1344

detached on the Springwell Branch.

BELOW: View north towards Rotherham on the Staveley Goods

Line, the Barrow Hill branch (once double track) curves off left.

BELOW: Picking up at Chesterfield P2 heading south, looking south

with the famous crooked spire (not steeple) behind the trees right.

BELOW: Out tour is heading south on the Up Main (second from th

he left) away from Chesterfield station, in the distance, for Derby.

BELOW: The rear of the train at Bombardier Derby Litch

hurch Lane Works; mainly a train assembly facility now.

BELOW: The exit from Litchurch Lane Works looking north, the bridg

ge on the left is over the Birmingham line just south of Derby station.

BELOW: The approach to Chaddesden Sidings; the tour is on Ar

rrival/Departure No2 line. 'SS' is for Storage Sidings to the right.

BELOW: A pointless line… Chaddesden Storage Siding Road 5 (and there

e are only three, 5 to 7) is clearly out of use; left are the Carriage Sidings.

BELOW: View from the cab of 47828 on Chaddesde

en Storage Siding No7 passing 60046 on Siding No6.

BELOW: At Chaddesden Stor

rage Sidings the end of line.

BELOW: Heading north under Bennerley Viaduct looking south toward
To the left, on the other side of the first lower fence, is the disconne
NEXT PAGE: Our Roundhouse Rotator reverses in Peterborough P6

ds Toton but only showing a short section of the impressive structure.
ected trackwork of the former Bennerley Opencast Disposal Point.
in the evening and a local member came to se us. (Nick Garnham).





BELOW: The last one before the light failed completely. Between Co
(actually a loop line with two connections) once trailed in he

odnor Park Jn and Kirkby Lane End Jn the Bentinck Colliery branch
ere on the right and the trackbed is now part of the footpath.

BELOW: 31128 back at Barrow Hill, Roundhouse Halt P2 at 23.35 after anoth

her fantastic tour (thanks Kev.). The end of line is behind the photographer.

The recently shortened Down Broadholme Loop (remodelled with Ambergate Jn) was unaffected and
duly covered. Arrival at Chesterfield allowed participants to leave the train but I suspect none actually
did since reversal here allowed another huge section of ultra-rare track to be covered, Chesterfield
Down Sidings - at one time out of use - which are off, and separate from, the former Brampton branch
(latterly to Tube Investments). I have to be honest, coming from Kent, I wasn't even aware that these
existed until the tour was advertised! Fully consumed to the stop blocks, reversal allowed return to the
station to set down passengers but only after a nonstop run through P1 for a further reversal to reach
P3. Now if anybody had been watching the tour at Leicester and left scratching their head at the
goings on, quite what they would have made of it at Chesterfield is anyone's guess.

The train returned to Barrow Hill ending another hugely enjoyable and successful tour. Thanks to all
involved in the operation, particularly Kev Adlam ('Fixit' Secretary) for negotiating the last minute visit
to Litchurch Lane. We raised almost £3,000 for Barrow Hill's half cab (steam loco restoration) appeal.

http://bit.ly/37puLpO is a link to 20 pictures of our Roundhouse Rotator railtour taken by the
Society Photographer, Geoff Plumb. All photographs are taken by authorised personnel only from a
place of safety. There are also detailed informative captions. (Abbreviated BLN captions are by the
Editor.) Geoff's website is full of interesting historical and modern pictures - well worth exploring.

335] Radyr & Abercynon Signal Boxes; Thur 12 Dec 2019: By Andrew Budd & Nick Jones. Ten of our
members led by Barnaby Clark met at Radyr station to begin a tour of signal boxes in the South Wales
Valleys. Our first port of call was Radyr Junction Signal Box - a 1998 single storey portable cabin style
building - where we met Mark Carribine, Local Operations Manager and our guide for the day.

Radyr Panel fringes with Wales Railway Operating Centre (Cardiff Valleys Work Station) to the south
and Abercynon to the north. It is an NX (Entrance Exit) panel, with two signallers; one responsible for
Radyr Junction, and the main line to Trefforest, while the other signaller controls the two Pontypridd
Junctions, the Treherbert branch, and the Abercynon line to Milepost 14½ (the fringe with Abercynon
Signalling Centre). Most of Radyr's area of control works under Track Circuit Block regulations, except
the Treherbert branch between Porth and Treherbert, which is controlled on the No Signaller Token
Remote (NSTR) system. There are two token sections, separated by a passing loop at Ystrad Rhondda.

Drivers obtain a token by phoning the Radyr signaller, who presses a button on the panel, releasing the
instrument which allows a token to be removed. For convenience, token instruments are provided on
both platforms at Porth and Ystrad Rhondda, leading to a token imbalance (some instruments are
normally used only to remove tokens, but they are normally returned to the corresponding instrument
on the opposite platform). To correct this a Mobile Operations Manager visits each evening to transfer
tokens from one instrument to another. [Hopefully they receive more than a token payment for this.]

