ilway been allowed to continue, it would have curved away after the buffers d of the lower station. an elongated oval with a triangular junction to a shed. ar steep gradient would have been 'down' rather than 'up'. eady achieved a great deal and would have followed through with this.
BELOW: (Item MR25) Evesham Vale Light Railway; visiting from Rhyl Miniatur
re Railway, Barnes Atlantic 'Joan' departs Twyford. (Peter Scott, 30 May 2010.)
BELOW: (Item MR 28) Swanage Railway; a 4-car DMU departs Swanage for
Wareham. Through services will not run in 2024. (Peter Scott, 5 Sep 2023.)
BELOW: (Item MR 29) Is Poole Park Railway running a skeleton timetable‽ 'Ho
oward', awaiting nameplates, waits at the station. (Peter Scott, 29 Oct 2022.)
MR27] Strathspey Railway, Highland (MR p10): The Railway is looking to appoint a new General Manager - unusually it currently does not appear to have one. The post was advertised from mid December 2023. In October the railway openly admitted that it was facing an uncertain financial future following a walkout by staff members and volunteers. More than 40 staff and volunteers backed an expression of no confidence after a meeting in the Cairngorm Hotel but the Directors refused to stand down. Allegations of bullying, harassment and staff safety failings arose and were subsequently denied, although the Board conceded there were areas for improvement. The General Manager will be responsible for the day-to-day management of the railway and the Board believes the important role will provide enhanced communication between employees, volunteers and indeed to all supporters of the railway. It is looking for an effective manager with strong leadership and excellent administrative, HR and commercial skills to lead the railway going forward. On the job experience and training across the various railway departments will be given as required. The position is fulltime and salaried on a pay scale, depending on the candidate's experience and qualifications, of £35,000 to £45,000 a year inclusive of all overtime, with a basic hourly week of 37½ hours. The closing date was 14 January. MR28] Swanage Railway, Dorset (MR p6): There will be no through Wareham services this year. Last year's service fulfilled the railway's commitment to the local council. The 2023 trains lost money - as in the earlier years - but was part of a 'deal' for a longer term lease. Inwards charters may run, of course. MR29] Poole Park Railway, Dorset (MR p15) (BLN 1430.MR161): This 10¼" gauge railway suffered a derailment on Friday 22 December. The train had been running normally until a coach turned on to its side during a run around the 660 yard long circuit. No one was injured during the incident. However, it comes after another derailment in October. Photos taken at the time showed the locomotive ('Howard') stuck in gravel with people looking on. According to the Council, 'Howard' had struck a piece of debris, causing the front wheels to 'jump' off the track. Speaking on the latest incident, Cllr Andy Martin, Council lead for culture, said: The Poole Park train derailed on Friday morning with one carriage, which was carrying passengers, tipping over. While no injuries were reported at the time of the incident, we understand that this must have been a distressing experience for those involved and our team on site acted swiftly to support the passengers who were shaken. The train was running normally up until the derailment and we are now investigating the cause of the incident. [The Bournemouth Daily Echo website reports that the railway was back in operation the day after.] MR30] Hythe Pier Railway, Hampshire (MR p18) (BLN 1436.MR219): Phase 1 Track Restoration, the replacement of the first 50 yards of track, points and sidings at the landward end of the railway, was completed during the first week in December. The Hythe Pier Heritage Association (HPHA) started this work in Summer 2022 with the station at that end closing and a temporary platform provided just beyond the limit of the work. Progress was delayed by issues including planning applications centred on the removal of a non-functioning Victorian beam. This was resolved by the HPHA installing a new support beam alongside the original beam. The installation of the new beam allowed the HPHA to proceed with the removal of the existing track and decking in advance of replacing cross beams and laying of new deck boards. Before the new track could be laid, investigations had to be carried out to find a level surface. Over 102 years since the track was first laid, there has been movement in the structure, noticeable in recent times as trains approach the landward end station. At the start of December, despite poor weather, new rails, points and buffer stop were unloaded from an articulated lorry and craned into position over the ticket office roof, the pedestrian walkway and overhead cables, without disrupting ferry traffic. Once the track was in position and alignment and gradient confirmed, the task of securing it was carried out in driving rain. The new points and sidings were similarly secured. The third rail was turned off during the work, with the service temporarily suspended. During this short period, staff resorted to the old method of transporting bulky passenger luggage and goods to the ferry by handcart. The whole installation was completed in four days and was carried out by Alan Keef Ltd under the supervision of Alice Keef. This first phase was financed by the HPHA through grants and specific donations. Trains continue to run from the temporary station, while the construction of a new platform at the land end is undertaken. (Heritage Railway 315)
