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18th November 2017

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Published by membersonly, 2018-04-13 12:22:13


18th November 2017

Issue Number 1293 (Items 2275 - 2370 &IsMsuRe 2N1u7m-bMerR1222658) (E-BLN 60 PAGES) 18 Nov 2017


Published twice monthly by the Branch Line Society - founded 1955


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

British Isles news from member7s2; 8a6n7i7nternational section is available.
Opinions herein are not necessaarivlyaitlahbolsee. of the Compilers or the Society.

………………..BLN 1294 is dated Sat 2 DecS;oCcoientyt.rSibouciteitoyn. s must be received by 22 Nov

E-BLN, IMPORTANT REMINDER - from BLN 1294 e-BLN can only be seen by logging on to the website.

2275] General Meetings: Members are reminded of the Special General and Annual General
Meetings in Liverpool on Sat 18 Nov, at the Holiday Inn, near Central and Lime Street Stations.
We confirm the SGM start time is 13.00; it will be followed after a short break by the AGM. If you
have not notified and wish to attend, space is expected to be available on the day for members,
but unbooked attendees will not be entitled to complimentary refreshments. There is no sound
amplification, so please sit near the front if necessary (also gives a better view of the Committee!)

Date Event and details BLN Lead Status
1289 JE *FULL*
Fri 17/11/17 09.00 West Lancs Light & 14.00 Windmill Farm Railways

Sat 18/11/17 08.30 Southport Lakeside Miniature Railway 1289 JE OPEN

Sat 18/11/17 13.00 Liverpool; Special & 2017 Annual General Meetings 1289 TW OPEN

Sat 18/11/17 17.00-19.30 (approx) Railway films presentation/buffet 1289 JE OPEN

Sun 19/11/17 09.12-18.47 The Whitechapel Wayfarer UPDATE BELOW 1289 JE OPEN
Sat 2/12/17 The Christmas Brush, STANDARD CLASS FULL - see below OPEN

Sun 17/12/17  The Grand Farewell - HST tour (between items 2368/69) 1293 JE

Sat 6/1/2018 09.30 - dark: Railtour of Scunthorpe Steel Works (now full) 1291 JE *FULL*

Sun 25/2/18 Save the date: Interesting fixture in the planning TBA TBA Claimed

20-24/4/18  5 day tour of threatened Finish freight lines SEE BELOW 1290 IS OPEN

3 to 6/5/18 Island of Ireland four day 'long weekend' (not yet open) TBA TBA Claimed

Sat 12 May With '565 Railtours', West Coast traction & Colas Class 37s TBA TBA Claimed

Thu 14 Jun Annual Pre-peaks Trekker, Loco-hauled charity railtour TBA TBA Claimed

IS-Iain Scotchman, JE-Jill Everitt, KA-Kev Adlam, TW-Tim Wallis, = Can be booked at

2276] Whitechapel Wayfarer, Sun 19 Nov: (BLNs 1289.1906 & 1292.2189) Our AGM railtour now
departs Hooton P2 09.12, or join at Chester P7 10.00, Hooton P1 10.20 (bay), Rock Ferry P4 11.35
(bay) or Southport P2 13.38. Returns New Brighton P2 18.02/Hooton P3 18.47. PAY ON THE DAY IS
AVAILABLE (CASH) BLS Members/Merseyrail Staff £65, non-members: +£12, U18 accompanied -£5.

2277] The Christmas Brush, Sat 2 Dec: Standard class is full; only a few First Class Plus seats remain on
this railtour. Details were with BLN 1290, or see website, there is also a Reading set down at 16.40.

X.170] Finland Railtour 20-24 April 2018: We are pleased to advise that this event, now extended to
five days, is OPEN FOR BOOKINGS. Please see the Fixtures section of our website where the trip can be
booked online but also complete the special booking form - which contains much more information -
with the additional details required. This is available as a Word document to 'save', preferably fill in
electronically, and email to the organiser [email protected] (Iain Scotchman). Anyone
unable to do this can print off and post a copy to Iain at 102 Shenfield Place, BRENTWOOD, CM15 9AJ.
If you cannot print a copy your BLN Editor (per back page) will do one for you in return for an SAE.

2278] New Website (1) Forum (Blog): Some of you will have noticed the News Forum or blog (second
tab from the left on the Home page) where the Society will post certain items of news from time to
time. The most recent 'official' news item posted by the Society Committee also appears on the lower
part of the members' Home page when logged in. Where a post has replies or comments associated
with it, these can be seen together with the original post by clicking on 'See all posts for this topic'.

Members should note that they too can post a news item to this forum which will only be seen by
other logged in members (and will not appear on the front page). Simply click on 'Forum' on the blue
navigation/menu bar and the last 10 news items posted will be displayed on the left-hand side of the
page. On the right-hand side is a list of all posts and underneath the list is a button marked 'New post'
which should be clicked if you want to add your own news item. This will bring up an online form
where you can enter details of your news. Please keep the title brief and the message to the point
(a maximum of 1,000 characters is allowed), and only change the 'Replies' setting if you specifically
need someone to respond. The date and time appear automatically. Please note the comments on the
form about links if you want them to function, and please ensure you read and adhere to the Terms &
Conditions of posting and that you click on 'Create' when you have completed the form.

IMPORTANT: you cannot delete or edit a post once it is made,
so type carefully! If editing or deleting is needed, please email
the Website Officer Ian Delgado. Please do look at the 'Forum'.

2279] New Website (2) Railway Rights of Way: We are also
delighted to announce that logged in members can now access
this information. It is original material compiled by our
member Rhys Ab Elis, first published in his 1985 Society book
(out of print), then as an updated CD in 2013 (sold out) with
regular updates sent out by email since. For those not aware it
is a compilation of disused railways in the British Isles to which
the public have permitted access: footpaths, bridleways,
cycleways and roads long and short. It complements Jeff
Vinter's Railway Rambler's Guide which mostly includes
trackbed walks over 2 miles. Many in this area of interest
(including Railway Ramblers) regard Rhys' guide as the
'definitive work'. Log on to our website, click 'more options'
and then 'Railway Rights of Way'. New readers should look at
the 'About' link for the abbreviations and symbols used, before
selecting the area of interest from the countries shown.

These are England, Northern Ireland, Republic of Ireland, Scotland, Wales and 'Islands'. Each is split by
county/Island. Information includes the type of route, very usefully map references of the end points,
length available, former company and the information source. Work is in hand to bring the pages up to
date, the material is up to date as at the beginning of 2017. Please send update amendments or
updates to Dave Cromarty who has kindly volunteered to assist [email protected] or
write directly to Rhys Ab Elis at: Mynydd Mawr, 14 Rhes-Y-Twnnel, Casnewydd, Gwent, NP20 4BT.

[BLN 1293]
2280] New Website (3) Plans on Track: We are always looking to enhance the website and to improve
the offering to our members. To that end, we are delighted to announce the introduction of a new
facility (for logged in members only) featuring revised or updated track layout diagrams, with huge
thanks to Martyn Brailsford whose work features prominently. The aim is to make the diagrams
available (some of which have appeared in past BLNs) in one easily-referenced place. To access this
new feature, please click on 'Track Diagrams' under 'More options ...' on the navigation bar.

2281] Railway World Jan 1982 - Dec 1987: Our member Martin Frayn has 72 magazines in good
condition available for collection (Lichfield area) in return for a suitable charity donation. Email
[email protected] or write to Martin with SAE at 14 Longbridge Road, Lichfield, WS14 9EL.

2282] BLN 1293 Supplements: We are delighted, with big thanks to Martyn Brailsford and Ian
Delgado to provide four A4 supplements with paper BLN. These are diagrammatic layouts of the
London Bridge areas before and after the Thameslink changes (on separate sheets so they can be
compared) and are suitable for marking up. On the back are more geographical diagrams of the new
layout (separate west and east sheets) colour coded by routes to make it easier to understand - rare
crossovers are in black. These can be joined side by side. All members can also access them via the
website and print further copies. A 'joined up' colour version is also available on the website.

1293 HEAD LINES (Paul Stewart) [email protected]
2283] Marsh West Jn - Great Coates No1 - Grimsby Light Railway - Immingham East Jn: Effectively
OOU due to multiple track circuit and axle counter failures. The last known use (unless anyone knows
otherwise) was Thu 28 Jan 2016, by (only) the 17.13 Lindsey Oil Refinery to Kingsbury Oil Terminal due
to a broken rail between Immingham and Ulceby Jn. It took 29 minutes from Immingham East Jn to
clearing Marsh Jn (six miles). Despite being a 'light' railway, it coped with this train weighing in at 3,200
tonnes. The last railtour was on Sat 11 Apr 2015 (UK Railtour's Humber Sceptre). The line, now with no
intermediate traffic, had been retained as alternative strategic access to/from the Immingham area.

2284] Great Yarmouth (incl) - Brundall Jn/Reedham Jn and Acle, Lingwood & Berney Arms stations:
TCP 21-29 Oct (local half term), resignalling preparation/maintenance. Norwich to Lowestoft ran SSuX
07.00-10.00 and 16.00-19.00. As usual Berney Arms had no alternative service for the entire 9 days.

2285] Norton Bridge station: (BLN 1286.1669) Formal CP 26 Oct 2017 - date of closure ratification (the
ORR notice is on our website); the original closure notice proposed 15 Oct 2017, although the final
train called Sat 22 May 2004. The DfT proposes to end its £40k annual subsidy of the replacement bus
services by the end of Mar 2019 to allow Staffordshire County Council to review it in line with other
local services. Interestingly, it is still possible to buy train tickets to/from Norton Bridge on National
Rail, for example to Barlaston (which has no trains also), at certain times of the day routed via Stafford
then train to Stoke-on-Trent. This is £3 single or £2 with a railcard, a bargain for over two hours of
entertainment; the Stafford to Stoke single is £5.40! [Have there been past examples of train tickets
being available to buy for timetabled services from/to stations after they have 'closed' like this?] A bus
driver on 7 Oct initially refused to accept a member's valid Norton Bridge train ticket; he probably
hadn't seen any (two a week are sold on average), an LM timetable poster fortunately convinced him!

2286] Blackburn, King Street Siding (loop) (10m 08ch) - King Street DMU Depot: (BLN 1290.2047) The
new six-road £23M depot for servicing, cleaning, refuelling and stabling (4 roads) up to 30 DMUs was
ceremonially opened on 27 Oct, it will significantly reduce ECS mileage. First use for regular timetabled
ECS was on Sat 11 Nov 2017, the 23.59 (Friday) working from Blackburn station which arrived at 00.07.

2287] Epping Ongar Railway, Stonards Hill (9.0km*) - Epping Forest (9.4km): (MR p8) TCP 4 Nov 2017
until further notice due to the disappearance of trackside signs. The next timetabled train is 27 Dec;
ROP advice appreciated. Santa Specials run North Weald - Ongar various dates 2-24 Dec. *from Ongar.

2288] Bluebell Railway, East Grinstead - Sheffield Park (both incl) and Horsted Keynes & Kingscote
stations: (BLN 1286.1611) TCP of the whole line is confirmed as 6 to 24 Nov 2017 (incl) for engineering
works. This includes on Poleay Bridge, the second one north of Sheffield Park where the embankment
has slipped each side over the years creating a 'humpback' bridge. Very large concrete blocks cast at
Horsted Keynes are being used to support the embankment as well as four 5 metre deep piles using
vertical bull head rails connecting into holes in the concrete blocks. The bridge timber track baulks and
footboards are being replaced. The next major engineering work is track relaying in February.

2289] Newcraighall East Jn - Millerhill EMU Depot (incl): 'Millerhill Emu Yard' on Realtime Trains.
From 12 Nov the (fortunately) bi-directional exit road was to be commissioned involving signalling
changes made in June 2017. The depot was then available for service except for the depot entry road.
Scheduled use is from the new timetable, the first departure is 07.40 ECS to Edinburgh; the first arrival
(at 23.16) is the 23.05 ex-Edinburgh. Initially in the week 5 trains are booked to stable and be serviced.

2290] Llandudno Jn - Blaenau Ffestiniog and 9 stations: (BLN 1292.2192) ROP 13 Nov 2017 (following
TCP 18 Oct 2017 after 19.00, initially due to storm damage to DMUs, then 'major' storm damage to the
2m 333yd long Ffestiniog Tunnel north of Blaenau Ffestiniog which has now been repaired).

2291] Laxey, Snaefell Mountain Railway - Snaefell Summit & Bungalow stop: (BLN 1290.2082) The
IOM Government website shows ROP Thu 29 Mar 2018 (Easter) after TCP 25 Sep 2017 (safety issues).

