane continues. The feasibility of a covered walkway from Oban station to the ferry terminal is being investigated. Costings are being obtained for a shared road/rail corridor between Stromeferry and Strathcarron. Altnabreac station remains closed since Sun 12 Nov 2023 (BLN 1437.2437). The possibility of moving waste by rail from the Highlands is being investigated. West Fraser (was Norbord) is preparing a Freight Facilities Grant application for a freight terminal at …Morayhill, using the new rail connection put in when the Inverness Airport passing loop opened. Evanton is between Dingwall and Alness at 25m 00ch. The proposed Faslane station would be largely for the benefit of workers at HM Naval Base Clyde, most of whom drive to work. It has been under consideration for at least five years. The A890 is regularly blocked by rock falls near Stromeferry and it is proposed to divert it onto the railway formation. Rather like the former arrangements at Connel Bridge on the Ballachulish branch, the road would be closed when a train was due. This has been under consideration for at least six years - the DfT would be proud of the delay. There was no mention of the proposed Fort William 'suburban service' (BLN 1403.1577) in the report to this meeting. 504] Coatbridge Sunnyside: An OHLE fault at Coatbridge Sunnyside late on Fri 2 Feb damaged the pantograph of the 23.02 Helensburgh to Bathgate. Part of the pantograph later became detached, breaking a window and resulted in the train becoming stranded at Caldercruix. The next train was the Caledonian Sleeper from Fort William, which was stood at a signal behind the failure. It was eventually propelled back to Blairhill, where it reversed and was diverted to Edinburgh via Sunnyside Jn, Whifflet South Jn, Mossend North Jn to Mossend East Jn and Shotts. Adding to the delay, damaged OHLE at Coatbridge Sunnyside had to be moved aside to allow it to pass. The sleeper departed Edinburgh 178 minutes late and was into Euston 144 minutes late. Repairs to the OLE at Coatbridge required a delayed start to services on 3 Feb, with no trains east of Bellgrove until the 07.38 Balloch to Airdrie and 09.14 return. There were no trains all day between Airdrie and Bathgate, while the overhead line was inspected for damage caused by the defective pantograph and repairs were carried out. 505] Flooding: There is a danger of flooding becoming so frequent that it is no longer newsworthy. The Scottish Highlands has long been one of the wettest places in Britain but what is new is the intensity of the rainfall over a relatively short period. On 5 Feb the line between Inverness and Muir of Ord was closed by flooding early in the morning. The 07.00 Inverness to Wick ran but the morning trains from Wick and Kyle terminated at Dingwall. There were no further trains north of Inverness for the rest of the day, except the 11.32 Dingwall to Kyle of Lochalsh, which had to terminate short due to flooding and a landslip at Stromeferry. Soon after 07.00, the water level in Gynack Burn at Kingussie was above the level at which trains have to be stopped, so the line was closed for the rest of the day. Next day Crianlarich to Fort William and Perth to Inverness did not open until route proving trains had run. That was late morning on the Highland Main Line, so the Down Inverness Sleeper was diverted via Aberdeen. Crianlarich to Fort William did not open until the afternoon; the first trains were the alumina from North Blyth, leaving Crianlarich 42 min early at 16.30, and the 16.05 DMU from Mallaig. There was one round trip between Inverness and Kyle and another between Wick and Helmsdale, otherwise lines north of Inverness remained closed until Wed 7 Feb, with flooding in several places. 506] Ayr: (BLN 1441.390) South Ayrshire Council says that it still expects 'safety work' at the south end of Ayr Station Hotel to continue until around mid-March. The statement on the Council website also says that assessment of the tower and the northern section have begun to assess the (sic) condition and determine the extent of safety works necessary to this area. This suggests that the entire building might be demolished but the north end does not appear to be as badly damaged as the south.
