1336

Number 1336 (Items 2262 - 2391 & MR 173 - MR 183) (E-BLN 91 PAGES) 21 Sep 2019

BRANCH LINE NEWS

Respice in praeteritum, praesens et futurum
Published 24 times a year by the Branch Line Society; founded 1955.
branchline.uk https://m.facebook.com/BranchLineSociety/

Membership Enquiries: Alan Welsh [email protected]
22 Treemount Court, Grove Avenue, Epsom, KT17 4DU. 01372 728677

British Isles news from member7s2; 8a6n7i7nternational section is available.
Opinions are not necessarily athvaoislaebolef .the Compilers or the Society.

BLN 1337 is dated Saturday 5 Oct; contributions by Wednesday 25 Sep please

Date Event and details  = Please Book Online BLN Lead Status

Sat 21 Sep The Brickies Lament, SouctihetHy.aSmocpiesthyi.re Minor Railways (1) 1332 MG OPEN
Sat 21 Sep Marwell Zoo Railway (15"gauge; 900yd long)  1334 BD Notify

Sun 22 Sep The Hayling Taxi, South Hampshire Minor Railways (2) 1332 MG OPEN

Sun 22 Sep Birmingham Balti Bash Class 20 tour with Vintage Trains 1335 MG OPEN

Sat 5 Oct Corris Railway for the day, re-dated Track & Traction event 1335 GJ OPEN

Sat 5 Oct 11.00: Portsmouth; The Underground Flyer Re-inflated 1335 MG OPEN

Sun 6 Oct Ffarwelio â Phacer Cymoedd Caerdydd (Pacer track tour) 1333 MG OPEN

Wed 9 Oct Durham Coast signal boxes (e-BLN 1335) FULL WAITING LIST e-1335 NJ FULL

Sat 12 Oct The Sandwich Deal (Ramsgate 08.30-17.00) EMU tour BELOW MG *OPEN*

Wed 23 Oct The Kernow Funicular - private funiculars in Cornwall BELOW MG *OPEN*

Sat 26 Oct 10.00: Lavender Line Track & Traction Event BELOW MG OPEN

Sat 26 Oct 15.30: Eastbourne Miniature Magical Mystery (tour) BELOW MG OPEN

Sat 2 Nov Madrid Circumnavigator: Redated Fri 24 Jan 2020 (BELOW) BELOW IS Claimed

Fri 15 Nov Minor railways in north Derbyshire (opens in BLN 1337) 1337 MG Claimed

Sat 16 Nov Barrow Hill AGM Track & Traction tour (opens in BLN 1337) 1337 MG Claimed

Sat 16 Nov 64th AGM at Barrow Hill Roundhouse (12.00-15.00) BELOW MG *OPEN*

Sat 16 Nov Barrow Hill AGM film show with hot buffet (17.00-19.30) BELOW MG *OPEN*

Sun 17 Nov Save the date for our main line AGM weekend railtour TBA TBA Claimed

Sun 8 Dec The Bootle Brush Track & Class 47 Traction tour 1335 MG OPEN
Sat 4 Jan 20 2020 Scunthorpe 20th Cold Steel Tracker - save the date TBA TBA Claimed

Fri 24 Jan Madrid Circumnavigator tour, NEW DATE; NOTIFY INTEREST BELOW IS NOTIFY

30/4 - 3/5 REDATED to avoid a tour clash, four day Irish long weekend TBA TBA Claimed

Sat 2 May REDATED All day 'stand alone' Dublin based Irish Rail tour TBA TBA Claimed

BD = Bill Davis; GJ = Graeme Jolley; IS = Iain Scotchman; MG = Mark Gomm; NJ = Nick Jones.

2262] :The Sandwich Deal; Sat 12 Oct:: An unusual third rail Class 375/6 EMU charity railtour in Kent
with Southeastern raising funds for Dame Kelly Holmes Foundation and Railway Children. Train
connections from/to London. Despite the name, there are no sandwiches but it's a great deal!
BLS Members Standard Class only £59. Non-members £12 extra; U18s (must be adult accompanied)
£29.50 reduction on either fare. Please book online or ask someone to do this for you to help us.
Otherwise post to Mark Gomm (back page) with all BLS membership numbers and email address or
at least an A5 (BLN) size SAE with a 1st Class stamp. TRACKmaps 5 Nov 2008 is out of date, particularly
at Ramsgate Depot; for some lines and crossovers this will be their first ever passenger carrying train.

Provisional route/times (stops in bold): Ramsgate P1 (08.30; London High Speed & classic train
connections) - Ramsgate Depot Reception West (rev) - Ramsgate Depot Reception Washer Spur -
Ramsgate Depot Exit Minster End - Ramsgate Depot Reception - Ramsgate Depot Margate End - Up
Thanet - Margate P3 - Margate Sig EK5105 (rev) - (through) Margate P2 - Dn Thanet - Ramsgate P2 -
Minster East Jn - Minster - Canterbury West - Ashford International P2 (rev) - Sevington facing X/O -
UP MAIN in Down Direction- Herringe (railway spelling of Harringe) trailing X/O - Folkestone East
Train Road 2 (rev) - Folkestone East (rev) - Dover Priory P3 - Dover Priory YE623 (rev) - Dover Priory
Siding 1 (rev) - Dover Priory YE623 (rev) - Willesborough facing X/O - DOWN MAIN in up direction -
Ashford International Up Fast - Lenham Loop - Maidstone Sig ME9 (rev) - Maidstone East Bay P3
(rev and break) - Maidstone Sig ME14 (rev) - Ashford International P2 - Ashford East Berthing Sdg
Road 2 (rev) - Ashford International P2 (rev) - Ashford Down Carriage Sdgs, South Bypass Road (rev) -
Ashford Down Carriage Sdg Road 12 (rev) - Ashford South Bypass - Ashford Down Yard East Jn - Wye
- Canterbury West Down Loop - Minster Up Platform - Minster East Jn - Ramsgate P2 (17.00).

And now for something completely different…for those who enjoy the Ups and Downs of an interest
in railways, visiting unusual stations and doing unusual things, the launch of a new type of fixture…

2263] :The Kernow Funicular; Wed 23 Oct:, A Society first, trips on two significant funicular railways in
Cornwall which the public are not permitted to ride on. Limited to 24 BLS Members only. Due to tight
timings, private access roads and limited parking all must join our chartered minibus at St Austell
station car park (the Travelodge is within walking distance). It departs 09.30 prompt (connects 05.25
ex-Bristol Temple Meads) returning to Truro station by 18.00 (for 18.26 to London Paddington;
connection to Birmingham New Street etc) then St Austell 18.40. With thanks to our Member Mark
Thomas from Congleton RNLI fundraising team, who has even made personal visits to the stations to
arrange these visits and will conduct the tour. Firstly a two hour visit to Padstow Lifeboat Station
(which is not at Padstow!) including the 32.24m long 48o gradient PRIVATE funicular electric railway
opened in 2001 used to transport lifeboat crew, equipment and supplies up and down the cliffs.
Then the most southerly railway in mainland Britain the 45m long 38o gradient 8ft gauge PRIVATE
electric funicular installed in 1995 at Lizard Lifeboat Station for a two hour visit. In true BLS style we
are pushing the boat out to add some addition workings/opportunities at both stations for even more
excitement on a unique day in this lovely scenic part of the world - the views from both railways are
spectacular too. Both lifeboat stations are aware of our fund raising activities to support the RNLI and
are looking forward to meeting members. 19 participants needed for viability - please book ASAP. £50
per head includes minibus, donation to both lifeboat stations, tea/coffee. Bookings as 2262 above.

PREVIOUS PAGE & BELOW: The impressive private funicular railway at 'Padstow' Lifeboat Station.

THIS PAGE: The most southerly mainland railway in Great Britain; the Lizard Lifeboat private funicular.
Views up and down from the 'cage' - despite appearances it is single track but 8ft gauge. (John Potter.)

2264] :The Isfield Investigator; Sat 26 Oct:, 10.00 a private
Track & Traction Event on the standard gauge Lavender Line
(MR p6) Isfield station, East Sussex, TN22 5XB (TQ 403 237).
Expected to last about four hours including a buffet lunch.
Anything that can roll will be shunted onto the standard
passenger main line north of Isfield giving access to both
platform lines to the level crossing, the loading Dock, shed
loop/headshunt and loco shed itself. Motive power agreed is
BOTH Hampshire units (Thumpers) 1118 & 1121; Wickham
Laboratory Car No20, 09025, Ex-Army Andrew Barclay 221 &
880. Subject to expected imminent outshopping, further
shunting locos are anticipated. The 5" ground level Riley's
Railway (off the Down platform) will give rides including non
passenger sections. See next item about another fixture in the
area after. Lifts should be available from Uckfield, (08.07 ex-
London Bridge), during the day and back to a suitable station
(please advise if you can help with this or would like a lift). £35
BLS Members; £40 Non-members (includes buffet lunch); Under
18s: £17.50 reduction (must be accompanied by a fare paying adult); Miniature Railway: By donation
(100% goes to Evelina Specialist Children's Hospital, Lambeth, London). Bookings per item 2262 above.

2265] :The Eastbourne Miniature Magical Mystery (tour); Sat 26 Oct:: 15.30 a visit to the 7¼" gauge
Eastbourne Miniature Steam Railway (MR p16), Lottbridge Drove, Eastbourne, East Sussex, BN23 6QJ,
(TQ 613 012). Expected to last about 1½ hours. The Railway (public run 880yd) has offered a chance to
travel over the long and rarely used (inner) P2 track, behind the steam loco in use on the day. Extra
sections may be available after public running finishes. Lifts should be available from our Isfield fixture
(previous item) and to a suitable station (please advise if you can help/would like one). Members £8;
Non-members £10; All U18s: £7 (must be accompanied by an adult). Bookings per item 2262 above.

2266] :The Madrid Circumnavigator; Sat 2 Nov:: Negotiations have taken much longer than expected,
resulting in little notice for 2 Nov; also PTG Tours has recently announced a 25-27 Jan 2020 Southern
Spain ALCO planned Railtour. Therefore we consider it is in our members' interests to re-date our tour.
We are pleased to announce that we have agreement with PTG Tours that the Madrid Circumnavigator
itinerary will be part of their tour making it four days rather than three. Individual days can be booked
for those not wanting to do the whole programme. Working with PTG resolves a significant duplication
of route south of Madrid as well as taking advantage of their greater negotiating power to reduce the
price. It also allows members to take advantage of PTG Tours flights and hotel package, if they so wish.

Route details are still being worked out, but the full tour should include the extensive Huelva docks
and the long freight branch from Zafra to Jerez de los Caballeros (some very rare track). This means
our proposed 2 Nov date is now postponed until Fri 24 Jan 2020, Day 1 of the PTG tour, to be run in
association with the Branch Line Society. Route and booking details will be advised soon, to help with
price setting please advice Iain Scotchman (per back page) by 30 Sep if you are definitely interested
in booking on the new date. VERY IMPORTANT: Please do NOT duplicate this notification to PTG!

Outline details of the rest of the 2020 PTG tour (indicative and not available for booking yet).

●DAY 1; Sat 25 Jan: Madrid Chamartín - Atocha - Algodor - Villaseca - Villaluenga - Cáceres - Zafra.

●DAY 2; Sun 26 Jan: Zafra - Huelva - Huelva Port with 313 - Huelva - Sevilla - Los Rosales - Zafra.

●DAY 3; Mon 27 Jan: Zafra - Almorchón - Ciudad Real - Alcázar de San Juan - Madrid. Zafra - Jerez de
●los Caballeros should also feature. Note that PTG will handle all bookings including for Fri 24 Jan.

BRANCH LINE SOCIETY, 64th ANNUAL GENERAL MEETING
Saturday 16 November 2019, 12.00-15.00

Café, Barrow Hill Engine Shed, Campbell Drive, Barrow Hill, Chesterfield S43 2PR

2267] :AGM Fixtures, Film Show/Buffet & Railtour:: Our 2019 Annual General Meeting (AGM) will be
held at the Barrow Hill Engine Shed as detailed below on Sat 16 Nov 2019. It is supplemented by all
day fixtures on Fri 15 Nov at various north Derbyshire miniature and narrow gauge railways. Before
and after the AGM there are riding opportunities at Barrow Hill on our riding van Molly (come and see
the ongoing improvements!) including sections not normally available on Open Day rides, possible as
the site is closed to the general public. We anticipate these events opening for booking with BLN 1337.

After the AGM on Saturday, there is an early evening film presentation with a hot buffet at Barrow Hill,
bookable as below. On Sun 17 Nov we have arranged for a West Coast Railways Class 31/47 hauled
tour from Barrow Hill including new track at Etches Park Depot, the much requested Automotive
branch at Corby and other track. Full details are expected with BLN 1337 when bookings should open.

Bookings can now be made online for the Sat film show, see below. Bookings for the AGM should also
be made online, or apologies given, via our website 'Fixtures' section and both, as usual, will receive
emailed acknowledgments. If you are unable to access our website, or cannot liaise with a member
who can book for you, postal bookings/apologies can be made to Mark Gomm with your name and
membership number, your email address and if you require written acknowledgment, an SAE please.
Under 18s are not allowed to attend the AGM or film show unaccompanied; all bookings are subject to
our T&Cs. You do not have to attend the meeting to go on the other events, but we do recommend it!

2268] Notice is hereby given that the Society's 2019 ANNUAL GENERAL MEETING (AGM) will be held at
the Barrow Hill Engine Shed Café, as above. Members are invited to attend, express their views on the
issues discussed, which include two Committee sponsored resolutions, celebrate our wide provision of
unique railway infrastructure-related services and look forward to future opportunities.

Local buses are available all day from near to Chesterfield station to just outside Barrow Hill Engine
Shed, allowing travel by public transport on the day to/from the AGM by train, including from London†
and Birmingham. If you are coming by train but cannot use these, please request a lift as soon as
possible in the 'Comments' section, or by letter, when booking for the AGM, see below. †Bedford -
Market Harborough is unfortunately closed Sat 16 and Sun 17 Nov for engineering work.
However, trains and some advance tickets are available for from King's Cross or Euston. Access details
to Barrow Hill Engine Shed with suggested bus times will be provided in the Final Notice (BLN 1339).

