rside station train service; it finished over 31 years ago, from 30 Nov 1992.
855] Esher station: By no means an uninteresting station! (With thanks to the Esher Local History Society.) By Christopher Reynolds. Esher opened on Mon 21 May 1838 as part of the London & Southampton Railway, which provided services between Nine Elms and Woking Common. Trains called at Wandsworth, Wimbledon, Kingston (later Surbiton), Walton and Weybridge; they could reach Nine Elms from Woking in 57 mins and from Esher in 30 (A). By 11 May 1840 this railway extended to Southampton and the company had become the London & South Western Railway (L&SWR). It was first conceived as a way to make Southampton Docks more suitable for trade, providing a direct, safer route to London, avoiding the French raiding ships that caused concern in the Napoleonic Wars! Stations were built as places to unload goods for distribution to the local area. Regarding Esher, this was for the Hampton, Hampton Court, East and West Molesey, Thames Ditton and Long Ditton areas. Note that Geoffrey Body's 'Railways of the Southern Region' has the current station dating from an 1877 reconstruction. As passenger numbers increased, the L&SWR expanded with extensions to Vauxhall Bridge and Waterloo Bridge in 1848, easing travel to central London. Originally named Ditton Marsh, Esher station become Esher & Hampton Court in 1840, Esher & Claremont in 1844, Esher for Claremont in 1912/1913, Esher for Sandown Park in 1934 and just plain Esher on 13 Jun 1955 (B). The station was expanded by 1 Apr 1888 to include four tracks and royal waiting rooms on the local line (outer) platforms for Queen Victoria's daughter-in-law, Princess Helena of Waldeck and Pyrmont (!), who lived at Claremont. From 4 Jul 1937, electric trains ran towards Portsmouth, Alton, Aldershot, Farnham and Waterloo, increasing speeds. Esher was also equipped with its own special platforms for the race days at nearby Sandown Park. The Park, the first enclosed racecourse in Britain, opened in 1875 with a considerable increase in passenger numbers on race days. From 20 Apr 1882, two platforms with three faces (see map) were built west of the Up platform, allowing space for up to three trains. Sidings were also built then,to the west,to stable these trains which awaited the return of their passengers. LEFT: 25'' map (1895) of Esher & Claremont Station, surrounded by open countryside. The three country end, Up side, racecourse platforms are bottom left. The Goods Yard and shed is top right. Engines often blocked the Up local line between Walton and Esher on race days until 1936 when a second signal box, 'Esher East', was built to deal with the extra traffic. The subway under the embankment towards the western end of Racecourse P1 & P2 was financed by the Racing Club to reach the course quicker. The racecourse platforms, just west of the main station, closed 18 Oct 1965 and were demolished in 1972 (C). N o 1 Racecourse Platform was on the unidirectionally signalled Up Local (Slow Line); N o 2 & N o 3 only had a London end connection into that track. N o 2 & N o 3 joined at the country end into a long headshunt that could have held one or possibly even two trains.
Racecourse platforms N o 2 & N o 3 were only used by departing trains and only towards London. N o 1 could be used by arrivals from the west. This makes sense, as arrivals for meetings would be over a longer time period but departures would be after the last race. N os2 & 3 were accessed by ECS shunts. A local member believes that Oatlands Sidings, west of Walton-on-Thames, used to stable race special stock too, probably after closure of the dedicated platforms. (They were otherwise used to store stock for holiday trains.) He cannot recall that occurring after he joined the railway in 1972, so it was probably short lived arrangement. He does remember extra Esher stops being made by Bournemouth/ Basingstoke/Alton (?) trains on race days but these also ceased, probably in the 1970s. The station ticket office was