1376

eadshunt, west of the colliery, looking east.

1250] Garforth - Castleford: ❶(BLN 1372.667) By chance a member was a passenger on the final local
train. He happened to see a closure notice at Leeds City, where he was spotting, and decided to buy a
return to Castleford. As the line CP 22 Jan 1951, he must have travelled on Sat 20 Jan. The train had
two gas lit coaches with a Class G5 0-4-4 passenger tank loco. There was no working back via Garforth,
so he had to return via Lofthouse (BLN 1374.998) to Leeds Central (such hardship). This was the first
'last train' journey of his gricing career. Are there other members who did a line immediately before
passenger closure in 1951 or earlier? ABOVE: Oct 1949 timetable from Bradshaw (thanks to Richard
Maund); clearly the 7.25pm from Castleford was not running by 1951, at least not on Saturdays.

❷(Item 1241) Wheldon Road Sidings is the remains of the Ledston branch, once through to Garforth.
There was much discussion in BLN 1372.667 as to when the Ledston branch closed and it was noted
that the line was regarded as at least potentially in use when the Castleford Power Box scheme was
designed and possibly even when it was actually installed in Sept 1997. The Network Change process
has never been followed to formally put the line out of use even though it has been lifted.

1251] 'The North Yorkshireman': (BLN 1363.3005) This 25 Apr 1964 tour was the final train between
Redmire and Hawes (CA 27 Apr). Arrangements were complex with many issues; five locos were used:
61435 - a Class 16/2 4-6-0 tender loco (Gresley L&NER rebuild of a Raven NER loco).
44790 - a Stanier LMS 4-6-0 tender loco (no class name, but known as a 'Black 5').
67646 - an L&NER V1 2-6-2 tank.
42639 - an LMS 2-6-4 tank (no class name - Stanier as distinct to a Fairburn or Fowler version).
60855 - a Gresley L&NER V2 2-6-2 tender loco.

61435 Leeds City - Horsforth - Arthington - Harrogate.

44790 Harrogate - Starbeck - Knaresborough - Boroughbridge - Boroughbridge Goods. The tour
couldn't run to the then end of line at Brafferton RAF Siding (cut back from Pilmoor 25 Sep 1950) as it
couldn't run round there. So it ran through Boroughbridge and then backed into Boroughbridge
Goods, the original terminus of the branch from Pilmoor, opened 17 Jun 1847.

44790 Boroughbridge Goods - Boroughbridge - Knaresborough - Starbeck. Having run round there,
the loco propelled the train out, hauling it tender first back to Starbeck. This, with incessant rain and
poor rail condition, resulted in a 19 min late arrival. 61435 ran light engine to Bilton Jn (the northern
apex of the Harrogate/Starbeck triangle) then tender first to Starbeck to keep it the right way round.

61435 Starbeck - Ripon - Northallerton - Castle Hills Inner Jn* - Bedale - Redmire - Hawes. The train
ran into Northallerton Down loop platform where the loco took water and for the railtour to access
the direct curve from the station to Castle Hills Inner Jn*. (*Now Castle Hills West Jn.) Time was
regained running through Wensleydale but as the train had to be split to enable the loco to run round
at Hawes, the 10 min photo stop at Aysgarth was omitted to achieve a punctual arrival.





PREVIOUS TWO: 'The North Yorkshireman', 26 Apr 1964, Timings & Special Instructions (Geoff Blyth).

61435 Hawes - Castle Hills Inner Jn. The complex manœuvre at Hawes took longer than the allowed
28 min; departure was 10 min late. Despite fairly rapid progress, the train was 30 min late at Wensley
as the timings were too tight. Following a Leyburn water stop, Castle Hills was reached 26 min late.
Meanwhile 67646 & 42639 arrived from Darlington, back to back with smokeboxes facing outwards on
the north curve. 61435 uncoupled and ran to York shed via the south curve. 67646 & 42639 attached.

67646 + 42639 Castle Hills Inner Jn - Darlington - Barnard Castle - Middleton-in-Teesdale. The train
was now too late to have a reasonable margin in front of the 4.35pm Darlington to Middleton DMU.
Hopes were raised by a spirited performance from the locos but then lost when the train was turned
on to the Down Slow at Cowton to be overtaken by the 'Queen of Scots' Pullman (12.00 King's Cross to
Glasgow via Harrogate) & 10.40am Bristol to Newcastle. The tour left Eryholme (the end of the Slow
line, 1m 56ch north of Cowton, also junction for the Richmond branch) at 4.40pm reaching Darlington
an hour late. It was feared that Middleton arrival would be very late due to the 5.34 pm Darlington to
Middleton. The original plan was for (road) coaches to take passengers to view High Force Waterfall,
higher up Teesdale, while the train spent 1½ hours running round at Middleton. This was now out of
the question. E-BLN 1329.1286 has pictures of High Force and the locos at Middleton-in-Teesdale.

