1351

X.87] BELOW: Glenfinnan viaduct lit up for our NHS heroe

es on Thur 2 Apr 2020 - hopefully the deer appreciated it....

BELOW: (Item 1345) Showing the relationship of the Leven line, bo
Cameron Bridge station is bottom left. 'Leven' is the site of th

ottom left, to the lengthy former Lochty freight branch (CG 1964).
he former station (both CP 6 0ct 1969). (Map from Wikipedia.)

1347] Freight: In a typical week 147 freight trains to/from and across Scotland carry 100,000 tonnes of
products, including food and medicine for supermarkets and warehouses from Daventry, Tees Port,
Felixstowe, London Gateway and Liverpool. Scotland is quite dependent on this for food supplies,
particularly in the Pandemic. Royal Mail post is also carried by rail between London and Glasgow.

1348] Strathord Junction - Bankfoot:
(OG 5 Mar 1906; OP 15 May 1906 and
CP 13 Apr 1931; CA 7 Sep 1964.) The
three mile long Bankfoot Light Railway,
authorised in 1898 and again in 1903,
did not open until 1906. The Caledonian
Railway operated it from its opening,
and on 1 Aug 1909 it was absorbed by
that company. After total closure the
station site was initially used as a
caravan park which retained the station
building. That was demolished and the
entire site replaced by housing in 1995.

LEFT: 1961 map; main line bottom right.

The trackbed southeast to Strathord Jn
(between Perth and just southwest of
Stanley Jn) was visible to the east
alongside the traditional A9 road that
passed through most settlements
between Perth and Inverness. It has
been eroded with time and farmers
reincorporating the wayleave into their
fields. At the Bankfoot end further
housing development in the early 2000s
has eradicated any trace of the former
'light' railway (but it may have been
upgraded somewhat by the LMS since
4Fs, Black 5s & B1s, all of which would
have exceeded the Light Railway 8 ton axle load limit, were sighted on the goods service or visited on
special trains in later years). Several enthusiast tours visited in the late 1950s/ early 1960s, including
ones promoted by the Society. On Easter Mon 23 Apr 1962 we ran there from Perth, part of a four day
Scottish Rambler with the Scottish Region of the Stephenson Locomotive Society. Needless to say
many other obscure locations were visited that day and over the four days.

Local anecdote recalls Sunday school summer outing specials running in the 1940s & 1950s. It is not
known when the last one ran. No discernible sign can be found either of Strathord Jn, as the now
closed Gowrie Quarry resulted in extraction of sand and gravel from the area crossed by the solum.
Until the rebuilding of the A9 in the late 1970s the route between the two points was traceable, much
of it on embankment. That work, however, subsumed the trackbed from just north of Newmill Farm,
Stanley (NO 083 322) to the terminus. After then the most substantial remnants were the bridge
abutments and approaching embankments of the overbridge that had been removed over the minor
road between Newmill and Stanley village. In Feb 2019 work started on the first Perthshire section of
Transport Scotland's plan to dual the A9 in its entirety between Perth and Inverness. This section
between Luncarty and the Pass of Birnam was due to be completed in Mar 2021 but, like all public
works in Scotland, is now in abeyance. The very substantial earthworks required to create the new
dual carriageway have swept away the remnants of the trackbed and no trace can now be seen.

1349] Mallaig: From 20 Apr the 16.05 Mallaig to Glasgow and its return 20.38 from Crianlarich (18.23
connection from Glasgow Queen Street - still running to Oban) were withdrawn. The ScotRail website
had not been updated! Mallaig departures were then 06.03 (10.08 SuO) to Glasgow and 18.15 to Fort
William with arrivals at 13.34 & 17.43 from Crianlarich; connections from Queen Street 08.23 & 12.24.

At Mallaig the 13.34 arrival now stables in the non-preferred P2 to form the 06.03 departure next day.
The 17.43 arrival is in P1 returning to Fort William at 18.15. It is not known if the P2 use is in passenger
service (requiring the ground frame to be released and operated) or an ECS shunt after arrival/before
departure. P1 (preferred) has a run-round loop. Normally ScotRail trains use P1 including stabling
overnight; The Jacobite arrives in P1, runs round, then shunts to P2 for departure. A P2 departure
means reversing the ground frame, moving out to the station throat, normalising the ground frame
behind the train then the guard/shunter re-boards the train (and returns the key to the driver).

Other Scottish termini with two trains a day are Oban, Stranraer, Wick, Thurso and Kyle of Lochalsh.