underneath the Down platform, with a set of stairs that led up to the platform and another passageway that led to a forecourt used as a taxi rank and car park. On the opposite side of the embankment, another set of stairs led up towards the London bound platform (D). The Goods Yard (originally on the site of in the present day car park) closed in Dec 1962, while the buildings on the disused middle platforms were taken down in 1966. Does anyone know when the regular timetabled trains ceased using this platform (and at Walton-on-Thames) please? A local member suspects it may be the time of Bournemouth electrification/end of steam timetable revisions. He is sure it would have been still used probably until at least late 1970s, maybe into 1980s when required because of engineering works or similar, before falling into disuse like at Walton-on-Thames. Esher station was rebuilt between 1987/1988, a new timber footbridge was erected along with the present station building. The old station buildings, including the royal waiting rooms, were demolished to make way for the new structure, as well as easy access to the car park and waiting area (E). Sources: (A): Rupert Matthews, 'How the Steam Railways came to Surrey' (Epsom, Bretwalda Books 2010) p24-27. (B): Vic Mitchell & Keith Smith, 'Waterloo to Woking: Southern Main Lines' (Middleton Press, Midhurst 1968) p4 and 'Railway Passenger Stations' (by M E Quick) V5.05. (C): Alan Jackson, 'The Railway in Surrey' (Atlantic Transport Publishers, Penryn 1999) p224. (D): Alan Jackson, p178. (E): Matthews, 'How the Steam Railways came to Surrey' p48 Railway Times 1838 (from Elmbridge Library). [Original Esher Local History Society article adapted for BLN and with additional material.] 856] Worthing: (BLN 1444.741) The SSuX peak Brighton trains (that were turning back in Worthing P3 due to damaged points atWest Worthing) were extended to West Worthing again from 25 Mar. 857] Newbury: (BLN 1414.2903) Station redevelopment is complete, with three business growth units available. In 2018 work started on a new footbridge with lifts, two new cycle hubs (300 extra spaces) and forecourt works. Completion of the north side building followed, with seven new ticket gates, five in the open plan ticketing area and two for crowd relief, an enlarged waiting room, café and toilets. The south side building has been enlarged to relocate staff offices;a new enlarged heritage look canopy houses the seven new ticket gates and a ticket machine. The forecourt layout has been improved for bus and pedestrian access, with a new walking route to the town centre. There is also a new 160-space multistorey car park. The forecourt canopies and station building external walls will now be cleaned. 858] Eastbourne: Willingdon Jn north of Hampden Park will be relaid at a cost of £2.5M during a 4-day Easter closure. 450 sleepers, 2,300 tonnes of ballast and 750m of conductor rail will also be renewed. Buses will run between Lewes and Bexhill, serving Eastbourne, a limited train service to Pevensey & Westham Up P1 includes use of the trailing crossover east of the station on departure. 859] Sheerness branch: The single track Swale Lifting Bridge, also known as the Kingsferry or King's Ferry Bridge, between Swale and Queenborough is shut for two weekends and two eight day periods this summer for emergency repairs. The 1950s bridge will be closed to pedestrians, cyclists, rail, road (Sheppey Way) and shipping on 8 & 9 Jun, 15-22 Jun (8 days), 29 Jun-6 Jul (8 days) and 13 & 14 Jul. Routine inspections revealed that the condition of some of the 40 steel cables, supporting the bridge when it lifts for maritime traffic, has deteriorated. All 40 will be replaced. Southeastern will provide a regular bus service between Sheerness, Queenborough, Swale and Sittingbourne stations. Swale is the first station on the single track section over the bridge, 9ch north of the convergence of the double track to single. The nearby high level A249 Sheppey Crossing main road to Sheppey is unaffected.