507] West Highland Line 1: This supersedes some past information in BLN. There are discrepancies in published and online details of when RETB signalling was commissioned on the West Highland Line. This appears to be partly because some work was undertaken later than the date in the Signalling Notice and possibly because the date when RETB was commissioned was the day before trains, other than test trains, started to use it. BELOW: Commissioning dates based on Weekly Operating Notices. The original plan was for the Oban line to all be converted on 27 Mar 1988. It is important that there is no confusion over the exact location when drivers and signallers are conversing by radio. On 21 Dec 1987, soon after RETB was introduced, there was a serious incident at Glenfinnan. The 16.05 from Mallaig and the 16.15 from Fort William were crossing there and exchanging drivers. Both drivers gave up their electronic token on arrival and on taking over the other train requested the token to proceed. With no other trains around, long token working was possible, so the westbound train required the token to Mallaig and the eastbound one the token to Mallaig Jn (at Fort William). Unfortunately, both were issued with the wrong token, and neither the signaller nor either of the drivers noticed this. It is likely that the signaller recognised the drivers' voices and did not know they had changed trains. The trains then departed, both with the wrong token. Long token working was temporarily suspended following this incident. As a permanent measure, to avoid any further mistakes, Mallaig Jn was renamed Fort William Jn from 27 Mar 1988. (It had been Mallaig Jn since 30 Mar 1901 ready for the Mallaig Extension opening on 1 Apr 1901, before that it had been named Banavie Jn from when the line just went to Banavie Pier station.) The lesson had been learned, so Tyndrum Upper was renamed Upper Tyndrum when RETB was introduced. It is referred to as such in both of the relevant Weekly Operating Notices but the station continued to be Tyndrum Upper in public timetables until 17 May 1993. Banavie Signalling Centre, which controls operations on the West Highland Line but not at Fort William, was formally opened by David Mitchell MP, Minister of State at the Department of Transport, on 19 May 1988. Conventional signalling remains at Fort William, far enough past the junction that a token is not needed for moves just between the station and Tom-na-Faire Depot or in/out of Liberty British Aluminium Sidings. 508] West Highland Line 2: Crianlarich to Mallaig is closed 16-24 Mar, for resignalling at Fort William (BLN 1439.103) and replacement of wooden waybeams with repairing and repainting steelwork on Rannoch Viaduct (£1.6M). New waybeams, which support the track, will be hardwood instead of softwood; the rails and fixings will also be replaced. Track repairs and renewals will be under way at various locations. Rail replacement transport will operate from Fort William to Mallaig, Tulloch and Crianlarich. As usual on such occasions, no replacement service is provided at Rannoch and Corrour. From Rannoch station, it is 73 miles by road to Bridge of Orchy and 85 miles to Tulloch. The nearest alternative station is Pitlochry, 37 miles away. Crianlarich rail replacement coaches are booked to serve Upper Tyndrum on the main road (far more convenient than the station!) and Bridge of Orchy. 509] All's not well at Addiewell: (14,566 passengers 2022-2023) This station, between West Calder and Breich on the Shotts line, is closed from Sun 11 Feb until 06.00 Fri 10 May, for reconstruction of 'a platform' at a cost of £500,000. Rail replacement buses will operate to and from West Calder. 510] Carluke: A power failure on 6 Feb put all points and signalling out of use between Law Jn and Cleghorn (north of Lanark Jn) shortly before 09.00. Fortunately, trains in the area could be held at stations, some returning wrong line. The 08.38 Glasgow to Euston terminated at Shieldmuir and returned to Glasgow. The 09.36 Glasgow to London was diverted via Midcalder Jn. Several TPE trains were cancelled. Emergency Special Working was implemented about 10.00, with points secured for the Main Lines at Law Jn and Lanark Jn. Lanark trains mostly terminated and started at Motherwell but a few reached Wishaw. Trains between Glasgow Central and Edinburgh via Carstairs ran via Shotts. Freight booked via Holytown went via Motherwell. Significant work was required to identify a cable fault over eight miles and to reset all the signalling but normal working resumed about 17.30. Mallaig Jn (later Fort William Jn) - Mallaig 6 Dec 1987 Helensburgh Upper - Upper Tyndrum and Taynuilt 27 Mar 1988 Taynuilt - Oban 24 Apr 1988 Upper Tyndrum - Fort William Jn (was Mallaig Jn) 29 May 1988
BELOW: (Item 507/8) (TRACKmaps 1 p24A 2021) Fort William Jn, recently deve
egetated (and box), Glasgow straight on, Mallaig left. (Nick Jones, 6 Feb 2024.)