1350] Springburn: (BLN 1344.309) Locomotive Services Ltd is still in talks about using St Rollox Works.

1351 WALES & THE MARCHES (Chris Parker) [email protected]

1351] Tondu: (BLNs 1348.870 &
1350.1171) LEFT: Map is thanks
to Dave Cromarty, explaining
the junction names better and
amends paper BLN 1350. Tondu
station is bottom left, southeast
from it runs the Bridgend line
with the rarely used Margam
Ogmore Vale Extension line off
bottom left. Maesteg is off top
left via the former Tondu North
Jn. The third point of the left
triangle is Tondu Ogmore Jn.

Going east, Ynysawdre Jn was
the first junction of the second
triangle. In 1912 Ynysawdre Junction Signal Box closed and it was controlled from Tondu Ogmore Jn.

Tynycoed Jn was the southeast corner of the triangle on the line to Llanharan (South Wales Main line).

Brynmenyn Jn signal box controlled the third (northeast) junction of the second triangle and, only 1ch
beyond, (so it was not treated as a separate junction) also the divergence of the Garw and Ogmore
lines to Blaengarw and Nantymoel respectively. Blackmill station (CP 5 May 1958 with Brynmenyn)
and its junction with the further branch off to Hendreforgan and Llantrisant (etc!) are top right.

Regarding the name Pencoed Jn, Cooke's 1947 Atlas and Colonel Cobb show this as the original name
for Tynycoed Jn, so named because the confusingly termed 'Pencoed Branch' (GWR official title)
diverged there. This goods-only line extended via Bryncethin to join the South Wales main line just
east of Llanharan station well east of Pencoed in fact. Pencoed was itself only a 'junction' in the
Midland Railway sense as it was at the east end of Up and Down Goods Relief Lines. The nameplate:
"TYN-Y-COED JUNCTION SIGNAL BOX" (sic) was ordered from Reading Signal Works during the period
Sep to Dec 1892. The order book entry is marked 'Very Urgent' which might suggest the box was being
renamed to prevent confusion which was causing serious consequences at the time. Unsurprising as
neither the junction nor the branch itself had any direct connection with Pencoed at all...!

1352] Newport Docks: (BLN 1349.1030) On 20 Feb DRS 37401 hauled 04.00 Norwich Crown Point to
Newport Docks Sims Metals (14.08) via Acton Wells Jn and Bristol Parkway, with six Mk III coaches for
scrapping. Next day Rail Operations Group 57312 arrived (10.41 ex-Long Marston via Gloucester) with

six more ex-GWR HST Mk IIIs; similar consignments followed with slightly differing timings on 25 Feb
and 4, 10 & 17 Mar (photo e-BLN 1348.852/853) [Cardiff & Avonside Rly Soc]. On Easter Mon 13 Apr a
GBRf 09.03 Norwich to Barry Tourist Railway with 66730 took four more such vehicles for storage via
Leicester, Camp Hill & Gloucester (photo e-BLN 1350.X.70); a less obvious route might have been
needed normally. A 121 min late start was converted into a 16.59 arrival at destination, 3 min early!

1353] Travel back to the 1970s with TfW: (BLN 1350.1174) With minimal patronage in the Covid Crisis,
from Mon 13 Apr Chester to Crewe TfW services were cut by a further 50%, the Llandudno Junction to
Town shuttle shrank from 12 to 8 daily and the two remaining Cardiff to Holyhead services went.
Chester to Shrewsbury became a self-contained roughly two hourly 2-train shuttle except for the
17.10 SSuX (17.08 SO) Birmingham International to Holyhead which ran additionally.

From Mon 20 Apr the Cardiff Bay shuttle service was further reduced to 2tph and the full Sunday
service was no longer operated west of Cardiff. The North Wales Coast was reduced to a two hourly
Holyhead - Llandudno Jn - Llandudno - Crewe all stations (Llandudno Junction twice, Georgemas
Junction style) service with the Llandudno shuttle withdrawn. Avanti services were unchanged.

TfW's website claimed that this resulted in a half hourly Chester to Crewe service overall; in reality it
gave an irregular service pattern little better than hourly on average. Chester to Manchester Piccadilly
became a 'local' shuttle but still roughly hourly. The 07.50 Shrewsbury to Hereford bus, a feature of
the normal Sunday service, was withdrawn leaving a gap from 06.48 to 09.30 in southbound Marches
line departures; back to the 1970s! Your Regional Ed returning from his statutory weekly shopping trip
by car on Thu 16 Apr was briefly detained at Whittington level crossing by the 16.30 Shrewsbury to
Chester. Comprising the customary 2-car Class 158, just one passenger was visible on board at what is
normally a busy time. In the current situation this has become the new norm - BLN 1350.1079 refers!