Barnard Castle was reached 58 min late but both locos had to be uncoupled during the 10 min booked
stop to take water. After some intense discussion with local staff, it was agreed that the tour could
depart about 6.05pm when the 5.46pm ex-Middleton had arrived*, and leave ahead of the 5.34pm
from Darlington. During the enforced half hour wait, the onboard ticket enthusiasts discovered that
the booking office held a stock of blank L&NER First Class singles and a brisk trade was done in First
Class singles to Broomielaw, the first station two miles towards Darlington, in the middle of nowhere.

Middleton was reached at 6.24 pm and the tour promptly shunted to the yard (for the run round)
clearing the platform for the DMU due at 6.40pm. [*West of Barnard Castle was originally double track
for the Stainmore line to Penrith and Tebay with the single track Middleton branch diverging at Tees
Valley Jn. Tees Valley box was abolished and the line singled on 4 Jul 1963. The whole line from
Darlington CP 30 Nov 1964, and CA west of Forcett Jn (west of Piercebridge) on 5 Apr 1965.]

67646 + 42639 Middleton-in-Teesdale - Darlington. The tour departed at 6.55, now only 17 min late
and ahead of the SO 7.00pm to Darlington. The DMU stabled overnight at Middleton SSuX.

60855 Darlington - York - Church Fenton - Micklefield - Leeds City. 60855 had been nicely cleaned for
what was advertised as a high speed steam run to York. Speed was gradually increased and by Thirsk
the train was doing about 80 mph. Unfortunately hopes of achieving a 40 min timing to York were
dashed by a long 20 mph permanent way restriction at Pilmoor. (The standard timing for diesel hauled
main line trains was then 37 min.) Thanks to Geoff Plumb for scanning the 'Railway Observer' report.

1252] Huddersfield: (BLN 1375.1127) The station will not have five through platforms; a track diagram
wrongly showed a physical connection at the Manchester end of new P6. Perhaps earlier versions
envisaged this and it was changed as it cut across the emergency pedestrian station access, at P5 & 6
west end. BLN 1349.936 stated correctly that it will have an extra through platform (four through in
total) and a full length bay (P6) facing Leeds, the northern face of the northern 'island' platform.

1376 NORTHERN GENERAL (Geoff Blyth & John Cameron)
1253] Northern Powerhouse Rail (NPR): (BLN 1375.1119) The project will use digital twin technology
to facilitate efficient construction. This new technology involves building a digital replica of projects to
allow elements of the NPR network to be examined, altered and tested without involving the real
world. NPR is extremely complicated with the mixture of existing and new lines with HS2 compatible
services running on NPR lines and vice versa. Digital twin technology can assess the effect of the power
and re-control of the various trains and ensure that the timetabling works and that there is resilience
and reliability in the network to run the planned services. Virtual money next to pay for NPR perhaps?

1254] Trans-Pennine Upgrade: (BLN 1375.1127) Project W3, Huddersfield to Westtown (Dewsbury), is
due to be completed in CP (Control Period) 8 (2029 to 2034). The most recently published NR board
minutes (Jan 2021) suggest NR has been discussing with the DfT adopting an approach that separates
the delivery of early benefits from a decision on the end state of the programme. The meeting
describes a six stage, Key Output model delivering worthwhile enhancements to the network while the
desired end state was decided on. According to the Transport & Works Act Order application to the
minister for Project W3, the upgrade will include the following projects:

W1 Manchester Victoria - Stalybridge: Junction and line speed increases with electrification.
W2a Stalybridge: Capacity enhancements with performance and line speed benefits.
W3 Huddersfield - Westtown: (see BLN 1375.1127).
W4 Westtown - Leeds: Line speed, signalling, station and electrification work.
W5 Morley: Work at Morley station to ease curvature and enhance the line speed.