MR31] Bluebell Railway, East Sussex (MR p6): A member visited on New Year's Day, mainly because SR 34059 'Sir Archibald Sinclair' was running again in its undercoat (and without nameplate) after its lengthy overhaul. Also featuring were long term loan visitor GWR 6989, 72 'Stepney' and (310)65 on a freight train only. Three rakes of rolling stock, 'A', 'B' & 'C', were in use: 34059 with 'A', 6989 with 'B' (both locos facing north) and 72 (facing south) with just observation saloon 1503. The goods rake was around ten wagons. Set 'A' was S2526 (south end), S1464, S1098, S7598, SEC 3360, SEC 3188 & LCD 114. Set 'B' comprised S404 (north end), 16012, 25728, 4941, another unidentified CK (presumably 16210), S5768 & 21246. It was not the brightest of days weather wise and the first few spots of rain at Sheffield Park fell around 14.00. The new Carriage shop at Horsted Keynes is not yet open (February perhaps) but the Bulleid Society's shop on the Up platform at Sheffield Park was doing good business. MR32] Leiston Works Railway, Suffolk: (BLN 1293.MR218) The Friends of Leiston Railway Group has kindly acquired an Andrew Barclay 0-4-0 diesel loco for use on the Works line. The loco was delivered to Leiston on 20 December. This latest addition to the rolling stock collection will enable full use of the recently relaid Works line. The loco will also play an important part in assisting with the unloading and loading of visiting steam locos to the railway in the future. Andrew Barclay 0-4-0 N o 349 was built in 1941 and delivered to the Royal Ordnance Factory at Puriton as ROF N o 2. It was preserved by the Somerset & Dorset Railway Trust at Washford on the West Somerset, which has now vacated the site. 1442 FIXTURE REPORTS (Paul Stewart) [email protected] 524] Guildford Area Signal Box Visits - Fri 15 Dec 2023: By Geoff Noakes and our signal box gang. The day started with 10 members assembling at Wokingham station, where we checked in with our organiser, Barnaby Clark and met our guide David Knott, a relief signalman of many years experience, who regularly works all the signal boxes we were to visit. After a quick briefing on expected behaviour within the signal box environment and ensuring we all had hi-vis jackets for later, we made our way out of the station and over the level crossing. The complicated road layout was noted and the adjacent Grade II listed footbridge, constructed from old rails, (photos e-BLN 1376.X.111 & 1396.X.72). The signal box, which dates from 1933, retains a 38-lever frame but its many white levers reflect the simplification of track and signalling over time since original installation, also in 1933. The current layout is a two track railway throughout, with Wokingham Jn some 200+ yards to the London side of the box, where the lines from Ascot (electrified) and Guildford (non-electrified) converge. A trailing crossover enables trains to turn back at the station from these routes. An electrified 12-car EMU siding at the junction lies alongside the Down Guildford Line but sees little use. It was completely refurbished and the third rail extended with commissioning in Apr 2021 to stable stock at times of disruption. Working by Track Circuit Block is to Basingstoke ROC (Ascot Workstation) towards Bracknell, to Guildford ASC (Area Signalling Centre) beyond Blackwater and to Thames Valley Signalling Centre (Twyford Workstation) at Didcot beyond Earley. Some mechanical working is still in existence here with, other than at Yeovil Pen Mill, the last mechanical disc ground signals on the Wessex route. The ground discs here are illuminated by floodlighting when needed at night, rather than by having lit aspects. The junction points - about 220yd from the box - are also mechanically worked and we were able to observe the rodding and linkage movements opposite the box area. It was explained that, during early afternoons at the height of summer, the expansion of the rodding was such that difficulty was often experienced with the movement of the points and locking until the temperature dropped. Level crossings controlled are at Star Lane (CCTV) on the Bracknell Line and between Wokingham station and the box. Due to the density of traffic at Wokingham and consequent potential difficulty in operating the lifting barriers, the crossing controls include a facility to set the road traffic lights, for movements that would pass over the crossing, to red for 15 seconds before the normal lowering sequence is initiated. During our visit, we observed a line blockage for staff attending a track circuit failure being given up and the subsequent cautioning of the first train through the section after rectification. Before departure from Wokingham, we were allowed to see the interlocking underneath the box. Although, since our visit, its functions have been over by Basingstoke ROC (from 9 Feb 2024), it is anticipated that the box will be used as a base for the local Permanent Way staff so will survive.