2292] Keeping Track, (extra to Head Lines) significant passenger service suspensions: *= New/altered
BLN Start (incl) End (incl) Location (exclusive where bracketed) [bold = closed now]

1281.1033 11 Jun 17 23 Dec 17 Midland Metro; Wolverhampton St George's - (Priestfield)
1222.1799 20 Dec 14 2 Jan 2018 (London Blackfriars) - (London Bridge) Thameslink work
1292.2195 †18 Nov 17 14 Jan 18 *Barking P1 & Woodgrange Park Jn - Gospel Oak Jn/P3 †18.30
1292.2197 8 Jan 18 14 Jan 18 *Newcastle King Edward Bridge & Norwood Jn - (Metrocentre)
1275.365 11 Nov 17 28 Jan 18 Fylde Jn (Preston) - Kirkham North Jn - Blackpool South
1275.366 11 Nov 17 18 Mar 18 Kirkham North Jn - Blackpool North
1286.1609 18 Sep 17 29 Mar 18 *Seaton Tramway, Riverside Loop south end - Seaton
1291.2113 14 Oct 17 30 Mar 18 *Darlaston Jn - Walsall Pleck Jn (SO weekly PSUL EMU)
1286.1612 22 Jul 2018 7 Oct 18 *Derby station/associated lines - partial rotating closures now

1293 BLN GENERAL (Paul Stewart) [email protected]
2293] Under 30 Railcard: The 24 Oct 'Evening Standard' advised that these are to be available in 2018.

2294] Fixtures Reports: We aim to have a report for most fixtures (particularly all railtours) with
pictures, as available, in e-BLN. Unfortunately this isn't always possible. If any member is interested
in volunteering to produce an occasional report please, contact the Editor; they can be anonymous
if preferred! Thank you to all our members who have kindly agreed to submit reports and did so.

2295] Points and Slips: ●BLN 1292.2168] A member in the signalling industry advises that the four-
part IOM Douglas to Castletown staff (pictured in e-BLN 1291) is a called a 'divisible train staff'. This is
not the same as train staff and ticket working (which does not involve divisible staffs); he advises that
there are major differences and safety implications. There are also no intermediate points in this type
of working, the staff is designated for a section and the whole staff or its portions may only be used
for the designated section. So if you are in possession of the whole or part of the staff you may only
travel on the portion of line the staff is applicable to. A further single line section will have another
staff or method of operation. Where staffs for more than one section may be combined, this is
generally known (when two are joined) as a 'long' section staff, as the two sections applicable become
one long section. Our member thinks they are as any staff or portion of staff and only allow the train in
possession of the staff, or portion of staff to pass through the section in one direction once. Then the
train will be at the other end of the section and until the main portion and all the other portions are
joined up a train may not depart in the other direction.

●2230] There isn't yet a triangle on the Blackpool Tramway for the new Blackpool North branch, just
double track points north and south on the Promenade ready. While it is correct that the Layton route
past North station closed before WWII, there was a Blackpool & Fleetwood Tramroad terminus from
'The Gynn' via Dickson Road ('North Station Blackpool') until 1963, and a member read recently that
the track connecting this line to the Promenade (on the proposed new route), was finally abandoned
in 1949. ●2255] Graeme Jolley's picture in his stationmaster finery was at Derby Castle in Douglas.
●2264] The Statfold Barn Railway's new tramway is mixed standard and 3ft gauge. The rail is mostly
reused; it is the single 2' 6" gauge rail removed from the former mixed 2ft/2' 6" gauge mainlines
(covered on our very comprehensive steam hauled 30 Mar 2014 tour of the Douglas to Port Erin line.).

2296] Belmond Northern Belle, Steam Celebration, Thu 3 May: A not for profit event raising money
for the Railway Benefit Fund to celebrate its 160th anniversary in 2018. An extensive luxury fine dining
hospitality package with many extras. London Paddington 14.00 to the Severn Valley Railway (18.00 -
20.45) for a steam trip with 'Taw Valley'; £1,500 per head 0845 1700 300.

2297] Stopping Other Than at Passenger Stations: Inspired by a trip to Stranraer on 6 November, this
attempts to list places where passenger trains are scheduled to stop on NR which are not passenger
stations. Our member expects there to be others, particularly at signalboxes for token exchange.

●Stops (other than at a station) for the guard to open a level crossing used to happen at Manorbier on
the Pembroke Dock branch and at Bradpole crossing approaching Bridport. There is a northbound
stop at Barmouth South Level Crossing, northbound at Harlech and westbound at Porthmadog (in
each case in the other direction the train is in platform when a crew member instigates the barriers).

●Token exchange only includes: St Blazey, Crediton, Pantyffynnon, Dunragit, Girvan (northbound,
southbound it is at the station) & Glenwhilly signal boxes. All trains are scheduled to stop at Talerddig,
whether crossing or not, presumably a feature of the ERTMS signalling in use on the Cambrian lines?

●Mallaig and Oban: Passenger trains departing from the unusual platform have to stop outside and
wait for the ground-frame to be reset and the key returned (see recent article in BLN 1289.1974).

●Trains stop to reverse at: Coombe Jn ground frame (Looe trains not serving Coombe Junction Halt
which is most of them), Welsh's Bridge Jn (17.13 (SuX) Kyle of Lochalsh to Elgin PSUL). Caledonian
Sleeper portions have scheduled reversals near Wembley Yard on diversions and presumably near, but
not at, Edinburgh Waverley when being attached, but no schedules are shown for the latter shunting.

●Waiting at a loop for a train in the opposite direction: Chard Junction (two early morning down trains
SuX), Dunrod (morning and evening peaks SSuX), Goonbarrow Junction (summer only), Hairmyres
loop (morning and evening peaks SSuX), Kilkerran (22.30 Girvan to Ayr SuX), Kincraig (northbound
Caledonian Sleeper), Slochd (17.30 Inverness to Glasgow Queen Street SuX), Tisbury loop (most Down
trains), Tomatin (three trains SSuX). No pairs of passenger trains cross at Glen Douglas, but a few stop
there for token exchange or to cross/follow freight or railhead treatment trains. Kenilworth loop is
scheduled to have crossing moves in the new timetable which it didn't have before - but it remains to
be seen if the extra trains will run from 10 December and if the station opens that day.

2298] Splitting Distant Signals: (BLNs 1290.2012 & 1292.2237) The Ely North Jn three headed signal
was taken into the National Collection with 1992 resignalling but a member reports that sadly, as with
so much signalling material acquired by NRM, once taken into custody it has been neglected. He saw it
about three years ago dumped outside on the ground and it looked like it hadn't moved since it arrived
from Ely. It is now in a poor state.

Splitting distant signals (originally mechanical) were 'de rigueur' at one time for even the simplest
junction. During fog or falling snow all distant signals would have a fogman stationed at them to assist
drivers to establish whether the signal was 'On' or 'Off'. He maintained a detonator on the rail when
the signals were 'On'. The problem with splitting distant signals is that if the signalman were to clear
signals at a junction onto a diverging route over which a significant reduction of speed was required,

and this were done in error for an approaching train
which was actually supposed to take the high speed
route, then during fog /falling snow it is likely the
driver would not see he was wrong routed at the
splitting distant signal. The fogman would have
removed the detonator on clearance of the distant
signal for the lower speed route. The driver would then
maintain the faster speed, being affirmed by the lack
of detonator that signals were clear, and the train
might well suffer a high speed derailment.

After various incidents of this type the Railway
Inspectorate recommended that the use of splitting
distants be discontinued with two exceptions - where
there was no / a very small speed differential between
the alternative routes, or where the splitting distants
were colour lights. Colour light signals (and modern
signalling) have much increased visibility during poor
weather and did not need fogmen stationed at them.
The removal of the distant signals for diverging, lower speed routes, meant that the
single remaining distant signal would only be cleared for the high speed route and
remove any danger in fog / falling snow. This is why few splitting distants (semaphore and colour light)
survived into more recent years, having become the exception rather than normal practice. ABOVE
RIGHT: Splitting distant for Settle Jn, right is for Carlisle and left Carnforth. (Angus McDougall 14 May
1983) ABOVE LEFT: Splitting distant signal for Larbert North Jn, (now at Bo'ness Railway Museum); the
left side was for the Edinburgh line and the right for Glasgow. (Angus McDougall 10 Aug 2002)

1293 EAST MIDLANDS (John Cameron) [email protected]

2299] Retford: From 11 Nov the Down siding behind P2, previously an 'open network siding' and used
to stable On Track Machines (OTM), became a Mobile Maintenance Train (MMT) maintenance siding.
It has been fully fenced and gated* with stop boards provided. This Down Siding also continues to
provide a cripple facility. Access through the gate is by a dual locking system that both maintenance
staff and drivers can use. Following upgrade work, the two Up Sidings provide alternative OTM stabling
and a cripple facility. *The gate has been present for about a year (as may have been the one at
Wakefield - see 'Yorkshire') and is only just being notified to drivers via the Weekly Operating Notice.

This seemingly innocuous notice has implications… There used to be three sidings behind Retford P2,
at one time the one nearest the platform line was used by services from Sheffield terminating at the
High Level. These used to shunt into the siding while a Down express called, and then shunt out again
to form a service back to Sheffield. The changes prevent this in future (was Northern consulted?).
The two sidings nearest the platform have gone, leaving just the one in the P'Way yard through the
gate (see above). These trackwork changes are not mentioned in the notice! It would be interesting to
know what the 'dual locking system, accessible to all drivers', consists of. BR No1 Key? - unlikely. So
what kind of lock do all drivers nationally have keys for? It is not just tamper drivers who need access;
the instruction makes it clear that the designated cripple facility is now blocked (again, that's why
there used to be other sidings here apart from the one in the P'Way yard). Cripples are expected to be
detached in the P'Way yard, which could be blocked by the MMT! As for detaching a cripple on the Up
side, imagine trying to run round a cripple on the East Coast mainlines and shunt it over in the day.
(The Up sidings north end is blocked, removing their former run-round facility, part of this 'upgrade'!)

2300] Cleethorpes: The new timetable from 10 Dec includes additional Sunday Manchester Airport to
Cleethorpes services at 07.51, 09.51 and 11.55 and in the opposite direction at 12.12 and 20.26.

ABOVE: UKRT's 'Immingham Revisited' railtour reversing in Immingham No1 Reception Siding in the
late afternoon sun on 5 Nov 2017 looking southeast. Right is the Empty Sidings Line (it was!), then the
Up Grimsby and, far right, the Down Grimsby line. (Gary Crompton)

2301] Newark: There have been serious issues with the level crossings in the area since resignalling
last year at one stage traffic chaos was caused when the crossing barriers at Newark Castle station
stuck in the closed position while those at Rolleston stayed open, even as trains passed through.
An investigation with site visits is being carried out by Mr Ian Prosser, Chief Inspector of Railways.

2302] Lincoln Level Crossing Held 'Up': It has been reported that Lincoln High Street level crossing
barriers were delayed from coming down for some time on 28 Oct after the warning alarms sounded,
because the sheer volume of pedestrians meant that some were unable to clear it. The barriers were
suspended half way down until all were finally clear. The new footbridge was closed for repairs at the
time. Another factor is that road works have meant that pedestrians have a much narrower exit from
the level crossing than usual. The footbridge was still closed on 5 Nov and pedestrians had to queue
for their turn to cross. NR has deployed attendants to ensure safety at the barriers.

2303] Killingholme, Some Bad News for those who don't do Sidings: (BLN 1279.834) From 1 Nov the
reclassification (from 10 Apr 2017) of the Up Killingholme Down line (1m 04ch - 2m 70ch) as 'siding'
infrastructure instead of a designated running line has been extended permanently. This facilitates the
lineside unloading operation and associated rail traffic (spoil from the Kellingley Colliery site and stone
from Dowlow to top it) from Regent Oil* level crossing to 2m 01ch.There is no loop on the branch and
this assists with the top & tail working of freight trains which would otherwise be more complicated.

[BLN 1293]
The One Train Working with Train Staff between Regent Oil crossing and the end of line has been
withdrawn (from 10 Apr 2017 in fact); replaced by a compliant 'Freight Operating Company (FOC) Safe
System of Work' published in Immingham West Signal Box. All train movements on or off the line are
by communication between a nominated and competent FOC representative and the box signaller.
The branch is unusual as it is an 'isolated' section of NR reached via the Associated British Ports lines.
Formerly part of the Barton & Immingham Light Railway, it used to continue to Goxhill, on the now
'Barton-on-Humber' branch to Barton-upon-Humber (!). It CP 17 Jun 1963 beyond Killingholme and
was later used for wagon storage before lifting. The junction at Goxhill was removed by May 1972.
This reclassification of the Killingholme branch as a siding might create a dilemma for those who don't
do sidings! On 5 Nov it was traversed to about 1m 66ch (note the change of mileage at Humber Road
Level Crossing) by the UK Railtours 'Immingham Revisited' tour, the first passenger train on the branch
since Pathfinder Tours 'Chemical Coaster' of 8 Dec 2001. The spoil from Kellingley is used to develop
significant areas of Killingholme Marshes on both sides of the line. When topped with stone, the area
is initially being used to store new cars. For insurance purposes this has to be on drained land and a
certain height above sea level; the line will be retained for possible traffic after this contract finishes.
[*Regent Oil became Texaco in 1967 but the railway has retained the old name for the crossing.]