The government is said to have confirmed funding for NR to develop and deliver the overall upgrade.
It is essential that W4 and W5 do include electrification and the line speed enhancement at Morley, as
otherwise the benefits of W3 will be wasted. However, nothing has yet been published. In autumn
2019 the Rail Network Enhancements Pipeline confirmed government funding of £3bn for the full
upgrade. In Apr 2020 the DfT and NR approved a further £589M to progress design and early works,
including W3, and to complete a detailed design scope for the investment programme. W3 is
estimated to cost £1.459bn, with £479M allocated in CP 6, £946M in CP 7 and £34M in CP 8.

1376 NORTH WEST (John Cameron) [email protected]
1255] Liverpool: On Mon 26 Apr our Fixtures Secretary, Kev Adlam, (looking very smart) represented
the Society at Lime Street station when Pendolino 390155 was named 'RAILWAY BENEFIT FUND'. The
charity's president and record producer Pete Waterman, a long time railway supporter, joined a small
number of invited guests including from NR, Alstom and other TOCs at the ceremony. They unveiled
the name as part of the start of Railway Family Week which is hoped will raise £50k for RBF.

1256] Sankey Bridges: The Ditton Jn to Arpley Jn line crosses over the St Helens Canal just east of the
site of the London & North Western Railway Sankey Bridges station (OP 1 Feb 1853; CP 1 Jan 1917;
ROP 1 Jul 1919; CP 26 Sep 1949). A foot crossing provides access to the Trans Pennine Trail. It has been
very well used by walkers and cyclists during the last year. Miniature lights have now been installed for
crossing users showing green to indicate it is safe to cross but go to red when a train is approaching.

1257] Manchester: (BLN 1369.218) The Mayor of Greater Manchester has said that Northern has
objected to all three DfT timetable options in the recent consultation on improving reliability and
performance of passenger services, particularly on the Castlefield Corridor. Northern cited staffing and
rolling stock issues as reasons that they would be unable to operate any of the options currently.
The Covid timetable may become the 'new normal'. A benefit of the reduced pandemic timetable has
been improved punctuality and reliability, due to fewer trains per hour though the corridor.

Transport for the North is to write to the Secretary of state for Transport to ask for a firm timeline for
the delivery of key infrastructure improvements to the Castlefield Corridor, including remodelling of
Oxford Road station, new signalling and partial quadrupling.

1258] Metrolink: ①Trams are ventilated with roof fans and ceiling air diffusers, with air exhausted
from under seat vents. A recent study found that even with the system operating at half capacity there
were approximately 20 air changes per hour, which is better than the recommendation from the
Scientific Advisory Group for Emergencies to help to limit the risk of aerosol transmission of viruses.

②There were 122 tram collisions including motorists (77), cyclists (10) and pedestrians (35) between
Apr 2019 and Mar 2021. Motorist error is the main cause (70%) with almost 1 in 10 collisions resulting
in injuries. £250,000 was spent repairing five trams in 2019, which were out of service for six months.
M-5000 trams weigh almost 40 tonnes and have the potential to cause significant injury and damage.

③Metrolink trams average 23,500 miles total each day in service. Drivers undergo a rigorous practical
and theoretical training programme. A stringent driver selection process is followed with psychometric
testing, drug and alcohol screening, health and fitness checks, then over 300 hours of theoretical and
practical training before being approved to drive trams. Drivers also undergo hazard perception
testing, using a bespoke tram simulator to assess vigilance and awareness of the risks associated with
driving in shared road space, including the unpredictable nature of motorists and pedestrians.

1259] Dalesrail: From Sun 16 May until Sun 12 Sep (incl) there is an 08.40 SuO Blackpool North to
Carlisle (12.19) serving main stations to Clitheroe then via Hellifield and all S&C stations to Carlisle.
Return is at 16.48 from Carlisle (Blackpool North arr 20.19); special cheap day returns are available;
for example Blackpool to Carlisle only £21, Railcards £13.90. (National Rail has yet to upload these
fares but they are available from ticket machines.) Northern Duo tickets are available for two adults
travelling together; the second goes for half price (total £31.50). A DalesRail guide is in production.
There are usually conducted walks from different stations on the Settle & Carlisle Line each Sunday.

1260] Oldham Mumps: This Metrolink stop is named after the former Oldham Mumps station slightly
to the south. Oldham Mumps station OP 1 Nov 1847 by the Lancashire & Yorkshire Railway and
CP Sun 4 Oct 2009 for conversion of most of the Oldham Loop to a Metrolink route. The first Oldham
Mumps Metrolink stop OP Wed 13 Jun 2012 (initially a temporary terminus from Irk Valley Jn on the
Bury line) just short of the railway station. North to Shaw & Crompton Metrolink OP 16 Dec 2012.