BELOW: All the departure signals at Fort William station. (Nick Jones w
who, unusually, didn't have far to travel for these photos, 6 Feb 2024.)
BELOW: (Item 508) Looking southwest, a train from Fort William to Glasg
gow approaches Rannoch Viaduct, the station is just off to the left (NR).
511] Dunblane: Despite shunt moves from P3 to P1 still being shown, all trains starting from Dunblane have been departing from P3 via the new crossover south of the station since Mon 5 Feb (and the platform numbers change after). To clarify BLN 1439.113, it is not the provision of flank protection by setting of points for entry to the Engineer's siding that creates a requirement to prevent unauthorised movements out. Rather, that the requirement arises from occupation of the siding by rail vehicles. The proposed changes disallow occupation of the siding and therefore remove the need for a derailer. 512] Levenmouth: Staff training trips between Leven and Glenrothes with Thornton are booked SuX until 1 Jun, roughly hourly all day but they are often cancelled in the evenings and on Saturdays. 513] Inverness Airport: ScotRail has reported that over 50,000 passengers used Inverness Airport station in its first year since public opening on 3 Feb 2023. It is not known how many were airport workers, air passengers, using the station as a Park & Ride or just ticking it off. This makes it about the 1,950th busiest National Rail station (of 2,575) and the least-used airport station, apart from Teesside Airport. By far the busiest airport station is Gatwick Airport, with 16.5M users in 2022/23. Heathrow traffic is split between three stations, with London Underground figures not included in ORR data. ….. 1442 WALES & THE MARCHES (Chris Parker) [email protected] 514] Moreton-on-Lugg:(BLN 1440.146) A member advises: ●There were 67 rather than 62 Nissen huts here. ●Crewe is a staging point for stone trains, not a destination, in our member's opinion. ●Stone trains have not run to Banbury from here but there is a path 6M92 01.08 MSSuX, Banbury arr 06.35. 515] Pontypool Road: (Pontypool from 1 May 1972; acquired '& New Inn' 19 May 1994) 50 years ago, on Tue 22 Jan 1974, a Margam to Ravenscraig freight train came to a stand on the Up Main line (to Abergavenny) at Pontypool Road station (sic in the report; the old name persisted, particularly as it still applied to the box!) with a collapsed spring on one wagon. Having established that it would be dangerous to move it, the Assistant Area Manager and Assistant District Signalling Inspector on site agreed it would be necessary to institute single line working between Abergavenny (22m 73ch) and Pontypool Road Station South (32m 40ch) boxes for 9½ miles over the Down (to Newport) Main line. The method of signalling between Pontypool Road Station South, Little Mill Jn and Abergavenny was by the Absolute Block system, involving home and starting semaphore signals with colour light distant signals. (Little Mill is now open continuously as a fringe box to Wales ROC but was 'switched out' at this time, as would have been the unmentioned then intermediate Nantyderry box, closed in 1980). The Assistant District Signalling Inspector suggested (and it was agreed) that he act as pilotman, because he knew the area well, with his colleague acting as Responsible Officer. They then went by road to Abergavenny, to open single line working on the Down Main line in the Down direction. Next, they travelled to Pontypool Road South box on a Moreton-on-Lugg to Severn Tunnel Junction freight, taking the necessary equipment to secure the two catch points within the section in the closed position for Up trains, near Nantyderry (27m 05ch) and at 31m 45ch, where the gradient was 1:137 falling. This they accomplished before proceeding to Pontypool Road Station South box to start the single line working, with the first Up train to travel over the Down Main line. Single line working proceeded throughout the night without any undue difficulty, during which time 14 trains were successfully run, the last of which was a Down train of empty tank wagons. Unknown to everyone at the time, the point clip securing the catch points at 31m 45ch had not been properly locked and the vibration caused specifically by this last train was sufficient to cause the padlock to fall free and also the point clip itself, as a result, becoming fully open before falling off the stock rail on to the ground. As a consequence, the sprung catch points reverted to the open position. At Pontypool Road Station South on 22 Jan, the 05.32 Cardiff General (as it was then) to Crewe 4-car, Class 2, DMU passenger train was brought to a stand at the Up Home. The signalman informed the driver that single line working was in operation over the Down Main line to Abergavenny and also the location of the two sets of catch points illuminated by a green light. The DMU was then routed into the Up Through siding (those were the days!) across the Up Main line and on to the Down Main line. The pilotman did not accompany the train as there was another train following in the same direction.