For those who pre-register, complimentary tea/coffee and cake will be served in the Café at a
convenient point during the AGM. The Café has been recently extensively refurbished with underfloor
heating, good acoustics and WiFi. Kev Adlam will outline the Society's extensive future programme of
varied events. It is planned that the meeting will conclude by 15.00 but can continue later if necessary.

Members wishing to attend the AGM are requested to individually confirm their intention. This is best
done by booking online (without charge; no credit card required), via our website Fixtures section,
which allows an option to attend or send your apologies, generating an immediate acknowledgement.
Alternatively, please notify via email to: [email protected] or in writing to Mark Gomm,
84 Mornington Rd, Stoke-on-Trent, ST1 6EL (with an SAE if an acknowledgment is required).To ensure
that all those likely to attend can be accommodated, notification of intent to attend must be received
no later than Mon 11 Nov 2019. Special souvenir tickets will be issued on the day when booked
members register. Without this advance booked ticket, you will ONLY be able to access the meeting
venue and will not be entitled to the complimentary catering. Should the capacity of the large Café be
reached, members who do not book in advance will regrettably be unable to attend.

The closing date for receipt of items for the AGM agenda, including nominations for all the Officers
listed in the Constitution, plus five (*) Committee Members per Standing Orders and any motions for
debate, each duly proposed and seconded, is Sat 26 Oct 2019. If you require details on the nomination
process, please contact [email protected] or for queries on the various roles available.

There is one vacancy this year as our Membership Secretary, Alan Welsh, is stepping down after 17
years in office (BLN 1333.1890 of 10 Aug 2019). A valid nomination for this post has been received but
other nominations, including for all other Officer and Committee Member positions, are welcomed.

Dave Monger is also stepping down after 34 years Committee service, mostly as Distribution Officer,
but latterly as a general Committee Member with responsibility for any non-receipt of paper BLN. The
success of our relationship with Willow as printer and distributor of paper BLN is such that this
dedicated role is no longer required. (*) One of the Committee's sponsored resolutions is accordingly
to reduce the number of Committee Members back to four (as before) with Dave's departure this year.
In case this resolution is not approved by the meeting, nominations for this fifth position are invited.

Any correspondence about these should be emailed to [email protected] or posted to
Tim Wallis, General Secretary, 10 Sandringham Rd, STOKE GIFFORD, South Gloucestershire, BS34 8NP
to arrive by Sat 26 Oct 2019. Please enclose an SAE if a written acknowledgement is required. Officers'
Reports are due to be circulated in advance with BLN 1338 (dated Sat 19 Oct 2019), together with the
draft 2018/19 Society Accounts, allowing members to appreciate these ahead of the AGM. Officers will
not read out reports at the meeting but most anticipate being present and available to answer
questions during the relevant agenda items. Please bring all these papers along to the AGM as no
copies will be provided on the day to avoid wastage and unnecessary expense.

A Final AGM Notice, with detailed agenda, will be issued to members with BLN 1339 (2 Nov 2019),
which will also set out proposed subscription rates for 2019/2020. Copies of the draft 2018 AGM
Minutes were supplied with BLN 1318 and are available on the Archives section of our website.
If the new 15th edition Baker Atlas is out, copies will be on sale at the AGM. Current TRACKmaps can
also be supplied to order - please contact Graeme Jolley at [email protected] or by post to:
Dolbryn, Penegoes, MACHYNLLETH, SY20 8NN, ASAP by Mon 11 Nov at the latest.

2269] :AGM Weekend, Sat 16 Nov; 17.00-19.30 Film Presentation & Buffet:: Andy Main, a well known
member with an interest in Minor Railways is travelling especially from Kent to present some of his
films after our AGM. These generally feature standard, narrow gauge and miniature railways, some
during Society events. It includes an interval with a hot buffet and drink in the Café; £12 members only
to cover the cost of catering. This social evening should finish about 19.30. Book online or as above.

1336 HEAD LINES (Paul Stewart) [email protected]

2270] Keeping Track, (extra to Head Lines) significant passenger service suspensions: *= new/altered
BLN Start (incl) Reopens Location (stations 'exclusive' if bracketed) bold = closed now

1333.1889 21 Sep 19 30 Sep 19 *West Kirby - (Hoylake)
1335.2124 14 Oct 19 19 Oct 19
1335.2140 8 Sep 19 21 Oct 19 *Chester P7 - (Bache)
1336.2276 21 Oct 19
1331.1539 9 Oct 19 End Oct 19 *Green Lane station Down P2 only (to Chester)
1330.1399 2 Jan 19 Dee-layed
1334.2005 †4 Nov 18 4 Nov 19 *(Coleraine) - Londonderry
1329.1254 26 Oct 19 4 Nov 19
1328.1196 26 Oct 19 16 Nov 19 Mid Hants Railway; Alton P3 - (Medstead & Four Marks)
1334.2002 9 Nov 19 2 Dec 19
1333.1883 28 Nov 19 Unknown Llangollen Railway, (Carrog) - site of former Corwen East
1325.655 16 Feb 19 17 Feb 20
20 Oct 18 (Barmouth) - Pwllheli (may extend another week unconfirmed)

Havant Jn - (Chichester) [†Date of last public service]

Cowley Bridge Jn - (Taunton); Cogload Jn - Worle Jn/Weston-S-M

Keymer Jn/Falmer - Lewes - Seaford/Polegate

Dolgarrog station (see also BLN 1333.1972)

Reedham Jn - Berney Arms request stop - (Great Yarmouth)

ABOVE: Auch (Horseshoe) Viaduct near Bridge of Orchy is being refurbished - item 2272 below (NR).

ABBREVIATIONS: TC = Temporarily Closed; RO = Reopened; P = Passengers; A = All; G = Goods.

2271] Douglas Bay Horse Tramway: (BLN 1335.2145 & X.119; refining BLN 1334.2002) The extension
south from Switzerland Rd to Palace View Terrace, just before The Palace Hotel ROP Tue 13 Aug 2019.
From Wed 21 Aug a further 100yd ROP to outside the Palace Hotel promenade vehicle entrance.

2272] Upper Tyndrum - Bridge of Orchy: (both excl): TCP/A 12.45 Sun 8 Sep; ROP Thur 12 Sep 2019;
this 7¼ mile section of the West Highland Railway had a rail replacement bus service due to a dip in
the line at underbridge 139 over a burn which had washed away material under the bridge. It is
unusual for rail services to terminate at these stations, but Corrour and Rannoch could then be served.

2273] Crianlarich (incl) - Fort William Jn and 7 stations: TCP/A Sat 5 Oct until Mon 14 Oct 2019 for
engineering works. Bridges near Spean Bridge and Corrour are to be refurbished and repainted; the
Auch (Horseshoe) Viaduct near Bridge of Orchy is to have metalwork repairs, a repaint and its timber
deck renewed. Drainage culverts beneath the track between Tyndrum Upper and Bridge of Orchy will
be upgraded. Buses run Fort William - Bridge of Orchy - Upper Tyndrum - Crianlarich (82 mins; train
87mins) and all stations Fort William - Tulloch (94 mins; train 34 mins!). Corrour and Rannoch are
doing a 'Berney Arms' and have no service during the 10 day closure due to road access problems.
Caledonian Sleeper Euston trains runs to/from Kingussie with a road connection per BLN 1334.2102.

2274] Londonderry, NIR second station (95m 32ch*): (BLN 1333.1958) OP 24 Feb 1980‡; CP is now
expected after departure of the 21.38 to Belfast on Tue 8 Oct 2019 including over 400yds of the line.

ABOVE: The original Londonderry station eight months before closure. (Jonathan Allen, 23 Jun 1979).
The new (third) station platforms will be to the left of the (left) wall when looking from the buffers.

2275] Londonderry, third station (95m 26ch*): OP of the new £26M station is expected Mon 21 Oct
2019. The new platforms are on the alignment of the former goods shed line, to the River Foyle side of
the original Belfast & Ballymena Railway 1852 (first) passenger station. [PLAN PREVIOUS PAGE from
'Along UTA Lines: Ulster's Rail Network in the 1960s;' Ian McLarnon.] Sun 24 Feb 1980‡ was the last day
of its passenger use. The goods shed was demolished by May 1979. The original 1852 station building
and its train shed are currently being refurbished to accommodate the ticket office and retail outlets.

The entire Londonderry Sunday service in Feb 1980 consisted of two arrivals from Belfast (at 11.07 &
22.22) and two departures for Belfast (at 11.30 & 17.40). ‡On 24 Feb 1980 the 11.07 arrival and 11.30
return were the final passenger services to use the original station. A stabled set would have shunted
ECS to become the first passenger departure from the new (current) station at 17.40 ('an eight-piece
80 Class railcar set' according to a contemporary report) the same day, returning at 22.22 - the first
arrival there. The new station was about 225yd closer to the Craigavon Bridge than the previous one.

All semaphore signals were replaced by colour lights. The track layout in 1980 allowed both stations to
operate that day. After closure the only part of the original station regularly used as a siding was the
line to the former goods shed mentioned above. On other days in 1980 there were two arrivals each
evening (SuX) after the last departure of the day and two departures each morning (SuX) before the
first arrival. Therefore two sets stabled at Londonderry overnight - presumably in each platform. At
the time the service was operated by NIR MPDs - Multi Purpose Diesel (they were used for freight as
well as passengers). They were conversions of steam hauled stock that had been built mainly in the
1930s and became railcars between 1957 and 1962.

In Feb 1980 trains generally took 2 hours 7 minutes or so from Belfast Central via Antrim and Lisburn
to/from Londonderry (this is similar to now although trains run via Yorkgate and make more stops).

2276] Londonderry (incl) - Coleraine (excl); Bellarena & Castlerock stations: TCP after departure of
the 21.38 Londonderry to Belfast on Tue 8 Oct for remodelling, resignalling and completion of the new
Londonderry station. ROP (with the new station) is expected Mon 21 Oct. Londonderry & Castlerock
have rail replacement buses to/from Coleraine which connect with Bellarena station via service buses.

2277] :British Steel Redcar:: (BLN 1335.2180) TCP Mon 16 Dec 2019. Our least used national station
in 2018-19 'temporarily' has no services from the new timetable; not even one call a week in one
direction only (item 2279). Is this legal and which station might be next? Officially this is to speed up
Redcar services. IBM on the Wemyss Bay branch has been in the same situation since 16 Dec 2018.
Wedgwood and Barlaston have been 'temporarily closed' for over 15 years now. Anyone who does
stations and hasn't been had better steel themselves to follow in the tracks of our Scotland Regional
Editor in the next three months. The final trains are 16.59 to Bishop Auckland and 18.17 to Saltburn
on Sat 14 Dec - a day return trip to British Steel Redcar is possible from stations to the east of it.

1336 BLN GENERAL (Paul Stewart) [email protected]
2278] Points & Slips: ●●BLNs 1333.1955 & 1334.2079] Regarding steam tours to Ironbridge, Vintage
Trains ran one from Tyseley Warwick Road on 3 Nov 2007 with 0-6-0 Pannier Tank '9466', also to Birch
Coppice. It had to go into the Power Station to run round and water - an hour was spent admiring the
scenery. It was probably the first steam train to call at Coleshill Parkway station (OP 18 Sep 2007).

●●BLN 1335.2145] (Re: BLN 1334.2123) The couple who travelled from Hull to Chester on Sun 25 Aug
to sample the now closed zoo monorail are both Society members and are married to each other!

●●2169] A member suggests that only the Down Slow line will use the diveunder at Heaton Lodge Jns,
as does the present Down Huddersfield line. The rather indistinct NR diagram does seem to support
that view. It appears that Heaton Lodge Jns will continue to have a grade separated junction as now.

●●2170] West Coast Railway's loco hauled York - Chesterfield services for CrossCountry ran between
York and Sheffield on Sun 25 Aug not the day after. All three continued ECS to Chesterfield but the
first two (1Z76 at 13.03 and 1Z78 at 17.01) ran back in passenger service from Chesterfield to Sheffield
under Very Short Term Planning schedules, continuing as through trains to York in service (same head
codes but different schedules from Sheffield). The third ran ECS from Chesterfield back to Carnforth.

●●2174] Thanks to our member who advised that the linked item ('In the Sheffield Hills') with this
Stocksbridge Railway piece originally appeared in the October 1968 Journal of the Stephenson
Locomotive Society (Harold Bowtell's follow up letter appeared a month later).

●●2238] Both Kilwinning station pictures in e-BLN were looking north towards Glasgow rather than
south, the platforms on the left are for Largs/Ardrossan and the Ayr platforms are far right. BELOW:
This 1960 map shows the 1938 full width footbridge across the station (below the red station spot).
It was removed for 1986 electrification and was further south of the building than the new one now is.

●●2238] The photo of the previous Gorebridge station building was by Angus McDougall (1 Aug 2016).

2279] Parliamentary Trains: (BLN 1332.1892) Unfortunately this term has become 'misused' in
recent years. They were (past tense) passenger services operated in the UK to comply with the
Railway Regulation Act 1844, that required companies to provide inexpensive basic rail transport
for the less affluent. The Act specified at least one such service per day be run on every railway
route in the UK, stopping at all stations at a cost of 1d a mile and an average speed of not less than
12mph. Third Class passengers were to be protected from the weather and provided with seats.
Railway companies, perhaps predictably, ran them at inconvenient times and they didn't connect!

A member thinks that this Act was repealed in 1883 as Parliament in its wisdom thought that the
1844 Act was then unnecessary as all railway companies were providing service standards far better
than the defined legal minimum! [One presumes that MPs never travelled on Parliamentary trains
then...] The repeal of the 1844 Act may explain how later railways such as the Cleobury Mortimer &
Ditton Priors Light Railway got away with operating a passenger service four days a week in 1908.

It was British Rail (not Parliament) who interpreted the 'legal' minimum standard of service to avoid
going through passenger closure procedures as one train a week in one direction only. It is probably
challengeable in law but needs a public transport user with deep pockets and a good legal team.

X.125] BELOW: A member asks if there is any truth in the rumour that our Treasurer has a new car?

X.126] Rushing for a Pacer? Now we know where the Pacers are going … a public transport poster
photographed in Sofia - see bottom left. Northern route knowledge is impressive! (Prof Taku Tamaki.)