Oldham town centre Metrolink route OP 27 Jan 2014 including the resited Oldham Mumps stop (the
temporary stop and alignment CP 18 Jan 2014). The station was so named as it is in the Mumps area of
the town, a name many believe derives from 'mumper', a 17th century term for a beggar. This area was
thought to be the location of Oldham Workhouse. The station was demolished in 2010 but the original
canopy was bought by the East Lancashire Railway and installed at Bury Bolton Street station.

1261] Merseyrail: Liverpool Council's planning committee has now approved 14 of the 15 planning
applications to install masts to provide internet access across the Merseyrail network. This will allow
free passenger WiFi on board the new fleet of Class 777 units, when they eventually enter service.

1262] Salford Central: The City Council has approved funding to improve a 175m stretch of Gore St
between Trinity Way and New Bailey Street, including opening up of railway arches to create new
pedestrian routes through what is described in council papers as 'currently a significant barrier'. Gore
St is north of the viaducts carrying the Salford and Chat Moss lines just west of Salford Central station.

X.109] Bury Bolton Street: (BLN 1374.X.77) Ian Mortimer's e-BLN 1374 photo is looking north not
south, but of course, could be looking towards Manchester Victoria via a very devious BLS-type route.

1263] Timetable: The 16 May timetable has an increase in services from the Lockdown timetable on
many Northern routes, but some services are temporarily reduced. This is due to the large number of
new CAF Class 195 DMUs & Class 331 EMUs out of service (many languishing at Blackpool North
Carriage Sidings) with failed yaw damper mounting brackets. Some GWR IETs are also affected.

1264] Crewe: (BLN 137.1141) Updating this item, HS2 plans include lengthening short bay P3 by
removing P2 which is not very convenient. P5 & 6 will normally be used for HS2 services but P11 & 12
will be also able to take them. One north facing bay on the P12 island is planned, rather than two. Our
member wonders what operational implications this may have, as at present P9 & 10 are both used for
Chester services and stabling. Another operational difference will be losing the ability to reverse trains
from Chester in Crewe P6 to continue towards Manchester. This has been useful during engineering
works and for ECS movements. Under the plans bay P9 will only be accessible from the Winsford
(WCML) direction. Our member points out that currently few, if any, services terminate at Crewe from
the West Coast Main Line and wonders if the plan for P9 means that there may be some in the future.

NEXT: DalesRail fares structure 2021; Northern Duo is for two adults travelling together (saves 25%).





BELOW: (Item 1255) Kev Adlam, wearing his BLS tie, represented the Society

for the naming of 39015 at Liverpool Lime Street. (Tony Miles, 26 Apr 2021.)

BELOW: (Item 1260) Oldham Mumps on Sat 3 Oct 2009, the final da

ay of main line operation on the Oldham Loop Line (Ian Mortimer).





PREVIOUS: The temporary Oldham Mumps Metrolink stop on its first day

BELOW: The temporary line beyond Oldham Mumps where it crossed Old
The replacement new loop line, through the town centre, then under cons

as a terminus from the Manchester direction. (Ian Mortimer 6 Dec 2012.)

dham Way on the level (traffic light controlled), looking towards Rochdale.
struction, is off to the left behind the barriers. (Ian Mortimer, 1 Mar 2013.)

1265] Kirkby: (BLN 1374.1002) A member questions why the repair to the walkway under Glover's
Brow was brick and not scaffolding when it will be demolished again - this time intentionally - for the
extension of Merseyrail services to Headbolt Lane? [It is not yet authorised and NR is funded/tasked to
maintain the network; enhancements are funded separately.] He also mentions that some years ago
relaying between Kirkby and Wigan included sleepers with holes in the ends for conductor rail pots.

1266] Clitheroe: A new passenger waiting shelter had been installed, funded by Community Rail.

1267] Bescar Lane: 50 years ago at 11.45 on 9 May 1971, the 11.35 Southport to Manchester 3-car
DMU, travelling at 50mph, was brought to a stand near Bescar Lane signal box's Up Distant signal on
the Absolute Block signalled double track section 4½ miles east of Southport, when the driver realised
that the leading power car was rapidly filling with smoke. Prompt action by the driver and guard, aided
by another driver and guard who were travelling passenger, organised the evacuation of 30 to 40
passengers to a place of safety. There were no injuries. Efforts by the railwaymen to stop the fire
spreading were unsuccessful. Meanwhile, the Bescar signalman, who observed the smoke, sent the
'Obstruction Danger' bell signal to Southport, from where the emergency services were called out, and
arrived about 12 minutes after the train had stopped. The first two DMU vehicles were gutted.