The driver started along the Down Main line and soon observed the green light at 31m 45ch while travelling, so he claimed later, at 10mph, when the train lurched violently to the right. He was thrown from his seat but quickly recovered to make an emergency application of the brake. It was too late; all four coaches were derailed, with the leading three leaning over at various angles away from the line, while the fourth remained upright. Luckily, none of the six passengers on the train was injured but the secondman suffered minor bruising. All the vehicles were rerailed by 05.30 the following morning, enabling single line working to be instituted over the Up Main line this time, with the Down Main line restored to traffic at 12.40 and a speed restriction on both lines of 5mph. This was removed on 27 Jan. The Report, dated 20 Jun 1975, was produced by Major PM Olver for the Railway Inspectorate. He had no doubt that the direct cause of the accident was the failure by the Assistant Area Manager, acting as the Responsible Officer, to lock the padlock and thus secure the point clip on the catch point in the Down Main line. He also criticised the Assistant District Signalling Inspector, acting as pilotman, whose duties should have included periodic inspections of the catch point which he failed to do; neither did he check that the catch point had been correctly secured by the Responsible Officer. The DMU driver was also at fault for his failure to ensure his train was not exceeding the 10mph prescribed when passing over the catch point. Despite the driver's protestations, his speed was considerably greater. 516] Port Talbot West resignalling: (BLN 1439.121) (TRACKmaps 3 p24A 2023) Despite what the latest Sectional Appendix (16 Dec 2023) shows, the previous facing connection from the Up Main to Llandeilo Goods Loop at Llandeilo Dock Jn East (224m 56ch) has been removed and the Up Main plain lined. 517] Coal traffic's dying embers briefly revived: (BLN 1441.397) After the Fri 19 Jan (NOT final!) coal train from Cwmbargoed (11.26) to Margam (arr 13.54), between 17 Jan and Fri 9 Feb, ten trains ran from Immingham Bulk Terminal Coal Pad 1 to Margam. Most unusually, they did not carry 'stranded coal' as previous suggested but imported coke from Immingham, well China actually. (Question: Does this mean the final coke ovens in the British Isles at Port Talbot are being run down or closed already?) These trains ran in response to an incident with the cranes at Port Talbot Harbour, which rendered them inoperable for a while. It also caused coke to be landed at Cardiff Docks and railed from Tidal Sidings to Margam from Mon 29 Jan to Tue 5 Feb inclusive SuX. This still might not be the end; while probably too late for Port Talbot even if the coal is suitable, on 6 Feb an appeal against the judicial review decision allowing coal extraction at Aberpergwm Colliery until 2039 (BLN 1426.1540) was being heard. No work had taken place pending its outcome. The quantity involved is now put at 42M tonnes. 518] Caerphilly: (BLN 1438.2573) Despite the previous report of 'strong support', 40 objections including two from Councillors have been made to the station redevelopment proposals. Many believe that the existing station building should not be demolished as it is part of Caerphilly history, heritage and cultural identity, has character and looks to be in good condition. Instead, they feel it should be incorporated into the proposed design and listed. The Welsh government has received a request that the application be 'called in' to be decided by its ministers. 519] Wern Du/Wernddu: The disused 'Wern Du' platform shown on TRACKmaps 3 p26B 2023 and earlier editions, near the north end of Caerphilly Tunnel, is something of a mystery. It is near the site of Wernddu Signal Box (closed 18 Nov 1973 but possibly used as a ground frame for a time). After an in depth investigation, it appears to have been the platform, unnamed in reality, used by the Caerphilly Railway Society (CRS) in connection with brakevan rides along part of the connection to the former locomotive works yard; BLN 673.N32A has a sketch map. Your present BLN Editor organised a Society visit to the CRS Depot and the Thomas Ness Tar Distillery across the main line on 25/26 Jun 1982. On 20 Oct of that year, the Monmouthshire Railway Society's 'Rod Mill Rattler' DMU tour recessed in the Goods Loop while participants enjoyed rides at the CRS site. Unfortunately, vandalism became an insurmountable problem so the last public trains, on what was by then an isolated length of track in the Harold Wilson Industrial Estate, were on 27 May 1996 (BLN 784.MR338), after which the society relocated to the Gwili Railway. All trace had gone by 2014 (BLN 1206.568), including the platform. Martyn Brailsford has been informed and has agreed to remove this platform from the next edition!