1354] #DontVisitWalesChallenge: This Twitter hash tag which was launched on 10 Apr offers tongue-
in-cheek advice with underlying seriousness for visitors to stay away from Wales's tourist attractions
during the lockdown. Ironically it has 'gone viral'! It features suitably adapted classic railway posters -
and spoofs inspired by them - and is the work of Owen Williams of Barry, managing director of a media
production company. See: https://bit.ly/2yYxhqA & https://bit.ly/34ydIRD (Barry Better Not etc)

1355] Milk platforms: A member has asked about facilities at unstaffed locations for loading and
unloading milk churns, the rail equivalent of the stands still seen beside rural roads (some in use until
1979). As regards rail, 'Friar Waddon Milk Platform' (2m 00ch) opened in 1932 next to a footpath
crossing the Abbotsbury branch (Dorset) to serve several small 'dairy houses' in the locality. It was a
short stage like a truncated GWR halt platform which, according to Quick, may also have seen some
unofficial passenger use. It closed with the line in 1952. The remains of a concrete structure which may
have been the platform in question were noted during a Railway Ramblers walk on 12 Apr 2018.

On the Central Wales line, Glanrhyd station was in effect reduced to milk platform status in 1931.

In the LMS & GWR Joint Committee Minutes Book held at National Archives, Kew (RAIL 416/4) our
member found the following entry dated 22 Sep 1931: Vale of Towy Joint Line. Glanrhyd. Closure of
station. The passenger and parcels traffic (with the exception of milk) at Glanrhyd station only
represented receipts amounting to about £5 per month and as there is no likelihood of improvement,
and an annual saving of £132 could be effected by the closure of the station, arrangements were made
for this to be done from 20 July last. There is no goods accommodation at the place [CG 1 Jul 1880 -
Clinker] but as satisfactory arrangements could be made for the milk traffic, which is worth £15 per
month, to be continued to be dealt with there, suitable arrangements have been made accordingly.

Glanrhyd ROP as a Halt 21 Dec 1938 but CA 7 Mar 1955; the milk traffic presumably lasted till then?

Our member is curious as to the precise nature of the 'arrangements' during the period of passenger
closure. Certainly the original platform remained (it is still extant) and presumably full milk churns
were loaded on, and empties taken off, a milk train or passenger train making an unadvertised stop by

..........................................................................[BLN 1351]..........................................................................
the dairyman and/or guard. There was also a crossing keeper in attendance as the minor road crossing
here (22m 14ch) was formerly gated with signals controlled from a ground frame. That person might
have combined these duties with those of porter. However the Friar Waddon facilities must have been
more basic and there was no proper road access. Do any members have more definite information as
to exactly how the traffic was physically dealt with at either of these locations (transhipment methods
and transport from and to the dairies) and/or know of other similar ones? [Cowes perhaps?]

1356] Newport, Maindee West Jn: (BLN 1349.1034) Normal working resumed from Mon 27 Apr with
all restrictions on movements removed following repair to the crossing defect in 8085 Points.

1357] Rhymney: (BLN 1348.861) The peak services* (previously Class 37 locos and coaches) were, by
mid-Mar, mostly entrusted to Class 150 'Sprinters' and the sets of 3xClass 153s previously reported.
However the loco haulage contract 'runs' until the end of May and one set remained on standby at
Canton depot. The bimode Class 769s, eventually to replace them, were making test runs on the line
but, with frequent failures, often reaching no further than Heath Jn. (Cardiff & Avonside Railway Soc.)
*The peak services should really be Class 44, 45 or 46 hauled of course.

1358] Newport: (BLN 1350.1176) In just a month NR converted the previously mothballed training and
meeting rooms at Crindau Works Depot into a 'state of the art' training centre for ex-signallers who
responded to the recent appeal for assistance during the pandemic and also for new recruits. It is like
the Perth facility visited by a Society party on 25 Nov 2018 (e-BLN 1331.X.79), including a remarkably
similar (fictitious location) PSB panel simulator! https://bit.ly/2z9CvzJ has pictures. The present depot
historically was not railway premises but is very close to the site of Crindau Sidings on the former
Eastern Valleys line north of Mill Street, CA 27 Oct 1963 and now obliterated by redevelopment.