BELOW: (Item 524) Made of old rails, this Grade II listed footbridge at Wokingat the level crossing in 1886 and is believed to be the only one of its type le
gham station, London end, is over 130 years old. It was built after two deaths eft in the UK. Looking towards Reading. (Angus McDougall, 26 Sep 2013.)
PREVIOUS TWO: Inside Wokingham signal box which All Photos by Barney Clark 15 Dec 2023 unless specified - the first of these twoBELOW & NEXT: Guildford Area Signalling Centre is on the Down Side of t[Corrigenda: In e-BLN 1441 p92 the photo of 60020 next to Peak Forest South
was still in use but has since been decommissioned. o was by Angus McDougall on 26 Sep 2013; some photos don't need captions. the station at the south end with the Chalk Tunnel north portal far right. box was taken by member David Allen on 30 May 2001 during an official visit.]
Then it was off to Guildford where the box, on the Down side, is hidden along a narrow road between buildings on the station approach, just north of Chalk Tunnel south of the station. We were given a brief talk about the area. The main running lines are all that remain of a busy area with a multistorey car park on the far (west) side occupying the former roundhouse site, long shed and turntable of the motive power depot. On the east side, where we assembled, had been sidings and the former south signal box. The only remaining artefact here to relate to is a tall concrete post, now covered in ivy. The current signal box is an unimpressive block built structure opened as a 'temporary' building, now 25 years ago in 1998. It replaced the previous box diagonally opposite at the other end of the station and took over the Ash and Shalford signal box areas. At present there is no known date for transfer to Basingstoke ROC (Rail Operating Centre). Once inside the box, we were able to look at various signs on display owned by a signalman, who had also made some large working model signals. Some pictures of the Guildford railway area and rescued items from other boxes, notably Shalford, were also admired. Signalling is by an NX (Entrance Exit) panel. The controls are on a central desk with two signallers; a large track display takes up most of the wall. Guildford station area is towards the centre of the display with the various routes branching off: ●Top left, the Ash Lines splitting at Aldershot South Jn towards Aldershot (link to Woking ASC Panel 3) and towards Blackwater (Wokingham). ●Right, to Worplesdon (Woking ASC Panel 2). ●Bottom right, to Effingham Junction where the lines split towards Cobham (Woking ASC Panel 1) and Bookham (Wimbledon ASC Panel 4). ●Bottom left, the North Downs Line to Gomshall (Reigate) and finally, to the left, to the former Peasmarsh Junction area (Farncombe). The main station area comprises three pairs of lines (Cobham P2/3, Main P4/5 and Ash P6/8); P3, 5 & 8 are bidirectionally signalled, giving flexibility of operation at times of disruption. There is also a London end Down side bay P1, available only for trains using the Cobham Lines from/to Effingham Junction. (TRACKmaps 5 p26 2019) There are three berthing sidings on the west side next to the Ash Lines and another two (still called North Box Sidings) between the Cobham and Main Lines, with a servicing platform between them. It was explained that, at night time, a considerable amount of rolling stock is berthed (also in the station platforms) and how critical it was to put everything in the correct platform for start of service otherwise platform changes could then be needed for several hours. P3 & 8 are normally left clear overnight, as this allows trains to run through the station to/from any route. A quirk of the layout was also explained that a train from the Worplesdon route could be routed via P3 but it has to cross over to the Up Line at both ends of the station in the Down direction (see TRACKmaps!). Level crossings are at Farnborough North (private User Worked Crossing and public Footpath Crossing, with a crossing attendant at certain times because of regular misuse, particularly by students), North Camp (CCTV - Closed Circuit TV remotely monitored), Ash (CCTV), Tangley [near Shalford] (AHB - Automatic Half Barrier), Chilworth (CCTV) plus [near Gomshall] Brook (AHB) and Burrows Lane (AHB). The railway climbs steeply heading towards Gomshall (Redhill Line), a source of problems especially each autumn, requiring certain trains to be held at Shalford until a clear run can be given through the section. Steam specials regularly used to take water at Shalford, then had to start from a stand to climb the bank, so the water stops for these are now made at Chertsey. However, invariably, the