860] Guildford - Havant: (BLN 1436.2591) Farncombe to Petersfield resignalling commissioning is now deferred until 'Summer 2025'. This is vague, compared with the previous 'we will be demolishing the signal box on 27 Oct 2024' notice that appeared on the gate at Farncombe some weeks ago but has, unsurprisingly, since gone. The reason given is the ongoing unforeseen delays to the Victoria and Cambridge resignalling schemes. Work proceeds on the line with intermittent possessions. 861] Totton: Work, due to take 4 weeks, has started on a second entrance to Down P2 and step free access at the station. The £353k is made up of £238k from the Access for All fund, plus contributions from Hampshire County Council and SWR. A new footway with lighting will connect the east end of P2 to Totton High Street, where there will be a new road crossing point with tactile paving on High Street. 862] 1938 Sleeping car: Three years after being lifted off the rails at Ryde, a former Island Line driving coach has been converted into a unique £175 a night Airbnb. 483009 ran between Ryde and Shanklin for some 24 years between 1992 and 2016. In her final years on the IOW, 009 was the depot shunter until Mar 2021. Now, coach 129 has been spruced up and transformed into an adult only glamping destination at Apple Mount Retreat, Thorpe Morieux, IP30 0NQ, north east of Long Melford in Suffolk. It is thought to be the only place in the world where you can sleep in a former tube train and follows a complete restoration into London Transport colours by Cranmore Traincare. The 17m long, 2.3m wide carriage has a double bed, bathroom with a walk in shower, as well as a galley style kitchen and a living area. It even has underfloor heating; hopefully, all more reliable than these trains were on the IOW. 863] Ashford - Hastings/Uckfield Lines: GTR (Southern) is unable to commit to decarbonisation, unless NR and the DfT agree to fund and implement alternatives to diesel operation on these lines. GTR says electrification is the optimum solution for many UK diesel routes and expansion of the existing 750V DC third rail would be most appropriate. NR has identified that Ore (Hastings) to Ashford may be suitable for battery operation or electrification. This would need to take into account potential service enhancements, including local aspirations for Southeastern High Speed services to be extended to Hastings. NR recommends developing DC third rail electrification for Hurst Green to Uckfield as soon as affordable. This would release DMUs (which run all the way to London Bridge of course) for other routes. Operating costs would also reduce. GTR is one of two operators involved in a Rail Safety & Standards Board project reviewing the safety, legal and regulatory issues of third rail electrification infill projects. This review is looking at whole transport system safety, project and economic risks. 1445 SOUTH WEST (Samuel Taunton) [email protected] 864] Cranmore: (BLN 1421.904) (TRACKmaps 3 p13A 2023) During our most enjoyable Fri 22 Mar visit to the East Somerset Railway (thank you, Darren), participants discovered that NR has devegetated the line between Merehead West (4m 57ch) and Cranmore East (the NR boundary 5m 48ch). 400 sleepers have also been replaced and the set of points at Merehead West is to be renewed. This work is mainly for Merehead Quarry traffic to shunt towards Cranmore but will reopen this out of use line too. 865] Bodmin Parkway: (TRACKmaps 3 p9D 2023) The 2018 edition shows the NR connection - now at the country end via a headshunt - as disconnected at the actual boundary (274m 05ch). BLN 1409.2293 (dated 1 Oct 2022) reported that there was a stop block there and the headshunt was very overgrown. During our most enjoyable 23 Mar all day tour (thanks again, Darren) of the Bodmin Railway, as the former Bodmin & Wenford Railway is now known, it was discovered that the connection has been cleared and reinstated with recent resignalling. There is an axle counter on the NR side, just before the points to the headshunt, with control from Exeter Signalling Centre. Subject to suitable rolling stock a through train would be possible although, reportedly, NR charge £2,000 per train movement to use it! 866] Charfield: (BLN 1420.766) The proposed new station (113m 18ch*) on the Gloucester to Bristol line is now an established Network Change. *From Derby London Road Jn via Gloucester Eastgate. 867] Lustleigh 'Viaduct': On the former Heathfield to Moretonhampstead branch (CP 2 Mar 1959 and CA here 6 Apr 1964), this tall structure, in fact a two narrow arch bridge, has now been preserved. Part of the Historical Railways Estate, it was built of granite sourced from the nearby Lustleigh Cave but was deteriorating with tree root growth, now cleared by National Highways contractors with repointing.