2280] My First Railway Memories (13): By our Ireland Regional Editor, Martin Baumann. I have a
vague memory of watching a Northern Ireland Railways 2-6-4T being turned on Belfast York Road
station turntable about 1969 at age four. These 5' 3" gauge steam locos were built by The Northern
Counties Committee's parent company, the London, Midland & Scottish Railway, for service in
Northern Ireland. [Another member thinks they may have been built by British Rail, London Midland
Region, at Derby.] The first train that I remember actually travelling on was Hunslet hauled from
Londonderry to Coleraine one Easter. As this working was recorded and later noted in a Downpatrick
& County Down Railway Magazine, I now know exactly when it was: 21 Apr 1973 with loco 101 and six
coaches. Although I don't remember it, I definitely travelled behind Sligo, Leitrim & Northern Counties
Railway No27 with a brakevan at Whitehead on 29 Apr 1972. Some family members and I have since
been identified in a Jim Edgar video and on a Jonathan Allen photo both from that day!

I am not certain where my railway interest came from but apparently I was interested in all things
mechanical from an early age. I am grateful to my parents for encouraging my interest and have visited
many countries by rail with them. My father is Swiss, and his father had a large HO layout at the family
home in Winterthur. One day in 1974 (?) my father pointed out the number plate on the side of what
was probably an SBB (Schweizerische Bundesbahnen in German = Swiss Federal Railways) Ae 4/7
electric loco at Winterthur and said that is what they use to tell locos apart; interest then increased.

My Father, now retired, was a senior lecturer in the university in Londonderry for over 30 years which
is why I grew up in Northern Ireland. For a long time I observed and travelled on trains noting loco and
unit numbers but did not keep very good records. On 1 Nov 1985, I believe at London Marylebone, my
mother suggested I should not just record numbers but also where I saw things. Since then I have
always recorded haulage and track properly, for a long time in A5 notebooks but now fully
computerised and also maintain XLS spreadsheet files of units/locos seen. They are much easier to
keep up to date than Platform 5 books though I buy them occasionally for technical details. (Anyone
keeping computer records would be well advised to back them up and/or keep old notebooks and/or
backup paper copies to avoid loss due to computer failure which is surprisingly common.)

We need more of these recollections, please submit yours to the BLN Editor (back page), perhaps
including what led to your interest in railways/trains developing and interesting lines you did?

2281] Passengers Puzzled by BLN Quiz (2): (BLN 1335.2144) Trains leave Clapham Junction for
Waterloo by two different routes (direct and via the Kingston Loop), at 6 mins past the hour SuX and
at 24 mins past the hour on SuO. The Crewe - New Street - Euston example did not apply on Sundays.

2282] Real Rail Ale: (BLN 1332.1756) This item mentioned that the Corporation Arms, Neptune Street,
Hull, was Hull & Barnsley Railway owned and asked how many other railway companies owned pubs.

This response turns the question round to: How many railway owned pubs were there? The answer is
many. It gives a few pointers and examples, and mentions other licenced premises, but is not intended
to be definitive. Members are asked to answer the questions and supply further information.

Very few pubs were actually built by railway companies. Acts which authorised building railways
included development associated with running the railway, such as workers' houses, hotels, offices
etc. At a push this could include schools in isolated locations. But they did not allow things one step
removed, such as churches or, generally, pubs. Somehow the London & Birmingham Railway got away
with building two pubs with housing at its Wolverton 'green field' site and one at the overflow, nearby
New Bradwell (by the Newport Pagnell branch). A check of some other significant railway settlements
showed four where the railway company might have built a pub (can any members clarify, please?):

❶Derby: Workers' housing by the station included the Brunswick Inn. With limited accommodation
as an alternative to the posh Midland Hotel and a 'public bar', but maybe not when it first opened.

❷Crewe: The LNWR owned land and built several hundred houses, as did other non-railway builders.
There were pubs, but without detailed research it is not possible to say if any were LNWR built.

[BLN 1336]
❸Barrow-in-Furness: The Furness Railway built a new town, but it is not clear if this was just housing.

❹Ashford: (Alfred Town) Kent. A still open pub might be part of the initial 130 houses built, 1846-50.

Swindon is not included. There were two pubs in the railway village for which the GWR bought the
land, planned the buildings and layout also nominating tenants. However, it leased out building and
running the village and thus did not build the pubs itself, but did later become the owner. One remains
a pub, one a café. The later 'Glue Pot' pub is a converted shop.

Some railway settlements were not checked, but there were no railway built pubs at Horwich (most
housing was by contractors to L&Y spec), Earlestown, Faverdale (1920s, by the new wagon works),
New England or Inverurie. Eastleigh was developed by private builders rather than by the L&SWR.

Relevant was that railways were also generally barred from building other forms of social centres for
employees. They could, and did, lease or supply land and give grants towards employee backed and
run Institutes, Associations and similar, which could be licenced (but were not, of course, 'public').

This extended to sports clubs. So there was a bar at Castle Bar Club, West London. Mess rooms,
canteens and dining rooms were part of running the railway, though any licenced Officers' Dining
Rooms were usually separately run 'clubs'. While on this subject, there was one railwaymen's hostel
with a licenced bar. Most such hostels were used by men on 'double home' turns. But during and
shortly after WWII there were a few built as 'permanent' hostels. At the largest, Old Oak Common,
over 500 men lived in its cubicles. As well as a canteen there was a bar (run by a joint
staff/management committee), recreational facilities and concert hall. The 250 or so permanent
residents at the hostel converted from the Hampden Club, St Pancras, were not so lucky.

Railway companies sometimes became owners of pubs by default. Land purchased for railway
construction could include buildings not on the route itself, which could be retained and let, including
the occasional pub. The GWR, for example, owned (in brackets is the date of mention in minutes) the
De Burgh Hotel, West Drayton, (1929), Old Express Inn, Ledbury, (1930), Talbot Inn, Wolverhampton,
(1932), and the Friend at Hand, High Wycombe, (1898, but which mentions ownership since 1862).
The Barry Railway owned the Farmers Arms, Trehafod, the SE&CR the 'Hole in the Wall', Waterloo etc.

Sometimes urban pubs with yards and stabling were purchased to become town depots with the
railway company leasing out the 'pub' part. Examples of these were the Nag's Head (GWR) in Borough,
London and the Dun Horse (L&SWR) which was near to the Nag's Head.

As mentioned earlier, railway companies could build hotels, typically part of, or immediately adjacent
to, junction or terminal stations. These would all have been licenced. Those at Crewe, Birmingham,
Derby, Manchester, Inverness, London termini, etc, were clearly intended for passengers en route.
Not all were initially built by the railway company, or strictly as part of railway operations. Some hotels
were marketed as 'destinations'. Examples include: GWR's Tregenna Castle (St Ives) and Manor House
(Moretonhampstead); Furness Railway 'The Grange' (1866) at Grange-over-Sands; LMS Morecambe;
L&SWR Queens, Bournemouth and Great North of Scotland Railway Cruden Bay (with an electric tram
from the station to the hotel). The Taff Vale had two at Penarth. The Marine, alongside the entrance
lock to the dock, was handy only for ships' owners and officers, while 'The Penarth' on the headland
above the town had a wider appeal. The South Wales Railway's South Wales Hotel at Neyland (New
Milford) and L&SWR Southampton Terminus Hotel catered similarly, in addition to passengers for
ocean liners. Many other ports also had railway hotels.

The writer has an open question - when these hotels were considered posh, did they also have public
bars open to anyone? Perhaps some lesser hotels, such as the GWR's at Yatton, Bridgwater and
Taunton, or the L&SWR's Eastleigh Junction (now demolished), catered for local trade as much as
providing accommodation for passengers on a journey.

Additionally, railways built many station refreshment room premises, which were licenced, some of
which today might raise an eyebrow, such as Moat Lane Junction, Tebay and Barry Docks. Let's leave
restaurant cars, ships, outstation offices during WWII (some King's Cross staff moved to the Great
Northern Hotel, Peterborough) and Northern Ireland premises, not to mention the rest of the world!
Returning to where we started, the Corporation Arms on Neptune St, Hull. This unremarkable street
corner establishment was privately built as a Hotel in 1862 on a road leading to railway owned docks,
but not near a passenger station. It was described as Corporation Hotel (public house) in the 1939
survey. The Hull & Barnsley Railway later built a goods depot opposite and offices alongside it. So that
railway might have purchased it as a hotel, which later became just a pub, or it might have come with
the purchase of more land than was needed for the offices. Can any member clarify the history?

Another member comments: It is unlikely that any of the larger railway companies did not own at least
one pub. Before there was a significant property sale programme, following the change of government
in 1979, British Railways owned many pubs, licensed station refreshment rooms and British Rail Staff
Association clubs. Most railway owned pubs were: ●An existing pub acquired with land for building or
widening a railway and/or station, but not needing to be demolished. ●Pubs built on surplus railway
land. ●Pubs located in railway arches. Or ●Pubs converted from redundant railway buildings.

1336 EAST MIDLANDS (Graeme Jolley) [email protected]
2283] Market Harborough (1): (BLN 1335.2146) Concerning the question of where the remodelled
track here rejoins the Midland alignment: The new lines are on the former LNWR alignment from the
station until approaching the first road overbridge (Bridge 28F; 83m 32ch from St Pancras). Here the
Up line moves further away from the Down line to pass through the 'Midland' span of the bridge, while
the Down line passes through the 'LNWR' span. The lines continue north with a gradually decreasing
separation with the Down line slewing over from the LNWR to the MR formation until they are both
fully on the latter at the point where a footbridge crosses over the line (Bridge 28E at 83m 56ch).
South of the station the realigned tracks start exactly at MP82 and extend to Bridge 28E.

2284] Market Harborough (2): The present Kettering - Bedford requadrupling and electrification
provides a golden opportunity to do the very new Market Harborough Jn (83m 11ch), the facing and
trailing crossovers north of the station. Trains from the north (up to three each hour) are booked to
turnback at the station Sats 12 Oct and 2, 16, & 30 Nov - at times they are five minutes apart so both
platforms (and crossovers) will be in use - Realtime Trains doesn't show platform numbers. This also
applies Suns 13 Oct; 3, 17 Nov & 1 Dec but P1 may be more likely with the intervals and frequency.

2285] Nottingham NET: (BLN 1225.157) Plans for extending the short Phoenix Park branch to IKEA at
Giltbrook Retail Park have been revealed. Six routes have been considered. A new Park & Ride, on Gin
Close Way is proposed and the current Phoenix Park & Ride could be extended. The extension is still a
long way off construction with no funding secured yet. All six routes pass beneath the M1 in an
existing tunnel then go off in different directions. Two have been discarded with the four remaining
routes cheaper than other potential NET extensions as parts would be on former railways rather than
streets. Estimates are £135M to £168M for 3.7 miles of tramway; the journey taking about 12 mins
from Phoenix Park to Giltbrook Retail Park. This is the route ultimately planned to extend to Ripley.

2286] Zooming off to Lincoln: LNER Azuma services between London King's Cross and Lincoln start on
Mon 21 Oct - the through services take about two hours for the 136¼ miles. Advance London - Lincoln
tickets start at only £17.50 (First Class £32) or £11.55/£21.10 with a railcard so are very good value.

LNER will introduce four additional return weekday services, operated by 5-car Class 800/2 bimode
units, on electric power between London and Newark Northgate and diesel to/from Lincoln Central.

The existing through service at 07.30 (SX) from Lincoln, returning from London at 21.03 (which runs
seven days a week) will initially continue as an HST but switch to an Azuma later this year. The use of
HSTs by LNER is due to end in December. The extra SSuX Lincoln workings are extensions of current
King's Cross to Newark Northgate services, from London at 10.06, 12.06, 14.06 & 16.06, returning

from Lincoln 11.18, 13.23, 15.26 & 17.14. A sixth daily return, an earlier departure from King's Cross at
08.06, is planned to be introduced at the Dec timetable change, along with five additional return
workings on Saturdays and Sundays. The Saturday Azuma services will be introduced on 7 Dec actually
before the timetable change to coincide with the very popular and busy Lincoln Christmas market.
[Currently LNER operates 9-car Class 800/1 bimodes between London and Leeds/Edinburgh. The first
5-car Class 801/1 EMUs were due to begin operating in pairs between London and Leeds this month.]

2287] Swinderby switch out: On the Newark to Lincoln line Swinderby trailing crossover (24m 68ch
from Nottingham London Road Jn) is to be removed. Swinderby Signalling Renewals Project involves
resignalling and re-control of the area with the 1901 Midland Railway box, refurbished 2004, closing.
BELOW: The box on 16 Sep 2007; note the interesting level crossing gates. (Angus McDougall)

2288] Grim news from Grimsby: (TRACKmaps 2 p31C) NR plans to abandon the points, controlling
signals and all track into and at the disused Grimsby Marsh West Sidings (107m 69ch to 108m 34ch).

2289] Sad news from Scropton: (BLN 1304.941) At a cost of £172k NR intends to remove Scropton
trailing crossover, 22m 56ch from Stoke Jn between Uttoxeter and Tutbury & Hatton, on the Stoke to
Derby line. Visited by the Society on 6 Oct 2016, it has been OOU long term and is partially plain lined.

2290] Disposal Point: On the Coalville line Nadins Swadlicote Ground Frame (124m 20ch) with the
associated trailing crossover and pointwork is to be abandoned. Latterly access to Nadins Open Cast
Coal Disposal Point; it was previously Swadlincote Jn for the Cadley Hill Colliery branch (and in the
early 1960s the Swadlincote Loop). The colliery closed 25 Mar 1988 - the last deep coal mine in South
Derbyshire (noted for the National Coal Board using steam engines until a late stage). Abandonment
will save on inspection and maintenance, although it has probably not been used for about 25 years!

1336 GREATER LONDON (Geoff Brockett) [email protected]

2291] Brentford Goods: NR is consulting on proposals to plain line (by 26 Jul 2020) two hand-worked
sets of points accessing the out of use sidings marked 'Cripple Siding' and 'European Metal Recycling'
on TRACKmaps 3 p3E Jun 2018. The cost of this work is given as £310k. They have not been used
recently and NR took back ownership in 2014 as part of 'Project Mountfield'. NR further advises: 'It is
important to note that is not connected to the Brentford Branch Passengerisation (quote) project'!