The Railway Inspectorate, understandably recognising the potentially disastrous consequences of the
incident, decided they would hold a formal Inquiry, conducted by Lieutenant Colonel IKA McNaughton.
His Report was published on the 22 Mar 1972. The DMU concerned was built in 1961 by the
Birmingham Railway Carriage & Wagon Co Ltd, and allocated to Hammerton Street (Bradford) Diesel
Depot. It had been thoroughly examined six days before the fire with no faults found. There had
previously been problems with this type of DMU, resulting in various modifications being made.

Exhaustive laboratory tests carried out at Derby Railway Technical Centre concluded that a wiring fault
in the front power car had ignited the fire. It arose where visual examination of the cables was not
possible without extensive stripping. Basically, it was the bad design of the vehicle concerned. Later
examination of all DMUs of this type found no similar defects. 30 of these sets entered service in 1961,
20 in the North Eastern Region and 10 in the London Midland Region, employed in services in
Yorkshire and Lancashire. Modifications to eliminate future such problems in this type of unit were
required by the Inspecting Officer. He also expressed concern over the lack of training on the correct
operation of fire extinguishers, after the initial inability of the four members of staff to work them.

1376 SOUTH EAST - NORTH & EAST ANGLIA (Julian James) [email protected]
1268] Wymondham: The trailing connection in the Down Main Line to the Mid Norfolk Railway at
Wymondham South Jn was plain lined by removal of the crossing in the pointwork a few weeks ago
following a regular track inspection. If the connection is not required earlier, 'Flying Scotsman' visits
the railway from 2-17 Oct. The Up Siding behind P2 was recently OOU due to track condition, it has
been dug out and spot resleepered and may be used for stabling Class 755s during engineering work.

1269] King's Lynn: (BLN 1366.3490) The Fen Line Users' Association points out that when 'Thameslink
2000' was conceived in 1991, King's Lynn was to be at the northern end of a network with through
services across London. On 4 Nov 2020, a Thameslink Class 700 unit finally reached King's Lynn on a
test run. It was booked to stop for about 10mins at every Fen Line station in each direction to check
that the on board passenger information displays worked properly and that the doors opened in the
correct places. Then, on 11 Dec, two days before they were introduced in the new timetable, the 10.42
from King's Cross was the first 8-coach train to run in public service on the Fen Line.

1270] Sizewell: (BLN 1365.3343) EDF is to investigate how much more of the construction traffic for
Sizewell 'C' Nuclear Power Station could be moved by rail. However, to accommodate it without
affecting passenger services, East Suffolk Transport Association believe line capacity would need to be
increased by redoubling Melton to Saxmundham, or at least a dynamic loop near Wickham Market.

NEXT: (Item 1268). Wymondam Up Siding behind P2, looking towards Ely. (© Andy Overton, 27 Apr 2021.)



BELOW: Wymondham looking west towards Ely; the Mid Norfolk Railway 'misse

ed connection' is right and the Up Siding is left. (© Andy Overton, 27 Apr 2021.)

BELOW: View west from Wymondham; the points for the MNR (right) have

e been spiked OOU; the signal box is OOU. (© Andy Overton, 27 Apr 2021.)

BELOW: (Item 1273) More Tales of the Riverbank… The Tilbury2 Ro-Ro jett
the Downstream Berth. This is formed of the extended former Tilbury 'A'

ty at low tide: Bore-EU 'Norstream' built in 1999 on the Zeebrugge route at
& 'B' Power Stations coal unloading jetty. (Iain Scotchman, 2 May 2021.)

BELOW & NEXT: The Tilbury2 CMAT (Construction Materials & Aggreg

gates Terminal) new jetty and conveyor. (Iain Scotchman, 2 May 2021.)









X.110] PREVIOUS: Bletchley Flyover, before the May Day Bank Holiday week
BELOW: The horizontal WCML bridge section (pre-completion) - East West Ra
the next section to Bletchley station are upper far left. FOLLOWING TWO: T

kend, Oxford is off upper left corner and Cambridge (!) bottom right corner.
ail will cross on a skew. Here Oxford is off bottom right and the supports for
The section installed above the WCML over the May Day Bank Holiday. (NR.)