868] Portishead: Half-term week is not only well suited for rail closures but roadworks too, with tree maintenance as well as work on the roads themselves. This resulted in the 'X4' Bristol - Portishead (via Pill) bus having various diversions over unusual routes (BSUL?) in Portishead on different days, so two visits were made week commencing 12 Feb 24. If you're wondering what this has to do with railways, hang on! This service is essentially the bus equivalent of the Bristol - Portishead rail service, as it follows the branch. From the top of the double deckers used, good views are available of the old Ashton Gate platform, the Metrobus 'm2' route over the Ashton Swing Bridge (which once carried the Wapping Wharf branch), the viaduct in Pill, the former Portbury station - not being reopened - (where the road crosses over the line), the site of the intended future Portishead station and the line further into Portishead. Furthermore, passing Ashton Court, there's a good view of the Model Engineers railway (MR p23), elevated and ground systems - but leaves on trees will hide that later in the year. The site for Portishead station is further away from the Town Centre than originally intended, which would require a level crossing over 'Quays Avenue', a busy road built since rail closure. Level crossings are not favoured now, due to safety and traffic delay concerns - the short distance on to the original planned site would not be compatible with over/underbridges, even if extra funding was available. The'X4'bus provides a good circular tour of Portishead and some lovely views over the Bristol Channel. Significantly, it illustrates how far residential growth in Portishead has developed in recent years, such that the station site, although close to the Town Centre, Marina and shopping areas, is some distance away for many residents. There are likely then to be only limited numbers who choose to walk to the station - for those who do, the extra walking distance is generally insignificant. Many are expected to drive to the large station car park, based where the station was first planned on the 'town' side of Quays Avenue, such that the slightly further out station site itself should not dissuade potential users. They may, of course, catch the 'X4' bus on its circuit through Portishead to/from the station, especially if its current 20 minute frequency is maintained when the trains start. The station site is particularly well positioned for tourism, within easy walking distance of the Marina and the Town Centre. The disused single line Portishead branch after Portbury Dock Jn (126m 32ch), the Portbury Dock connection, was seen to have been recently cleared of vegetation and the track remains in situ but is likely to need complete relaying for passenger use. At one place, an access road has been built over it, for work on the new style pylons or for building development but designed for easy removal. The line splits into two parallel lines before and after Quays Ave, leading to a long headshunt on the town side. The tracks across Quays Ave have been removed and there is a short section removed part way along the headshunt. A footpath from the car park serving Lidl, Waitrose and Home Bargains leads to the trackbed beyond the headshunt and follows this for around 100 yards before veering away just before the buffers. There is no restriction, physical or otherwise, on continuing walking along the rail tracks to the locked gates protecting Quays Ave. The prohibitive fencing on the country side of Quays Ave has been damaged, suggesting that locals may unofficially take exercise along the tracks towards Portbury. Towards the town centre, the trackbed beyond the footpath is densely overgrown and the course of the line to Portishead 'A' (1929-1976) and 'B' (1955-1982) Power Stations - and the original passenger station on this line which CP 4 Jan 1954 - has been taken over by the car park. The curve towards the Power Stations beyond Harbour Road can be generally identified by the line of trees alongside the Leisure Centre. The later terminal station (CP 7 Sep 1964) was straight on among the dense vegetation. 869] Mid-Cornwall Metro: (BLN 1440.224) This is now intended to open in two phases. From May 2025, Newquay will have an hourly service from Par - doubling the present services with a new second platform at the terminus and passing loop. They are expected to run to Falmouth from May 2026. 870] Brentor hot property: For those wishing to live on the edge of Dartmoor, the old station is for sale (CP 6 May 1968); built by the Plymouth Devonport & South Western Junction Railway, it was later part of the Southern Railway. £850 000 buys the 5 bedroom house in 4.37 acres. The many original features include a Southern Railway style concrete platform running in board, two platforms (with buildings on both) and trackbed, platform canopy, ticket office and nameboards - internally it is a smart modern property. https://tinyurl.com/yedut867 has 38 interesting photos, floor plans and details.
X.53] BELOW: Yatton Loops; looking south, one passenger train a week is bofrom 12.02½ to 12.09½ for a Derby to Plymouth train to pass. The other train
ooked to recess - SuO 10.55 Cardiff Central to Penzance, a 5-car IET booked is from Severn Beach to Weston-super-Mare. (Nigel Benning, 25 Feb 2024.)
X.54] BELOW: An afternoon at Great Aish (explanation and context at BAt 3.42pm 5917 'Westminster Hall' heads around the curve on the main line wMike Roach, who took these photos, is in the field opposite Great Aish House;
BLN 1444.750 dated 16 Mar 2024) - all photos taken on Sat 2 Jun 1962. with a westbound extra train of 10 coaches towards Plymouth. Our member, in the background is Brent Hill. Aish Emergency Crossovers are to the right.
BELOW: At 4.48pm 2-8-0 N o 3849 from Laira Depot headstrain which was put into the Up loop. The crossovers are b
s slowly down the gradient with a heavy permanent way believed to be towards the middle / far end of the train.
BELOW: At 5.05pm 5917 'Westminster Hall' (seen earlier) returns back up t
he line light engine. Extra 'relief' trains were quite common in those days.