We were also shown photographs of seven former mechanical signal boxes in the area now controlled
by Radyr Junction Panel. After a short train ride or car move, we reconvened at Abercynon to visit
Abercynon Signalling Control Centre (SCC). From the station car park, we could admire the former
Abercynon loco shed (BR code 88E), now a warehouse. The SCC dates from 2008 and is also a portable
building, this time two storeys high. It is built on the *Down side of the line opposite the site of the
former mechanical box that once stood on the island platform. The box uses the Westcad VDU and

Trackerball system to control the line from MP 14½ south of Stormstown Jn to the south, where it
fringes with Radyr Junction panel, and the branches to Merthyr Tydfil and Aberdare (and on to Tower
Colliery) in the north. A peculiarity on the Aberdare branch is that drivers need to report their arrival
at Aberdare, and request line clearance for the return journey. This is because Cwmbach Sidings User
Worked Crossing is situated before the first stop signal in the Down direction from Aberdare.

The safety procedure enables the signaller to warn the driver if anyone is using the crossing prior to
departure in the absence of a stop signal. The Abercynon signaller can also release the ground frame
at Aberdare, which gives access to the line onwards to Tower Open Cast Disposal Point. Unfortunately
this is now mothballed, the last coal train left for Hope Cement Works on 11 May 2017. The final train
of all beyond Aberdare is thought to have been the Sun 20 Jul 2017 'Valley Legend' UK Railtour.

When Abercynon SCC first opened, it retained a small Individual Function Switch Panel dating from
1977 controlling the Stormstown area. This had originally been housed in the Abercynon mechanical
signal box. In 2013 this panel was abolished and its area incorporated into Abercynon's Westcad
system, however we were able to view the old IFS panel behind the work desk.

We were made very welcome in both boxes; thanks to Barnaby Clark for organising the visits, and all
the operational staff who kindly accommodated us on the day. Further visits followed the next day...

[*As with most lines in the South Wales Valleys, 'Down' is 'Down the Valley' towards Cardiff.]

336] Scunthorpe Steel Works Cold Steel Tracker; Sat 4 Jan 2020: By Michael Trower (BLS 1667). As is
now traditional, our first 2020 fixture was, appropriately, the 20th Scunthorpe Steelworks tour with the
usual AFRPS stock and motive power. As a portent of things to come I had already been blessed with
three moves by NR on the Friday. A signalling problem saw a weave from the Up Fast to Up Slow at
Wimbledon Durnsford Road and a cross back at West London Jn to regain the fast lines, also done by
another participant en route. On the 09.57 Grand Central train from King's Cross to Doncaster a
window was shattered by something thrown up. The train was routed Down Fast to Doncaster P3b so
a Blue Peter job could be effected - it was covered in (presumably heavy duty) sticky backed plastic.

The day dawned bright and sunny at Frodingham platform
with not a cloud in the sky - that is until a quenching
operation at the coke ovens produced clouds of steam; once
a common sight, it is becoming an endangered species. Our
'ECS' arrived slightly late and in reverse formation, but I still
went for a heated brake van in the middle. The aim of these
railtours is to cover as much track as possible and go to the
extremities of the lines; there is over 100 miles of standard
gauge at this vast nearly 20,000 acre site. In true tradition
departure was towards the nearest buffer stops at the loop
headshunt! Back to the other end of the loop for a reversal
and through the loop to the headshunt again for overlap and
only then did the tour leave the station area in search of
track to scratch. The train comprised four brake vans (BR 20t
Standards 7605, 955160, 'Shark' 993829 [unheated] and LMS
20t 295516) with over 80 people on board. All seemed to
have received either a new red biro or highlighter pen for
Christmas and were very eager to use them. Motive power
was Yorkshire Engine Co 0-6-0 DH No1 YE 2877/1963.

We set off for the Heavy Repair Bay where we did Sidings 5,
6 & 8. The much requested No8 was inconveniently blocked
by some wagons but resistance was futile and they were
shunted into another siding so that we could do it to just

short of a poorly parked unmovable (it was too) road pile driver. Mission accomplished we headed to
the bridge over Dawes Lane at 529 points and reversed up to the Corus Rail Sidings [♫ ♪ All together
now ♪♪] area, passing a surreal sight of a lineside planted Christmas Tree with decorations!
(PREVIOUS PAGE: Michael Trower.)The sidings were extremely unusually bereft of wagons (they were
out on the main line with NR Christmas work) so Sidings 2, 3 & 1 were done in that order.