2292] Feltham: (BLN 1326.804) In early Sep the platform extensions at the west end of the station
were largely complete but awaited fencing, signage and lighting. A third exit at the London end of the
Up platform was nearly complete with the temporary scaffolding footbridge remaining in use.

2293] Grove Park: 504 solar panels have been installed on the depot roof to help supply its electricity.

2294] King's Cross: (BLN 1333.1902) Over the Aug Bank Holiday closure a new facing crossover from
No1 Fast to No2 Fast at the south end of Copenhagen Tunnel was installed for later commissioning.

2295] Lea Valley: (BLN 1335.2158) Both lifts to the new footbridge at Tottenham Hale were in use on
2 Sep and the up escalator from P2/3 (previously P1) was working on 9th. Minor changes to stopping
patterns were made from Mon 9 Sep aimed at improving reliability and timekeeping in the peaks and
to coincide with the start of the new Meridian Water - Stratford shuttle which actually runs seven
days a week. At the former, a new gate line was evident on 9th but not in use and there is no provision
for a booking office (the same as at Northumberland Park). Of note the new Lea Valley Reversible line
speed is 60mph including where it bypasses the 40mph Coppermill Jn; this certainly impressed a
member who describes the actual junction approach from the Up Cambridge as 'funereal'.

At Meridian Water station 8-car EMUs are reported to run to the buffer stops of new P2, but 4-car
trains stop short. On Thur 12 Sep all terminating services from Stratford were eight cars. On Fri 13th
they were eight except for the 12.16, 15.16 and 20.46 and return. On Monday 16th they were eight
cars for the 07.47, 10.46, 13.46 and 21.46 and return. The 09.07 was unspecified. In conclusion it
seems to be booked for an 8-car EMU but may drop to four if stock is required elsewhere but it is
worth waiting to see what subsequent trains are if you have a 4-car. As timetabled the service requires
two units which pass on the double track section between Stratford and Lea Bridge. At Stratford SO
they are booked to use P11 and SuO P12 (last arrival is P11); in the week it's mostly P11 with some use
of P12, and understandable variation on the half hourly pattern during the Monday to Friday peaks.

2296] Liverpool Street: (BLN 1326.807) Over eight consecutive weekend possessions during the
summer, NR replaced over 1,550m (almost a mile) of track in Bishopsgate Tunnel. The condition of the
track close to a sewer meant it was previously prone to flooding with resulting track circuit failures.

2297] Leyton: (BLN 1326.806) The rare 31-lever Dutton Great Eastern Railway frame dating from 1893
(transferred to London Transport in 1947 as part of the Central Line) and formerly installed in the cabin
here has been in use since 1985 at Sheringham West signal box on the North Norfolk Railway. (The
box top is from Wensum Jn.) However, the frame is to be replaced during resignalling in winter
2020/21 when it will be offered for sale or go for scrap if it is unwanted. ('Underground News')

NEXT PAGE TOP: 317651/672 (so an 8-car EMU) at Meridian Water P2 end of line with the 11.46 from
Stratford on Tue 10 Sep 2019. The new service via Lea Valley Reversible Line started the day before.

NEXT PAGE LOWER: The other end of the train, now forming the 12.08 return to Stratford.

THIRD PHOTO (SECOND PAGE): Meridian Water P2 looking south. (All Iain Scotchman, 10 Sep 2019.)

FINAL PICTURE (THIRD PAGE UPPER): The new P2 at Tottenham Hale, looking north.





2298] LUL Sub-Surface Lines Resignalling: (BLN 1333.1903) The next section, Paddington (District)/
Latimer Road/Finchley Road to Euston Square, finally went live from Mon 2 Sep, after successful test
operation over the weekend. During this time trains ran empty over these sections, and, contrary to
reports elsewhere, there were no passenger services until the start of traffic on the Monday morning.

This is the first time that District and Metropolitan Line trains have operated under the new signalling.
Because the 'S8' Stock trains on the latter had only previously ran under CBTC during testing, a special
timetable operated for the next few days that kept the two bay platforms at Baker Street free in case
defective trains needed to be stabled. Further disruption appears to have been caused by a shortage
of instructors to conduct train operators over the resignalled section.

Due to these changes, the historic 38 miniature (6" long) lever 1926 Westinghouse signal cabin at
Edgware Road (latterly the oldest cabin operational on LUL and visited by the Society on 2 Mar 2015)
has closed but there is a possibility it may be opened to the public in the future. The area controlled by
Baker Street Metropolitan Line Signal Control Centre is also reduced. The hand-worked crossover at
Royal Oak was secured out of use and the new trailing crossover at the west end of Paddington
(Suburban) station commissioned. Westbound P1 at Royal Oak is reversibly signalled, so that trains
can, if required, reverse there and return over the new crossover. It is now possible to reverse
northbound trains in the platform at Finchley Road and return them south via the crossover at the
closed part of Swiss Cottage. A new Northbound Line reversing berth north of Baker Street allows
trains to shunt to P1/2/4. If necessary Metropolitan Line 'S8' trains can run ECS as far as the reversing
berth west of Paddington (Suburban) and return over the new crossover. The next stage, between
Euston Square and Monument/Aldgate/Stepney Green, is scheduled for commissioning in early 2020.

NEXT PAGE TOP: The 1926 vintage Edgware Road miniature level frame, until 2 Sep it was
the oldest operational signalling control on LUL. (Angus McDougall, 16 Mar 2011.)

2299] Piccadilly Line: (BLN 1326.812) South Kensington Service Control Centre took over the rest of
the signalling (South Ealing to Heathrow) from 3 Sep. Earl's Court Service Control Centre controls the
District Line from Barons Court/Putney Bridge/Kensington (Olympia) to Paddington/Tower Hill.

2300] Turnham Green: Some interesting old maps are on the underbridge walls outside the station.

2301] Waterloo: (BLN 1335.2153) Peak access between ex-International P20-24, the low-level area
below and the Underground ticket hall is now available, but is otherwise closed by temporary barriers.

1336 NORTH EAST & YORKSHIRE (Geoff Blyth) [email protected]
2302] Hull - New Holland Pier: (BLN 1335.2167) When the Humber Ferry was British Rail operated
(Sealink latterly) the All Line Rover Ticket (for example) was valid. Farringford's designation was DEPV
(diesel-electric paddle vessel) not PS (paddle steamer). The vessel was built in 1948 for the Lymington
- Yarmouth service. Unlike a paddle steamer, the paddles could be turned independently, making
Farringford very manœuvrable. She transferred to the Humber in 1974 and remained in service until
the bridge opened (24 Jun 1981). The LNER exchange tickets were, of course, pre-nationalisation.

2303] Leeds (1): Leeds City Region (population 3M) is now the largest metropolitan area in Europe
without an urban transit system - although Motorway standard roads surround/strangle much of the
centre. Following the collapse of previous tram and trolleybus projects, Leeds is embarking on a new
mass transit system programme. West Yorkshire Combined Authority (WYCA) is working with Leeds
University Institute for Transport Studies and Huddersfield University Institute for Railway Research.
A market testing process is seeking ideas and expertise on the best system type. The views of system
developers, promoters, manufacturers, suppliers, constructors, engineers, system developers and
operators of the best urban transit systems across the world are being sought. WYCA hopes to develop
initial designs for an advanced urban transit system deliverable by 2033 with the whole City Region
benefitting from major infrastructure investment, including HS2 and Northern Powerhouse Rail.

Those responding are asked to consider a system that has end to end routes 10km to 30km long, with
frequent city centre stops and every kilometre or so outside. Routes could run through pedestrian and
heritage environments - which appears to position trams as a front runner. Vehicles should allow 200 -
300 people to alight/join at each stop and could be traditional light rail or tram trains on steel wheels,
or a bus rapid transit system. They are expected to have an operational life of 20 to 30 years.

The original Leeds tram system closed in 1959. Proposals for its reinstatement in some form have been
ongoing since the 1970s, with plans for various light rail systems - including ones with partially or fully
underground city centre routes. After lengthy delays attempting to gain funding in the 1990s, due to
rejections by previous Conservative governments, central government funding was granted in 2002 for
the 'Leeds Supertram' scheme. Preparatory work started in 2003 for opening in 2007/08. However
work stopped in 2004 as the cost had risen from £500M to about £1bn. The length of the first route
was reduced to save £250M and efforts made to lower costs on the other planned routes. Then the
Labour government cancelled the project in Nov 2005 after £40M had already been spent on it.

Leeds had a trolleybus system from 1911 to 1928. After cancellation of 'Leeds Supertram', the public
transport provider Metro proposed construction of a trolleybus network, similar to that in the French
city of Lyon, at an estimated cost of £300M. This was supported by the Regional Transport Board in
Jun 2007 and in Oct 2009 a 'Major Scheme Business Case' was submitted to the DfT. In Mar 2010, the
Government announced that the proposal had been awarded 'Programme Entry Approval'. Funding
was approved for the North Route to Bodington (and an extension to Holt Park), the South Route to
Stourton along with a section of the city centre loop linking these two lines but not for the East Route
or a full city centre loop. The scheme went to a public Inquiry in 2014 but the scheme was cancelled in
May 2016, following a negative inspector's report. http://bit.ly/2kx3qyM explains the reasons for this.

A section headed 'Alternative options suggested by the objectors' stated The Inspector considered
that, if implemented, the alternative proposals advanced at the inquiry by First West Yorkshire would
introduce modern hybrid buses which, combined with improved bus stops, signal prioritisation and
segregated bus lanes, could offer a noticeable improvement in the quality of public transport and
greater flexibility than the proposed scheme, at lower cost and less environmental harm. He noted
further that, as an interim solution, existing bus services could be improved with a quality partnership
scheme. The highlighted text is somewhat questionable; the lower cost was probably the main driver.

In France the city of Caen opened a €227M electric powered guided light transit bus system in 2002
which took three years to build. It was unreliable with many faults, especially derailment of the guide
wheels. Being guided, every vehicle travelled over exactly the same piece of road which became badly
damaged by the tyres. It closed in Dec 2017 in favour of a 'real' tram system. This light rail system
opened on 29 Jul this year, the conversion cost €259.9M - an object lesson on the false economy of
doing things on the cheap. A similar guided bus system in Nancy replaced the trolleybus network in
2000. It had exactly the same problems as in Caen. In 2018, 12 vehicles from Caen were transferred to
Nancy as spare part donors! The system is to be replaced by conventional low floor trams in 2021.

2304] Leeds (2): The new gateline is in place but not in use. It has two wide gates each end with 20
standard ones in the centre, in a straight line, about 10yd nearer the concourse than the present one.

2305] Horden Park & No Ride: (BLN 1331.1595) The new station now has a nice new car park (only).
Maybe 1970's railtour veterans could give locals lessons on how to board a DMU from ground level?

2306] Supertram: (BLN 1324.552) The lorry driver whose vehicle collided with tram train 399204 on
the first day of public services to Rotherham Parkgate [affecting some members trying to do the route
on their way to last year's AGM] has been fined £250 and given three penalty points. He admitted to
driving through a red light. A second charge of careless driving was dismissed after prosecutors offered
no evidence. The tram train driver reportedly said that, if it been a conventional tram, there may have
been more serious injuries or even fatalities. 399204 remains out of service, the damaged sections are
in Spain for repairs along with the damaged parts of 399202, involved in a collision a few weeks later.

2307] Nunthorpe: (BLN 1303.839), Local Councils and the Tees Valley Combined Authority propose
building a Park & Ride station in the area, to ease road congestion and improve access to East
Cleveland. It will serve around 70,000 people in East Cleveland, Guisborough*, South Middlesbrough
and parts of North Yorkshire. At least 30,000 car journeys a year are expected to be removed from the
'Marton Crawl' along the A172. The information given out was somewhat sketchy but your Regional
Editor's request to Middlesbrough Council for more details produced a prompt reply:

●It is in its embryonic stages, so a specific site has yet to be identified. Feasibility studies and public
consultation start later in the year, with a likely location expected to emerge from that process.

●It is understood to be as well as Nunthorpe station, somewhere between there and Guisborough*.

The new station has been provisionally named Roseberry Parkway - not a vile pink desert or sauce
made in a chemical factory but the local prominent hill (BELOW), 1,050 ft high (map lower right spot).

[BLN 1336]
The name is Viking in origin, first attested in 1119 as 'Othenesberg', apparently Old Norse for 'Odin's
hill'. Odin was the Norse god of wisdom and much else. Over the centuries it became 'Roseberry'.
'Topping' is a Yorkshire dialectal derivation of the Old English 'topp'; top of a hill.

The Park & Ride location will presumably be determined by access from Guisborough (off top right
along the A171) and Stokesley (off bottom left along the A172) and land availability. Possible sites:

●Morton Carr (top left spot), BLN 1303.839, serving both roads but rather close to Nunthorpe station.

●Nunthorpe East SB site (upper middle spot), where the Whitby branch diverges from the course of
the former Guisborough* line (CP 2 Mar 1964; CA 31 Aug 1964) and slightly further from Nunthorpe.

●Near Roseberry Topping, where the A173 crosses over the Whitby branch (lower centre spot),
accessible from both towns but not by the two trunk roads. ●If serving Guisborough* and East
Cleveland is the priority, the site of the former Pinchinthorpe station (top right spot) would require
only a short new road but also the reopening of part of the Guisborough* line. The ambition to reopen
the line fully died long ago even though the formation was preserved for this purpose long after
closure. As shown the trackbed is clear to Pinchinthorpe but this is the least likely option due to cost.

The Councils are working with Northern and NR to develop an outline business case later this year.
As well as the existing trains from/to Newcastle, Carlisle and Whitby, it is hoped that services to
Middlesbrough will increase to half hourly from the present approximately hourly. This is probably
required for the Park & Ride to be successful. However, it would be impossible for trains to make a
return journey from Middlesbrough in that time, so they would have to cross at Nunthorpe.

(*Guisborough is pronounced 'Jizborough', 'Gisborough' is the spelling used for Lord Gisborough &
Gisborough Hall!).