[BLN 1376]

1271] Calvert: (BLN 1369.224) HS2 Contractors have begun construction of the bridge where the East
West Rail (EWR) line will cross HS2 in Calvert. To simplify both projects and reduce disruption for the
local community, 3km of earthworks and bridges for the EWR project are being delivered by HS2's
main contractor, EKFB - a joint venture made up of Eiffage, Kier, Ferrovial and Bam Nuttall.

Bridge foundation work began in mid-April, with EKFB and BauerKeller using a rotary bored piling rig to
install the 38m deep foundation piles for the bridge. To reduce the impact of the completed bridge on
the community and views across the landscape, HS2 will be in a 4km long cutting, the longest on the
project, where it passes beneath EWR. Once foundation piling is complete the team will build 8m high
abutments either side to support the main bridge deck. The deck itself is set to be installed next year,
with HS2 then handing over the structures and earthworks to EWR to install the track and signalling.

As well as the bridge, HS2 will provide the junction that allows EWR trains to serve Aylesbury, which
reduces the cost if that section of EWR is ever approved and funded. (New Civil Engineer.)

1272] Watford North Jn: (BLN 1333.1939) Four new points were to be installed by 4 May between
17m 66ch and 18m 03ch, replacing those removed when renewal was cancelled in 2015 due to the
Harbury Tunnel landslip (Chiltern line). They were to be secured until commissioning, due in May 2022.

1273] Tilbury: (BLNs 1371.557 & 1357.2173, plan) Tarmac has committed to a 25 year partnership with
the Port of Tilbury to build the UK's largest Construction Materials & Aggregates Terminal (CMAT). The
long term agreement follows a £250M investment by Forth Ports at Tilbury2. The riverside facility is a
purpose built aggregate processing and manufacturing facility served by ship, rail and road. It will use
the latest technology and be capable of discharging the world's (current) largest deep sea vessels.

1274] Southend Victoria: In Mar Greater Anglia installed a new £1.5M carriage washer machine at the
depot which can wash up to 70 carriages per hour. A hand washing regime for the new stock had been
in place while the machine was installed. The carriage washers at Clacton, Colchester, Ilford and
Stratford Orient Way are also being refurbished as part of a £4M project.

[BLN 1376]

1275] Oxford: (BLN 1366.3497) The Grade II listed canal swing bridge on the ex-L&NWR alignment just
north of Oxford station is now in process of restoration behind hoarding and under a scaffold cover.

1376 SOUTH EAST - SOUTH (Julian James) [email protected]

1276] IOW 1964: (BLN 1373.865) A member confirms these reminiscences; the railtour was the
Locomotive Club of Great Britain Vectis Railtour of 4 Oct 1964. It was indeed steam hauled throughout
with Q1 Class 0-6-0 33026 from Waterloo to Guildford via Ascot, and 70000 'Britannia' for the rest of
the mainland section of the tour. On the Isle of Wight 02 0-4-4T No14 'Fishbourne' took the train from
Ryde Pier Head to Ventnor and back, with No28 'Ashey' then for the journey towards Cowes. The tour
only reached Newport because of a blockage on the Cowes line (nothing was 'mooving' then). No22
'Brading', working the 16.31 Cowes to Ryde train, snapped its right hand connecting rod about a mile
south of Mill Hill, and its flailing punctured the side tank, also causing slight damage to the track and
the leading coach. The passengers had to walk back along the line to Mill Hill where a replacement bus
was provided, which then covered the Newport to Cowes section for the rest of that day.

1277] IOW 2021: From 16 May the timetable had showed half hourly Ryde Pier Head - Shanklin trains
but William Hill ended up refusing further bets on this not happening. Island Line had been strangely
quiet recently. Only one 'new' unit (484001) has actually been delivered to the IOW. 484002/3 & 4 are
on nocturnal test trips around Eastleigh and Fareham area; unit 484005 has not even been seen yet.
On 27 Apr South Western Railway finally admitted that delivery of the 'fully refurbished' trains from
Vivarail was delayed by 'complex software issues'. Adrian Shooter said that this was only evident when
third rail running was tried. They cannot yet BEGIN testing, safety assurance and training. Each has to
accumulate 700 miles of fault free running on the 8¼ mile Island Line before entering service. From
16 May SWR is to double the frequency of the hourly replacement bus service to what the new train
service would have been. 'Later this summer' is now its starting date with buses 'until further notice'.