1359] Severn Tunnel: (BLN 1349.1029) During the 10-19 Apr line closure NR at last completed OHLE
energisation and finished drainage work. It is not known when IETs will run in electric mode regularly.

1360] Llanwern scoping scoop: (BLN 1321.221) A 'scoping opinion' (Quoi? - Regional Editor), usually
submitted before a planning application, has been lodged with Newport Council for the second phase
of the plans for the MESL here (Major Events Stabling Line - keep up!) In the process it seems to have
grown in length from 1.6 to 2.4km. The electrified single line would initially be connected to the
existing Tata Steel service lines and, in future, to the Relief Lines. Construction is expected to start in
late 2021 with commissioning by the end of 2022. There are environmental sensitivities and a belt of
trees and scrub vegetation would be lost during construction, potentially opening up views of the
scheme and the steelworks site to the south (photographers note), but mitigation is proposed.

1361] Conwy Valley: (BLN 1349.1031) An NR 'tweet' with pictures https://bit.ly/34XRwk1 advises that
storm damage repairs continue. As at 28 Apr National Rail Enquiries quoted CP until 14 Jun 2020 at
least for completion of remedial work to ballast washouts, fencing and level crossings. However from
photographic evidence obtained by locally based Railway Ramblers member Bill Clarke, during a
lockdown-compliant journey on 19 Apr, little has changed at Dolgarrog since the last report of 5 Mar.

1362] Britannia Bridge: At 20.00 on Thu 23 Apr this structure, which since 1970s rebuilding carries the
A55 road as well as the Chester - Holyhead line across the Menai Strait, was illuminated in blue for the
weekly Clap for Carers event https://bit.ly/2VSwFKV supporting key workers. TfW, British Transport
Police and the Welsh Government assisted with sponsorship. Similar events have already taken place
at Glasgow Central and Bristol Temple Meads stations as well as Royal Albert Bridge, Saltash.

SEE PENULTIMATE PAGE: Dolgarrog station on 19 Apr 2020, taken during a statutory shopping trip.

(Bill Clark with thanks to Chris Parker.)

1351 MINOR RAILWAYS (Peter Scott)

[email protected]

BELOW: (Item MR71) Blaenau Ffestiniog. 'David Lloyd George' takes wate

er after arriving with the 10.10 ex-Porthmadog. (Peter Scott; 6 Sep 2014).

THIS PAGE BELOW: (MR p8) Nene Valley Railway; Class 40 D306 is
NEXT PAGE: (MR p19) Pleasure Beach Express (21" gaug
a lightly loaded train past an interesting a

s seen at Wansford during a Diesel Gala. (Peter Scott, 7 Oct 2006.)
ge); Blackpool. Hudswell-Clarke D579 'Carol Jean' takes
array of objects. (Peter Scott, 8 Jul 2007.)









[BLN 1351]
X.88] PREVIOUS PAGE: (BLN 1346.617) There is no truth in the rumour that Lockwood Jn at the
Ashton Packet Boat Co 2ft gauge PRIVATE industrial railway has been renamed. This was the location
of our excellent 25 Jan 2020 Boaty McBoatface fixture (seems like a very long time ago now). Behind
the fence is big brother, the Denton Jn to Ashton Moss North Jn line. (Jenny Williamson, 23 Apr 2020.)

MR67] National Lottery Heritage Fund: Although not specifically aimed at Minor/Heritage Railways,
£50M is being made available in response to the significant impact of the Covid-19 pandemic on the
UK's heritage. The new Heritage Emergency Fund will help those most in need over the next three to
six months with investment in essential digital skills across the sector, providing expertise in digital
fundraising, use of social media and communications, and running online events and activities.

Emergency Fund grants of £3,000 to £50,000 will be available to organisations that have received
funding in the past and are either a current grantee, or still under contract following a previous grant.
Applications will be open to the full breadth of heritage, from historic sites, industrial and maritime
heritage, museums, libraries and archives to parks, gardens landscapes and nature. The emergency
funding will be diverted from planned new grants, with all new grant applications halted with
immediate effect. Priority will be given where there is limited or no access to other sources of support,
or where heritage is most at risk. Decisions will be made as quickly as possible to support the sector.