2308] Hull Trains: The five new Hitachi bimodes for the open access train operator have been named
the 'Paragon fleet', due to its meaning and its significance to Hull. A paragon means something or
someone which is the very best; defined by The Oxford English Dictionary as a model of excellence.
Paragon is a name which began in Hull as early as 1802, when Paragon Street was named; this led to
the station being called Paragon when it was built in 1848. Paragon station - in 2007 locally renamed
Paragon Interchange - has been regarded as being at the heart of the city and a landmark. Hull Trains
has asked for suggestions for individual train names to: [email protected]

Hull was unique as its telephone network was City Council owned and named after it. It still has the
distinctive cream coloured phone boxes which, unlike ex-Post Office ones, do not have the Crown on
the door. Hull City Telephone Dept became Kingston# Communications (Hull) PLC, 100% owned by the
council, in 1987. The Council sold its remaining stake in 2007 and the company became KCOM Group
PLC in 2007. #Its official name is Kingston upon Hull (no hyphens); the river Hull flows through the city.

2309] No contact with a Pink 'Un: Sheffield Supertram will soon accept contactless cards for tram fare
payments. A new ticket machine is being piloted on a few services since 4 Sep. Not all conductors have
the new machines but those who do will be easily identified as they will be wearing a pink Hi-Viz vest.
A date for full switch over to these new machines will be confirmed in due course.

2311] Northallerton: The Up Longlands loop and the Down Longlands Loop (formerly the Low Level
Goods Lines) will be temporarily closed by NR on Wed 23 Sep for a few hours. This is to ensure that
cyclists taking part in the World Cycling Championships are not held 'up' if the level crossing gates go
'down'. It is good to see NR taking action to avoid delay minutes…

NEXT PAGE TOP: The Grade II listed remains of North Blyth Staiths, this is just the lower deck
constructed between 1910-23 by the North Eastern Railway; the upper two decks were demolished in
1994/95. (Angus McDougall, 28 Jun 2019.)

2310] Cambois/North Blyth: (TRACKmaps 2 p23C Oct 2016) NR is extending a Short Term Network

Change regarding removal of the points access to Cambois Depot (pronounced 'Cammus') on the

Cambois Colliery Open lines North Blyth branch. It is a paper exercise as

To Closed lines N the points were plain lined some time ago!
Winning Jn
This diesel depot replaced North Blyth steam

shed further south which closed from Saturday

Cambois MPD 9 Sep 1967. Nothing is left of the diesel depot

NORTH SEA (last day Frid17 Sep 1994) or the branch to it.
http://bit.ly/2lKUqWR & http://bit.ly/2kJrkHg

Blyth Power Coal handling area are videos of the final day. Your Regional Editor
Stat ion has fond memories of brake van trips from this
very friendly depot in the 1970s to such places

West Blyth North as Isabella Colliery, North Blyth Staiths, West
Staiths Blyth MPD Widdrington Opencast, Lynemouth Colliery
Lynemouth Alcan Works, Ashington Colliery,
Whitehill Point (Percy Main) Blyth Staiths and

River Blyth Blyth Power Stations; almost a self contained
freight network. See http://bit.ly/2kj3CBu for

Battleship Wharf some splendid reminiscences and photos of life
in steam days at North Blyth Shed and likewise

CAMBOIS & North Blyth Staiths http://bit.ly/2mdfcP3 is in the diesel days at
NORTH BLYTH Cambois Depot here. LEFT: Cambois and North

CSD To Alcan alumina terminal Blyth past & present; (a shadow of its former

self). The plan thanks to Dave Cromarty.

NEXT PAGE TOP: Bardon Mill box when it still had a trailing crossover. (Angus McDougall, 17 Jul 1977.)

2312] Bardon Mill: (BLN 1277.629 with photos) The signal box (32m 41ch from Newcastle) built circa
1874, and latterly with no associated pointwork or sidings, closed permanently from 15 Sep 2019. This
created an 8m 65ch block section between Haydon Bridge and Haltwhistle boxes. In practice it has
been switched out for a long time, except some Tuesdays for staff training. It was originally scheduled
for abolition from 15 Mar 2017. Bardon Mill (red/green lights) and Haugh Gardens (user worked) level
crossings are supervised from Haydon Bridge. The box and the signal structures will be recovered later.

2313] Bridlington: Following a ground-breaking ceremony on 26 Jul, work has begun on a £2.5M
scheme to transform the station entrance. It is expected to take a year, but station pedestrian and
vehicular access will be maintained at all times. The station plaza project includes: A landscaped
pedestrian area in front of the station. Disabled and short-stay parking near the station entrance.

A dedicated taxi rank.Coach pick-up/drop-off points. A customer car park on Station Approach,
on the former car sales area. A new exit road joining the Tesco entrance road on Hilderthorpe Road.
The contractor has started work on 'the old platform area', by Hilderthorpe coach park, needed for the
new link road and disabled/short stay parking spaces. It is thought this means removal of more/most
(?) of the former lengthy P7/8 excursion bay platforms (BLN 1330.1427). Can anyone confirm this?

[BLN 1336]
2314] Rothbury: This 13 mile branch line from Scotsgap started life as the Northumberland Central
Railway (NCR) - an over-ambitious plan. It was to be a 45-mile line from Scotsgap, on the Wansbeck
Railway (Morpeth - Reedsmouth Jn) north through Rothbury and Wooler to Cornhill (BLN 1332.1753),
on the North Eastern Railway (NER) Berwick - Kelso line. The NER later promoted its Coldstream -
Alnwick line as a blocking move against this proposal. The NCR was unable to raise sufficient money
even to start construction so the proposed line north of Rothbury was abandoned. The branch opened
1 Nov 1870 and was worked by the North British Railway (NBR), which owned the Wansbeck Railway.

Passing through a very thinly populated area, it lost money from the outset and was formally absorbed
by the NBR on 18 Jul 1872. In Feb 1902 a siding and temporary platform were built for construction of
Fontburn Reservoir. It OP 12 Jan 1903, at first named White House then Fontburn Halt, it remained a
public station even though it served virtually nowhere. In Apr 1910 three return trains a day (SuX) ran
on the branch making very good 2-3 minute connections at Scotsgap with trains to/from Morpeth.

The line CP 15 Sep 1952 but a weekly goods train continued until CA 11 Nov 1963. The 'Wansbeck
Wanderer' farewell railtour ran on 9 Nov 1952. This also visited Bellingham, the remnant of the line to
Riccarton Junction on the Waverley route, as the entire line west of Woodburn CA on this day.
However, the final train was apparently a July 1964 special, the annual office outing of the British Rail
North Eastern Region Chief Civil Engineer's staff! The track was lifted later that year.

A member visited the branch in summer 2018. At Long Witton the timber edged platform was extant,
in a shallow cutting next to a stone overbridge. The station building foundations can be discerned.
Ewesley is now a small red brick private house with a NBR style p'way hut in the yard. No trace is left
of Fontburn, on an overgrown and inaccessible embankment at one end of Fontburn Viaduct.

Brinkburn is a small red brick private house with a modest extension. It can be viewed from a very
minor bridge over the trackbed. A modern road sign points to 'Brinkburn Station' at the junction of the
very minor road leading to the station. Sadly nothing is left of Rothbury station, not even the trackbed.

1336 NORTH WEST (John Cameron) [email protected]
2315] Liverpool: The City Region Combined Authority is to apply for £172M from the Transforming
Cities Fund for a priority list of 18 green transport projects. These include a new station at Headbolt
Lane in Kirkby (BLN 1290.2042) and reopening St James (BLN 1333.1919) CP 1 Jan 1917 in the Baltic
Triangle, improvements to other stations and bus networks as well as replacing the Mersey Ferries.

2316] Standedge Tunnels: (BLN 69 p2 - not p1; & BLN 1335.2177). Despite their designation, the two
single bore east side Fast Line tunnels were not much used by fast trains at the time they closed. A
member has a passenger working timetable dated 10 Sep 1962 to 16 Jun 1963; almost all trains were
routed via the double track west side Slow Line tunnels that survived. To all intents and purposes the
Fast Line tunnels were used only by the few PSUL trains (and freight) booked via the Micklehurst Loop.
For our members who don't have BLN 69 p2 of 16 Nov 1966, although it can be found on our website…

2317] All our yesterdays (BLN 69): Stalybridge No1 and No4 signal boxes were closed on 6 November
1966; Stalybridge No2 taking over and being renamed 'Stalybridge'. The line from Stalybridge to Staley
& Millbrook is now worked as a single line under 'One Engine in Steam' regulations, the former Down
line being utilised. The line between Staley & Millbrook and Diggle Jn together with the Fast Lines
through Standedge Tunnel then to Marsden were put out of use during Saturday 30 October 1966.

It is understood that between 3 Oct and 29 Oct 1966 the section of the Micklehurst Loop north of
Staley & Millbrook (Hartshead Power Station, Central Electricity Generating Board Siding) had only
been used for diversions. Rail traffic to the power station on the residual single track branch from (the
former) Stalybridge No4 ceased in around 1972/73 and it was taken out of use from 14 Sep 1976.
The power station, which opened in 1926 and latterly with a capacity of 64MW, closed on 29 Oct 1979.

ABOVE: Jun 1975 a diverted Crewe to Chester train going the long way round passes Middlewich
station - over 44 years later this location has now changed out of all recognition (Ian Mortimer).

2318] Middlewich: The station CP 4 Jan 1960; now a Local Enterprise Partnership funded study into
the Northwich - Sandbach line has resulted in two options for restoring passenger services.

The North/West Strategic Package envisages two trains per hour connecting the Middlewich line
directly to Birmingham, Crewe, Warrington, Preston and Manchester by 2033, with the (possible)
arrival of HS2 Phase 2b. It assumes infrastructure changes, including line speed improvements and
signalling alterations on the Middlewich line, as well as electrification of the line. The whole single
track line is currently restricted to 20mph (10mph at the Northwich end and 15mph at Sandbach).

The Eastern Local package has two trains per hour between Sandbach and Northwich, one extended
to/from Altrincham semi-fast. These can be delivered without HS2 so could be introduced before
2027. Once (if) HS2 Phase 2b releases capacity at Crewe and on the Manchester line, the Sandbach -
Altrincham service can be extended into Crewe. Extending the service to Manchester is likely to
require remodelling at Stockport. The current Manchester - Alderley Edge service could be combined
with a Northwich - Sandbach service. The Strategic Outline Business Case is expected in the autumn.

2319] Horwich: Bolton Metropolitan Borough Council has approved plans for a new link road for a
1,700 home development, which requires demolition of Horwich Loco Works erecting shop. The £12M
road connects Horwich town centre and Chorley New Rd to Middlebrook Retail Park, Horwich Park &
Ride (station), and the M61 via the new Rivington Chase development. Horwich Heritage objected to
the plan and suggested an alternative route for the road which would have saved the historic building.

2320] Stalybridge: NR's remodelling plans (it doesn't seem that long since the last one) as part of the
Transpennine upgrade now include: ●P1-3 reconstruction. ●New station footbridge. ●Removal of the
'Piccadilly Bay' (P2?). ●80m of tunnel widening; cut and cover to accommodate a new Stalybridge East
Junction. ●Wakefield Road is temporarily closed during the project. ●Temporary acquisition and/or
displacement of domestic properties. ●Permanent land purchase south of the station for emergency
egress. ●A new Clarence St underbridge. ●Market Street Bridge rebuild for major track realignment.

NEXT: Signal boxes come in all sorts of sizes and shapes, this is Edge Hill. (Angus McDougall, 29 Oct 2011.)

2321] Edge Hill: All weekend on 2 & 3 Nov Liverpool Lime Street and Edge Hill stations are due to be
closed for the transfer of signalling control from Edge Hill Power Signal Box (PSB) to Manchester ROC.

Opened by British Rail London Midland Region in 1961, the PSB has a Westinghouse Entrance Exit 'NX'
Panel commissioned in 1985. It was originally to close with the Weaver to Wavertree resignalling
which has been commissioned in phases. As a result, and most unusually, Edge Hill then interfaced
with the same signalling centre (Manchester ROC) on three different lines - an island of local
signalling.Secondly the train timing point here was changed in anticipation of closure from 'Edge Hill
Signal Box' to 'Former Edge Hill SB', which still happened even though it was still operational!

2322] Manchester Victoria Metrolink: (BLN 1335.2184) The new bespoke part for the faulty fixed
diamond was fitted over the weekend of 6/7 Sep; normal routing and platform use resumed Mon 8th.

2323] Trafford Park: On Sun 15 Sep a local member was amazed to find the overhead wiring almost
complete on the latest Metrolink extension other than a small section by the canal bridge.

1336 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]
2324] Anglia: £1.1M of funding has been secured to provide a total of 510 new cycle spaces at Audley
End, Braintree, Chelmsford, Manningtree, March, Marks Tey, & Newmarket. Heart defibrillators have
been installed at Manningtree and Marks Tey, thanks to funding by Essex & South Suffolk Community
Rail Partnership. More station water fountains have sprung up, including at Billericay, Cambridge,
Chelmsford, Ipswich, Shenfield, Wickford & Witham. [Not Waterbeach?] At Diss free bottles of water
were available recently on a very hot day when a train was cancelled due to a person hit by a train.

2325] Man offers £100 to stop demolition of train station worth £1M: (With apologies to members
who don't like the term 'train station' - that's most of us) the Eastern Daily Press of 6 Sep reported:

A Brandon man has offered Greater Anglia £100 to buy a train station to prevent its demolition which
he says would be an act of 'corporate vandalism'. Andy Erlam, 67, has offered the sum to buy Brandon

station, on the Norfolk/Suffolk border, after negotiations with Greater Anglia and was asked to make
an offer by Saturday, August 31st 2019 to prevent the demolition. But Greater Anglia said it is not
enough. A spokesman said: We will consider a proper business case backed by the funding of a
minimum of £1M that would be needed to restore the building in the short term. Mr Erlam wants to
turn the 1830s building into offices and said station facilities including a toilet and a taxi freephone
should be installed to improve the 'abysmal facilities'. The writer said that this would cost about
£250,000 while Greater Anglia said the demolition is to improve the facilities. The spokesman added:
We are developing plans to improve customer facilities at Brandon station, including the provision of
additional car parking. By removing the building it would free up space to provide a more significant
improvement to customer facilities. We believe with new trains currently being introduced on the line,
which will generate more rail travellers, plus planned housing growth and increased commuting to
Cambridge, our priority is to deliver better services and facilities for current and future rail passengers.