ABOVE: Immingham Dock passenger station on 14 Aug 1964, the Barton & Immingham Light Railway
CP 17 Jun 1963 but a train service was still provided to Cleethorpes, coinciding with Dockers' shifts and
(by 1964) advertised to the public. The station CP 6 Oct 1969, the still operational branch from
Immingham West Jn to Simon Storage West is partly on the former passenger line. (Angus McDougall)
BELOW: 1951 OS 1" 7th Series map, bottom right is the Grimsby Light Railway and Immingham Dock
passenger station. The Barton & Immingham Light Railway can be seen running through Killingholme
(which has changed since out of all recognition) to join the New Holland line at Goxhill top left.

2304] Spalding: Spalding and Peterborough Transport Forum have reached agreement, in principle, to
use several rooms at the station as part of its aim to make it 'the pride of the town'. The rooms would
be available for community use. The Transport Forum met with EMT, NR and the Railway Heritage
Trust to create a plan for the station where volunteers have carried out a tidy-up since Sep 2016.

1293 GREATER LONDON (Geoff Brockett) [email protected]

2305] Bromley North, the Sequel: (BLN 1292.2214) The branch was built by the
'Bromley Direct Railway Co', in co-operation with the then South Eastern
Railway (SER) to compete with the London, Chatham & Dover Railway's Bromley
South. OP 1 Jan 1878, it was worked by the SER from the outset; the two
companies merging later the same year. Bromley North was extensively rebuilt
by the Southern Railway in 1925/26 for 750V dc third rail electrification
introduced in 1926 along with other South Eastern & Chatham suburban lines.
Over the years the branch has had direct services to Holborn Viaduct,
Victoria, London Bridge, Cannon Street and Charing Cross. After electrification
there were still late night/early morning steam services between Holborn
Viaduct and Bromley North via London Bridge for Fleet Street newspaper
workers. These trains became electric and our member travelled on one from
Holborn Viaduct (CP 29 Jan 1990) to Hither Green, the only way at the time of
going downhill from Blackfriars to London Bridge! The now shuttle is referred
to by staff as 'The Popper'. LEFT: 1959 7th Series OS one-inch map; Bromley
South (8.3M passengers recorded in 2015-16) is bottom left with Bromley
North (537,000) above it and Sundridge Park (243,000) on the branch.

When the branch opened the Scott family (who lived in a stuccoed stately home
at their nearby large Sundridge Park estate) had a private station built known as
Plaistow (it is on Plaistow Lane). The Prince of Wales, the future Edward VII, was
a frequent visitor for pheasant shooting weekends and the estate used to breed

them. Towards the end of the 19th century Sir Edward Scott started to sell off the estate, the station
was rebuilt and opened to the public 1 Jul 1894 with the more up market 'Sundridge Park' name.
This also avoided confusion with Plaistow on the London Tilbury & Southend Railway.

2306] West London Jn: On Wed 25 Oct the 16.33 Euston to Blackpool North service was brought to a
stand in the Kenton area following an emergency call by the driver of the 16.30 Euston to Glasgow
Central reporting they had struck a person at Harrow & Wealdstone. The Blackpool service was given
permission to travel in the Up direction along the Down Fast back to West London Jn, where it
reversed again to reach the Down Slow. It eventually terminated at Crewe at 21.34, 197 minutes late.

2307] Thameslink: (BLN 1292.2222) From 22 Oct ERTMS Level 2 (Overlay) in-cab signalling was
brought into use for suitably fitted trains between Dock Jn South at 2m 72ch on the Down and Up
Moorgate Lines and Southwark Bridge Jn at 1m 11ch on the Holborn Lines plus the Canal Tunnels
from 0m 17ch to St Pancras International LL. Existing signalling remains for trains not ERTMS fitted.

2308] Angel Road: (BLN 1275.384) Barratt has withdrawn from its proposed partnership with Enfield
Council for the Meridian Water development. The Council has now taken direct control of the project
and is still confident that the new station will open in 2019. ('trundleage' website)

2309] Crossrail: (BLN 1292.2216) (1): GWML: The Westinghouse Siding and the headshunt at the west
end of Southall yard were not taken OOU on 27 Oct. (2) General: A unit has been worked through the
Crossrail tunnels for gauging purposes. On 27 Oct 37601 hauled EMU 345021 in full nine-car formation
from Old Dalby to Ripple Lane sidings. They were then booked to run to Stratford in the early hours of
28th and at 12.15 on 29 Oct were noted on the Crossrail line east of Abbey Wood station. 37601 then
returned 345021 from Stratford to Old Dalby on 11 Nov. Meanwhile, on 7 Nov 345023 (also in nine-car
formation) was hauled to Old Oak Common, but it is not clear if it was taken to the Crossrail depot.
Energisation of the OLE from Pudding Mill Lane to the east of Whitechapel and from Stepney Green
Jn to Abbey Wood was postponed from 1 Oct and was due at 00.01 on 15 Nov instead.

2310] DLR: A concrete raft has been built between Royal Mint Street Jn and Bank over the tracks in
front of the tunnel mouths. In a joint venture between NR and IJM Land, four blocks of housing will be
built on the site. Tower Gateway station will have an additional entrance with lifts on the opposite
side to the existing stairs in Mansell Street. ('Underground News')

2311] London Overground: (BLN 1254.664) TfL has announced that, due to engineering work, train
services will not run between Highbury & Islington and New Cross Gate on Boxing Day this year as
previously intended. This may apply in 2018 as well. ('Evening Standard')

2312] St Pancras International - Death by Chocolate? To publicise the release of the film 'Murder on
the Orient Express', coaches from the Orient Express were worked through the Channel Tunnel for
display in P10 on 2 Nov. Then from 3rd to 17th Nov a 10ft long chocolate train (nothing plain) created by
luxury Belgian chocolatier Godiva was displayed at the station. It took 50 hours to design, 350 hours to
build and weighed 60kg! [Shame it can no longer be stabled at 'Thorntons' Fields Carriage Sidings.]

2313] If Pianos are Your Forte… (BLN 1278.706) St Pancras International undercroft was 'scored' on
11 Nov as now having two pianos - duet anybody?

1293 NORTH EAST (Geoff Blyth) [email protected]
2314] Stockton & Darlington Anniversaries, Conclusion: (BLN 1291. 2139) A member has queried the
distinction between a 'unit' and train in the account of the 1925 cavalcade. The Regional Editor thinks
that 'unit' means a single locomotive and that perhaps a train (a loco hauling something) needed more
braking distance and therefore had to keep twice as far from the exhibit in front as a single loco did.

Many members will remember the 150th S&D anniversary in 1975, and of course some were there, but
others will be too young. An exhibition of locomotives, rolling stock and other relics was held at the
then Shildon Wagon Works and was visited by the Queen Mother, who had attended the 1925 event
when she was Duchess of York. The 31 Aug 1975 cavalcade to Darlington started from the works

ABOVE: The replica of Locomotion No1. (National Railway Museum.)

RIGHT: The Queen Mother visiting Shildon in 1975 and not a Class 47
in sight! - (Press Release)

Masons Arms Level Crossing, at the entrance to Shildon Wagon
Works, had been the starting point of the first S&D train in 1825.
The original 'Locomotion No1' could not be made to work again in
1975 without extensive rebuilding, which would have destroyed its
authenticity. A full size working replica was therefore built under the
auspices of 'The Locomotion Trust' by a group of engineering training
establishments as part of the training of a future generation of
engineers. This project, said to be the first ever reconstruction of an
historic locomotive, [can anybody find evidence to the contrary?] was
inspired by Mike Satow, a retired senior manager in ICI (Imperial
Chemical Industries: once Britain's largest company, but now
completely vanished) on Teesside. He is in pictures and videos,
dressed in a yellow coat and riding on 'Locomotion' in the cavalcade.

32 'exhibits', comprising 33 [no, this is not an error - not all the locos ran individually] preserved
locomotives plus the prototype HST 252001, were planned to take part in the cavalcade. This was the
largest gathering of steam locomotives since the end of steam on BR in Aug 1968. 'Sarah Siddons' and
the GNR Stirling Single were to be hauled by 2-10-0 'Gordon' and 4-4-2 'Henry Oakley' respectively.
In the event, the Stirling Single was hauled by A4 'Sir Nigel Gresley', and NER 2-4-0 No910, towed by
'Flying Scotsman', was added thus making 34 locomotives. '910' therefore has the unique distinction of
being the only locomotive to take part in all three S&D anniversary commemorations.

ABOVE: Looking west towards Shildon Wagon Works (in the background); there is no track here now!

BELOW: Some more of the locos in the 1975 cavalcade; looking east towards the Bishop Auckland
Branch; 2-4-0 Hardwicke and 4-4-2 No251. (Both Angus McDougall 31 Aug 1975)

The train movements were handled by Flying Scotsman Enterprises rather than BR which no longer
had day to day steam expertise. The workings were complex and included special trains bringing locos
from all over the country. It was much easier in those days to move preserved locos by rail rather than
having to resort to road haulage. Some railway societies organised their own charters to Darlington for
the occasion. An estimated 300,000 people attended the event. In addition to the official grandstands,
many farmers whose fields bordered the line constructed their own grandstands or let out their fields
as car parks. Many people stood by the lineside further south in those less safety conscious days.

An extensive Special Traffic Notice was issued for the cavalcade itself. The main operating constraint
was the 5 mile single Parkgate Jn to Heighington line, which was worked to capacity. A series of 12 car
DMU shuttles ran between Darlington and Shildon, with compulsory reservations. Neither Shildon
platform could take a train this long, so the Up side was temporarily extended with scaffolding.
Trains from Darlington ran through the Down platform, reversed on the single line in Shildon Tunnel
then called at the Up platform. Some returned immediately to Darlington to form another service but
others ran empty to stable at Bishop Auckland, which had a much more extensive layout then.

After the last DMU, the 13.05 from Darlington, had passed, block working was suspended on the Down
line between Heighington and Shildon to allow its use by two 'motor trolleys' with TV crews. This line
was divided into two sections, with red flags and detonators at the 6½ mile post separating the two.
The 13.05 was followed at 13.14 by a Wickham saloon, presumably carrying important guests, as far as
Heighington. When this had left empty back to Darlington at 13.32, block working was then lifted on
the Up line between Shildon and Heighington for the cavalcade. On arrival of the Wickham back at
Darlington, block working was suspended on the single line between Parkgate Jn and Heighington.

Each exhibit was given a number and timed individually. The first, appropriately comprising the replica
'Locomotion No.1', a chaldron wagon and the Forcett Railway coach, was booked off the Shildon
Wagon Works branch at 14.00. Exhibits followed at 2 minute intervals, each allowed 42 minutes for
the 5¼ miles to Heighington, with 3 minutes recovery time for exhibits 3 onwards. Most ran through
to Signal 852, east of Darlington North Road, where between three and five exhibits were coupled up
to form a train which was signalled into the Up Sidings. However, some including 'Locomotion'
returned to Shildon. These ran on to the single line at Heighington, where the points were hand
cranked into the normal position and clipped, so that the exhibit could run on to the Down line.

[BLN 1293]
The last train in the procession was (appropriately in 1975) the prototype HST 252001 (PREVIOUS
PAGE: 'ArthurK'). Following its arrival at Heighington at 15.50, presumably picking up the important
guests taken there by the Wickham saloon, normal block working was then reinstated on the Up line
between Shildon and Heighington. When it had reached Darlington, en route to York, normal block
working was reinstated on the line between Parkgate Jn and Heighington. is a
rather quaint BR film of the event.

The question now is how the S&D bicentenary in 2025 will be celebrated? The greatest prize would be
to achieve World Heritage Site status (BLN 1290.2038). Over the years, the traditional centrepiece of
such celebrations has been a cavalcade of steam trains. Doing the same again, on the same kind of
scale, will be more difficult than it was in 1975. In particular, there is the lack of a sufficiently large site
on which both to assemble and dispose of a cavalcade. Shildon works has closed and was disposed of.