At Brading platform work is still incomplete and a lengthy path has to be built to cross the tracks south
of the station. There is a significant amount of work to do at other locations too. It is also said that the
unit fails to adequately clear the A3055 skew railway bridge under Sandown Road (between Sandown
and Shanklin) - one of the main roads on the island. This is unconfirmed but the bridge has been coned
off at each end for some weeks now. It is also reported that a unit has not yet been tested through
Ryde Tunnel. They also need to try two units passing each other in that double track tunnel prior to
resuming services, to see if they can! The present rail replacement buses pass a member's house every
half hour (one in each direction hourly) basically empty, so it must be costing a fortune. The 'normal'
competing four buses an hour stop at places that passengers actually want to go rather than stations.
On the positive side, the FastCat Ryde Pier Head - Portsmouth ferry service resumed on Thur 29 Apr.

483002 & 483009 left the island on 31 Mar for scrap, understood to be at Booth's, Rotherham. Other
units are likely to wait at Ryde for return journeys of flatbed lorries delivering the 484s (they may have
quite a long wait!). 483006 and 483008 are still destined for the Epping Ongar Railway but will be
stored elsewhere for now. 483007 is to go to Havenstreet (one word since 9 Jun 1958 not two!) while
483004 is going to Hollier's farm 2km south of Horringford on Sandown Road for conversion to a café.

NEXT: (Item 1277) Shanklin terminus looking south on the last day of Class 483 operation,
3 Jan 2021; the second platform was right from when there was a passing loop here.

SECOND PHOTO: Old and less old (but will it fit?) compared.

(Both by our local member, Martin Brain, who went for a 'Ryde'.)





















[BLN 1376]
X.111] Wokingham: (Item 1280) PREVIOUS THREE PHOTOS: A DMU from Redhill turns back in P2
(a fully signalled move) when the line to Reading was blocked. To reassure readers, the first picture is
taken from the level crossing. As can be seen, someone has taken steps to remove access to the
London end lattice footbridge (out of use). In the second photo the 'B' in the signal theatre indicator is
for the Up Blackwater, which is not seen every day - one of those shots taken as the doors beeper was
going! Ahead, first is the level crossing then (right) the newly resplendent Down Siding. The trailing
crossover is next then left is to Ascot & Waterloo, right to Guildford & Redhill. The third photo (taken
on the Wokingham Jn trailing crossover) shows the upgraded Wokingham Down Siding (commissioned
the following weekend 24/25 Apr), apparently relaid to mainline standards with new yellow juice rail
boards, the works! It is a stabling siding for times of disruption. (All Simon Mortimer, Sun 18 Apr 2021.)

1278] London Resort Theme Park: (BLN 1370.408) TfL, NR and numerous local authorities have
warned that transport infrastructure in London and Kent could be overwhelmed if the proposed
£3.5bn London Resort Theme Park is given the go ahead. London Resort Company Holdings (LRCH)
submitted its formal planning application for the theme park in January. In written submissions to The
Planning Inspectorate, LRCH is urged to carry out further transport impact assessments with warnings
that the Elizabeth Line, HS1 and key roads such as the Dartford Crossing could be severely impacted.

There are also concerns about the proposed development which uses land safeguarded for the
potential Crossrail extension to Ebbsfleet. The proposed London Resort comprises two theme parks
covering an area of 465ha in Swanscombe. [This is 1,149 acres; 1ha (hectare) = 10,000m2 = 2.47 acres.]

X.112] BELOW: No prizes for guessing that this is Empire Paper Mills at … Swanscombe. It was the
same day as a Society internal visit to the adjacent Blue Circle Cement Works railway. Was this also an
official Society visit? Unfortunately a ride wasn't possible, it is thought that rail traffic had already
ended by then - any thoughts anyone please? The chimneys in the background are the coal fired West
Thurrock Power Station the other side of the Thames, it closed in 1993. (Ian Mortimer, 30 Sep 1986.)

1278] London Resort Theme Park (continued…): If approved, work could start in 2022, with the
opening of the first theme park in 2024. The second would follow in 2029. In its submission to
The Planning Inspectorate, TfL is critical of LRCH for failing to consult them on transport impacts
before submitting its application and accuses the developer of failing to carry out 'appropriate
(transport) modelling'. Further, 'the arbitrary assumptions about the scale of traffic that will use the
North Kent lines risks ignoring potential impacts at their central London termini and on interchange
flows at Abbey Wood to the Elizabeth line'. In a separate submission, NR also raises concerns about
the impact on the rail network. Its submission concludes that 'the London Resort Development
Consent Order, in the form currently proposed, does not include appropriate mitigation measures and
safeguards to ensure the safe and efficient continued operation of the rail network'. The full response
raises concerns about impact on local stations, including required upgrades at Swanscombe station,
timetabling implications, impact on the Ebbsfleet Southern Link and HS1.
As part of its transport plans, the London Resort proposes that 25% of car passengers should travel via
a new ferry between London Resort and Tilbury to minimise impact on existing road and rail networks.
The planning application states that seven new 400 seat ferries would be required to deliver this
service together with a likely need for additional piers. (New Civil Engineer.)