timings of these trains mean they are held at Shalford anyway being close behind the preceding train! Unconnected with signalling, mention was also made of the famous topiary of Jessie's Seat (sometimes referred to as the Chilworth Chicken), see https://bit.ly/42qwiZY next to the railway near Chilworth. It is a long standing memorial to a guard killed in an accident back on 29 Feb 1892. Our group then travelled on to Farncombe box, the first of the afternoon visits to the Portsmouth Line boxes due to be replaced in Nov 2024. Farncombe (originally West) signal box is by the West Level Crossing. Northeast is Farncombe station with the East Level Crossing (CCTV) at its London end. As this box was smaller than the others visited, we divided into groups. Since 16 Mar 1986 signalling has been controlled by switches mounted on the front of the former block shelf underneath the diagram. The switch banks are known to some as 'cooker panels' (also at Petersfield box), as they are turned like cooker switches. The lever frame was removed many years ago.
The other level crossing in the controlled area is at Milford (AHB), just beyond the end of the platform at Milford. We were advised of the working for the fast and slow operation selections for Down trains. Normally, a fast train will initiate the sequence some distance before the station; in contrast, for stopping trains, the sequence only initiates as the train is running into the platform to minimise barrier downtime and reduce the temptation for misuse. As it was the end of the autumn leaf fall season, a fast selection was used for all trains to cater for potential slippery rail conditions. Of interest, there are no points in the Farncombe controlled area but it could be considered the busiest of the three boxes visited on the Portsmouth Direct Line with the train service pattern and the crossing operations - something is nearly always happening. Also, clearly visible from the box were the reverse curves towards Godalming, where the original passenger terminal route to Godalming Goods curved off (CP 1 May 1897; CG/CA 6 Jan 1969). Trains could be seen leaning first one way and then the other with the track cant but not quite as much as Pendolinos! ABOVE: 1:25,000 map (1961). Farncombe station top right (towards Guildford and London); Godalming/Portsmouth are off bottom left. Godalming Goods, bottom right of centre, was a passenger terminus for London trains from 15 Oct 1849 to 1 May 1897. While some were in the box, others were able to visit the, now rather empty, locking room beneath, to see the few remains of the signal lever frame. It is stamped with McKenzie and Holland manufacturer details and 'L&SWR 1896'. When decommissioned, the box, dating from 1897, will be demolished unfortunately. Moving on to Haslemere, we were lucky to secure the last available spaces in the 358-space car park and one of our party commented that he had only bought his car some 18 hours earlier to be able to participate in the visits! Access to the box, which dates back to 1895, was gained by a gate directly from the car park onto the platform. Once the Grade II listed box is taken out of use, this will become the route to it when it reopens as a museum, after being restored to its London & South Western Railway condition by a local group. Before we entered the box, a group photo was taken and we also looked at the recently installed signal gantries at each end of the station for the new signalling. Once inside we were able to spread out along the entire length of the 47-lever frame to admire all the signalling equipment (and some Christmas decorations!). The layout comprises the Up and Down Main Lines and an Up Loop. The Up Main through P2 is bidirectional, effectively meaning two lines are available in each direction for regulating purposes; the only location for this in the 35 miles between Shalford Jn and Havant. The layout has changed little over the years and, unlike the signal boxes either side, there are no level crossings in the area covered between Witley and Liphook. The slow approach into the Up loop was noted and the fact that the junction indicator for Signal 2 was repeated (as an illuminated arrow) in the box. Once resignalled, a faster approach is expected with flashing yellow aspects installed. A considerable number of trains were observed during our visit, as many diversions occurred of trains that would normally have run via Winchester, due to a trespass incident there. Also, conveniently stopping outside the box was a mixed Class 444/450 combination enabling the minor differences in the corridor connections because of the different coach lengths, to be compared.