BELOW: At 6.01pm Churchward Mogul 6312 (from 82B - Bristol, St This loco was withdrawn three months later. Note that the pe
Phillips Marsh Depot) passes the end of the loop with 34 wagons. ermanent way train is now in the loop; its loco is upper right.
BELOW: (Item 874) The last day at Lostwit
thiel - the final operational day of the signal box and semaphores - Plymouth end....
BELOW: Engineering trains were indeed operating; this is obviously the 18.00
0 from Burngullow Jn to Liskeard Ground Frame working… (Penzance end).
BELOW: Again the Penzance end of the station, the former Fowey bay is left;
; right is the 16.27 Plymouth to St Austell. (All Nick Jones, Sun 3 Mar 2024.)
BELOW: Next day at Lostwithiel Level Crossing … … … … we have l
lift off! Plymouth is to the left. (All Nick Jones, Mon 4 Mar 2024.)
BELOW: Note the armless, spectacle-less semaphore sign
nal post, upper centre right (Plymouth is off to the left).
BELOW: Garden ornament anybody? Only one careful owner (well,
probably three in fact)? Is that a wheelbarrow or a Goonbarrow?
BELOW: Semaphores par excellence - also on Sun 3 Mar. The 17.40 St Austell
to Plymouth departs Par; the Newquay branch curves right in the distance.
BELOW: Semaphore sunset (1); the Penzance end of p
par with the Newquay branch curving off to the right.
[BLN 1BELOW: Semaphore sunset (2) - towards Penzance from the other side o
1445] f the signal box; that unit is in Par Chapel Siding (well, it was a Sunday).
BELOW: The morning (Mon 4 Mar) after the night before, designalling at thThe green cross code indicates old equipment that is redundant and can be r
he Plymouth end of Par, this semaphore arm is dropped for the last time… removed. A new signal post is lying flat at the bottom of the platform ramp.
BELOW: During the resignalling trains turned back in Liskeard Down P1 as this HSend trailing crossover. 66846 storms through Up P2 on a Civil Engineering tra
ST is. Ticket sales rocketed due to our members wanting to do the rare Plymouth ain with a fine exhaust plume (First three Simon Mortimer, Tue 5 Mar 2024.)
BELOW: In the other direction the resident Mobile Operations Manager (MO
OM) goes to clip the points for the move; left is the Looe branch connection.
BELOW: After clipping the facing points the MOM checked the traili
ing points then authorised the signaller to clear the ground signal.
BELOW: On Mon 4 Mar, with the ground signal off, a HST heads over the crossov
ver for Plymouth in the pouring rain (the ubiquitous and very keen Nick Jones).
BELOW: (Item 868) Trackbed of the disused Portishead branch with track (h
honest), the town is in the distance, right. (Angus McDougall; 17 Oct 2011.)
ABOVE: An 8 Jun 2002 tour https://tinyurl.com/38vbxe4k passing Portbury Dock Jn (126m 32ch) - the disused line is to Portishead; off right is the Royal Portbury Dock branch. There is a 'line' of photographers for this first tour to the Dock (Angus Mc Dougall). BELOW: Four Portishead stations (6 with the power stations); 1970 map. The purple arrow shows the first (1867-1954) station, continuing to the power stations; brown is the 1954-64 station; green is the future station. Black is the WC&P station site. Bottom right is the M5 under construction.
BELOW: (Item 874) The remains of Lostwithiel Signal 5; it looks as though someone had a smashing time here.