Sidings 3 & 1 each had a lone wagon at the buffers. Someone advised these were cripples, but to be
politically correct it was decided that they should henceforth be known as mechanically disadvantaged
wagons. After traversing Siding 4 to the headshunt we then nipped down the other headshunt at the
east end of this area just out of the way of a (long) train of long welded rails coming out of 5 Bay
hauled by a Di8 of which there were many in action today. Seeing this, there was only one place to go
next - the end of line at 5 Bay, inside the length of the large rail service centre. It was very choice track
for nearly all. This building gives some scale of the vast Scunthorpe complex. It can take a whole long
welded rail train for loading and there was a huge amount of rail stacked in there awaiting dispatch all
over our rail network, and abroad. Indeed I am expecting a delivery at my station in a couple of weeks
when the Up line is replaced, so I will inspect it to see if it came from Scunthorpe - the existing rail did.

By this time our brake van was now nice and warm thanks to the efforts of young Archie Lewis as
stoker in chief of the stove. Comments were made about child labour, but as he was not down the pit,
merely using previously mined coal, this was deemed acceptable. He did end up with a very black face
though. At one point the stove was glowing red hot - a novelty for the AFRPS guys who took photos.
If Archie ever wants a part time Saturday job he would be great at tending the blast furnaces.

BELOW: Quality rare track indeed, the end of BOS Yard Siding No4, with our brakevan buffers
at the bottom. We must remember to bring some shovels with us next time… (Mark Thomas.)

Back down the incline and past the Christmas Tree took us to Trent Sidings No9 then via The Angle to
Anchor Exchange Sidings (no anchors on view) and, at Brickshed Jn, in via Siding 15 and out via 14
without appearing on Scunthorpe panel even. We continued clockwise round the site and crossed to
the outer loop at 452/1 points. Then it was around the perimeter of the site to the Mills Exchange
Sidings where an unusual lack of wagons enabled us to go up and down sidings to our hearts' content
and clear 8 lines in total - a very creditable achievement. [An updated Jan 2020 unmarked and marked
up map showing this tour is available with e-BLN 1344.] There was a distinct scarcity of locos here, but
several congregated later [a shift change?]. They were perhaps avoiding us so as not to disappoint
those who had not booked to not get haulage from a not British built loco or not anything like that.

After this grand siding shuffle we continued southwards past the former Bloom & Billet Mill to do the
totally new through track from 319 to 316 points including the loop in both directions as well and the
loco ran round the brakevans (work that out if you weren't on the tour). This was a major score for all
on board as it was not connected up in Jan 2019 and had been under possession on our Aug 2019 tour.
BOS Yard Siding No4 by the Concast plant was next - rare as it is usually occupied, then on to Siding
No1 outside the BOS Plant. There was much muck covering the rails; it had not seen a train for a while.
By now lunchtime was approaching so the train ran back to the AFRPS sheds via the Northants Bridge,
hanging a left under the High Lines and dropping into the shed area. Having seen pictures of the High
Line in New York, I feel the Scunthorpe one is better as it is totally unspoiled by tourism.

In the AFRPS buffet an excellent spread was provided for us but those wanting cold turkey had to go
cold turkey, although there was Christmas cake and mince pies on offer for the 11th day of Christmas.

The train was then spilt and most crammed into two brakevans for a quick shunt to AFRPS Shed Lines
3 & 4. After collecting the other two vans we inspected Queen Victoria's bottom (the two lines under
the eponymous blast furnace, of course) and then the Torpedo Repair Bay covering as far as possible
on Roads 4, 5 & 6. Seeing the size of the torpedoes explains why the Bismarck came off second best.

Heading south we then went to the part of the site near Bridge 44 with four parallel tracks, which was
presumably fairly rare in industrial use, even less so in preservation, and is very impressive to see.
The only example in true preservation is at Swithland on the Great Central Railway. The AFRPS is
unusual (unique?) in UK preservation as not owning the track they use - it is fairly common on the
continent where a society will use a freight/private line on the occasions they operate.

We must all be grateful that British Steel permits them the access they do. After a double reversal the
tour went along the Down line towards the BOS Plant and scooped the small section between 153 &
160 points - a required piece for me at least. Another sight which shows the impressive scale of the
works was the line of hot torpedoes (always welcome on a cold day) waiting discharging at the BOS
Plant. Along with empty ones for collection, this makes the direct line between points 154 and 152
permanently occupied and impossible to do. There is a Jan 2020 updated track map annotated with
track that is impossible to do on our website document archive (dated 05.01.2020). After reversal we
then set off on the Up line and headed right towards Northants Bridge and then northwards past half
a dozen long-disused derelict locos and back towards The Angle. Redbourn Sidings were fairly well
occupied which saved us a trip into the coldest, most open and windswept area of the whole works.