BELOW: Thinking outside the box - a group photo of our signalling a
aficionados at Haslemere - no Dummies or Dollies here of course.
BELOW: Haslemere signal box, which is on Do
own P1, on 2 Aug 1998. (Angus McDougall.)
Our final visit was to Petersfield signal box, dating from the 1880s, where again it was necessary to split into groups because of the space available in the box. Here the access required us to cross over the railway by a staff foot crossing, under supervision when there were no trains in section, wearing our hi-vis vests. This box retains a small section of its lever frame for the London end trailing crossover and associated ground signals near the box. The remaining length of the operating area is taken up with the switch controls similar to Farncombe. Again, it is a relatively simple two track railway but with many level crossings within the controlled area from Liss to Buriton where control passes over to Havant ASC. There is an MCB (Manually Controlled with Barriers) level crossing at the north end of Petersfield station, a CCTV crossing at Liss, and AHB crossings at Liss Common, Princes Bridge, Sheet and Kings Fernsden, six level crossings in four miles. All the switches etc for the signal and crossing controls are underneath the relevant location indicated on the diagram above, so result in a rather crowded left hand end of the controls. The distinctive signal box is another location that is Grade II listed and, when taken out of signalling use, is expected to become a managerial office. After everyone had visited Petersfield, we all headed our separate ways. Some additional points from the day were that trains describers were used throughout at all the locations visited, with block bells provided for emergency use only. There were unusual signal box prefix codes for Farncombe (WZ) and Haslemere (EW). Finally, it was further noted that there were short black levers for motorised points at both Haslemere and Petersfield boxes, as opposed to the more commonly seen blue/black marking. Many thanks to our organiser, member Barnaby Clark, for this enjoyable and interesting day, as well as our excellent guide David Knott, plus all the signallers for allowing us to visit their place of work and answering our questions and queries. A pleasing total of £510 was raised by the participants for Network Rail's nominated charitable cause, the 'Routes Out of Homelessness' campaign. Details must be checked 1442 CONNECTIONS (Paul Stewart) [email protected] .Please mention BLN . 525] Ecclesbourne Valley Landslip Appeal: (MR p8) This delightful Heritage branch has not been able to run into Duffield station (the main line end) end since 15 Oct 2023 due to a cutting landslip. There is now an appeal for £30,000 to fund a realignment at the landslip site and reopen the line to Duffield. £15,000+ has been raised already. See https://www.gofundme.com/f/operation-duffield or via the website https://www.e-v-r.com/ 'donate' button for details and to help/Gift Aid. 526] Fri 15 Mar; 'The Master Cutler' HST tour: Retro Railtours with 125 Group, Rail Adventure and Chiltern Railways, celebrating the 125th anniversary of Marylebone station which OP 15 Mar 1899. Sheffield (06.47/19.55), Chesterfield, Derby and Leicester (07.49/18.52) via Nuneaton, Solihull and High Wycombe to Marylebone (10.53/15.21). Of course, the original Master Cutler ran from Sheffield Victoria along the Great Central Railway to Marylebone. https://bit.ly/3UCWRJj has details/to book. 527] Northampton & Lamport Railway: (MRp7) (BLN 1441.MR21) First public services on the latest extension to this heritage railway start at 12.00 on Sat 30 Mar with three locos expected to be running. 