520] South Wales Metro/Core Valley Lines: (BLN 1440.257) ❶ https://bit.ly/49cEW0e is a 29 Jan ITV Wales current affairs programme; the opening 9½ min features progress with the Treherbert and Cardiff Bay lines. It has drone footage and interviews with TfW Chief Infrastructure Officer and Lee Waters (Welsh Government Deputy Climate Change Minister). The Treherbert line ROP has slipped to, it is believed by an 'insider', Mon 26 Feb but on 9 Feb the TfW website gave 'Official Opening' as 29 Feb (hopefully 2024, if not it will be 2028) just making the long advertised 'February' reopening. Members are advised to look (at the timetable) before they leap off to Treherbert. In early Feb, there were outstanding issues and quite a bit of work to be done. On 1 Feb the engineers hit and fractured a water main at Tonypandy, which won't help. However, route learning ECS runs continued to operate. Treherbert - Treorchy bus replacements will run initially, to serve Ynyswen pending station rebuilding. ❷To celebrate St David's Day/weekend, the existing single ended 9454 points at Cardiff Queen Street South Jn are to be renewed as double ended, during a 100 hour possession from Fri 1 to Mon 4 Mar inclusive in connection with redoubling of the Bay branch. Speed over the junction will be 20mph instead of 25, resulting in changes to speed boards and axle counter positions. Only a stub of the new Down line (to Bay) will be installed then and the north ('A') end of the new points will be clipped in the reverse position to prevent access to it. Queen Street station will be trainless during the possession; trains to/from Pontypridd and beyond will be diverted via the City Line (Ninian Park) to/from Central. The normal City Line stopping service will be suspended; the Coryton branch is closed and Rhymney services will not operate south of Heath High Level (ECS shunt). Replacement buses operate Radyr - Llandaf - Cathays - Queen St and Caerphilly - Central. Tickets for the Coryton, City and Bay lines will be accepted on normal Cardiff Bus services. BELOW: Present and proposed layouts (Martyn Brailsford).