Mr Erlam believes the building should be kept for use by the public. He said: The building is a public
asset owned by the public and of use to the public. It is quite wrong for a private company, which only
leases it, to want only to destroy it. A demolition date has not been set for the station. Passenger
usage was 13,923 in 1997-98 increasing each year (with an improved service) to 116,000 in 2017-18.

X.127] Peterborough, Werrington Diveunder: (BLN 1335.2203) See track plan after the six photos.

BELOW: Construction has moved at pace over recent weeks. A major problem is the high water table,
particularly west of the ECML where three drainage channels converged, and are being managed.
Looking south from Cock Lane footbridge on the west side of the ECML (which is far left) are the
Stamford lines. A CrossCountry DMU to Stamford and Birmingham is approaching. On the right a
drainage channel is being replaced with a concrete tunnel. The large pipes by the building to the right
are for storm water using pumps - the construction area has flooded more than once in the summer.
The new realigned Down (to) Stamford (which is also the electrified Down ECML Slow) will be on top of
the drainage tunnel. The new Up Stamford will be slightly further East (left) than now. The new
diveunder will start its descent (towards the camera) around the centre of the picture.

ABOVE: Looking north from the same bridge, which is accessible from Benedict Square, Werrington.
This bridge should have been replaced by now, but erection of the new wider Cock Lane footbridge
will now be in October. Since it is used by many pedestrians, particularly school and college students,
the timing of a closure is critical! The drainage tunnel continues in the foreground, along with bases for
the new footbridge (required as the railway formation will be wider than present). It is understood
that both the Up Stamford and Down Stamford (which is also the electrified Down ECML Slow) are to
be slewed onto the formation that extends up the picture alongside the existing railway line.
See http://bit.ly/2modLNY for more details, maps and pictures of the scheme.

BELOW: The same location as that pictured in e-BLN 1332.X84 showing the progress in seven weeks.
The Spalding line is left and the ECML runs across in the distance; looking towards Peterborough.



PREVIOUS PAGE: Pile drivers on the new formation. The rail is presumably for the new Up and Down
(= the electrified ECML Slow) Stamford line alignments which it is understood locally are to be slewed
over Christmas this year. Werrington Jn is lower middle right. (All four Nick Garnham, 10 Sep 2019.)

ABOVE: An evening view closer to the ECML with special site access. The ECML is background right and
the Spalding line (which nearly closed in 1969/70!) is behind the temporary barrier, background left.
BELOW: In the other direction towards Spalding, that line follows the trees, right. (Tim Hughes, 11 Sep 2019.)

[BLN 1336]
2326] Southend Victoria: (BLN 1324.575) Work to upgrade the line's OHLE resumed on the weekend
of 29 Aug and continues until the end of Mar 2020. 128km of overhead wires from Southend Victoria
to Shenfield are being replaced with a new auto tension system that adapts to temperature changes.
As already reported, completion of the winter weekend phase of works by the end of Mar 2020 is two
months earlier than originally planned, with six fewer weekend closures and 11 mid-week closures.

There is now more detail of the timings. Work will be taking place over several weekends between Sep
and the end of Nov but in Dec works will be scaled back to Sunday mornings only 02.15 to 09.00 on
1, 8, 15 & 22 Dec. A rail replacement service will operate between 27 Dec and 1 Jan with work planned
to focus on Wickford Jn. A phase of weekend closures starts the weekend of 25 and 26 Jan and
continues each weekend until 28 and 29 Mar (apart from 8 and 9 Feb when the line will be open).
However, following this, there will be a final closure for works over the weekend of 18 and 19 Apr
2020 for ballast replacement and drainage work. When complete, 320km of wires and 200 structures
will have been replaced on the entire route between London Liverpool Street and Southend Victoria.

2327] Reading Green Park: (BLN 1332.1798) Reading Borough Council's Planning Committee approved
the new station plans on 2 Sep; completion is still targeted for summer 2020. The public consultation
received two comments, one called for a rain cover over the bike stands and another for parking west
of the station. The Council's Access & Disability Working Group feels the disabled toilet is too small.

2328] King's Cross - Royston: (BLN 1331.1575) Associated with 26 Aug Bank Holiday transfer of control
from King's Cross Signal Box to York ROC, some line names were changed. At Hitchin, the Down
Cambridge Flyover became the Down Royston Flyover while the Down Cambridge and Up Cambridge
become the Down Royston and Up Royston. The 'Down Sidings' at Biggleswade become Biggleswade
Down Sidings, similarly ten tracks at Welwyn have had that name added, for example the Reversing
Line is now Welwyn Reversing Line and at Gordon Hill the 'Up Bay' is Gordon Hill Up Bay.

The distances given are the locations of first and last signals. York ROC now controls from the interface
with Peterborough panel box (42m 0ch Down Lines; 43m 18ch Up lines) south of Sandy. First is Hitchin
Workstation from 28m 31ch (Down Lines) and to 30m 39ch (Up Lines) north of Stevenage. It also
controls the Down Royston to 45m 3ch and the Up Royston from 45m 60ch (Cambridge box interface).

York ROC, Langley Workstation then takes over going south from 29m 60ch to 20m 17ch (Up Lines)
and from 18m 54ch to 27ch 54ch (Down Lines) on the ECML. On the Hertford Loop it controls as far as
21m 43ch on the Up Hertford and from 21m 0ch on the Down Hertford which includes Molewood Jn.

York ROC, Wood Green Workstation controls the ECML from 19m 12ch to 9m 6ch on the Up Lines and
from 5m 39ch to 17m 65ch on the Down Lines. On the Hertford Loop it has control from 20m 44ch on
the Up Hertford to 8m 55ch and from 6m 31ch to 19m 70ch on the Down Hertford.

Signals have not been replated but retain their 'K' designations formerly for King's Cross. King's Cross
box retains control of the lines south to and including the terminus not mentioned above, to Highbury
Vale Jn and the Moorgate branch. Electrical control of all lines (including DC) remains at York ROC.

1336 SOUTH EAST - SOUTH (Julian James) [email protected]
2329] Battle station(s): Extensive refurbishment at the Grade II listed station has been completed by
the conservation team at Claque Architects of Canterbury with Redec Refurbishment, a chartered
building company in Ashford. A chimney that was structurally unsafe was removed and replaced in
brickwork consistent with the original 1852 design. Some new cycle racks were also installed nearby.

2330] Ryde - Shanklin: (BLN 1327.1036) £26M is to be invested in the 8m 31ch Island Line to secure its
future. NR is to refurbish Ryde Railway Pier. A new passing loop will to be installed at Brading to allow
a regular half hourly service to run - the present loop at Sandown means that when two trains an hour
run they are at 20 and 40 minute intervals. The IOW Council and Solent Local Enterprise Partnership
have agreed to jointly contribute £1M towards the new loop. Five two-car Class 484 Vivarail EMUs
have been ordered. They will have WiFi, passenger information systems and connecting gangways so
the guard can access the whole train. This will allow two four car trains to run with one unit spare.

These will be a third rail version of the converted D78 stock (said to be the simplest to build; so far
there have been diesel versions and diesel/battery hybrids). Fortunately, the well publicised clearance
issue in Ryde Esplanade Tunnels doesn't seem to be a problem. The first train is expected to arrive on
test in early summer 2020, with track works due to take place over the winter of 2020/21 during a line
closure. The three electrical substations will be upgraded. South Western Railway will improve stations
including providing WiFi, information screens and ticket machines at Shanklin, Sandown and Ryde St
Johns Road. It is working with Portsmouth City Council on a Transforming Cities Bid for Ryde
Esplanade and Ryde St Johns Road stations. The overall scheme was developed by local stakeholders.

2331] Car Parking Charges: In a positive development with great potential, SWR is installing 60 electric
car charging points costing £100k. Basingstoke's are now live and were 'opened' by Maria Miller MP;
Andover, Farnborough Main, Fleet, Haslemere & Wokingham follow - make a circuit to do them all.
There is 'no charge' to users until the end of Oct during the Nissan Leaf fall season (no skidding).

2332] Channel Tunnel: Eurotunnel engineering work will require all services to run through one of the
two tunnels bidirectionally on the following 2020 dates: Sat 11-Mon 13 Jan, 25-27 Jan, 8-10 Feb & 29
Feb, 2 Mar (all are Saturday to Monday incl). Eurostar is not selling tickets on trains running to/from
Paris, Brussels and Marne la Vallée-Chessy until they are able to confirm timetables for these dates.

2333] Epsom Downs: A track access application has been made to run the last arrival (at around
midnight) back as an unadvertised passenger service to Sutton. This is to return over carried
passengers (out of salts, asleep/drunk) to a more convenient location for alternative transport, on the
grounds that there have been assaults on staff. Our member cannot understand why it doesn't run as
a passenger train under control arrangements when the ECS (to Streatham Hill Shed) is timed to call at
Sutton for a while anyway, and there are presumably staff there to assist. On Sundays the last arrival
forms the 22.39 service to Victoria (all day Sunday service of two trains per hour began 20 May 2018).

2334] Ashford International: HS1 proposes to install additional electrical equipment at the station
isolation transformer sites to prevent damage to Eurostar's Class 374 trains when accessing the
station. HS1 from St Pancras to the Channel Tunnel runs just north of Ashford International.

The Up and Down Channel Tunnel Rail Link (CTRL) Chords permit interchange between HS1 and the
UK domestic rail network for passenger trains to call. The loop is 4.4km in length from Ashford West Jn
(88.3km from St Pancras International P5-10) to Ashford East Jn (92.7km). Most of the Up and Down
CTRL Chords are the responsibility of HS1 Ltd, but a 1.8km segment running through Ashford
International is NR infrastructure, with P3 & P4 allocated to Eurostar services - the boundaries are
shown on TRACKmaps 5 p50C Nov 2008. These spurs are equipped with isolation sections installed to
keep the HS1 traction AC system electrically separate from the DC third rail NR system.

There is one isolation section, with two isolation transformers and associated equipment about 1km
apart, on each spur at the west end and one on each spur at the east end of Ashford. At each isolation
transformer site, a section insulator is installed in the overhead catenary and insulated block joints
(IBJ) in each running rail under the section insulator, with a spark gap and non-linear resistor installed
across the centre tap of impedance bonds to limit the voltage in the rails across the IBJs.

There is an issue that when the new Class 374 (e320) Siemens Velaro trains cross the IBJs to stop at
Ashford International, two signalling modules onboard the train fail, and the damage is irreversible.

This damage leads to operating restrictions on SNCF infrastructure, resulting in the train being taken
out of service. The object of the alterations is to ensure that the infrastructure on the Ashford Chord
lines is compatible with the Class 374. This will be achieved by providing contactors (electrical
switches) in parallel with the spark gap and non-linear resistor which will automatically close as the
Class 374 crosses the IBJs. Frauscher wheel sensors, independent of the existing signalling systems, will
be used to detect trains on the approach to and after passing the IBJs, triggering the contactors to
close and then open. The system will not have any impact on the existing rolling stock using the route.

This issue is only relevant to the Class 374 and all other rolling stock will only see the new equipment
as plain line, with no effect to normal train operations. (Back references: BLNs 1298.257 & 1303.847.)

A couple of members knowledgeable on this subject comment that this all demonstrates that mixing
AC and DC electrification schemes is always a bad idea as it inevitably results in compromises in how
things work. One of the problems is thought to be the earth return. At Birkenwerder, north of Berlin,
the 800V DC S-Bahn tracks share platforms with the 15kV 16.7Hz main line tracks; DB solved the issues
here by completely switching the electrification and signalling systems over from one to the other
each time an AC train needed to call there - they were perhaps only one per hour each way, compared
to three or four S-Bahn trains per hour each way.

2335] Seeing Blue: (BLN 1335.2214) Mention of the mysterious blue lights on NR's New Measuring
Train prompts a member to report that some Thameslink Class 700 EMUs also have a pantograph light
for the inspection of the OHLE. [There is a plan to replace the New Measuring Train with monitoring
equipment on service trains.] It seems that, like at Bristol, the lights do not go off when the train is in
DC mode south of the Thames. Indeed, an illuminated spotlight has been observed on a unit berthed
in Sevenoaks siding. [Perhaps someone in the train wanted technical daylight to do the track?].

1336 SOUTH WEST (Darren Garnon) [email protected]
2336] Dec Timetable: GWR has announced that 75% of its services change with the new timetable on
16 Dec. A useful map (next page but one) summarises the planned improvements and changes.

2337] Portishead: (BLN 1330.1473) North Somerset Council says that the Development Consent Order
(DCO) application to build MetroWest Phase 1 will be submitted at the end of Sep. It seeks powers to
build and operate the disused Pill - Portishead section of railway, environmental consent to undertake

works to the operational freight line through the Avon Gorge and powers for compulsory acquisition of
land. The Council says it is in the final stages of engaging with statutory bodies on the environmental
and flood risk impacts of the scheme, which need to be worked through before the DCO application
can be made. This has meant revisiting the track designs and providing flood compensation areas to
counter impacts from possible flooding. More work is required to take into account advice received on
the effects of the scheme on air quality which need to be modelled and reflected in some of the DCO
application documents. Once the application is registered by the Planning Inspectorate, the Secretary
of State for Transport is expected to make a decision within 18 months. Subject to final business case
approval, construction is expected to start in Dec 2021 and take about two years to complete.

2338] Bristol TM, something fishy is going on: (TRACKmaps 3 p6B Jun 2018) The Grade I listed station
is to have its appearance and operation 'improved and refreshed'. In a two year project, some roof
covering and paintwork will be replaced and refurbished on the main trainshed over P3-6 along with
rewiring. Scaffolding and a crash-deck platform will be installed for two years after six months of
ground works. The Middle Siding, (between P3 & P5, on the P5 side of the Up Through line) controlled
by East and West Ground Frames, will be temporarily out of use from Oct 2020 until 1 Apr 2023.

This area is required for a middle scaffolding supporting pier. Other arrangements of scaffolding would
be more expensive, intrusive and require removal of retail units. Steam locos will not be able to stand
under the scaffold. All platform canopies will be refurbished, with glazing replaced where needed.