871] Gloucester - Severn Tunnel Jn: Ley Crossing (120m 20c) to Severn Tunnel Junction (148m 61c) is expected to be under possession from Mon 26 Jul until Fri 10 Aug. Nottingham to Cardiff CrossCountry services will turn back in Gloucester (on previous occasions, some have run via Bristol Parkway). There are more cutting embankment slip problems to sort out with other works included in the possession. 872] WANTagED Bidi: On 19 Mar, due to a signalling issue between Swindon and Didcot Parkway, the 07.39 Didcot to Bristol TM (and others) ran wrong line from Wantage Road to Swindon P3. At the latter using the crossover at 77m 00ch, exiting via the first crossover to the Up Main, then to the Down Main at 77m 49ch. Up trains ran on the Down Main to Wantage Road and crossed back to the Up. 873] Nothing to get cross over: (BLN 144228) From Sun 24 Mar, Dawlish barrow crossing and white lightindicators were to be taken out of use and recovered as there is now an accessible footbridge. 874] Cornwall resignalling: (BLN 1443.661) A member reported from Lostwithiel on Sunday 3 March (the final day of operation of the signal box). The now trackless former Down sidings area, including the country end Down side Fowey bay platform, had been converted to a works compound for the resignalling project. There was one new bagged signal outside the signal box (apparently for Up Direction moves from Down P2) but there didn't seem to be a huge amount of new signalling installed then. Several enthusiasts were out photographing the semaphore signals for the last time. Moving on to Par, again there were signs of preparation for resignalling but it looked a long way from completion. With the Truro resignalling blockade starting a week earlier, trains were turning back at St Austell (signalled from Par box using an NX panel). The final trains signalled were 21.34 Plymouth to St Austell, worked by 802012, and its 22.47 return. Departing Par on time at 22.55, it brought down the curtain on nearly a century and a half of traditional GWR signalling by Par signal box. Our member is not sure of the exact opening date as the Signal Record Society's register doesn't give one. However, a printed sign placed in the signal box window suggests 1879 (Peter Kay's Signal Box Directory agrees). It was not quite the end; the Par signaller remained responsible for the T3 possession between Truro and St Austell. Finally, at 04.50 on Mon 4 Mar, the signaller exchanged the closing bell signals (7-5-5) with St Blazey and Lostwithiel, the possession was extended eastwards, and Par became just another 'former signal box'. Happily, the box itself is Grade II listed so will remain intact - possibly as an office. Next morning, dismantling of Par semaphores was underway and, with all lines under possession, there was a sea of 'orange army' across the station and surrounding area. Unfortunately, weather conditions in Cornwall were appalling with torrential rain and strong winds - not the ideal day for a major outdoor project! At Lostwithiel, the level crossing was being used as a delivery point for heavy materials. One barrier arm had been removed (presumably intentionally!) and there was a short queue of flatbed lorries on the east side. Each lorry drove onto the crossing, where a rail mounted crane picked up its load. The lorry drove to the west side and turned round to return over the crossing (the narrow River Fowey bridge prevented egress to the west). The rail mounted crane pulled the cargo clear of the crossing. Between loads, pedestrians were escorted across but the LC was closed to other road traffic. Our member noticed that the signal spectacle glass had been smashed in the then 'armless' signal LL5 at the end of Up P1 - possibly to prevent sunlight shining through and giving a 'phantom' aspect. 1445 WEST MIDLANDS (Brian Schindler) [email protected] 875] Shrewsbury savings: (BLN 1443.625) The DfT claims that the 07.04 SuX, 11.14 SuO Avanti service to Euston and 18.15 SX (18.16 SO) return, which will be withdrawn after last running on 1 Jun, are now losing £1.4M per year. This is attributed to lower passenger numbers and changing travel patterns (travelling off-peak). Pre-pandemic, the service was more frequent, loaded well and at one time had been intended to be built up to two hourly. The long ECS runs don't help of course. Wolverhampton to Euston services are maintained in the new timetable and the equivalent morning departure then runs from Manchester Piccadilly via Stoke-on-Trent and Wolverhampton in passenger service. 876] Albrighton: On Sat 9 Mar, a Shrewsbury to Wolverhampton rail replacement coach, on Day 1 of the line closure following the landslip, struck the bridge over Station Road which has 10' 6'' clearance. The 25 passengers were unhurt but the coach sunlights and air conditioning units were badly damaged.