There were two possible ways back to the platform, so which way would the BLS choose? No contest
really, so off we set round the perimeter line again with the sun setting in the west. Past the gaggle of
Di8s in Mills Exchange Sidings, down the long straight then by the Slab Yard, round the end of the BOS
Plant and on the outer line back to Bridge 44, two tracks over from where we had been earlier.

Passing the Torpedo Repair Bay again with a blue flame emanating from a chimney and back round to
Frodingham Platform where it all started some seven hours earlier (which had passed so quickly).

After thanks and goodbyes, our members left for the 32 counties/boroughs they had journeyed from
for the tour. The furthest extremities were Cumbria, Devon, East Sussex, Powys, Tyne & Wear and

even 'sarf' of the Thames. It just shows what a good job Brigg Tourist Office do - indeed at the station a
lady overheard three of us talking in the waiting room after the tour as we extolled the delights of the
public tours, some with steam, (BLN 1342.4171 & see item 338) - she seemed very keen on the idea!

The final stats were that we officially did 33 separate sections of requested track with 66 reversals
confirmed. A record breaking BLS donation of £3,505 was made to assist AFRPS's preservation efforts.
Our thanks to the train crew of the day and the catering crew for the buffet lunch whose efforts were
all appreciated. Thanks also to Martyn Brailsford for his highly detailed map of the network. Special
thanks to Archie who kept our brake van warm all day with a glowing stove (hot pot) - given a few tons
of coal and a Bullied Pacific, he will go far! Last but by no means least, our Hull Member, Mr Alan
Sheppard Scunthorpe himself, route director, chief shunter and AFRPS working volunteer - he certainly
worked very hard for us this day (and even did 5 new bits of track himself, so it must have been good!).
Our next such railtour is booked for Bank Holiday Mon 31 Aug, 09.30-18.30; keep an eye on BLN.

This was my fourth BLS trip here and fifth visit to Scunthorpe. I only ever did one British Rail brake van
trip so I am making up for it with these. One Scunthorpe virgin enjoyed himself and said he would be
back again, so long may they continue. [Another first timer really had requested an aisle seat!]
My trip home was via Bedford as I didn't fancy Cambridge on the ECML diversions, then between
Waterloo and Woking via the PSUL route at Byfleet Curve due to engineering works at Wimbledon.

BELOW: Not a porthole but a photo of a level crossing safety mirror (that could do with a good clean)
reflecting No1 propelling four brakevans over Queens's Approach Road Level Crossing. This was while
visiting Queen Victoria's bottom shunting between the two roads - 115 points. (Simon Mortimer.)

BELOW: Siding No1 outside the BOS Plant; it had not seen a train for a while. (Mark Thomas.)

THIS PAGE BELOW: Inside the cavernous Rail Service Centr

NEXT PAGE View forward as we slowly approach the stops
Mr Appleby Frodingham Railway Preservation S

re on Road 5 with the end of line ahead. (Simon Mortimer.)

s in Rail Service Centre Bay 5 guided in by Glenn Britcliffe,
Society himself, on the left. (Simon Mortimer.)





BELOW: View from our railtour inside the Rail S

Service Centre building Road 5. (Chris Ziemer.)

BELOW: Earlier a Di8 Norwegian loco hauled a long rake of rail wagons out o
to Dawes Lane and the rest of the steel works. Taken from our tour which is
that it was decided to make for Road 5 before another train appeared with w

of the Rail Service Centre Road 5; it is on the connecting line sloping down
s on the Rail Service Centre east head shunt end of line. It was at this point
wagons to reoccupy it… (Simon Mortimer - all pictures taken 4 Jan 2020.)

BELOW: Also at the high up Rail Service Centre was the previously unhear
Our tour propels back to the west end head shunt, Points 619 are in view

rd of situation of Roads 1, 2 & 3 (far right to left) being so clear of wagons.
w. Scunthorpe itself can be seen behind the vegetation. (Chris Ziemer.)

BELOW: Heavy Repair Bay, Road 8 with wagons in the way - but not for lon

ng. The pile driver at the end was a different matter though. (Chris Ziemer.)

BELOW: Our tour shunts the aforementioned wagons across into Road 5
There are no prizes for guessing where the tour went next… The s

One discovery on the tourwas the new buffer stops on Road 7 (right), severi

5 (already done by the tour) clearing out Road 8, to the pile driver (right).
scale of the Heavy Repair Bay building ahead can be appreciated.
ing the loop so it no longer joins Line 6 towards the building. (Chris Ziemer.)

BELOW: BOS Yard Line 4 - see earlier for an end of line close up. Top middl

le left is the Slab Yard, then Concast with the BOS Plant far right. (Chris Z.)

BELOW: After lunch and with everyone squeezed onto two brakevans, AFRP