528] Sat 18 & Sun 19 May; The Time's Arrow Railtour: The Irish Railway Record Society is celebrating the 30th anniversary of the ARROW Dublin Heuston to Kildare service and Tokyu Car Corporation 2600 Class Railcars, which entered service on Mon 16 May 1994. They were also used on suburban services to Maynooth, Drogheda and Dundalk, along with Intercity weekend services to Waterford, Galway, Cork and Limerick. The fleet is now allocated to Cork for Cobh, Midleton and Mallow suburban services and, at weekends, Tralee. Thanks to Irish Rail, the IRRS is running a 2600 Class railcar from Cork to Dublin on 18 May for a suburban tour including Heuston, Adamstown bay, Grand Canal Dock bay, Dundalk, Howth, Dublin Connolly, Maynooth and M3 Parkway. Both MGWR & GSWR routes are planned to be covered between Connolly and Glasnevin Jn. On the Sunday,the plan is to run 177 miles non-stop from Heuston to Cobh and then return to Cork. https://bit.ly/42y5Iy9 has more details. Sat: Cork 07.30,Mallow, Limerick Jn, Thurles, Portlaoise, Heuston 10.50-Dundalk (break 13.39/15.10), Heuston 19.19. Sun: Dublin Heuston 12.20, Cobh (15.22/15.37), Cork 16.15. Full tour both days €135; Sat only from stations Cork to Portlaoise €90, from Heuston €75; Sun only from Heuston €70 - add €5 for non-IRRS members. 50% Child discounts. Catering trolley service. To book: https://bit.ly/3SzSqMN
X.24] 18-22 May 2024; Bulgaria in the Spring with Classic Traction (Rail Enthusiasts Holidays): A 5-day railtour with 55 seats (a separate steam version is also under development), rare track and interesting traction including some ex-British Rail locomotives. Price: £1,349; includes meals and accommodation as described but excludes flights, of which there are many options - depending on when they are booked, a ball-park figure would be about £250 return London area to Sofia. Flights to connect are also available from UK regional airports details on request. Single room supplement for the tour is £98. Deposit £300 (as always, fully refundable if the 'final itinerary' when published, 2-3months before departure normally, doesn't meet with your approval). Route and traction details are in a 7-page download with e-BLN or see: http://tinyurl.com/4kxf65r3 which has an interesting detailed track plan of the Maritza Iztok mining complex. This tour covers some tramways and narrow gauge lines too. The main part of the trip on the Maritza Iztok industrial system will apparently be from the exchange siding at Ljubenovo (named in Roman characters at the bottom right of the map) to the electric loco depot (identified in Roman characters at the bottom centre) for a comprehensive depot visit. On the map the journey looks very short but the Maritza Iztok system is absolutely huge and the trains move very slowly. Track coverage will be limited by where BDZ coaching stock is able to go here (certainly not to any mining areas). Anyone interested please email [email protected] or see: http://tinyurl.com/2p8ezmea (a booking form). [BLN 1442] X.25] Bedford - Bletchley: From Mon 19 Feb, for the first time since 1 Dec 2022 at 16.38, this line is to be operated entirely by trains! To win back passengers, a single journey between any two stations is only £1 Adult; 50p Child (including Bedford to Bletchley or vice versa) for three months. Please spread the word. RIGHT: The 'other' Millbrook station is on this line. (Angus McDougall 21 Jul 2000.) BELOW: Bedford bay P1a, Class 150 DMUs will be used on the hourly Bletchley services (LNwR).