MR68] Miniature Railway Dining Cars Déjà Vu: (BLN 1350.MR62) Arthur Heywood's 1916 minimum
gauge (15") dining car, with kitchen, for eight people at his Duffield Bank Railway. A splendid replica
built to this design can normally be seen at the Perrygrove Railway in Gloucestershire (MR p17). At the
start of the MR section is a repeat of the e-BLN 1350 plan for the benefit of our paper BLN subscribers.

MR69] Severn Valley Railway, Shropshire (MR p7) (BLN 1348.MR48): On the Falling Sands Viaduct
project, on Monday 23 March, with just six panels of track to relay to connect Kidderminster to the
turnout, the decision was made to furlough (or put on Government paid break from work) the entire
PW full time staff. Volunteers at risk were advised that they should withdraw from volunteering on the
relaying immediately. Within 24 hours the whole job ground to a halt and there remains a significant
amount of work to complete the project. In the short term, this is not going to cause a problem as the
railway is effectively closed for business. The trick is now going to be to establish when the railway will
reopen so that it can reengage the PW full time staff and volunteers in sufficient time to carry out the
work required to restore the Bewdley to Kidderminster section to passenger carrying standards.

Following the extremely wet weather and severe flooding in February, land movements have been
identified at two locations as the water receded. These are at Sterns (145m 72ch), a repeated problem
here since the line opened on 1 Jan 1862, (between Bridgnorth and Hampton Loade) and Alveley
Woods, (between Hampton Loade and Highley) also not for the first time. Infrastructure manager,
Chris Bond, said: We engaged appropriate professionals under our consulting engineer, Jonathan
Symonds. They are seeking to determine the cause and they have fitted monitoring equipment, been
producing a topographic survey and drilling trial boreholes. We do not want to anticipate anything,
and once we have the facts, we can communicate the cause and repair work necessary.

MR70] Leas Cliff Railway, Folkestone, Kent (BLN 1340.MR224): In late January, on one of his last
expeditions before 'the emergency', a member took a stroll along The Leas Cliff top walk at Folkestone
with the aim to see how the cliff lifts were doing. The sole remaining lift, currently closed, was in the
same state as the photo in e-BLN 1340.MR224, but at the top station there was an information board
that contained the following: The original estimate of £80,000 for fitting an additional braking system
has now been superseded by one of (wait for it!) £750,000, as much more work is required and there
has been further discussion with the Health & Safety Executive (HSE). This may 'rise' or 'fall' depending
on the condition of components when tested. Section 106 money (up to £750,000) is anticipated from
the developers who are building housing and other construction on the foreshore below. There was
some evidence that this work may have started, but will it survive the current national crisis?

[BLN 1351]
A Heritage Lottery Fund application is being prepared. Other preparation work includes full
engineering and buildings surveys, obtaining quotes for work to be done, together with drawing up a
business plan. There have been further discussions with Folkestone & Hythe District Council, the
Heritage Railway Association and Historic England, as well as the HSE. Additionally, engineering
drawings of the new braking system have been prepared together with architects work on the lower
station buildings. Negotiations are also in hand to attempt to obtain the freehold of the site from the
Folkestone (Lord Radnor's) Estate. As is probably well known, much of Folkestone is still owned by the
Radnor Estate which has always presented problems for transport developments in the area. Vetoing
of the South Eastern Railway's ambition to extend the Sandgate branch to Folkestone Harbour and
the lack of 'permission' to equip the town with electric tramways have been only some of the results.

A stroll further west along The Leas brought our member to the Metropole Lift site (1904 to 1940).
Apart from the stone balcony and twin sets of steps from the upper walkway of The Leas that dropped
down to the lift's top station, nothing was visible to indicate its onetime presence. An interpretation
board relating to the adjacent huge Metropole and Grand Hotels does not mention the lift. However, a
few years ago the local council undertook a massive clearance of vegetation on the slopes of The Leas
and it was possible to clearly see the remains of the trackbed. The undergrowth has since returned to
hide it. His walk this time did not include the Lower Sandgate Rd at the foot of The Leas, but when last
visited it was possible to make out where the Metropole Lift's lower station was. Photos show that this
was quite large in itself, but smaller than, although not unlike, The Leas Lift's remaining lower station.

Any visit to this area brings back one (maybe the very first) of our member's early railway memories.
As a toddler he was fascinated by the 7¼" gauge miniature railway that ran there in the early 1950s.
He lived in Dover, but not infrequent visits were made to Folkestone and he always insisted on going
to see the railway. Sadly, he never rode on it (pennies were a bit tight) and then on one visit it had
gone. He recalls that he was quite upset! (MR Ed: The Railway Magazine for February 1980 tells us this
line was operated by Lt Col RB Tyrrell, but does not give any dates of operation. Tyrrell also ran a line
at New Romney prior to WWII a line at Dymchurch after war, and yet another one at Littlestone!)