The works compound will be in the Fish Dock area (track not in regular use). The adjacent Motorail
Siding (Dock 1), alongside P2 track, is to be temporarily shortened by 95m from Jan 2020 to 1 Apr 2023
to provide a safe walking route. 90m of the Motorail siding will remain available which is enough for a
3-car class 166 DMU to stable. There may need to be a 16-day closure over Christmas 2020 to erect
the scaffolding but this might be tied in with a closure for Bristol East Jn remodelling (BLN 1325.727).

2339] Bristol East Jn: (BLN 1325.727 before/after track plans) For railtour planners and microgricers
alike, the extended multi-phased line blocks east of Bristol in 2021 may be of interest. Bristol East Jn,
just north of Bristol Temple Meads, is made up of 58 point ends (some are non-standard, old and
difficult to maintain). The junction is inflexible and needs to be upgraded to improve London IET and
local cross-Bristol (Metro West) services. This aim is to remodel the junction for growth and allow full
use to be made of the four tracks on Filton Bank; improve operations and maintenance, including
reducing maintenance costs. The existing 'all lines' signalling gantry at Bristol East (118m 10ch) will be
renewed; a sixth running line will be added to integrate with the two extra Filton Bank lines (to
increase junction capacity). The Up Filton Main and Down Filton Relief lines will become bidirectional
so that trains can use the new crossovers to be installed between Bristol East Jn and Dr Day's Jn.

2340] Bristol Freightliner Terminal (South Liberty Siding): (BLN 1329.1324) This intermodal terminal
which had been due to close at the end of Jul remains open but with very reduced activity. Your
Regional Editor noted a train from Felixstowe North Terminal arriving just after 07.30 on Sat 7 Sep.
On Mon 9 Sep there was a departure for Wentloog; however, nothing else ran in or out all that week.

2341] Tytherington branch: (BLN 1329.1323) Following ROG 28 Nov 2018, three or four aggregate
trains now run most weeks to Appleford (just north of Didcot) operated by Freightliner Heavy Haul.

2342] Taunton: (BLN 1332.1872) A member recently travelled from Southampton to sample the GWR
trial through Saturday dated train service to Bishops Lydeard for the West Somerset Railway. At
Taunton his hopes were raised as the DMU was sitting in the former south end Down bay P1. However
it was only stabled during the lunchtime break and, after an ECS shunt, it left from P2 (where it later
returned as all such services are booked to use). Former P1 is now only signalled for ECS moves - does
anyone know when its last passenger train was please? The service runs again on 21 Sep & 5 Oct only.

NEXT PAGE: A summary map of the extensive GWR timetable changes from Sun 16 Dec.





2343] Other Changes: Following full opening of Waterloo (ex-International) P20-24 for domestic trains
and the (brief) return of refurbished Class 442 trains, South Western Railway (SWR) has made some
improvements. Farnham - Guildford: New half-hourly service (SuX). Waterloo - Salisbury/
Portsmouth: More late evening services out of London. Salisbury - Basingstoke - Reading: New
Sunday service. Yeovil - Waterloo extra trains serving Castle Cary, Bruton and Frome. Godalming:
All fast Portsmouth - Waterloo now call (doubling the service level) plus 15 extra peak services.

SWR is committed to extra hourly Southampton - Portsmouth services. Waterloo - Weymouth semi-
fast trains are to have 10 cars splitting at Southampton: fast to Weymouth and semi-fast to Poole. NR
says that the power supply can't sustain an improved off peak service, so what happens in the peaks?

1336 WEST MIDLANDS (Brian Schindler) [email protected]
2344] Tamworth BELOW: 1884 six-inches to the mile map. Over the last couple of months or so our
correspondent has noted the growing housing development removing the Midland end of the chord
which ran north to east to the LNWR. Tamworth Curve Jn (Midland Railway) - top middle (Derby line)
to the London & North Western Railway end on the Trent Valley Line (lower right edge towards Rugby)
had rails laid by Sep 1872 ready for opening on 7 Jul 1873 but it was never connected up or used.
The chord was presumably lifted by the time the map was surveyed. Birmingham is off to the south
and Lichfield to the west. The much sharper Tamworth High Level - Tamworth Low Level north to east
curve CA 10 Mar 1969 - the formation is evident. It was done by some of our members on railtours.

[BLN 1336]
2345] Water Orton: On 6 Sep a freight train failed. From at least the start of service all Down services
from the Leicester and Derby lines here crossed from the Down Derby to use the bidirectional Up
Derby Slow and ran in the Down direction to Landor Street Jn. There the usual route (the Down Derby)
was resumed. Normality seemed to be resumed after the 07.37 Nottingham to New Street passed.

2346] Bournville made plain: (BLN 1335.224) A member kindly wrote in to explain that the 'chocolate
boats' ran from Ellesmere Port carrying cocoa beans in sacks to the east wharf of the Worcester &
Birmingham Canal opposite Cadbury's Factory at Bournville. They were off-loaded and stored in
warehouses (shown on the map with BLN 1335) by the canal, then transported over the canal bridge
by rail in internal user metal bodied vans (pictured in e-BLN near the canal) to the factory itself. These
vans apparently had a refurbished second hand chassis with a new body built specially for Cadburys.

Cocoa beans sometimes came in by rail from Sharpness Docks via the main line connection, but not
every year. Other traffic handled by the internal railway was coal/coke for the boiler house. There was
a well known crossbar signal for the internal railway visible from the main line and under Cadbury's
control. Was anyone on the 8 May 1976 railtour? All rail traffic ceased after Fri 28 May 1976.

2347] Birmingham New Street (BLN 1335.2223): There are actually 13 platforms here rather than 12,
of course, as P4C bay is a separate platform from the rest of P4. It would be interesting to know why
they didn't call it P5C. It was 'carved out' of P5 and passenger board on the P5 side but its track joins
that from/to P4. Until remodelling, Reading used to have P4A and P4B, separate from P4 and used to
be shown as such on Open Train Times. However, along the line at Redhill, P1A and P1B are parts of P1
(the Sectional Appendix does not differentiate them either). And we thought having P0 was confusing!

2348] Bordesley: Since 20 May 2007 this station has been served by one 'parliamentary' train a week
in one direction only. [Any passengers would expect to pay more and 1d (about 0.4p) per mile to travel
and the one train week has nothing to do with Parliament - item 2279 refers!] Currently this is the
13.18 (SO) Whitlocks End to Great Malvern, which calls at 13.36. However this is augmented by extra
stops in both directions when Birmingham City FC plays at home. Since Aug, the number of trains
calling has almost doubled. Coventry City FC left the Ricoh Arena following a rental dispute with Wasps
and the 'Sky Blues' now ground share at St Andrews. West Midlands Railway is now stopping trains at
Bordesley for Coventry City 'home' (or should that be 'distant'?) matches even with their lower
attendances. A correspondent used the service to attend the Coventry match on 7 Sep and found the
station was reasonably well used. It is, of course, unstaffed but there were some high-viz jacketed staff
on the single island platform (there used to be two island platforms - quadrupling was in 1915).

There are no information posters/displays and the only structure is a concrete shelter without seats
and a 'Swift card' contactless touch in/touch out validator. Externally on Coventry Road there is little to
suggest that the station even exists, just an unmarked stairway under the railway bridge. Indeed
several fans were waiting at the adjacent bus stop after the game for buses to the city centre, unaware
of the train service above. In 2017-18 there were 8,182 passengers recorded, the highest number in
recent years (it was just 930 in the whole of 1997-98 with trains calling six days a week then).

2349] North Cotswold line: On 9 Sep Vivarail ran the UK's first passenger carrying diesel/battery
hybrid train on NR metals. Class 230 unit 230002 ran between Moreton-in-Marsh and Evesham in
hybrid formation with two battery driving motor cars and an intermediate car housing four diesel
gensets. The batteries, the primary traction source, are charged by the gensets and the regenerative
braking. The latter cuts fuel consumption (and therefore emissions) by at least 25%. Tests were made
on the batteries and gensets. TFW has ordered some, the first are for for the Wrexham - Bidston line.

2350] Chase Line: A member reports that, despite press reports suggesting that nothing could be done
until May, the second Chase line service is now shown as originating at Wolverhampton, with the
detached unit off the Crewe service seemingly operating all stations service to Walsall instead.

Hopefully it will no longer be necessary to terminate consecutive trains at Hednesford due to late
running and very tight turnarounds at Rugeley Trent Valley. An additional Birmingham International
to Birmingham New Street service is replacing some stops in Euston to Liverpool services. Presumably
it puts some recovery time in the Euston to Liverpool services to reduce Liverpool South Parkway
turnbacks. They may use the resources earmarked for the fifth Walsall service that track access was
applied for. The changes are only shown SX at present and not all day. [A dog's dinner springs to mind.]

2351] Station Facilities: The West Midlands Station Alliance (West Midlands Railway, West Midlands
Rail Executive & NR) is looking at measures to improve facilities at stations in the area. One idea being
considered is to lease disused station buildings for use as cafés or convenience stores. Selected to pilot
the new initiative are Bromsgrove, Cannock, Rugeley Town, Rugeley Trent Valley, Kenilworth, Dudley
Port, Nuneaton, Coseley, Droitwich Spa, Kidderminster, Oakengates, Wellington, Selly Oak, Stratford-
upon-Avon, Stratford Parkway, Hall Green, Bournville, Marston Green, Tile Hill, Tame Bridge Parkway
and Stechford. Some pilots cover paired stations in the same area such as Smethwick Galton Bridge
and Rolfe Street. Further measures being considered range from safer crossings, more shelters, easier
access and improved toilets and waiting rooms to new development on or around stations. Detailed
plans are being drawn up for each pilot station working with community volunteer station groups.

2352] Washwood Heath: The recent lifting of most of the Up yard for a HS2 ballast depot has resulted
in the arrival of a 24 hour security man in a hut. The site is completely fenced off so it is not clear why.

2353] Ironbridge losing its cool? 14 & 15 Sep was National Heritage Open Weekend (that one where
there are hundreds of interesting places open free of charge but you can only be in one place at a time
and there is always a Society railtour on). This year Ironbridge Power Station cooling towers were open
to visitors, although they won't be next year with demolition now expected in November. Owners
Hargreaves will only give 48 hours notice of the demolition as they don't want too many spectators.

1336 ISLE OF MAN (Graeme Jolley) [email protected]
2354] Microgricing the IOM Steam Railway: Using 'Sea' to designate the loop closer to the east/south
coast and 'Land' to designate the other loop. In normal service trains use: ♣Douglas station: Dining
Trains use Road 3 (Sea) - left hand platform facing Port Erin, all other trains use Road 2 (Land) - right
hand platform. ♣Port Soderick: Sea; ♣Santon: Sea; ♣Ballasalla: Sea; ♣Castletown: Left hand running,
southbound Sea, northbound Land; ♣Colby: Land; ♣Port Erin: Main Platform but when an Ultimate
Driver Experience (UDE) is running, the first service train from Port Erin to Douglas departs from the
bay; thereafter the UDE uses the bay while the service trains use the main platform.

Occasionally non dining trains use Douglas Road 3, particularly the first train to allow the Land side of
the carriages to be washed. When Dining Trains are running it is fairly common to pass at Santon with
normal left hand running (Southbound Sea, Northbound Land). The other loops are rarely used -
although we did them all on our previous IOM comprehensive long weekend visit of 13-17 Sep 2013.

On Fri 6 Sep, due to an extra train, unusually both Port Soderick and Santon loops were used. After
working the morning commuter/breakfast train, the dining train ran ECS from Douglas to Port Erin at
10.30, passing the 10.00 from Port Erin at Port Soderick. The dining train then ran as a 13.00 special
from Port Erin, 'The Hebridean Pullman' for the Hebridean Princess cruise ship. It left from the bay
which can just take the six coaches but not the loco as well which has to be added after arrival of the
11.50 ex-Douglas. The special passed the 13.50 from Douglas at Santon. The 13.00 lunch train has run
about a dozen times this year for different cruise ships, but the southbound working is usually added
to the 09.50 leading to an 11 coach double headed train! This time the combination with the breakfast
train meant this wasn't practical. Your member gave the commentary for guests on the lunchtime train
so managed to have three on train meals on the train that day; photos below to whet your appetite!

BELOW: On train dining 3ft gauge style. An IOM Steam Railway Breakfast, followed by
Lunch and Evening Meal. (Graeme Easton, all eaten on Fri 6 Sep 2019!)



Your IOM Regional Editor can confirm why the Dining Train always uses Douglas Road 3 (Sea side).
Firstly, the train shore side electrical connection is that side of the station and therefore is easier to
connect/disconnect from the rear of the train. Secondly, once it has moved to Road 3, it is then
possible to complete the safety checks on the Sea side of the train prior to departure. There are other
less important reasons but those two formed parts of the training for Douglas station master.

1336 IRELAND (Martin Baumann) [email protected]
2355] NIR Excursions: Reportedly, but unconfirmed, the closed stations at Brookmount & Aldergrove
(both CP 12 Sep 1960 on the Lisburn - Antrim line) were served by an excursion train on 13 Jul 1964.
Bellarena and Culleybackey stations, CP 1976 and ROP 1982, saw occasional calls while closed, for
example the former on 21 Jul 1979 and 21 Dec 1979. The latter was served by the same Portrush
excursion which called at Kellswater on 30 Jun 1979 (BLN 133.1963).

2356] Irish Pixies PiXC: Irish Rail (IR) has admitted that customers are facing at least two more years of
regular overcrowding on certain services due to a lack of available carriages. The company recently
apologised for a day (22 Aug) of uncomfortable conditions on western services when passengers had
to stand for up to three hours due to a concert, with excess numbers transferred on to buses at
locations such as Tullamore. A passenger on the morning Westport to Dublin train that day said that
29 people were standing in one area between the train carriages and an old lady was sitting on the
floor. At Athlone, they were transferred to a bus but after another stop or two it was jammed again.

IR spokesman Barry Kenny said the state owned company was 'urgently' seeking to order new trains
following years of underfunding since the economic downturn. IR has experienced huge growth, which
is obviously very welcome, but it hasn't been funded for new trains since before the economic crisis.

Funding under the National Development Plan is on the way for 41 new carriages but they won't enter
service until the end of 2021 at the earliest. This is still going through the National Transport Authority
and governmental approval process which it is hoped will be confirmed shortly. (Irish Times)

[The 41 vehicles are the extra 22000 DMU intermediate cars that IR wants to order but are being
obstructed by the National Transport Authority. Class 185 DMUs have been ruled out. Regional Editor.]