877] Oakengates: (BLN 1444.755) As well as being at an 80o angle - near vertical - the embankment that slipped (about 5,000 tonnes of material) is around 20ft tall and about 66yd long. It is the most severe landslip in NR Central area for some years and followed a period of exceptional rainfall. There are old coal mine shafts in the area but luckily not here. The embankment was devegetated and an access haul road constructed to the base, fortunately not too far from a decent road. E-BLN 1444 had three quite dramatic pictures of the landslip at 150m 20ch, between the site of New Hadley Halt (see BLNs 1420.777 with e-photos and 1421.917) on the Shrewsbury side, and the B4374 Wombridge Way overbridge on the Wolverhampton side. A local member advises that about 12,000 tonnes of 10-20cm size (G6 grade) stone was required to support the embankment in gabions; it came in by road in a fleet of lorries. In addition, 600 tonnes of ballast had to be added to the track. Madeley Jn (156m 19ch) trailing crossover had been secured out of use since cable theft and other problems in Apr 2023 (cable theft has also been rife on the disused Ironbridge Branch). However, the crossover was successful resuscitated and a somewhat irregularly spaced Birmingham New Street to Shifnal train service began on Mon 18 Mar, requiring two units. At Shifnal, it was an ECS shunt, reversing just west of Madeley Jn. On Fri 21 Mar, this service was extended to Telford Central P2, with a Pilot and Single Line Working over the Down line past Madeley Jn. Passenger trains from Telford used the aforementioned crossover towards Wolverhampton - it is the one used by railtours coming off the Ironbridge branch. This was helpful as the replacement buses have, at times, struggled with the passenger numbers and been stuck in traffic. Passengers at Wellington have not been so fortunate; TfW was unable to resource a Shrewsbury shuttle. Line reopening was expected on Good Fri 29 Mar. 1445 IRELAND (Martin Baumann) [email protected] 878] Limerick, Ennis Line Jn - Ennis: The line closed from start of traffic Mon 18 Mar for at least 6 weeks, possibly several months, due to rising water levels in Ballycar Lough. This flood prone section had escaped a major closure for almost four years but has a history of them (LEFT). Near Milepost 17, Ballycar Lough and its environs are in a geological and hydrogeological environment where the underlying limestone rock, with a thin covering of soil and bedrock exposure, combine to produce a shallow network of springs, disappearing streams and turloughs. A turlough is a seasonal/periodic water body found mostly in limestone karst areas of Ireland, west of the River Shannon. The causes of flooding at Ballycar Lough are mainly the prolonged sustained rainfall in Ballycar Lough catchment area, with the natural constriction to the outflow stream of Ballycar Lough located between the swallow hole and the spring. Water levels have risen up to 1.60m above the railway track during some past floods. The flooding also has caused disruption to the water supply to Newmarket-on-Fergus as well as blocking local roads and restricting access to farming lands. A report on flood relief options has been completed by Consultant Engineers RPS (Rural Planning Services) for Irish Rail and stakeholder representatives from Clare County Council, the Office of Public Works, the Geological Survey Ireland and the National Parks & Wildlife Services. It recommends a new preferred option of a technically viable drainage scheme to prevent the railway flooding and flood mitigation measures downstream that would be necessary either directly or indirectly with this option. Irish Rail is now awaiting government funding of €16.7M (2020 prices) for the proposed works and has been waiting for approaching four years! The required works are well away from the railway itself. 879] Kishoge: (BLN 1435.2480) This four platform station 5m 66ch from Dublin Heuston on the Kildare line was originally due to open in 2009. It didn't, as all the intended development around it stopped. The station has needed much work to bring it up to standard but is now expected to open during 2024, with local Heuston and Phoenix Park Tunnel services calling. The current timetable provides for this. 880] Woodbrook: (BLN 1437.2421) Between Shankill and Bray, OP is now expected Sun 15 Dec 2024. 881] Donegall Quay Loop: (BLN 1443.634) After not seeing a single train since it was signed back into use on 21 Oct 2023, Donegall Quay Loop was again signed out of use from start of traffic 2 Mar 2024. Closed from Reopened 5 Feb 2008 27 Mar 2008 18 Nov 2009 21 Jan 2010 2 Feb 2014 20 May 2014 5 Dec 2015 17 May 2016 27 Jan 2018 21 Mar 2018 29 Feb 2020 28 Apr 2020 18 Mar 2024 Unknown