❸ABOVE: Plan thanks to Martyn Brailsford (TRACKmaps 3 p27A 2023 has Taffs Well Depot layout). ❹The first deliveries of Class 398 tram-train units to Taffs Well Depot were by road but more recent deliveries from Melton Rail Innovation & Development Centre (formerly Old Dalby Test Track), near Melton Mowbray, have been by rail. One was on the night of 2-3 Feb, when a pair of barrier wagons and Class 20 locos 'top & tailed' unit 001. They started from Melton at 14.46 (54 mins early), reaching the staging point in Pengam Reception Sidings at 22.00 (23 early) via Leicester, Camp Hill and the Severn Tunnel. Departure was at 23.48 for Radyr via Ninian Park, arriving 00.13. Previously delivered unit 007 was then despatched from Taffs Well depot at 01.00 to haul 001 back to the depot, reached at 02.29, 11 mins ahead of schedule. https://bit.ly/3SKiPsF has pictures (it is safe to open this link). Similar moves had occurred on the nights of Fri-Sat 5-6 and 26-27 Jan to deliver units 005 & 006. 521] Cardiff Brickyard Siding: (BLN 1323.476) (TRACKmaps 3 p21A 2023) Leading off this electrified turnback siding is a non-electrified spur on the north side with rails set in concrete, controlled by a ground frame. Shown as 'Secure Compound' on TRACKmaps, it is not on the Sectional Appendix. NR has evidently suddenly remembered its existence and declared it unavailable until further notice due to track condition; it is blocked by local arrangement. [We remember it, of course, after coverage on our 6 Oct 2019 'Cardiff Valleys Pacer Farewell' railtour.] The notice issued applies until 4 Oct 2025 but clearly that date is not set in concrete stone. A clarification to TRACKmaps: 171m 23ch is the limit of electrification on the parallel Line 'A', not on the main siding which is (as also shown) at 171m 18ch. 522] TfW pay-as-you-go smart ticketing: (BLN 1419.683) Although this has 'slipped' significantly, initial trials were successful and the pilot scheme, still limited to Newport - Cardiff Central - Pontyclun, was finally launched on 7 Feb. It should be extended 'across the whole of the South East Wales Metro area' (however that is defined; 95 stations are included and the Ebbw Vale branch should be next) by the end of 2024. Tapping in and out is now possible using an app on a smart device (phone or watch), as well as a contactless bank card. Incentives are that fares will 'typically' be lower than by other methods and, contrary to previous doubts, will be subject to a daily and weekly cap. A note of caution; presumably there will be no additional railcard discounts unless anyone knows otherwise?
523] Ebbw Vale Town - Newport: (BLN 1439.119) The timetabled direct hourly weekday daytime service belatedly began on Mon 29 Jan, officially launched by Lee Waters, the Welsh Government Deputy Climate Change Minister, on 1 Feb. He made questionable statements that the project was completed on time and within budget (‽). Further follow up engineering possessions were planned for Suns 11, 18 & 25 Feb, as well as overnight. The redoubling of Chester - Runcorn - Lime Street services to hourly, similarly delayed by TfW stock shortages, followed from Mon 12 Feb. […and we hesitate to mention this but Wrexham Central to Bidston, the Conwy Valley Line and even the Central Wales Line have been running much more reliably recently, with far fewer cancellations and better timekeeping.] 1442 MINOR RAILWAYS (Peter Scott) [email protected] MR24] Astbury Light Railway, Astbury, Congleton, Cheshire (BLN 1439.135): The Astbury Light Railway was a [temporary*] 400 yard long 10¼" gauge line, based at Glebe Farm near Congleton, which, sadly, ran for the last time on Saturday 20 and Sunday 21 January 2024. Glebe Farm is almost in the middle of a small upmarket village and boasts an eclectic mix of attractions including a farm shop, café, animals, tractor hauled rides and various artisanal outlets. With his football team fortuitously playing not a million miles away, our member arrived at 11.30 on the Saturday to do the line before traipsing off to watch another humiliating defeat. Despite the miserable weather, the muddy car parks were chock-ablock and the site was busy with a healthy mixture of enthusiasts and normals. Early trains were hauled up the 1:16 hill by 2-4-2T 'Pendragon' (Exmoor 297/1994) carrying the Number 9. Passengers were conveyed in two covered yellow 3-bay coaches behind which was a small guard's van. At the rear was a large red American Amtrak F40PH outline 4w-4wDH locomotive bearing the Beale Park logo. The railway had run round loops at each end and a small water tower at the base. However, with a loco at each end, the loops were not used this