MR71] Ffestiniog Railway, Gwynedd (MR p29) (BLN 1344.MR17): Having suggested the possibility of
constructing a branch line from Blaenau Ffestiniog to Llechwedd Slate Caverns, as part of the
enhancement of the joint FR/NR Blaenau Ffestiniog station, the railway has now started investigating
how this might be achieved. Undergrowth covering the railway's old Dinas terminus and adjoining
trackbed on land owned by Llechwedd Slate Quarry has been cleared revealing the old formation near
Pant yr Afon hydroelectric power station. Further working parties were being organised to progress
assessment of the potential of the route. When the railway was originally built it terminated at Dinas,
which served several slate quarries. In 1866, after passenger services had been introduced, a new line
was built from Glan y Pwll (13m 15ch) to Duffws in the centre of Blaenau Ffestiniog. Initially, this was
a branch off the main line, but a few years later, the better location of Duffws resulted in passenger
trains ceasing to operate to Dinas and Glan y Pwll to Dinas remained in use but only for slate traffic.

To clear space for an expansion of the Oakeley Quarry slate waste tip, the original formation of the
Dinas line was replaced by an 1899 deviation, somewhat east of the original alignment. This new
alignment between Glan y Pwll and Dinas was closed in 1946 and lifted in 1955.

The railway is now looking at using part of the old deviation route to form a new line from Blaenau
Ffestiniog station to the Dinas site as the initial section of a possible line to Llechwedd. It could enable
construction and working of such a line without involving the current Ffestiniog main line and without
the need for a reversal. The railway owns the route from Glan y Pwll to the old Holland Quarry incline,
the initial section of the projected route. To complete the 'extension' additional land would be
required, but Breedon Aggregates Limited, owners of the Oakeley Quarry and Llechwedd Quarry have
both indicated willingness to lease the additional required land to the railway.

The 'extension' would terminate below the main Llechwedd visitor attraction with passengers crossing
beneath the at times busy A470 road via an existing tunnel. The means of access to the Llechwedd
attraction itself has yet to be finalised but could be via a passenger carrying incline. (Railway Herald).

 Please note Peter Scott's new Minor Railways website: www.minorrailways.co.uk 

MR72] CairnGorm Mountain Railway, Highland (MR p32) (BLN 1342.MR242): Details have emerged
of the extensive works required to repair the railway, which has been out of operation for the past
18 months (28 Sep 2018) due to safety concerns. Owners Highlands and Islands Enterprise (HIE)
recently submitted a planning application for the engineering works. The application involves work
around the pier bases and foundations supporting the track, and the application o f concrete and
installation of supporting props to affected piers. Two reports have been submitted as part of the
application, which has been called in by the Cairngorms National Park Authority for determination.

They are the habitat management and restoration plan, and peat and groundwater dependent
terrestrial ecosystem report. An overview of the project contained in the documents reveals: The
proposed development is for the installation of permanent props to numerous piers along the length
of the viaduct... The proposal also includes repair strengthening works to the existing viaduct
structure. These repair strengthening works are required for the Cairngorm funicular to resume
operation. The scope of works to support the 1.9km long track includes:

 Propping of 60 piers with two props and foundations.
 Providing five bearings at anchor blocks.
 Replacing two existing bearings at each pier location.
 Providing an additional lateral restraint bearing at each pier location.
 Providing external beam strengthening to beams and beam ends.

A HIE spokesman said: We are keen to keep to the process of having everything in place ready to
start strengthening works on the funicular as soon as possible. At the same time, we do of course
recognise this is in the context of the wider national crisis and the potential for that to impact
progress in different ways. The report states that Balfour Beatty produced a methodology report
last month to demonstrate that the strengthening works can be undertaken, and this has been
submitted to support the planning application. Associated construction activities taking place at
Cairngorm Mountain will also include site accommodation and compounds. Excavations for the pier
prop footings and foundations for the 60 piers are estimated to be at depths from 1 m up to 3.5m.