2357] Ballymena: This once actually looked like a proper railway station as can be seen in this photo
http://bit.ly/2mbpvTU taken on 9 Jun 1979. It was demolished in 1980 and replaced by the somewhat
ugly present building. What it does have going for it is still having functioning water cranes at both
ends of the platforms. The one on the end of the Up platform (towards Belfast) retains the pipe that
once replenished the 3ft gauge locos that operated from an adjacent platform until 2 Jun 1940.

1336 SCOTLAND (Mike McCabe) [email protected]
2358] Helensburgh Upper - Slateford: By Chris Hawksworth. I was the successful bidder in the auction
for the GBRf cab ride on our 20 Jul 2019 Luca Pezzulo Express. Living in Scotland, I was offered a trip on
the Fort William Alcans or one of the sleepers north from Edinburgh to Inverness or Aberdeen.

Although GBRf run occasional trains to Killoch Open Cast Disposal Point in Ayrshire, logistically it was
not feasible to offer a trip on this service due to its irregular 'as required' timetabling. Not wanting an
early morning start from Edinburgh, I opted for the Alcans. Brian Allison, GBRf's Edinburgh Operations
Manager, agreed to meet me at Helensburgh Upper on Fri 30 Aug. Brian arranged to drive the train
himself from there to Millerhill, dropping me off at Slateford, more convenient for my return home to
Ayrshire. My only previous diesel cab ride was 40 years ago from Red Bank Carriage Sidings (I had a
summer job as a cleaner); it was to Manchester Victoria, a Class 40 with Mk I stock for Llandudno. The
recent Alcan trip was to be my first cab ride on a freight train and I was rather looking forward to it.

The Alcan service transports Alumina ('Aluminium III Oxide') to Liberty British Aluminium's Fort William
hydroelectric powered smelters, where it is converted to aluminium slabs. The alumina is produced
from Bauxite in Aughinish, County Limerick, Ireland. It is then shipped round the top of Scotland - sort
of passing Fort William - to Port of Blyth, on the Northumberland coast and then forwarded by rail in
four wheel PCA tankers. ('P' = Privately owned; 'C' = Compressed air - they are used for powders such
as cement, dry sand etc emptied by air pressure; 'A' = Airbraked.) Sundays excepted it normally runs
three times a week - the empties returning to Blyth the following day. The recent West Highland Line
closure due to landslips caused serious difficulties in maintaining alumina supplies to the smelters.

The 18 discharged PCA tankers forming 6E45 had left Fort William 9 minutes early at 07.58, hauled by
66739 'Bluebell Railway'. The train made good progress, leaving Arrochar & Tarbet 30 minutes early,
and arriving at Garelochhead 8 minutes ahead of time at 12.50. It then had to wait to allow the 12.24
Glasgow Queen Street to Crianlarich service to pass, as the West Highland Line is single track north of
Craigendoran Jn. The Alcan service is booked to arrive at Helensburgh Upper at 13.32 and then wait
for 8 minutes before proceeding. Brian explained that the Alcan train often waited in Craigendoran
Loop, rather than blocking the single platform at Helensburgh Upper. (Originally an island platform
with a loop.) 6E45 was 6 minutes down, arriving at Helensburgh Upper at 13.38. Its incoming driver
returned to Fort William in the road vehicle in which Brian had arrived from Edinburgh.

Setting off at 13.39 in heavy rain, we passed signal YC652 at the Glasgow end of the platform with its
sign indicating the end of radio token signalling. The train felt like it was coasting down the gradient to
Craigendoran Jn, to join the electrified ex-North British Railway lines towards Glasgow. I was surprised
at how little advance warning there was of the signals, many of which seemed poorly sited. One had
apparently had several SPAD incidents, so there were warning signs every 100m before it, similar to
motorway signs prior to an exit. We passed a string of single yellow aspects as we followed a local
passenger service towards Dumbarton. Immediately east of Dumbarton Central there was a 20mph
restriction over the new Bonhill Rd underbridge. Brian explained that it had been replaced last

October, but the new one was found to be 125mm too high. Replacing it will doubtless be expensive.
Approaching Westerton, we crossed onto the Down line at Westerton Jn, passing P2 at the station and
then veering right at Knightswood North Jn for the Maryhill line. This was the route that the Fort
William to London sleeper service took before it was rerouted via Glasgow Queen Street Low Level.

Still on time, we paused briefly between Cowlairs North Jn and West Jn before crossing the main line
out of Queen Street. Our train then stopped at a red signal at Sighthill West Jn to allow a Class 385
Queen Street to Edinburgh via Stepps and Cumbernauld EMU to proceed. Having passed Springburn
station ourselves, we in turn veered right onto the Stepps line at Sighthill East Jn. Between there and
Stepps, we passed the site of the new Robroyston station under construction. Started in September
last year, it is due to serve 1,600 new homes and be a 'Park & Ride' station when a new road links it to
the nearby M8 Motorway Junction 2. Still on the route of one of Scotland's oldest railways, the
Garnkirk & Glasgow, we passed Gartcosh Jn, then, approaching Coatbridge Freightliner Terminal (sic),
Gartsherrie South Jn where a very rusty headshunt for that terminal was visible on the right.

The timetabled Coatbridge Central 20 min stop didn't materialise as we had green lights all the way to
Mossend East Jn. After 11 mins there for another Class 385 to pass, this time on a Glasgow Central to
Edinburgh via Shotts service, our train ran onto the Shotts line. It has recently been electrified and
Brian explained that the route had also been resignalled to the latest standards, resulting in much
better signal siting. Although the line is generally less sinuous than our route around northwest
Glasgow, the improved signal positioning was obvious, even to me, as a non railwayman. Despite the
route modernisation, Brian warned me to expect a noticeable lurch over West Calder trailing
crossover points, which duly occurred, even though our speed was well below the permitted 70mph.
Progress was then uneventful. We crossed over at Slateford Jn, arriving 16.09 at Slateford P1, some
15 mins early. After I had alighted, Brian took the train to Millerhill via the Edinburgh Suburban Line.

I thoroughly enjoyed myself on this cab ride. I really appreciated the driving skill shown by Brian
Allison, his informative commentary during the ride, and his patience in answering my many questions.
I would also like to thank Ms Louise Garwood at GBRf for helping to arrange the trip.

2359] Glasgow Queen Street: (BLN 1334.2103) Following the lengthening of P2 & 3 recently, P4 & 5
are to be extended by 26m at the buffer stop end to take 8-car trains. They closed from Mon 16 Sep
and are due to reopen Mon 14 Oct. There are resultant service alterations. The half hourly Anniesland
DMU service is reduced to an hourly shuttle to/from Ashfield. SuX Cumbernauld services turnback at
Springburn (with the notable exception of the 07.11 unidirectional PSUL (SSuX) Kirkcaldy to Queen
Street DMU via Dalmeny Jn to Winchburgh Jn). Aberdeen and Inverness services have some changes.

2360] Edinburgh Trams, that'll do nicely! American Express cards are now be accepted on stopping
trams (there are no express ones for any nationalities!). Tram 264 carries a livery to advertise this. The
£3 min credit card spend will be abolished after customer feedback. Cards can be used for all journeys.

2361] Levenmouth: (BLN 1305.1110) The proposed passenger reopening (CP 6 Oct 1969) with stations
in Leven and Cameron Bridge (Park & Ride), combined with improved bus services, cycling and walking
facilities, emerged as the best performing options in the Levenmouth Sustainable Transport Study.
The project will now go forward to the detailed design phase with initial estimates for construction
and preparation costs of around £75M. Funding was confirmed by the Scottish Government on 8 Aug.

33,000 people live in Levenmouth and there are 45,000 in the catchment area. The aim is to restore
the passenger service in 2024. Due to capacity problems at Edinburgh the hourly service is planned to
become part of the Fife Circle, running via Dunfermline in both directions. It will be interesting to see
where the new station at Leven will be. The reopened line will be on the disused but intact Methil
branch as indeed the new station may well be. East Fife Central Jn (NO 360 008) - Leven (NO 379 012)
original station CA 6 Oct 1969. There is the possibility of rail freight traffic again at Diageo's Cameron
Bridge Whisky Distillery.

ABOVE: 7th Series (1957) one-inch to the mile OS map. Thornton Junction is bottom left and Markinch
is just off the top left corner. The line to be reopened runs bottom left to top right and was double
track then. The previous Leven station is top right and Cameron Bridge station is upper centre.

2362] Caustic comments about Caledonian Sleepers: All 75 carriages in the new fleet were affected
after caustic cleaning fluid burned through the pipe work, leaving passengers without water in the
train's en suite toilets, basins and showers. It is thought that the error was caused by a firm acting for
CAF, the Spanish train manufacturer. The problem was discovered when VIP guests boarded the first
(new) Glasgow to London in service Apr, but the cause was not established until later, requiring major
repairs. It is thought to have affected water level monitoring sensors, leading to toilets elsewhere on
the train closing down. The contract with cleaning company 'Leadec' has not been renewed after
complaints of cabins being left filthy and strewn with litter - possibly not cleaned between journeys.

2363] Alloa - Longannet - Dunfermline: A community bid by 'Go Forth Kincardine' to the Local Rail
Development Fund for a feasibility study into passenger reopening was recently rejected. However,
Transport Scotland said that NR is already undertaking exploratory work with the national Strategic
Transport Projects Review. If Talgo is successful in winning the bid for HS2 rolling stock, the Scottish
Government has committed to extending electrification from Alloa to Longannet for access to the site
and train testing. Subject to the programme and available funds, the Scottish Government will also
provide stations at Clackmannan and Kincardine. The Spanish train manufacturer Talgo has said that
their £40M investment at Longannet is not 'solely reliant' on winning the HS2 rolling stock contract.

2364] Ayr: (BLN 1334.2015) A structural report for the local council lists nearly 1,000 defects in the
derelict Station Hotel. These range from collapsed ceilings on various floors and crumbling sandstone
to damp, mould and pigeon droppings. A further report on cost of repairs is expected soon.

2365] Loo charges panned: Unlike NR who abolished charges at Glasgow Central and Edinburgh
Waverley, ScotRail has refused to do so at Aberdeen and has in fact increased the charge from 30p to
50p, after reversing a decision to make them free on its large stations. This was on police advice.

2366] East Kilbride: (BLN1335.2243) A member attended the NR 'drop in' session about devegetation
of the route. Staff confirmed that it is to allow a pre-electrification survey and a significant number of
bridges are likely to have to be rebuilt. They estimated about five years for the project completion.

2367] Decarbonisation: The Scottish Government announced its annual Programme for Government
on 3 Sep. It included decarbonising passenger services by 2035 (UK target is 2040). The Far North and
West Highland lines are expected to use battery and hydrogen power and not be electrified of course.

2368] The Great North of Scotland! On Fri 16 Aug, a member caught the 12.30 Strathspey Railway
train from Aviemore P3 to Broomhill and back, hauled by 2-6-0 2MT 46512 'EV Cooper Engineer'. An
Edmondson ticket was issued, stamped with the coaches were avaialble. The train had six coaches,
Mk1 and Mk2 with three reserved for pre-booked cream teas etc and it included Buffet Car '1928'
which had a bar selling malt whiskies - very appropriate! Will the Strathspey ever reach Granton-on-
Spey? £5M will do it. They have the bridge to go over the A95 bypass, but need the money to install it.

The train stopped for 10-15 minutes at Boat of Garten on the outward journey from Aviemore for
water but there is not really enough time to explore. It then runs beyond Broomhill station to the loop
(TRACKmaps 1 p19D Nov 2017). After running round, the train returns for just over 15 minutes at
Broomhill before going back to Aviemore with a shorter stop at Boat of Garten. Here the westernmost
platform was used both ways. Of course, the railway uses the ex-Highland Railway (HR) trackbed at
Boat of Garten with the Great North of Scotland (GNoS) Craigellachie route visible northeast of there.

Our member then drove to Elgin (as sadly the various passenger services required to do this went in
the 1960s) to stay in the Laichmoray Hotel, the ex-Great North of Scotland Railway 'Great Northern'
Hotel. A request at reception for any mementos of its history unfortunately resulted in a fruitless
search. The hotel is across the road from the original and wonderful GNoS Elgin (East) station (the one

on the right on the 1959 map) which, being a weekday,
was open as it is now used by various businesses. Two
days before, Elgin Yard saw its first revenue earning
train for a while - an MoD special with vehicles such as
Land Rovers, Warriors and Mastiffs from Kinloss to
Warminster, operated by GBRf. After taking pictures, a
short walk was taken to the former HR Elgin station for
a return trip to Nairn. This covered the new Forres
deviation - more of a straightening out than deviation.
Looking at old maps, the new line, roughly on the
alignment of the former avoiding line, is 150yd away
from the previous (second) Forres station at its furthest
point, with the long dynamic loop relocated at the new
(third) two platform station, instead of to the east.

Saturday morning was the Keith & Dufftown Railway where another Edmondson ticket was issued, 3rd
Class again. The journey included a commentary from the guard. Trains are operated by a 2-car Class
108 DMU, except when a coach party is booked and then the second 2-car Class 108 DMU is attached.
At Keith Town the front of a 4-car train is nearer the national station. It's a pity the connection is half a
mile but only six track panels are missing. Apparently, NR wants a lot of money to reinstate it. The train
had only 3 passengers from Dufftown, outnumbered by the four crew! However, the numbers more
than quadrupled for the return journey. 'Driver for a Tenner' was available at Dufftown on AB415/
1957 but on the main line from the platform end to just short of the end of the yard with no rare track.

Next was a pleasant drive on a delightfully quiet A941 to the Royal Deeside Railway at Milton of
Crathes. 62ch of track are traversed here by a slow propelling movement toward Banchory, three
Mk2s and an ex-Aberdeen gasworks industrial (AB 807/1897 'Bon Accord') with a somewhat faster
hauled return. The railway just needs to cross a level crossing to extend another ¼ mile to Riverside
Halt (nearing completion) where most stock is stored. Again a 3rd Class Edmondson ticket was issued.

BELOW: The fine former Elgin East station building; the third and fourth pictures show
the interior of the old booking hall. (All by Andrew Martin, 17 Aug 2019.)