day. Passengers were allowed off at the top to take photos. The £3 fare was collected prior to departure. No tickets were issued. The 'shed' was a large green container fed by a short branch where 2-6-0 N o 4 was being prepared for later workings. N o 4, built by Tony Martin of the Wells & Walsingham Light Railway, Norfolk in 2011 was never part of the official fleet. Therefore the 'WWLR' signage could not be used so it became 'WWER' = 'Wibbly Wobbly Engineer's Railway' after the builder's former motorcycle racing team! Services were frequent enough for no real queues to develop. With little time to wait for a change of loco, our member had a second run behind 'Pendragon' before having his butties and leaving. [*The railway was never officially permanent - planning permission was refused and the appeals process too difficult and expensive.] MR25] Evesham Vale Light Railway, Worcestershire (MR p26) (BLN 1423.MR73): After 12 years of operating it, owners of this 15" gauge 1,200 yard long railway, Adrian and Sandra Corke, have agreed to sell it to David and Katherine Nelson-Brown. They will take over on 1 March 2024. The couple also own the Perrygrove Railway in the Forest of Dean (MR p17), which is also 15" gauge and a 1,200 yard long railway, coincidentally. This supports interoperability for rolling stock and people. The Evesham Vale Light Railway is based in Evesham Country Park and has around 50,000 passengers over 170 running days each year. The railway is operated by three resident steam locomotives: 'Monty', 'St Egwin' and 'Dougal'. It was originally built back in 2002 by Jim and Helen Shackell, who ran it until Adrian and Sandra took over the reins in 2012. Adrian and Sandra, now retiring, intend to travel more and continue their voluntary involvement with railways. David and Katherine will continue to live onsite at Perrygrove and are on the lookout for a manager for the Evesham Vale Light Railway. MR26] Shipley Glen Tramway, West Yorkshire (MR p32) (BLN 1331.MR127): A member was in Saltaire on a rather damp Sunday 21 January and visited the nearby 20" gauge tramway for the first time this century! It operates Sundays only 12.00-16.00 until April, then Saturdays as well 12.00-16.00. Despite the weather, the tramway opened on time and the first departure had 8 passengers. A pleasant walk is possible at the top but the inclement weather favoured a swifter return! Fares: Adult single £1, return (Day Rover) £2.50. Children 5-16 single 50p, return £1, U5 free. Ticket/receipt was paper; our reporter recalls a bell-punch coloured one on his previous visit. There are no track changes but the lower 30m section of ballast was partly washed away in early 2016, volunteers renewed it and the track within a month. Staff were very friendly; the tramway is a recommended addition to the Saltaire 'experience'.
PREVIOUS: Astbury Light Railway (item MR 24); two members are containinBELOW: Astbury Light Railway; 'Norfolk Pioneer' is outside the shed, while 'Pe(This and the next three photos are by Peter Zemroch are on 20 Jan
ng their excitement during our 31 Dec 2022 'all line' visit. (Simon Mortimer.) ndragon' is on a train in the lower (north) station (looking towards end of line). n 2024 during the final weekend of public operation before closure.)
BELOW: 'Pendragon' departs the lower (north) stat
tion with a train, banked by the ex-Beale Park loco.
BELOW: 'Pendragon' and the ex-Beale Park loco on the steep climb (officiaTO FOLLOW: Our Society railtour, with 29 participants, organised by SimParticipants had to 'contain' themselves to do all the track… https://www
ally 1:16 but the owner-operator said that it was more like 1:12 in fact!). mon Mortimer on 31 Dec 2022. (All Simon Mortimer, unless specified.) w.facebook.com/GlebeFarmRailway/ has more about this great railway.
BELOW: Lower (north) station; 'Pendragon' has just arrived and 'The Wasp' (th
hree members at a time plus driver) is ready to leave from the run round loop.
BELOW: Inside the container (the outside was painted green sometime a
after our visit). NEXT: Leaving the lower (north) station (Alan Sheppard).
PREVIOUS: 'The Wasp' was perfect for the detail each end, here at the lo
wer (north) station end of line. Below 'Pendragon' runs round at the top.
BELOW: The top (south station) and loop, that building is, of course, Father
Christmas's Grotto. (Alan Sheppard, who doesn't like people in his photos.)
BELOW: End of line top (south) station. Had this delightful and interesting raround the far outside of the field and dropped gently down to the other endRunning would have been anticlockwise, so the spectaculaNEXT: From the planning application documents, the Railway had alre