ABOVE: A 1957 map, showing the Copyhold Jn (on the Brighton line left) to Horsted Keynes 4 mile
branch and how far the latter station is from its village. The Bluebell Railway is the single track right.
1279] Haywards Heath - Horsted Keynes: (BLN 1375.1095) It has been suggested that this four mile
line was electrified (from 4 Jul 1935) as when the Southern Railway's Eastbourne and Hastings
electrification was proposed, the company Chairman lived at Wakehurst Place, near to Ardingly (the
intermediate station). However, electrification was for operational convenience. London to Brighton
passenger services went over to third rail electrification from 1 Jan 1933 and traffic flourished.
The Southern Railway provided an hourly service between Seaford and Haywards Heath, running on
to Horsted Keynes to reverse avoided both an electric train and a branch steam train blocking busy
platforms at Haywards Heath. Electrification to Horsted Keynes could be undertaken economically, as
the line was fed single ended from Copyhold Jn. The level of traffic was such that voltage drop was not
a problem, so no additional substation, with a power cable route, was necessary at Horsted Keynes.
It resulted in fewer through trains using the line from north of Horsted Keynes. Jul 1938 Bradshaw has
the following running via Haywards Heath instead of Sheffield Park: 08.13 SuX East Grinstead to
Lewes, 08.51 SuX West Hoathly to Lewes (both via Wivelsfield!) & 06.15 SuX Brighton to Oxted.

Although the line was double track, signalling alterations effective from 19 May 1959 allowed the
Down line to be used as a long siding, with the Up line worked as a single line by electric train staff.
'One engine in steam' working was adopted in Jul 1962 and continued until the line closed. The Down
line was used to store rolling stock in connection with the Kent Coast electrification. Initially, new 4Cep
electric units were stored on the branch, awaiting entry into service. Later they were replaced by
hauled carriages made redundant by electrification, awaiting scrapping at Newhaven. A total of 173
withdrawn carriages were sent to Horsted Keynes following Phase 1 of the Kent Coast electrification,
with 155 stored on the branch. The others were in sidings at Horsted Keynes or immediately north of
the station. Southern Carriage & Wagon Society records show 144 carriages present on the branch in
Dec 1961 and 82 in Mar 1963. Vehicles were not stored in Lywood Tunnel. Nobody cared too much
about the withdrawn carriages, but the new electric trains had to be properly cared for while in store.

A regular duty was for a unit to be taken off the front of the line for a spin on the main line. While it
was away, all the other units were moved up four coach lengths - one at a time, because of the power
supply limitation. When the first unit returned from its main line trip, it went to the back of the line.
Moving all the units was not a popular turn with the drivers rostered for it!

1280] Wokingham: (BLN 1371.570) The Down Siding was brought back into use overnight 24/25 Apr.

1281] Minster to Maidstone: (BLN 1374.1035) Our member's final day of Kent travel was 9 Sep 2020.
It began with Charing Cross to Minster, where junction layouts have radically altered over the years:

Minster South Jn (No2 Box) to Minster East Jn (No3 Box) OP by the South Eastern Railway Mon 27 May
1882 (not the same date as start of passenger service on Dover & Deal joint line as some sources give)
and CP for the winter after Sat 30 Sep 1882 (CP from Mon 2 Oct as there was no Sunday service round
curve). The traced advertised passenger use is from May to Sep (incl) 1882 only. The track is in situ on
a 1908 OS map and is said to have been requisitioned by the War Office in 1916 for the Western Front.

BELOW: 1938 map 25" scale; the Dover line is to the south, Canterbury West is off top left and
Ramsgate top right. Minster Junction station Up bay (south side) was only accessible to/from the
Dover line. The east curve was in passenger use from May to Sep 1882 only, then after 7 Jul 1929.
The 'straight' outer west curve was in passenger use until 23 Jun 1929 then became sidings, accessed
from the West Jn, and disconnected at South Jn. It was then replaced by the inner sharper west curve
as the passenger route becoming the passenger route again from 2 May 1982 but with single track.