882] Belfast Great Victoria Street:(BLN 1437.2418) The present station OP 30 Sep 1995; permanent closure, with the line to Westlink Jn, is now back to Sat 11 May 2024 - after normal passenger service Fri 10 May. Portadown local services will then use Belfast Lanyon Place directly, avoiding Great Victoria Street. The curves from Westlink Jn to Central Jn and to City Jn also then temporarily close until the 8-platform Belfast Grand Central station opens, currently provisionally Mon 26 Aug. 883] Galway: (BLN 1415.1231) From 23 Mar until further notice, Galway P1 is shorter; its buffer stops have been moved three chains (53m) towards Athenry, due to the current rebuilding of the station. 884] Dublin Area Rapid Transit Plus: The first DART+ EMU is due to arrive in Dublin during September. 885] Bord na Móna: (BLN 1441.367) On 11 Mar it was confirmed by the IRS that all peat rail operations (Bellair) will finish on 31 Mar. Peat at Kilgarvan and 139,000 tonnes at Mountdillon will be abandoned. Bord na Móna CEO retires this year and wants to leave the company peat-free. [Is his name Pete?] 886] Derriaghy: The platform alterations came into passenger service from Mon 25 Mar; extended Up P1 (towards Dublin) is centred at 107m 38ch and the new staggered Down P2 (to Belfast) 107m 51ch. 887] Loughrea: (BLN 1443.628) ❶A member travelled on this 9-mile long branch on Mon 4 Sep 1967. The 11.45 from Attymon Junction was a mixed train, loco C227 (which is now sort of 'preserved' in a very poor state at Moyasta Junction as a static exhibit at the 3ft gauge West Clare Railway). In 1967 it was hauling brake/standard coach 1910, a goods van labelled 'from Ballinasloe to Loughrea 2 Sep' and a goods brakevan, all vacuum fitted. The coach was fitted with electric night storage heaters, charged when needed overnight at Loughrea via a cable coiled up on brackets on the brake end during the day. There were 12 'normals' and five more joined at Dunsandle, where a wagon and van were in the loop. At Loughrea a wagon of scrap, three cattle wagons and a van stood at the loading bank, plus about 20 more wagons in the yard. The return at 15.35 had 31 passengers (including schoolchildren?), 15 alighting at Dunsandle where two joined. Our member noted that the track comprised short flat-bottomed rails spiked directly to the sleepers, with line speed 30mph. He retains happy memories of the 'tinkle tinkle' from the rail joints as the little train plodded across the green heart of Ireland. ❷Another member did the Loughrea branch two months earlier, on Tue 4 Jul 1967, during his second Córas Iompair Éireann (CIÉ - Irish Transport System) Rail Rambler Ticket. At Dunsandle he was invited to join the footplate crew on the loco, G612. Loughrea and Foynes were the only CIÉ passenger lines worked by the diminutive 4-wheel 'G' Class - they were only 160hp, 21ft long, weighed 22 tonnes and had a maximum speed of 26mph - our member's train had one coach (CIÉ N o 1910 again)! Seven 'G' Class locos entered service over 1961-1962 but, with the lightweight branches they were intended for all closing, they were withdrawn between 1967 and 1977. Five were sold to Cómhlucht Siúicre Éireann (Irish Sugar) and four survive in preservation, although G612 which our man rode on was scrapped. As above, the coach (the same one) had an electric heater in the corner as the loco was not equipped for train heating. Our member believes Loughrea was one of the last two CIÉ branches to be worked by steam - up to Feb 1963. When diesel traction was introduced, the service was doubled from two round trips to four (SuX)! The other last steam worked line was the 9¾ mile Ballaghaderreen branch, with four intermediate stations, from Kilfree Junction on the Dublin to Sligo main line. It closed to all traffic in Feb 1963 and did not see diesel trains. CIÉ did retain 17 steam locos (sixteen 0-6-0s and 2-6-0 N o 461) in anticipation of their use for the 1964 sugar beet season (heavy traffic for the railways) but they were not needed and remained in store. The last ordinary steam workings (non-railtours) in the Republic were occasional specials on the Great Northern Railway (Ireland) main line from Dundalk to Dublin (Amiens Street station then-Connolly now of course). So CIÉ steam ended 5½ years before British Rail. 1445 ISLE OF MAN (Graeme Easton) [email protected] 888] What difference does a few years make‽ IOM Transport has issued a Stallholders (sic) Alert: To mark our 130th Anniversary of the Manx Electric Railway there will be a family Victorian Fayre held at Ramsey MER Station on Sun 4 Aug 2024, 11.00-16.30. However, the 130th Anniversary was last year! This year is the 125th Anniversary of the MER reaching the current Ramsey site (24 Jul 1899, after extending to Ballure 2 Aug 1898). We can celebrate 130 years to Laxey (but short of the current stop).