The National Railway Museum Shildon site is quite small and the layout does not lend itself to running
a cavalcade towards Darlington, where there is no longer a direct connection to the ECML, so the
cavalcade would have to run into the station. Having a cavalcade at the 1925 location is probably not
possible. Much of the line is likely to be within Teesside Airport runway safety zone, which makes
assembling a large number of people in the area problematic. However, the airport has an uncertain
future and might even close. A member has suggested (no doubt tongue in cheek) that Tees Yard
would be the only possible place. It is admittedly an S&DR line, although not opening until 1830, but
not the most scenic location! The original alignment is approximately on the northern edge of the
present sidings. Also regulatory and safety standards have been tightened significantly and the track
side access that occurred in 1975 would be out of the question. So any cavalcade will probably have to
be smaller and with much more tightly controlled access. [Watch this space…]

BELOW: 'Hetton' at the 1925 Stockton & Darlington 100th Anniversary cavalcade. (Press release)

1293 NORTH WEST (Graeme Jolley) [email protected]

2315] Preston: Manufacturer Alstom is to close its Preston site by July next year, transferring jobs to
the recently opened new facility at Widnes. This ends 120 years of rail production and maintenance.

2316] Pendleton: In response to a query from a member the station CP with effect from 18 Jul 1994, a
Thursday. The cause of the closure was a fire due to arson the day before (the final day of service) at
which time only four trains a day called; further severe fire damage was sustained on 11 Dec 1994.
BR declined to repair the damage as so few passengers used the station and went through closure
procedures. The Rail Regulator eventually confirmed the closure on 15 Dec 1998 (from 18 Jul 1994);
after complaints from aggrieved persons it was ratified by the Minister of Transport on 15 Sep 1999.
The station and platform remains were finally demolished in Aug 2003 as part of a line upgrade.

2317] Oldham: 1 Nov was the 175th anniversary of the Oldham Werneth to Mumps line opening.
Members of 'Support The Oldham Manchester rail lines' ('STORM') group marked the occasion with a
celebratory drink in the Trackside bar at Bury Bolton Street ELR station The platform canopy outside
the bar came from Oldham Mumps when it closed in 2009 with the route's conversion to Metrolink.

2318] Frodsham Jn: As part of the Halton Curve upgrade which will restore it to bidirectional use,
trailing points were provided OOU in the Down Main line at 10m 74ch on 5 Nov and on 12 Nov in the
Up Main line at 10m 71ch to form a future trailing crossover from the Down to Up Main lines.

2319] Bare Lane: Volunteer station adopters working under a NR Community Rail Licence in the
former 1937 built signal box area (largely demolished in Jan 2014) have created a large planting bed
within the remaining low walls. 15 tonnes of soil has been craned in and the former steps, garden area
and the outlines of associated outbuildings cleared. An information panel has been erected. Work
continues by the platforms, the 1864 station house (now private) and car park on the ex-coal siding.

BELOW & NEXT PAGE: Two recent pictures at Bare Lane station (Bare Lane Station Adopters).

2320] Double Crossed: On Sun 29 Oct due to an engineering closure west of Warrington Central, TPE
trains reversed in P1 (facing crossover on arrival) and Northern in P2 (trailing crossover on departure).
TPE trains ran to Stalybridge, all trains turning back in P3 due to a closure beyond the station. Trains
from Liverpool via Victoria crossed from the Down to Up Ashton approaching Stalybridge (7m 40ch).

ABOVE: Warrington Central looking west; a TPE Gricer's Special service is in P1 (left) to Stalybridge P3
and a Northern train to Manchester Oxford Road has arrived in P2 (right). (John Cameron 29 Oct)

LEFT: Looking east towards Manchester from Warrington
Central P1, the passenger departure over the crossover is a
fully signalled move. The signal box is on the right with the
sidings to the left. The latter were traversed by our Turbo
Prop Tracker with TPE on Sat 2 Jul 2016 with both of the
crossovers here. (John Cameron 20 October 2017).

2321] Penrith: Unusually Class 156/153 Northern DMUs
have been seen passing; ECS transfers perhaps?

2322] Metrolink: On Sun 12 Dec trams did not run between
Piccadilly Gardens, Market Street and Exchange Square to
Deansgate-Castlefield from 10.15 until about 12.15 due to a
Remembrance Sunday parade and service. All trams also
stopped at 11.00 to observe the two minute silence.
On Fri 10 Nov all trams stopped for rather longer when
there was a slow speed collision between two at St Peter's
Square at 08.30. There were no injuries and from pictures
the trams did not appear to be significantly damaged.

1293 SOUTH EAST - NORTH (& EAST ANGLIA) (Julian James) [email protected]

2323] Princes Risborough: An interesting find on RealTime Trains was a Chiltern DMU scheduled ECS,
after the morning peak: Marylebone 09.31 to Princes Risborough Area Civil Engineer's Sidings (10.33
/15.25) returning to London at 16.36 for the evening peak. It had individual ECS Short Term Paths on 3,
10, 17 and 24 Nov (all Fridays). The trains ran and to time on the first two dates so what is going on?
Facebook had the answer… They actually run through to Chinnor station (showing it can be done!)
where Thames Valley Police are running police firearms officer 'training' from 8am until approximately
4pm. Reportedly this is within a separate area in the station, with 'no impact on passenger journeys'.
(The Chinnor & Princes Risborough Railway is closed!) Did they shell out to hire the DMU and railway?

2324] Needham Market: In Aug 2016 a member visited the station he describes as 'a magnificent
Baronial Pile', presiding over its little square, and walked the rest of the Ipswich and Stowmarket
Navigation (I&SN) (BLN 1286.1662) towpath north to Stowmarket. There it officially terminated at
'The Maltings', converted into a goods warehouse for the I&SN and now an entertainment complex
and restaurant, about 200yd from the magnificent 'stately home' that is Stowmarket station.

2325] Mistley Mysteries: A walk from Mistley on the Harwich Town branch to Bradfield station site
(CP 2 Jul 1956); found only crumbling remains of the Down platform in existence located at a minor
level crossing. However maps show some interesting earthworks between these two stations. Firstly
immediately east of Mistley, the current 1:25,000 OS map shows the Mistley Quay Branch, formation
with the original access trailing into the Up side south of the Harwich line, then by a loop under the
line with a 180 degree turn, about 200m north to south, passing under the Harwich line and then
running west to the quayside sidings on the River Stour. This was later replaced by a steep incline
facing off the Down side, still with a curving siding headshunt on the north side of the Harwich line,
part of the former loop, as far as an underbridge on an unfenced private road on the formation. There
is no evidence (yet) that the Down side connection and incline ever coexisted with the loop. BLN has
recorded no closure date for freight traffic at Mistley Quay (latterly served by Speedlink) - any ideas?

A kilometre east of Mistley station a further formation is shown by earthworks south of the Harwich
line sporadically (TM 1306 3125) to (TM 1324 2819) towards Tendring Heath. This was to have been
the Mistley, Thorpe & Walton Railway from Mistley running east-south-eastward to Walton-on-the-
Naze; with an extension branch to Thorpe-le-Soken (on the then Walton branch; the Clacton-on-Sea
line did not OP until 1882). The mainline would have been 12 miles long and was authorised in 1863,
on a capital of £60k in shares, and £20k in loans. The extension branch was 2½ miles; authorised in
1864, on a capital of £15k in shares, and £5k in loans. The scheme was abandoned in 1869 due to lack
of finance with only the initial earthworks at the Mistley end built. This railway from Mistley would
have been a shorter route from Ipswich to Walton and Clacton than the journey is now via Colchester.

2326] Oxford: (BLN 1291.2148) On 2 Nov it was noted between Oxford North Jn and Wolvercot Jn
that there is still no sign of any work to make the new Down loop an extension of the Down Relief
rather than a separate loop. [This is a long term aspiration, unfunded as yet, and even the loop has to
await resignalling of the Oxford area - Ed.] The 06.27 (SSuX) Paddington - Oxford arrived P3 as booked
(=P1 before renumbering) as a result the late running 05.11 Manchester - Bournemouth used the now
rare and slower crossover to the Up main. Realtime Trains hasn't yet caught up with the May 2016
platform re-numbering, so the 06.27 from Paddington appears to arrive in a north facing Chiltern bay
(P1)! Trains are shown (booked) correctly prior to arrival. There still appears to be no sign of future Up
direction signals on the Down line from Hinksey to Oxford, despite the erection of a full set for Down
trains on the Up. The rake of VGA wagons in Didcot yard seems to have been moved nearer to the
station, possibly as a barrier so that potential graffiti vandals aren't attracted to any stabled Class 387s.

Back at Oxford, from 13 Nov the Up Carriage Siding No4 has been brought back into use in a newly
realigned position, with a new buffer stop at its north end. The available operational standage, after
allowing for stand backs, also splitting and joining between buffer stop and the walkway at the

[BLN 1293]
southern end is 167m (8 cars). A new Up Siding No5 has been brought into use with a buffer stop at its
north end, alongside No4, with a hand point connection like the other connections in the sidings.
The available operational standage is 252m (12 cars). Sidings 2 & 3 are temporarily OOU from 13 Nov.
2327] Berney Arms: (BLN 1285.1501) During the recent 9 day closure (see Head Lines) of the Wherry
Lines for extended maintenance, the rationalisation of Great Yarmouth (including the removal of P1
line), and preparation for the planned re-signalling next year took place. Aspin Group Limited has been
undertaking Ground Investigation works to provide information for pile and foundation design for new
structures, utilising a unique Land Rover-mounted drilling rig for test boreholes. This posed for e-BLN
BELOW alongside the Berney Arms nameboard, bringing modern innovation in the form of a road legal
vehicle to one of the most isolated parts of the railway! (Picture is thanks to Matthew Pickering / Aspin
Group Limited with full permission). For plant aficionados, it is 99709 976090-9, YE63 LRN.

2328] Wherry Lines: (BLN 1292.2238) The £68M resignalling includes 66 colour light LED signals and 22
powered points by spring 2019. At Great Yarmouth the station forecourt and the route to it from the
town centre are set to be improved. A £2M makeover is scheduled to be completed before next
summer by contractors for Norfolk County Council and is funded by the New Anglia Local Enterprise
Partnership (LEP). Current proposals include a landscaped 'garden walk' between Vauxhall bridge and
North Quay and creating a wide, continuous cycle and pedestrian path from the station to the Market
Place via The Conge, improving access. There are however no plans to update the inside of the station.
2329] Peterborough - Grantham: During Tallington Jn renewal works (13 Nov to 28 Jan 2018) there
are restrictions on the routes available, although the points are being renewed in the same locations in
stages. Firstly the Up Fast to Down Fast crossover will be OOU and connections to the Up Siding will be
taken OOU until the completion of the project. The crossovers Up Fast to Up Slow and Up Slow to Up
Fast will be available for use. There is no mention of changes to use of connections to the Down Slow.

2330] Chelmsford: (BLN 1154.144) In October local MP Vicky Ford hosted a summit between the DfT,
Greater Anglia, NR, Chelmsford City Council, and Essex County Council (ECC) to examine the state of
the proposals for Beaulieu Park station. Mrs Ford also consulted interested parties about plans for a
bypass to help tackle the city's road congestion problem. With a view to funding both projects, ECC has
applied for a £250k grant from the Housing Infrastructure Fund, a national pot of £2.3bn to finance
vital physical infrastructure projects. NR is proposing to build a bi-directional loop which will allow fast
trains to overtake should another be stopped at the station. As part of a two-pronged approach, ECC is
also exploring other ways in which they may pay for both projects by looking at how other cities have
implemented large-scale infrastructure projects. Mrs Ford is hopeful that a new station will particularly
prevent Chelmsford's roads becoming more congested as development continues at Beaulieu Park.

'This new station is critical to unlocking the economic potential of North Chelmsford, but also, to
provide much needed housing in the area,' she said. Following the stakeholders' meeting which took
place at Parliament in October, Greater Anglia has agreed to add the new station to its list of critical
projects. With all parties set to meet again in January, Mrs Ford has pledged to highlight to Secretary
of State for Transport Chris Grayling the importance of the plans. (essexlive)

2331] Southend Victoria/Southminster: On an Aug 2016 visit a member photographed the stations
from Billericay to Southend-on-Sea Victoria. All retain many features from the steam era, in some
cases including lattice GER-pattern footbridges, except Southend Airport, of course (OP 18 Jul 2011!).
Of particular note is Rochford goods depot site on the Down side past the station, trailing in towards
Southend Airport. It is in multiple commercial use, but sympathetically maintained, with features such
as the 'Great Eastern Room' and well worth a visit. GER platform canopies and buildings survive at
Southminster and South Woodham Ferrers, but Battlesbridge has just a basic steel and plastic shelter.

2332] Banbury: (BLN 1275.404) The two sidings at Banbury Depot nearest the main line have now
been extended to join the headshunt of the reception siding, as shown in the Sectional Appendix.