The developers have said there will likely be dewatering and habitat disturbance within the site.
Atmos Consulting was commissioned by HIE last autumn to produce the 13-page habitat report.
Evidence of notable species found on site included water voles and mountain hares as well as a
wide range of bird life. These include golden eagle, dotterel, peregrine, black redstart and snow
bunting. The report states on water voles: The only field signs recorded were numerous burrows
below the main visitor centre and a number of latrines; no feeding signs or prints were foun d. The
35-page ecosystem report covers hydro-ecological and hydro-geological work and details how peat
at the site will be protected during the works. HIE has said that it is committed to repairing the
mountain railway providing the business case stacks up for its retention. https://bit.ly/2VPAsZu
has the planning application itself (116 documents and drawings). Scroll down to accept the terms and
conditions to do a search then insert 2020/0076/DET in the planning applications search field.

 Minor Railways page numbers are those in the new 32nd (2020) edition from BLN 1350 onward 

MR73] The Corris Railway, Corris, Machynlleth, Gwynedd (MR p29) (BLN 1331.1687) By Graeme Jolley,
our Society Committee Member, IOM and East Midlands Regional BLN Editor but also Corris Railway
Director, Hon Secretary, Business Manager and Health & Safety Officer: One of the regular questions
asked of our Corris Railway operational volunteers is: When are you going to extend…? The only

practical way to lengthen our railway is to go south, towards Machynlleth. An extension north from
Corris would immediately involve the demolition of several buildings and the annexation of a dozen
gardens. Unfortunately, in 1980 the A487 trunk road was straightened just south of Maespoeth, the
site of our shed and current southern terminus. This removed a section of the railway's trackbed. For
much of the route south from Maespoeth the railway formation consisted of a shelf which sat beside,
and below, the east side of the trunk road. With the help of the local council and the road authority
this shelf is extant below the break. A great deal of work will be required to bring the trackbed up to
modern usable standards, and other significant issues remain to be resolved. We will work on these
while we try to fill the gap with 440m of new formation. This will require major civil engineering,
including building of a new high and steep sided embankment between the road and the River Dulas
and a bridge over the Goedwig stream. We have purchased the land on which this embankment will be
built and have most of the necessary permissions to allow us to proceed. By the end of 2019 short
sections of the new embankment at both ends of the new formation totaling about 150m had been
completed and several lengths of new track laid to extend the railway south from Maespoeth Yard.

In a major recent development, a large quantity of rock was sourced in the local area and purchased,
enabling us to start the construction of the next section
of the embankment. Over the years we have built up
funds for this work but the purchase and movement of
the materials and preparations for its reception will
reduce these by some £70,000. Just as the virus struck
the first lorries began to arrive and, after construction of
a suitable staging area and a haul road, the tipping began.

Recent developments on the Southern Extension are a
very important step for us. They will, however, not be
sufficient to complete the filling of the gap. The next
phase will be to build the bridge over the stream. This will
cost a considerable sum, which we need to raise. At the
present time in the nation's history, large grants or
donations do not look likely unless you know differently?
Our ultimate aim is to extend the railway southat least as
far as the Centre for Alternative Technology. This will
provide a spectacular run through the Dulas Valley with
steep gradients and wonderful riverside scenery.

An initial destination might, if we can get planning
permission, be Esgairgeiliog where the original Corris
roadside railway station is waiting for us. We hope to
provide a transport hub for the valley, linking the various
tourist attractions and preserving as much as possible of
the original railway.

E-BLN has pictures of the extension work on the historic
railway. See https://www.corris.co.uk/#home for ways
to help (bottom) or write to: The Corris Railway, Station
Yard, Corris, Machynlleth, Powys, SY20 9SH.

NEXT PAGE: On St David's Day, Sunday 1 Mar 2020 a
mini-digger arrives for the Pont y Goedwig Deviation
Project. This is the southern end of Corris Railway at
Maespoeth Junction (and likley a bit further south than
last time you saw it!). Looking north with the A487 main
road on the left. (All pictures Graeme Jolley.)





BELOW: The end of the first week looking south towards Machynlleth

(A487 right) - site clearance and creation of a pad for stone deliveries.

BELOW: The task ahead; view south on 8 Mar, Corris Caravan Park is lower

r left with the Afon (River) Dulas between it and the new embankment site.





PREVIOUS PAGE: Spoil from Dolgellau; the end of line is middle far left (
NEXT PAGE: The surveyors are setting out the wall and slope for the

(21 Mar). BELOW: Access ramp to the new embankment base (23 Mar).
e new embankment - looking south from the top of the ramp (8 Apr).