529] Northern Rovers Return: Still only £10 for one day or £17.50 for a weekend of unlimited travel anywhere on Northern services only after 08.45 SSuX and all day at weekends. Alnmouth to Ellesmere Port would be a good challenge! As usual, collect tokens from local papers. Three tokens allow up to four one Day or Weekend Rover tickets, which must all be used on the same day/weekend (depending on the ticket chosen but there is no requirement to travel together). Available Mon 12 Feb until Thur 22 Mar. https://www.northernrailway.co.uk/tickets/newspaper-offer/national-world has details. 530] Colonel Stephens Light Railway Locomotives: Hardback, 176 pages, Pen & Sword, 25 x 24cm. This is another superb book from Brian Janes with his depth knowledge of all things Colonel Stephens combined with the Colonel Stephens Museum archives where many of the 250+ photos are from, in addition to much detailed information. It will be an instant hit with lovers of Light Railways; it sets about detailing the vast variety of locos that ran across the various railways Colonel Stephens was involved with. With the numerous recycled, hired, swapped and rented locos some might raise an eyebrow to see that Chapter 1 covers 'New & Novel Locomotives'. Yes, new ones were ordered to Stephen's specifications from Hawthorn Leslie and Peckett & Sons. Kent & East Sussex Railway (K&ESR) N o 4 'Hecate' was unusual, novel and large but it wasn't the only one. A favourite among enthusiasts today, there are some wonderful photos of Stroudley's Terriers, purchased secondhand and, while the first two went to the K&ESR, they were also purchased for the Edge Hill Light Railway, Shropshire & Montgomeryshire Railway (S&MR) and Weston Clevedon & Portishead (WC&PR). One went to the Sheppey Light Railway (SLR) and another to the East Kent Railway (EKR), to assist with construction, before returning to their original railways. The 'Ilfracombe' goods loco was a small tender engine and in 1910 Colonel Stephens purchased and hired six in total; most had been rebuilt in some way except 0394. Beattie Saddlebacks were next, similar to the Ilfracombes, one went to EKR (No 7) and the other to K&ESR (No 4 after Hecate had been sold). Manning Wardles have their own chapter with eight acquired, three went to Selsey, four WC&PR and one K&ESR; each is detailed by name. S&MR Coal Engines, hired from the LNWR, were 0-6-2Ts and retained their LMS numbers. South Eastern Railways 'O' class and O1 class locos arrived from 1923 to the EKR (three), where they were especially useful, and the K&ESR (three), all running in the 1950s still. The 34 page chapter on 'oddments/one-offs/singletons' covers unusual locos that ran across the Colonel's Railways from the tiny 'Gazelle' to the much larger 'Hecate'. Readers with knowledge of his locos may well find that this is their favourite chapter. Narrow gauge locos covers those on The Rye & Camber Tramway (including 'Camber' & 'Victoria'), Ashover Light Railway (with 'Peggy' & 'Hummy'), Snailbeach District Railway ('Dennis' & 'Kerr') and Festiniog & Welsh Highland Railways (with 'Welsh Pony' & 'Palmerston', just two of the 11 detailed). A 'nameplates chapter' and a very useful loco index are at the end. With interest in Colonel Stephen's increasing, this book will enthral new and established enthusiasts. It also provides extra information to those who already have a wealth of knowledge on the King of Light Railways and his various locos. (Dana Wiffen.) 531] Tanat Valley Railway: The Railway has a £10,000 appeal to restore the world's only operating monorail steam loco back to working order. http://tinyurl.com/5a9v4k5u (8¾ min, click 'Browse') is a video of it working previously. See: http://tinyurl.com/5n8fuc7s where donations can be Gift Aided. The engine has been stripped and the boiler removed, reconditioned and successfully pressure tested. A new workshop has been built to house the Monoloco and to build new carriages on the original frames. A dedicated running line for this monorail train has been marked out from the new workshop. ●Editor: Paul Stewart [email protected] 4 Clarence Close, MALVERN, WR14 3HX 01684 562862 07790 652351. ●Printed by Willow Printing & Design Ltd [email protected] 75/79 Back Cross Lane, NEWTON-LE-WILLOWS, WA12 9YE 01925 222449. ●Published by the Branch Line Society, 10 Sandringham Rd, STOKE GIFFORD, BS34 8NP.