1293 SOUTH EAST - SOUTH (Julian James) [email protected]
2333] Trolley for Sail: (BLN 1292.2227) The first Herne Bay Pier (opened 1832 and closed 1862) was
3,613ft long, 24ft wide and had a sail-powered and man-powered (when there was no wind as was
commonly the case) railway OP 13 Jun 1833. Hopefully no one developed a 'Herne-ia' from pushing.
The prime purpose was transport passengers and baggage to/from the steamships between London
and Herne Bay. Passengers continued by stage coach to and from Canterbury and Dover. Its history is
given in 'Herne Bay's Piers' by Harold Gough, published by the Herne Bay Historical Records Society.

A lithograph (BELOW), shows the train, of three vehicles, a closed car, an open carriage and a flat bed
trolley for baggage. The large sail was attached to the baggage trolley. Porters rode on the trolley, not
only as baggage handlers, but also to push the train in one direction, against the wind, or on a calm

day. Unfortunately, the gauge is not given but from
the lithograph (if correct) looks to be around 5 feet.
The train was known as 'Neptune's Car', and could
achieve 15mph on a breezy day.

The second pier, built in 1873, had no railway but
was rebuilt and extended in 1899. This was provided
with an electric tramway (a third rail in a slot similar
to the London conduit tramways). In 1925 it was
replaced by a petrol-electric tram, which lasted until
Nov 1939, when the pier was breached in WWII for
defence purposes. After the War Bailey bridges
spanned the gaps but the tram was sold in 1950 as it
could not pass them. A narrow-gauge steam railway
replaced the tram, but that had gone by 1959.

1293 SOUTH WEST (Darren Garnon) [email protected]

2334] Marsh Barton: (BLN 1261.1426) The £7.4M scheme to build this new station, south of Exeter St
Thomas, is precariously poised as it was not granted funding from the DfT New Stations Fund second
round. Despite this officers at Teignbridge Council insist that funding is being sought and construction
'will happen'. No further grants are expected to be awarded from the DfT New Stations Fund until
2020 even though the second round was underspent by almost £4M. On the map above, Cranbrook on
the Axminster line and Newcourt on the Exmouth branch are both open. As well as Marsh Barton,
Okehampton East Parkway (BLN 1290.2065) and Edginswell (BLN 1251.385) are 'priority' new stations
with Cullompton (Exeter - Tiverton Parkway) and Monkerton (Exmouth branch) shown as 'possibles'.

2335] Great Western Railway: Senior managers shared details of infrastructure enhancements with
the 370 strong GWR customer panel. Details of IET roll out confirmed that services will be extended to
Taunton and Weston-super-Mare this month with Carmarthen and Hereford in December (bad luck!).

Other upgrades discussed include new car parks at Kemble, Gloucester and Castle Cary, new ticket
gatelines at Bristol Temple Meads, Weston-super-Mare and Chippenham; accessibility work at
Bridgwater, Nailsea and Chippenham with major station upgrades at Taunton and Cheltenham Spa.

2336] Portishead Called to Order: (BLN 1281.1067) North Somerset Council has published a proposed
application for a Development Consent Order (MetroWest Phase 1) authorising amongst other things:

⮚ Construction of a 5.4km railway line from Portishead to Pill.

⮚ Portishead station, including car park, pedestrian and cycle access and highway works.

⮚ A pedestrian overbridge near Trinity Anglican School, Portishead.

⮚ A permanent rail compound at Sheepway on the north of the line and at Clanage Rd, Bower Ashton.

⮚ Various temporary rail compounds and haul roads.

⮚ Reopening Pill station (CP 7 Sep 1964), with car park, pedestrian, cycle access and highway works.

⮚ Works to bridges, tunnels, culverts etc, replacement of track and ballast [does all this really require
…..a Development Consent Order?]; to the existing railway from Royal Portbury Dock to Ashton Jn.

⮚ A new pedestrian ramp near the existing Ashton Vale Road Level Crossing.

⮚ Closure of the footpath over the existing railway at Barons Close, Bristol.

⮚ Compulsory acquisition of land arrangements.

⮚ Extinguishment (what a great word) of accommodation crossings.

This application relates to passenger re-opening between Portishead and Pill with improvements on to
Ashton Jn. Consultation takes place from 23 Oct to 4 Dec 2017 with various opportunities to inspect
documentation, including proposed Traffic Regulation Orders, Public Rights of Way diversions, Land
and Works Plans, Visualisations and Environmental Information Report. These include (12.30 to 19.30):
Portishead Somerset Hall (10 Nov), Engine Shed Bristol TM (15 Nov) & Ashton Gate Stadium (22 Nov). has details with an online feedback form (until 4 Dec), 0117 922 4513, email
[email protected] or James Willcock, West of England Councils MetroWest,
1 Rivergate, Temple Way, Bristol, BS1 6ER.

So if you want to support the scheme or need the track (particularly beyond the Portbury Dock
branch) let them know! Recent press coverage has highlighted investigations into how much will be
saved with an hourly (rather than half-hourly) service to try to match scheme costs with funds
identified to date. These proposals do not in themselves indicate that finance has been sourced or
that works will proceed but it must be a big step in the right direction.

2337] Bristol: Further plans have been outlined for proposals for an underground railway system.
During his annual 'state of the city' address, the Mayor claimed his first 18 months in office have seen
progress towards delivering a mass transit scheme with the potential to be transformative for the city
and region. Initial feedback from a previously commissioned pre-feasibility study [GRIP 0 perhaps?]
suggests that ground conditions don't look too problematic and that, with the right investment, the
project is perfectly 'buildable'. The Mayor added that there is now backing from other west of England
leaders to commission a full feasibility study which was due to begin last month (ie October).

1293 WEST MIDLANDS (Brian Schindler) [email protected]
2338] Wednesbury: (BLN 1274.305 with map) The Midland Metro Alliance has been working on the
Brierley Hill Midland Metro extension since January including environmental surveys and vegetation
clearance. Preliminary works are now taking place with NR removing redundant track. The £200M
seven mile line has 17 stops and is expected to open in 2023, with a 6 minute peak service frequency.

2339] Coventry: The City Council is proposing an £82M station rebuild which includes a second
footbridge and new bay P5 for the enhanced Nuneaton service. The new West Midlands Trains
(replacing London Midland Trains from 10 Dec), shuttle to Leamington Spa serving Kenilworth will use
Coventry P4 when it starts. Unsurprisingly at Leamington Spa, Down bay P4 is shown for nearly all
these trains (shared with local Chiltern services to Stratford-upon-Avon/Birmingham Moor Street). NR
has sold its non-rail connected National Logistics Centre at Ryton for £25M and will lease it back for 15
years, claiming that money generated from this will support the general railway upgrade programme!

2340] Kenilworth: As at 7 Nov the new two platform station appeared nowhere near ready to open
with the new timetable on 10 Dec. This has not yet been officially confirmed. The timetabled schedules
(with calls not activated) are for one train per hour (but not clock face) in each direction from about
06.00 (SSuX) and 10.00 (SuO) to 23.00 (SX) but curiously 22.00 (SO) - perhaps Kenilworthians like an
early night on Saturdays‽ Whenever the service does start there will be scheduled passenger train
crossing moves (with CrossCountry services) in the newly extended Kenilworth loop for the first time.
This was not previously allowed in timetable planning and the method of working will be interesting.

2341] Leamington Spa: (1): The only booked passenger service (now and new timetable) using Up bay
P1 is still the 07.08 (SSuX) London Midland/West Midlands Trains departure to Kidderminster.
The stock arrives ECS from Tyseley depot usually the evening before and stables. The signalling does
not permit P1 arrivals in passenger service. When the Coventry shuttle starts (presumably not until
Kenilworth opens?) its DMU is shown to shunt ECS to P1 at times (Sunday afternoons/early evenings).
In BR days it was 'traditional' for local terminating services to arrive in bay P4 and depart from bay P1.

(2): On the line to Warwick the OOU (disconnected) Field Sidings and all associated points and signals
were to be recovered from 13 Nov. Other alterations will allow passenger trains to depart from
Leamington P4 towards Coventry: Signal LN125 on Leamington P3 will show: 'M' (Main) for a route set
towards the Down Dorridge and 'B' (Branch) for a route set towards the Down Kenilworth line. On P4
Signal LN123 will have the same indications. At the new Foundry Wood Jn, the new trailing crossover
connecting the Up Kenilworth and the Down Kenilworth lines (106m 39ch) was to be commissioned.
Finally the operating length of P4 was reduced from 150yd to 124yd (permissive working applies).

2342] Soho North Jn: As part of Birmingham New Street re-signalling Phase 4, the Up Through Siding
was taken OOU from 5 Nov for future re-modelling of Soho North Jn. The line will be brought back into
operational use from 3 Jan 2018 as a running line re-named the Up Soho Curve. The following routes
are now secured out of use: ●From the Up Stour line to the Up Through Siding (points at 2m 62ch).
●From the Up Through Siding to the Up Stour line at Soho North Jn (2m 38ch - pending recovery of the
points there). ●From the Up Through Siding to the Up Soho Curve line at Soho North Jn (0m 22ch).

1293 YORKSHIRE (Graeme Jolley; Geoff Blyth for North & East Yorks) email addresses elsewhere
2343] Sheffield Supertram: is a summary of the new timetable that starts on
Sun 28 Jan and will be available in full online from 18 Dec. It is designed to better reflect road traffic,
congestion and changes in road use that have increased journey times. The timetable allows slightly
longer but more realistic journey times, with more time at termini to help recovery from disruption.

2344] Wakefield Kirkgate: From 11 Nov Down No1 Siding near P1 (accessed by the Down Goods Loop),
previously an On Track Machine (OTM) stabling siding, had an extra track and points added to form a
new 63yd long Down OTM siding. The stone chipping store for stoneblower reloading has been moved
at this siding. The ex-Tamper Siding has become the 352yd Mobile Maintenance Train maintenance
siding (!) and is now fully fenced and gated with stop boards.

2345] York - Selby: Some of the former ECML south of York is now a cycle track. Naburn station is
extant, inhabited with a tea garden business next to the cycle track. Everything has been removed at
Escrick; it is now very hard to imagine Deltics or Gresley Pacifics roaring through this tranquil spot. On
the present ECML, Copmanthorpe (a typical single storey NER building) is a private residence with the
goods shed on the other side of the line in commercial use. At Bolton Percy the platforms have been
removed but the two station cottages are inhabited. The Selby West - Cawood branch CP 1 Jan 1930;
CA 2 May 1960. Cawood has been obliterated by a new housing estate but Wistow is a private house,
as is the goods shed and even the weighbridge hut (perhaps a 'granny flat' or for those on a diet?).
Track into the former Selby goods depot is nearly all lifted. This was the original Leeds & Selby Railway
terminus site, OP 22 Sep 1834, OG 15 Dec 1834, CP 2 Jul 1840 with opening of the present station.

2346] Grand Day Out: To celebrate Grand Central's 10th anniversary (18 Dec)
10% discount is available on line for their advance tickets booked by 30 Nov up to 12 weeks ahead.


Not to scale, some quarry and industrial lines omit et d Cromford & High Peak (open)

N Cromford & High Peak (closed)

To Stockport Sidings and private lines

Whaley Bridge Incline Other Brit si h Railways (LMR) lines

Proposed Midland Railway link

To Buxton Stat oi ns (Goods/former passenger)
Shallcross Incline
A A P1 Inclines
Harpur Hill 1 Hurdlow Incline
To Buxton
2 Hopton Incline

3 Middleton Incline

Old Harpur P2 Hindlow Bunsall Incline 4 Sheep Pasture Incline
To Stockport Canal Wharf Dowlow Halt
Sidings and Private Lines
Incline ( P1 Clay Cross Co. Grin Branch

WHALEY BRIDGE P3 Burbage Tunnel ( P2 Harpur Hill quarries and lime works
1 Hurdlow P3 Brigg's Siding
P4 Dowlow Siding
Parsley Hay P5 Derbyshire Silica Firebrick

P6 Hopton Wood Quarries

(( P7 Killer's Branch (to Killer's Quarry)

To Ashbourne P8 Black Rocks Stone Co.
Newhaven Tunnel
P5 Friden Stat ions

Gotham Curve S1 Steeplehouse & Wirksworth Goods

S2 Cromford Goods

S3 Whaley Bridge To Matlock

Minninglow Cromford

P6 S1
Longclif ef P7 High Peak Jn
To Derby
) ( 3 P8 S2
2 Wirksworth

To Buxton Hopton Tunnel
Shallcross Yard To Derby


[BLN 1293]
2347] The Cromford & High Peak Railway (C&HPR): By Angus McDougall (including all the pictures in
this section). The map is thanks to Dave Cromarty. On the very warm Easter Sunday of 1949, a few
days after my sister's wedding, two friends and I set out to explore the C&HPR, parts of which we had
seen several times from trains on the Derby to Matlock line. We took a train to Cromford, changing at
Derby I imagine, though I do not now remember, and then walked from there along either the canal
bank or the A6 to Cromford Wharf. At that time it was usually marked on 1 inch OS maps as 'High
Peak Junction'; although this was incorrect since the junction of that name was some distance east
where the C&HPR joined the Midland Railway (MR) main line.