PREVIOUS PAGE: Looking north back to the access point from the base of th
started on the foundations for the embankment wall (left) and ground clea
are known as 'batter board' (they indicate the wall height (plus 1.00 me

he new embankment. BELOW & NEXT PAGE: Looking south (9 Apr) work has
arance, the height of the main road can be seen. The blue wooden battens
etre) and the slope angle of the completed new railway embankment).





BELOW: (Item 1335) 'Carrigaloe' on the New Passage - Carrigaloe

e ferry service in Ireland near Cobh. (Greg Beecroft, 22 Jun 2011.)

THIS PAGE: Item 1361: Dolgarrog station, taken during a statutory shopping trip. (Bill Clark, 19 Apr 2020 )

:Details must be checked 1351 CONNECTIONS (Paul Stewart) [email protected] .Please mention BLN.

1363] John Farrow: For those unaware, the man who was the driving force behind UK Railtours,
Hertfordshire Railtours and, in the 1970s, was part of the Lea Valley Railway Club tours, sadly
passed away on Sun 19 Apr at the age of 70. When John was promoted from Potters Bar booking
office to Great Northern House a Society member joined the railway in July 1972, filling the
vacancy. Many members will have participated in John's numerous tours. Our sympathy and
condolences go to his daughter, Liz Morris, John's other family and everyone at UK Railtours.

1364] Waverley Route: A member is reopening the line in OO gauge (inter-station distances not to scale unless
using an Aircraft Hangar!). He is looking for photos of stations, particularly Heriot, Stow & Galashiels (pre-1969
closure) to go on the wall by his stations. Please contact [email protected] (Allan Alexander); thanks.

1365] Wivenhoe - Brightlingsea: https://bit.ly/2Vo2efh is a superb 17 min video of a 2-car DMU on
this 5 mile scenic branch off the Clacton line in 1963; the nearest most of us will get to doing it. Click
the 'Watch for free' box bottom right. https://bit.ly/2RxDeB5 has the Volks Electric Railway in 1955.

1366] Travel to Hunstanton by train free before the end of May! https://bit.ly/2W8NCRi (1hr 54min)
The Lost Railways of East Anglia is new archive 1960s and 1970s film available to view free until the
end of May. Liverpool Street to King's Lynn loco hauled, then a DMU to Hunstanton, and many other
branches. Taken from trains, stations, signal boxes and cabs it is well edited and very recommended.

1367] The Architecture the Railways Built: A series of 10 programmes started 28 April 20.00-21.00 on
the Yesterday Channel https://bit.ly/2yR9RTM (Freeview Channel 25, FS 159, SKY 155, Virgin 129 and
On Demand etc). https://bit.ly/3arl7n9 has more details and an episode guide. Transport historian and
architecture enthusiast Tim Dunn celebrates the radical design and often challenging construction of
many station buildings across the UK and Europe, from grand edifices in major cities to tiny rural
stations serving small communities. Great Malvern station (filmed in 2019) is scheduled for 26 May.

1368] The World's Most Scenic Railways: Channel 5 a new second series, Fri 1 May 20.00-21.00 then
on My5 'catch up' afterwards. The first of the six episodes features Inverness - Perth - Forth Bridge -
Edinburgh. The word is that the programmes focuses on the scenery and the view from/of the trains.

1369] More Cab Rides: Although filmed in 2008 these have only recently been posted on You Tube:

(1): https://bit.ly/3cVjQWW is a cab ride and route learning video from Grosmont to Battersby with
commentary about speed restrictions etc from the driver and additional captions.

(2): https://bit.ly/2Si5kAW is Battersby to Whitby (before the new platform was built) to Grosmont.

(3): https://bit.ly/2SecqpP is Weardale Railway Route Learning, Wolsingham to Stanhope return.

1370] Mainline & Maritime Books: This Company produces a very wide range of transport titles and is
planning books where some of the proceeds will support our Heritage Railways at this difficult time.
https://bit.ly/2VGTmmu is the first one (Operating Heritage Diesels on the Spa Valley Railway).

X.89] Something for real Cranks: https://www.bbc.co.uk/news/av/embed/p08bwkvl/52487203 that
is assuming it is not a wind up? Actually every home should have one, or two even.

●CONTACT DETAILS: Please see BLN 1350 centre pages, e-BLN second & third pages or PDF download.

●MAPS: By permission of the National Library of Scotland http://maps.nls.uk/index.html

●Published by the Branch Line Society, 10 Sandringham Rd, Stoke Gifford, BS34 8NP. ISSN 1354-0947.