We then walked, or climbed, up the rope-worked 1 in 8/1 in 9 Sheep Pasture Incline (the trackbed of
which is still clear today) and reached the engine house and locomotive shed at the top. I cannot be
sure but I expect that the locomotive in the shed would have been ex-LMSR 0-4-0T number 47000,
since that was the regular engine, which operated the short section between there and the foot of the
Middleton Incline and also the 'Killers branch' to Middleton Quarry (part of which the now the
modern Steeple Grange Light Railway runs on). We noted the elderly and
decrepit LNWR home signal at the top of the incline, which used to be clearly visible from the train on
the MR line far below, as, amazingly, was the corresponding signal at Middleton Top, very much
further away, of course.

On a 1950 walk to Sheep Pasture we spotted 58092 in the shed; this was the last surviving (since pre-
war days) example of the LNWR 'Chopper' 2-4-0Ts, which had worked the line since at least the 1930s.

We continued our walk to Steeplehouse and up to Middleton Top where there was another
locomotive shed and engine house at the top of the second rope-worked incline. Here presumably
were two of the ex-North London 0-6-0Ts which had worked the line since the 1930s.

I have revisited the Cromford and High Peak on many occasions since, both when it was a working
railway, on the last day of operation, and afterwards, but I shall always remember that first encounter,
struggling up the inclines on that very hot spring day.

It seems appropriate to mention here some of the background to this historic line. A plan to join the
canal basins at Cromford and Whaley Bridge serving various quarries, at first by canal and later by
railway, was put forward in the 1820s. The canal idea was dropped because of the lack of water on the
Derbyshire moors, but the alignment selected had a series of level sections with nine inclined planes
worked by stationary engines in between. These (originally at Whaley Bridge, Shallcross, two at
Bunsall, Hurdlow, Hopton, Middleton and two at Sheep Pasture) would have corresponded to flights
of locks, had the canal scheme been adopted. The 15½ mile section from Cromford to Hurdlow was
opened on 29 May 1830 and the remaining 17½ miles to Whaley Bridge on 6 July 1831.

Traction on the level sections was by horses until about 1833 when steam locomotives started to be
used. However horses continued in service for many years; indeed on the Shallcross to Whaley Bridge
section until its closure on 9 April 1952. The railway remained isolated until 1853, when a connection
was opened from Cromford to what later became the MR at High Peak Junction. This was followed by
a connection to a predecessor of the LNWR at Whaley Bridge in 1857. An Act of 1855 permitted
passengers to be carried and what sounds a bit like a random service ran between Cromford and
Ladmanlow (for Buxton), but this ceased in the 1870s apparently after at least one accident.

On 1 July 1887, the C&HPR amalgamated with the LNWR. This made possible considerable changes at
the northern end of the line: the complete section from Ladmanlow to Shallcross was abandoned and
parts between Parsley Hay and Hindlow were replaced or realigned. The whole scheme provided a
new route from Buxton to Ashbourne, opened throughout in 1899. The last section of the C&HPR to
remain - except for the realigned route from Hindlow to Dowlow, still used for freight - was closed on
3 April 1967. The remaining stone traffic was taken over by road or transferred to rail at Wirksworth.

ABOVE: The foot of Middleton Incline (which is behind the camera) 4 Mar 1967.

On 25 April 1953 the Stephenson Locomotive Society and the Manchester Locomotive Society ran a
railtour over much of the C&HPR and this was a must for me. We started by service train from
Nottingham to Matlock and then by North Western bus to Cromford Wharf, where we examined this
historic site before once again ascending the incline on foot to Sheep Pasture Top.

The notes for the tour (the 'itinerary') indicated a walk was then needed from here to Steeplehouse,
but in fact 0-4-0ST 47000 and a rake of open wagons awaited us. We clambered aboard and rode to
the foot of Middleton Incline, without benefit of continuous brakes or brake van, and I hardly recall
even the buffers of the wagons touching during the run, the control of the train was so good.

Just beyond the siding at Black Rock, our train crossed a bridge over the Cromford to Wirksworth
road. I have often wondered what might have been the feelings of road drivers reaching the top of the
hill and seeing a train of open wagons containing passengers on the bridge ahead of them. I don't think
anyone ran off the road in amazement, however.

Further on we passed the junction with the Killers branch to Middleton Quarry. In this vicinity would
have been the connection from the MR via an incline from Wirksworth, which was never completed.

At the foot of Middleton Incline, by Middle Peak coal yard and the quarry connection, we all
disembarked and then walked downhill into Wirksworth. This break was intended as a lunch stop, but
in fact most of us found our way to the former station (CP 16 June 1947), where ex-MR 0-4-4T 58077
and four coaches were waiting. This train took us down the branch towards Derby (now of course the
heritage Ecclesbourne Valley Railway), to the junction station at Duffield and back to Wirksworth.

The next stage of the tour was to start from the top of the Middleton Incline, and I think the
organisers expected the participants to walk back from Wirksworth station. However a group of us
found a bus going in that direction. It was a North Western Road Car Co Bristol single decker, of
pre-war provenance, with remarkably deep comfortable seats. I think we alighted short of Middleton
village, probably as far as the bridge carrying the incline over the road.

ABOVE: The Middleton Incline when operational; (it CG 1 Jun 1963).
BELOW: By the 4 Mar 1967 railtour the track had been lifted from the incline.

ABOVE: Middleton Top in Sep 1966, the loco shed is centre with the winding engine to the right.
BELOW: Wirksworth (CP 16 Jun 1947) ex-MR 0-4-4T 58077 took participants to Duffield and back.

We now boarded a train of open wagons and brakevans headed by two NLR 0-6-0Ts (58856 and
58860) and headed through one of the two tunnels on the surviving original part of the C&HPR
(at least one longer tunnel existed on the section closed in 1892) to the junction with the branch line
to Hopton Wood Quarry. From here was the infamous Hopton Incline, the steepest adhesion worked
incline (1 in 14 maximum) on the route; it had been rope worked until 1877.
One of the locomotives was detached at Hopton Top, the remaining section to Friden being more or
less level on top of the moor. There were goods sidings at Longcliffe and Minninglow (disused by this
date), but the interesting feature at the first of these locations was the siding on a high bank alongside
the running line, where ancient tenders stood.

These contained water for the locomotives, since as mentioned earlier the limestone moor was pretty
well waterless. Water, from a source at Cromford, was taken in these tanks to Middleton and other
places for locomotive purposes, and also to serve some domestic customers. ABOVE: Longcliffe, the
J94 takes water 4 March 1967.

Along this section were 21 curves of 5 chain radius or less, which restricted trains to short wheelbase
vehicles; the sharpest of these was the Gotham curve, of 2½ chain radius (BELOW on 30 Apr 1967, the
last day). Further on our route crossed the A5012 Newhaven to Cromford road (the 'Via Gellia') on the
level, and as far as I am aware this was the only public crossing on the eastern section of the line.

ABOVE: Friden on 4 Mar 1967; the section from here to Parsley Hay (then Dowlow) CG 30 Oct 1967.

BELOW: Parsley Hay with a 30 Apr 1967 brakevan tour. The signal middle left was for the Ashbourne
line, (right arm) latterly open from here to Hartington, the left arm was for the Friden / Cromford line.

At Friden there was a goods depot and brick works sited just beyond a bridge over the Newhaven to
Youlgreave road. Beyond Friden there was no restriction on bogie vehicles, so we transferred to a train
of LMS corridor stock headed by ex MR Johnson 3F 0-6-0 43618. Through the short Newhaven Tunnel
(more of an elongated bridge, with some elaborate inscriptions on the tunnel mouths) under the A515
road, our train reached the junction (a scissors crossover) with the 1899 LNWR Ashbourne to Buxton
line at Parsley Hay. From here our route was on this LNWR line, which replaced much of the original
C&HPR line in the 1890s, as far as Hindlow. There were still regular passenger services over this
section at the time of the tour (25 April 1953), since belief was that the railway could remain open in
the severe wintry conditions experienced in the area when the road was blocked. It was then decided
that installation of snow fences and other protection for the road would provide an adequate and
cheaper alternative and closure of the railway occurred during the next year - from 30 October 1954.

Hurdlow station closed earlier (in 1949), but Dowlow Halt (at the summit of the line - 1,266ft) survived
- in the middle of a field between the dolomite works and Briggs Sidings signalbox at Hindlow Quarry.
Some evidence of the original course of the C&HPR was visible here, but at Hindlow we diverged onto
a connection to the remaining section (retained as a branch from Hillhead Quarry) at Harpur Hill.
There were sidings at Old Harpur, which served various quarries and the Safety in Mines Research
Establishment. Our route then took a long circuitous route to the west, presumably to follow the
contours of the land as far as possible, although this had been shortened before 1892.

The Clay Cross Company's Grin branch entered from the north (the feature known as Solomon's
Temple could be seen on the hillside) and the tour notes mentioned an interesting signal to be seen at
the junction, although this had actually been removed two years before our tour!

The line then crossed the A53 Buxton to Leek road on the level and reached Ladmanlow goods depot,
by this date largely derelict. There was a pause here while the locomotive rounded the train, and so,
together with another enthusiast, I set off beyond the 1892 end of line towards Whaley Bridge, ending
our walk at the southern mouth of Burbage Tunnel, then rather insecurely boarded up. This walk took
longer than we had estimated and it was necessary for us to break into a run (something I rarely do)
returning to Ladmanlow, being encouraged by participants leaning out of the train shouting abuse.

BELOW: Ladmanlow goods depot was very quiet on 25 April 1953.

ABOVE: The end of the line at Ladmanlow on 25 April 1953.

After that, the excitement was over; our sturdy 3F took us back to Hindlow for a further reversal and a
run downhill into Buxton, where the tour ended. Only the section from Dowlow to Buxton exists
today, but it still carries considerable mineral traffic.

There have been other railtours over the C&HPR;
indeed the one I have just described in 1953 was
fully booked and a repeat ran two months later.
Another on 4 March 1967, also run by the
Stephenson Locomotive Society and Manchester
Locomotive Society, not long before final closure of
the Friden to Middleton Top section on 1 May,
attracted my attention. (RIGHT: Andrew Fairholm)

Some changes had occurred over the fourteen years since the first tour, particularly in terms of motive
power. The train started from Manchester Central, running via Cheadle Heath and Ashwood Dale to
Buxton, over a line which was to lose its passenger service on that day. It was hauled by Fairburn
2-6-4T 42079 as far as Parsley Hay, and the same engine later took us back from High Peak Junction.
The NLR 0-6-0Ts had gone by this time, being replaced by ex-WD Class J94 0-6-0STs, and the sections
above and below Sheep Pasture were now worked by small diesel locomotives.

NEXT PAGE TOP: Sheep Pasture Down Loop with the diesel loco on the 4 Mar 1967 tour.

The Middleton Incline had now been closed and the track lifted I remember seeing the MLS-SLS
headboard being carried down the trackbed, (as seen on an earlier picture above). The western (or
northern) end of the line was now at Old Harpur, the route on to Ladmanlow having closed in 1954.
However we were able to cover three lines not included in the 1953 tour: one was the remaining
section of the line from Parsley Hay towards Ashbourne - as far as Hartington.

A second new line was the Hillhead Quarry branch from Harpur Hill. The Six Bells Junction website
seems to suggest this line was not covered ('for reasons unexplained'), but my recollection was that
we did go some way at least, watched with some trepidation by railway personnel, since the bogie
wheels appeared to be about to lift from the track on the curve along it. This contention is supported
by my photograph, which suggests some assistance from an 8F 2-8-0.

Our change of train this time was at Parsley Hay, where the J94 and brake vans were waiting in the
siding north of the station, which I believe was actually part of the original C&HPR route. The third new
piece of line was the section from Cromford Wharf (the foot of Sheep Pasture Incline) alongside the
canal to High Peak Junction, where the MR Manchester to Matlock and Derby line was reached. Here
our main line train, with 42079, was waiting to take us back to Manchester Central by the direct route.

BELOW: Cromford Wharf alongside the Cromford Canal, North London Railway 0-6-0T No58850.

ABOVE: A classical view of the Hopton Incline on the last day 30 Apr 1967. Your
Editor believes the 1:14 section to be the steepest adhesion worked standard gauge line in the British
Isles. This was actually an easing of the gradient when it was converted from rope working in 1877!

There was one more railtour on the last day of service over the former middle section; I did not go on
it but, with considerable difficulty (because large numbers of drivers had the same idea!), drove
around Hopton (above) and Middleton with the intention of taking some photographs.

References: Notes for 1953 and 1967 tours; 'The Cromford & High Peak Railway' A Rimmer (Oakwood
Press, Locomotion Papers Number 10); (Six Bells Junction website).

BELOW: The north end of Burbage Tunnel (Note: places mentioned in this article are on the map).

[BLN 1293]
Postcript: It is now possible to walk or cycle over a substantial part of the C&HPR, (as well as the LNWR
Parsley Hay to Ashbourne via Tissington route); they are magnificent, very scenic and interesting
walks. Only parts near Shallcross and Ladmanlow, Burbage Tunnel, and the section still in railway use
from Buxton to Dowlow are unavailable. Part of the former Bunsall Incline is now a road, leading into
the Goyt Valley. Many shorter walks are possible and there is a great deal to look at.

1293 IRELAND (Martin Baumann) [email protected]

2348] Irish Rail: (BLN 1292.2253) No trains ran on 1 & 7 Nov due to strikes but further strikes were
suspended while the union ballots on a new pay offer. The 10 Dec timetable changes may be delayed.

2349] Dublin Pearse: On 9 Nov a member 'noted' a piano here being well used with quite a crowd.

2350] : (BLN 1292.2266) The Green Line extension from St Stephen's Green to Broombridge is

now due to open on Sat 9 Dec rather than 7th. At least three of our members were on the Light Rail

Transit Association tour on 9 Nov. It traversed all the new passenger route extension but the two ECS

connecting lines to the Red Line were reportedly not yet commissioned; no 'rare' track was covered.

Our Regional Editor hopes to be on an Irish Railway Record Society members only visit on 18 Nov.

1293 ISLE OF MAN (Graeme Jolley) [email protected]

2351] Cur failt da! Welcome to our new IOM member (and all the many others everywhere too) which
increases IOM membership by 16.5% to seven and is one for every 12,000 of the population there.
The UK can only manage a mere one BLS member per 52,000 population - but we are working on it!

2352] Douglas Bay Horse Tramway: (BLN 1291.2167) Tram No36 has been completely refurbished at
Derby Castle Manx Electric Railway (MER) workshop, returning to the tram shed on 3 Nov. The journey
was via the MER track to Derby Castle station, then blazing its own trail across the tarmac to the shed.
On 5 Nov it made a first run back in service, part of the traditional cavalcade (of 5 trams) at the end of
the 2017 season. The horse 'Mark' (age 25 = 73 human years) was on his final trip before retirement.
The driver was Ian Longworth, IOM Government Director of Public Transport, whom we met on our
IOM extravaganza (13-19 Sep 2013). The cavalcade lineup: Tram 1 (horse: 'Rocky'), Tram 18 ('William'),
Tram 29 ('Ian'), Tram 36 ('Mark') and Tram 42 ('Amby'). Tram 45 has replaced 36 at Derby Castle works.

Afterwards there was a final run to the Sea Terminal and back for the 'official' close of season, with
Tram 1 powered by horse 'Rocky'. This was to return passengers joining the cavalcade that end.
(Your Northern Regional Editor also 'drove' Mark during two days in the middle of this year's season.)

Since then changes are being implemented which directly and indirectly affect the Tramway. Various
timescales for these have been made public but it is likely that slippage of one part will heavily impact
on the rest. The present stables close when the current 'fleet' of horses is moved out to pasture for the
winter. Temporary stables are to be built on the seaward side of the MER near poles 4-8, partly on the
site of the old Summerland entertainment complex. The current Derby Castle horse tram depot is
expected to be demolished and replaced by a one storey building within the same footprint. The
various trams stabled there are being found homes around the island. At least two should be stored in
Castletown Goods Shed (the one we ran through on the steam train tour during our IOM weekend!).

All this needs to be balanced against the timescales of securing planning permission for new stables,
the tender process, awarding a contract, construction and commissioning. The IOM Government
website showed (at 14 Nov) the Tramway scheduled to operate from 1 May (later than usual) until
29 Oct 2018. However, for the closure of the Promenade for rebuilding, the assumption is that IOM
(Roads) Infrastructure will want to start work immediately after the Festival of Motor Cycling
(18-31 Aug). The 2018 MER 125th anniversary celebrations include at least an 8-day gala from 1-8 Sep
(save the dates!) for which Infrastructure (Railway) would want the Horse Tramway operating.
Over the coming months our growing IOM BLS contingent will endeavour to keep you updated.

PREVIOUS TWO PAGES ABOVE, TOP TO BOTTOM: (All Jenny Williamson 5 Nov 2017.) (1): Refurbished
Tram 36 outside Derby Castle tram depot. (2): Tram 36 hauled by 'Mark' on his retirement day, led by
Ian Longworth. (3): The new non-electrified Manx Electric Railway extension (ahem) at Douglas, Derby
Castle, looking towards Onchan Head and Laxey. (4): (PREVIOUS PAGE LOWER) Looking the other way
it connects with the Horse Tramway which heads of top left along the promenade to the Sea Terminal.

1293 SCOTLAND (Mike McCabe) [email protected]

2353] Forres: On 30 Oct a signalling fault resulted in all trains using P2 in both directions. The only
train normally using it is the 07.09 (SuX) Inverness-Aberdeen crossing the 07.23 (SuX) Elgin-Inverness.

2354] Edinburgh Trams: (BLN 1289.1973.3) Tendering has begun for the extension to Leith and
Newhaven. It has been divided into two lots: Lot 1 - The infrastructure and systems contract, and Lot 2
- the 'Swept Path' contract. The 'Swept Path' contract will clear the tram route of all below ground
utilities and obstructions (some of this work has already been carried out); the parameters of the work
will be defined by the contractor awarded the Lot 1 contract. The Outline Business Case was approved
by the City of Edinburgh Council in September, but councillors will make the final decision in autumn
2018. The planned works include eight new tram stops, the demolition of York Place stop, two
substations, bridge works, and 4.6km of track: embedded, slab or ballasted. The project is estimated to
take three years, including an 18 month period of work on Leith Walk, followed by four months of
commissioning and testing the new line. Edinburgh Council estimate the capital cost at £165.2M,
including risk and inflation, and anticipate a return of £1.64 to the City economy for every £1 spent.

2355] Dundee & Newtyle Railway Mis-sail: (BLN 1292.2227) Following the South Gare Breakwater
item this might take the wind out of you sails: A certain William M'Intosh told a newspaper reporter
that sail powered trains had been used on the Dundee and Newtyle Railway in about 1837.
This was printed in the 5 Nov 1898 'Dundee Weekly News' (Forfar Edition). An original copy is in the
National Library of Scotland in Edinburgh. The difficulty is that this was a special edition with several
pages devoted to interesting railway stories, and was 60 years or so after the event. It seems likely that
a young gullible reporter was told a fairy story by the then elderly M'Intosh, and the reporter was only
too pleased to believe it, to help fill this section of the paper. An artist did a sketch of what it might
have looked like. The newspaper readers would like to believe it and because of the sketch, some later
authors, who should have known better, repeated the story as being definitely true.

2356] Ellon: Reinstating just a 13¼ mile branch from Dyce could cost up to £381M according to new
Nestrans reports. Dyce Jn to Ellon and Fraserburgh (41¼ miles) CP 4 Oct 1965; CG 6 Oct 1979. It is
estimated a new line between Aberdeen, Dyce and Ellon could attract 450,000 to 700,000 journeys
per year but would require an operating subsidy. A separate report finds that road improvements to
Fraserburgh and Peterhead instead, such as partial dualling of the A90 and A952, could cost £39M.

2357] EGIP: There was a successful trail of the electrification infrastructure between Edinburgh and
Linlithgow on Wed 18 Oct. Then, at 00.30 on Wed 1 Nov, a new Hitachi Class 385 EMU travelled
between Edinburgh and Glasgow Queen Street, the first electric train into Queen Street (High Level).
Two return trips appear scheduled (SSuX) at night until further notice. They run as 'passenger' trains as
they carry non-train crew (technicians), but are not available to the general public (or BLS members!).

1293 WALES (Paul Jeffries) [email protected]

2358] The way we were… An interesting artefact to reach your Regional Editor is a BR Western Region
map, dated December 1950, showing all lines (including those closed but with, presumably, an ongoing
civil engineering maintenance commitment), colour-coded to indicate the responsible Engineers'
District. In Wales, these comprised the Cardiff Valleys, Central Wales, Gloucester, Neath, Newport
and Shrewsbury districts. Although embracing most of Wales, and having by then absorbed former
LMS lines in the south, North Wales of course was then part of BR London Midland Region, and inter-
regional boundaries are marked at Afon Wen Junction, Corwen Junction, Saltney Junction, and

(obscurely) Pantystain Level Crossing (!) on the Wrexham & Minera Extension line. There is also a
boundary marked at Blaenau F(f)estiniog, at or about the south end of Festiniog (sic) Tunnel, placing
the former LMS North station under Western engineers; was this correct or a cartographaphical slip?
2359] Not a Cock & Bull Story: (BLN 1292.2201) Three Cocks Junction was originally named after the
nearby pub. As will be seen from the map in e-BLN 1292, the location was labelled 'Aberllynfi' ('Aber',
of course, being mouth of a river in Welsh) by the OS although Llynfi River meanders on much further,
actually entering the River Wye at Glasbury(-on-Wye). Local folk legend has it that the area was
renamed because a local landowner's wife, with two daughters, objected to asking for three tickets for
Three Cocks... True or not, the three lines from Three Cocks Junction (to Moat Lane Junction, Brecon
and Hereford) and the station sadly CP 21 Dec 1962 but the station itself was never renamed.
BELOW: Three Cocks Junction taken from a train from Hereford, the Talyllyn Junction/Brecon line is
straight ahead, a Mid-Wales line train to Moat Lane Junction is right. (Angus McDougall 16 Aug 1962)

2360] Refranchising: Despite the surprise withdrawal of Arriva, Transport for Wales (TfW) sources
continue to maintain that the process remains on schedule, with the three remaining bids (Abellio,
KeolisAmey and MTR) expected before the end of the year. Some confusion remains; not least that DfT
has still to formally confer the Welsh Government with the legal powers necessary to conclude the
franchise agreement, hence TfW continues to act under an 'agency' arrangement. Tied up in this is
ongoing uncertainty as to establishing where the financial liability for any premium or subsidy
payments ultimately lies! Further complicating matters is the tie-in of the South-east Wales Metro ,
funding for which assumes over £100M of European Regional Development funding (ERDF), itself
dependent upon assurances that the Valley Lines will be electrified by 2022-23, but no formal ERDF
money can be bid for until the new franchisee is in place. Deadlines for meeting the Oct 2018 franchise
date are becoming ever tighter, with the Brexit deadline also casting a shadow. Anxious times!

X.171] Guernsey: During a family holiday in Guernsey this year a member took the opportunity to
reprise a section of our 2008 'Channel Island hop' organised by Terry Velvick visiting Pallot Museum
and Steam Railway Jersey, Sausmarez Manor Minature Railway Guernsey and The Alderney Railway.
Taking his grandchildren for credibility he just had to experience the Sausmarez Manor Miniature
Railway again (MR p12) built by Terry Leigh in St Martin. The train was hauled by 'Remus' a 6 HP
American built, Briggs & Stratton loco. ABOVE: Manor station with 'Remus'. PREVIOUS PAGE: Passing
the four-coach carriage tunnel branch, visited on our Kev Adlam 9 May 2015 trip. (Both Phil Dooley)

1293 MINOR RAILWAYS (Peter Scott) [email protected]

MR217] Seaton Tramway, Devon (MR p32) (BLN 1291.2116): Construction of the new station building
at the Seaton terminus commenced on 18 September. The £2M structure will provide an all-year
round facility for passengers, with a café and shop. Displays will depict the history and operations of
the tramway. The new station replaces the previous Edwardian style ticket office built in 1996.
Does anyone know if the temporary Riverside Depot terminus is on the normal running line, please?

MR218] Long Shop Museum, Leiston, Suffolk (MR p8) (BLN 1269.MR229): The Museum hosted its
annual 'Final Fling' open weekend from Friday 20 - Sunday 22 October. This year was slightly different
with a Suffolk Beer Festival starting the proceedings on Friday evening, accompanied by exhibits in
steam and some 1970s live acts. On the Saturday, the Railway was operating with 'Sirapite' in steam
from midday. The Aveling & Porter locomotive (6158 of 1906) has been fully restored and is in a dark
green livery. Footplate rides were available on request for a small donation - three runs per ride. Also
in attendance from 15.00 on the Saturday was a local Morris dancing group, who entertained all in the
Long Shop itself with lots of stick bashing, dancing and loud cheers - a thoroughly enjoyable spectacle!
The Museum has a wonderful feel to it and the volunteers are more than willing to answer questions.
The next railway steam operating day is a Christmas Fair on Saturday 2 December (but check times).

BELOW: 'Siraphite' at Long Shop Museum during the 21 October 'Steam Up'. (Rod Bryant)

MR219] National Railway Museum Miniature Railway Museum, North Yorkshire (BLNs 1241.MR158
& 1246.2185 - visit report) (MR p22): Our correspondent visited the 7¼" gauge miniature railway,
located in the grounds of the National Railway Museum, on Wednesday 18 October. It was running
(but not very busy) with a Deltic. He thought that he might get an exclusive trip, but they waited for an
elderly gentleman - so he had a trip for two. The ticket machine was happy to take his two remaining
old style £1 coins so he happily fed it! When our correspondent reached the arrival platform, his
request to stay on the train to cover the track back to the departure platform was first met (slightly
jokingly) with a suggestion that he would have to pay the VAT on the fare (no VAT since it's a journey
to somewhere other than just the circuits to the departure platform) - but they let him stay on!

PREVIOUS PAGE TOP: Alresford: 2H unit 1125 working shuttles to Ropley during the Diesel Gala. (Both
Peter Scott 22 Oct 2017). LOWER: Alton, 03197 worked 'Queen Mary' brake van rides during the Gala.

MR220] Mid Hants Railway, Hampshire (MR p6): The Railway held a Diesel Gala between Friday 20
and Sunday 22 October. Our reporter visited on the Sunday, a cool but mostly sunny day. There were
three trains running over the full line length of the line from Alresford to Alton, two formed of five
coaches and a third of six. Working all of these in turn were: 33053, 33202, 50027, D6700 and D9002.
Mostly, tail locos were added at Ropley to Down trains and these then hauled the return workings
from Alresford. Shuttling between Ropley and Alresford was green liveried 2H DEMU 1125.
At Alresford, 08377 was running 'Driver for a Fiver' trips over one of the carriage sidings west of the
station (the furthest Up siding 'Perrins Siding') from a small platform on that siding. At Alton, 03197
and 'Queen Mary' brake van S56302 were giving brake van rides. These departed from the platform,
east to the headshunt, back through the station run-round loop, through the main line side of the loop
up to the section signal towards Medstead. After reversal, they returned back to the station using the
loop line - a good amount of rare track - unless you were on our 22 February 2014 tour! All trains used
were well-loaded, but not over busy except near the locomotive. The adult day rover fare was £25.

MR221] Mid Hants Miniature Railway, Hampshire (MR p18) (BLN 1276.MR44): This 10¼" gauge
railway was running for the Diesel Gala on Sunday 22 October - and was booked to run all three days
of the Gala (Friday - Sunday). In operation were 'Patricia' and 'Nevada' top and tailing a train of two
open sit-in coaches. Fares were by donation. The line has been extended (work started in August), past
the shed, almost to the end of the field and is now 370 yards in length. The guard said the extension
had only opened 'this weekend'. A further extension into the next field with a balloon loop is planned.

MR222] Crich Tramway Village, Derbyshire (MR p32) (BLN 1275.MR31): Ownership of Bournemouth
tram 85 has been transferred from the Science Museum to Crich National Tramway Museum. The
3ft 6in gauge tram will be displayed on a special track in the Exhibition Hall and as such will represent
the narrow gauge part of tramcar history at the Museum. Blackpool 'Railcoach' 630 was loaned to
Blackpool Transport for a 23/24 September event marking the 80th anniversary of this type of tram.

PREVIOUS PAGE: King's Lynn Model Engineers Lynnsport (new) Miniature Railway. (Rod Bryant 29 Oct 2017).

MR223] Lynnsport Miniature Railway, Norfolk (BLN 1265.MR179): This railway is owned and operated
by the King's Lynn Model Engineers. They have now opened a new railway near their previous site (last
public running 25 October 2015 then the track was lifted). It is still in the grounds of the Lynnsport
Leisure Centre, straddling the alignment of the ex- King's Lynn to Hunstanton branch (CP 5 May 1969).
Our dedicated reporter made a visit to the new railway on Sunday 29 October. It is behind the all-new
Skateboard Park. The railway consists of a circuit of 5"/7¼" gauge which is around 230 yards in length.
There are two platforms and a station by-pass line. A normal ride consists of two circuits - one which
uses the bypass line. D2203, a Class 04 lookalike with tramway style skirts, was in use with three sit-in
coaches. Trade was brisk, even on the last running day of the season, with a biting wind across the site.

MR224] British Ironwork Centre, Oswestry, Shropshire: The Centre, on the edge of Oswestry, has
submitted plans to Shropshire Council to create a host of new attractions for the site, including an
outdoor theatre, miniature railway and crazy golf course. If the application is successful, there could
also be new buildings to house a farm shop, café, Cycle Museum, youth support enterprise centre and
more. The railway would take visitors around the site, stopping off at all the main attractions including
a Capability Brown garden. Owner Clive Knowles said it would not just be for fun but would also serve
a useful function to allow people to view the 100-acre site easily. 'The railway is something that is
quite practical. It's not going to be something that's just for children, as you might imagine. When we
look into our demographic, it shows around 40% are an older group who might not be able to walk
around the site so easily. We also do a lot of work with disabled people and their carers and because
the park is situated in the best part of 100 acres, there is a lot of ground to be covered. So, for us to
have a railway would be great to transport people around the grounds. There would be different stops
to allow people to get off and enjoy an area then come back to the central point. It is a big ambition of
ours to be able to utilise all of the site'. The wording suggests a railway of least 12¼" gauge is planned.

MR225] St Davids Lifeboat Station, Pembrokeshire: (BLN 1291.2181) A member visited Wales' most
westerly railway on 25 October. This is at St David's lifeboat station, St Justinian('s) some two miles
west of the city. It is a 2ft gauge (wire) cable hauled incline (SM 7237 2521) from the former lifeboat
station with a single four-wheeled wagon. Further to BLN 1291, this incline, like that slightly east at the
new lifeboat station, appears only to be for provisioning the lifeboat station below the closest road
accessible point. At the higher level the new incline (SM 7241 2516) is behind locked gates, and as far
as our member could see, accessed the new Lifeboat Station alone, (not the old one, or the Ramsey
Island ferry terminus). Indeed, he doubts the lift is used by staff, or lifeboat volunteers. The previous
station had a railway therefore it would be a backward step for the new one not to have one. The rails
were very rusty on the old incline which is about 45 degrees and the horizontal component about 44yd
long. The new lifeboat station, which cost £10M (including the new boat), is adjacent; the boat opened
for passengers (!) 21 October 2016 when the old one 'closed'. The new railway
is slightly east of the old There are good views of both from the Pembrokeshire
Coastal Path; if you don't fancy travelling there or walking it, Google's person on 'satellite' maps can!
On the old lifeboat station is on the left, use the arrows to see more pictures.

2361] FIXTURES REPORTS: A Tale of Two Ports, Bank
Holiday Mon 29 Aug 2016: This tour with GBRf locos 66755
and 66735 has not been documented yet in BLN. In glorious
Bank Holiday sunshine (!) it was the first tour since the
refurbishment of the interesting 2½ mile branch to the Port
of Sunderland and reached Corporation Quay. The two
internal locos (little used in recent years) were brought out
of their shed for participants to see and in March 2017 left
for the Bowes Railway.

[BLN 1293]
At the Port of Tyne the Coal Terminal was traversed to the end of line (any further and we would have
been IN the Tyne!).Progress was also seen on the new biomass loading facility for Lynemouth Power
Station. Tour participants were very grateful to our friend Major Ian Hughes of Green Dragon Rail for
his very considerable help in achieving these two objectives, as well as for the considerable time and
effort put in by Kev Adlam including meetings and site visits. Interesting track featured on the way out
and return as below (thanks to Martyn Brailsford). E-BLN has a selection of pictures. Throughout this
section souvenir tickets and mileages are thanks to Sheffielder Jim Sellens.

(Normal Passenger route unless shown) Crewe P5 - Up & Dn Potteries - Stoke-on-Trent - Stone Jn - Colwich Jn - Up
Slow - Lichfield Chord Jn - Lichfield Trent Valley Jn - Leicester Jn - Up Gds - Clay Mills Jn - Derby P3 - Chesterfield P3
- Masborough Jn - Aldwarke Jn - Swinton N Jn - Dn Moorthorpe Gds Loop - Milford Jn - Church Fenton (P3/Up Pass
Loop) - Dn Leeds - York P11 - Loco Line - Skelton Jn - Dn Slow - Longlands Jn - Dn Main - Dn Bypass - Darlington P4 -
Ferryhill S Jn - Ferryhill Yard line next to Loading Bank (rev) - Ferryhill S Jn - Norton-on-Tees W Jn - E Jn - Dn Cliff
House Gds Loop - Ryhope Grange Jn - Londonderry Sdgs (bypass line) - middle loop line (of 3) - Port of Sunderland,
Corporation Quay LC.(rev) - Ryhope Grange Jn - Up Main (rev) - X/O (87m 47ch) - Dn Main - Sunderland P1 & 2 -
Up Sunderland - Monkwearmouth Jn X/O (90m 20ch) - Dn Sunderland - Boldon E Jn - N Jn - Tyne Dock Arrival -
West Line - No2 Line - Tyne Dock Coal Terminal End of Line (rev) - as inward - Tyne Dock Departure - Boldon N Jn -
W Jn - Dn Sunderland - Park Lane Jn - Greensfield Jn - King Edward Bridge E Jn - N Jn - Newcastle P3 - Newcastle E
Jn - Up Sunderland - Park Lane Jn - Pelaw Up Gds Loop - Up Pass Loop - East Boldon - Sunderland N End Jn - P3 & 4
Sunderland - Norton-on-Tees E Jn - W Jn - Ferryhill S Jn - Ferryhill Yard - line next to Loading Bank to where two
dead end roads - single line towards Thrislington (rev) - 2nd through siding from Ferryhill Up Gds Loop - Ferryhill Jn
- Up Main - Darlington N Jn - Up Gds Loop - Darlington S Jn - Northallerton - Up Slow - Skelton Bridge Jn - York P3 -
Up Main - Colton Jn - Up Normanton - Church Fenton P1 - Milford N - Up Pass Loop - Moorthorpe Up Goods Loop -
Masborough Jn - Up Barrow Hill - Up Canklow Gds Loop - Chesterfield (Up Barrow Hill/Up Erewash) - Clay Cross N
Jn - Duffield - Derby P3 - London Road Jn - Up Main W - X/O (0m 04ch) - Dn Main W - Clay Mills Jn - Dn Gds -
Branston Jn - Lichfield Trent Valley Jn - Up Trent Valley Slow - Lichfield N Jn - Dn Trent Valley Fast - Curborough Jn -
Down Trent Valley Slow - Colwich Jn - Stone Jn - Stoke-on-Trent P2 - Up & Down Potteries Loop - Crewe P11.

BELOW: Crewe P5 early morning. All pictures are thanks to our Society Photographer Geoff Plumb for
more see with detailed captions. is his website.

Crewe P5 Ferryhill Up Sidings, Road No5 203m 75ch
Stoke on Trent P1 188m 75ch
Derby P3 Port of Sunderland, Corporation Quay LC.. 137m 36ch
York P11 Ryhope Grange Jn, Up Main 56m 57ch
Ferryhill Up Sidings, Road No5 Port of Tyne, Coal Road 2 38m 77ch
Port of Sunderland, Corporation Quay LC. Newcastle
Ryhope Grange Jn, Up Main Ferryhill Up Sidings North End Single Line 2m 43ch
York P3 9m 24ch
Port of Tyne, Coal Road 2 Derby P3 9m 18ch
Stoke on Trent P2 60m 30ch
Ferryhill Up Sidings North End Single Line. Crewe P11 57m 01ch
137m 60ch
189m 19ch
204m 19ch

ABOVE: Reversing at Ferryhill Old Yard on the outward trip, looking south (the ECML is far right).
NEXT PAGE TOP: Sam and Chloe, the Buffet Car Crew from Crewe to Crewe.
NEXT PAGE LOWER: On the Port of Sunderland branch.

SECOND PAGE BELOW: The front loco at Corporation Quay Level Crossing, Sunderland Dock.

ABOVE & BELOW: Port of Tyne Coal (import) Terminal - complete with special coal ballast.

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