BELOW: Wolverhampton Station on the wireless section with an enticNEXT: In the opposite direction, just in case anyone wasn't sure where the
ingly long headshunt beyond. (John Cameron, 17 Sep 2023 and next.) ey are…. (see bottom). It's then quite a walk back to the station entrance.
[BLN 1432] BELOW: There will be lots of new track to do here! Construction progress at the new eight platform Belfast Grand Central station. The bridge in the distance is exclusively for Translink buses to travel to and from the M1 motorway and was brought into use on 14 Aug 2023 - the bus station is adjacent.
2142] Bridgnorth: Fri 8 Sep marked 60 years since the last British Rail service trains ran between Bridgnorth and Bewdley. On that Sunday in 1963 the last service from Bridgnorth to Birmingham Snow Hill ran hauled by ex-GWR Pannier Tanks 9624 and 4665 with a 'Special Last Train' headboard. It wasn't! The actual final passenger train was the 20.30 SuO Hampton Loade to Snow Hill 3-car DMU. The last passenger services from Bridgnorth to Shrewsbury had run the previous day (they were SuX). 1432 IRELAND (Martin Baumann) [email protected] 2143] Killagan: On the Londonderry line at 43m 33ch, on the almost 17 mile section without a station, between Cullybackey and Ballymena, this loop has had booked workings since Sat 16 Sep. They are 12.49 SO Coleraine to Belfast Great Victoria Steet (14.20) and 17.40 SO return (Coleraine arr 19.09). As always, if one is late the train they are crossing will be put in the loop instead if it arrives first. 2144] Lisburn: (BLN 1412.2669) In a possession on 10 Sep, the crossover from the Antrim branch to P2 was reinstated, secured and signed out of use until at least Jan 2024. Both ends are in place but there is no track either side of it. The ½ mile of track lifted at the Lisburn end of the branch remains missing. 2145] A 1 st April report? Newly released government papers reveal that a railway tunnel from Scotland to Northern Ireland was considered in the 1960s. It was rejected due to cost and as it would be under an area off Scotland where huge amounts of surplus WWII munitions were dumped. (They remain today and likely mean there can never be a fixed road or rail crossing, apart from the different gauges.) 2146] Tara Mines: (BLN 1429.1805) Some wagons arrived with loco 072 on Mon 4 Sep and returned to Dublin next day. Loaded trains also left on Tue 12 & Wed 13 Sep, presumably clearing ore stockpiles. 2147] Heuston: The Luas stop terminal centre road for turnbacks from the city direction used to have regular booked workings but no longer does. However, on Sat 2 and Sun 3 Sep Blackhorse to Heuston was closed while some concrete was dug up, rails replaced and the concrete reinstated. Blackhorse was an ECS shunt. All weekend, trams from The Point turned back in Heuston centre road in service. 2148] Bord na Móna: (BLN 1425.1398) An update from the Industrial Railway Society. The situation is now critical. The peat stockpiles at Croghan and Ballycon will reach their maximum capacity of 140,000 tons in around the next five weeks. After that, haulage from all bogs via the various tip heads and road haulage to either will cease. The only haulage after 13 Oct 2023 will be transfer of peat stockpiles to Edenderry Power Station, six rakes a day, five days a week, until the piles are exhausted or 23 Dec, the new deadline for the end of peat burning, whichever comes first. It can then burn biomass until 2030. The Bellair system has more peat than can be removed by 13 Oct. At Coolnagun, there is one pile left to fully clear all peat held there; this will take until the end of the first week in Oct. At Blackwater/Boora, Area 6 has two piles now being removed; another six piles at Kilgarvan are to be left. The two piles at Bunahinley are being bulldozed back into the bog and Derrinlough Tippler will end working about 13 Oct. At Mountdillon, operations restarted on Mon 11 Sep to move peat from Cloonshanagh using six rakes a day, on three shifts; it is unlikely all stocks on this bog will be cleared when operations cease around 13 Oct. At Littleton crews have been sent to lift the track (about 7km) by the end of Oct. The remaining track at Ballivor is expected to be lifted by mid-Oct. Almhain North, Gilltown and Derryfadda have yet to be lifted. [Many locations are on Baker or Quail 6 - Feb 2004.] 1432 ISLE OF MAN (Graeme Easton) [email protected] 2149] More cuts: The minutes of the 18 Jul Tynwald Discussions https://tinyurl.com/ypw4v3jx has three sections, relevant to, and not reassuring for, the railways. Section 4 (p21) sets out the list of projects deferred by budget cuts (below). This has worrying long term implications. There is also reference in Line 687 to the SYSTRA review [and] the broader consultation that is taking place into the heritage railways. This is concerning as no terms of reference to the broader consultation can be found. Section 12 (p39) is about the Promenade upgrade and includes no commitment to reinstate the tramway to its full length. Section 13 (p42) is about the SYSTRA review and a question from the Speaker asking for a Government commitment to the future of the railways. The Chief Minister who is also acting Infrastructure Minister refused to give ANY commitment. The cuts recently announced…
Mr President, the reductions in this year's Budget will primarily impact the capital programme in terms of the renewals identified in the railways' asset management programme. The list of major schemes impacted by the reduction this year includes: Mountain Railway: Completion of a number of track renewal programmes. The workshop yard. Snaefell to Bungalow track renewal continuation. Overhead line renewal. Steam Railway: Oak Hill to Keristal completion of track renewal. MER: Eskdale track renewal completion. Ballagorry to Ballaglass track renewal. Waterloo Road Yard (Ramsey) and restoration of the tram storage depot building there. This is needed before the first morning departure can be brought forward. At present it is formed of the first arrival from Douglas. Restrictions in the revenue budget have also affected completion of repairs to some locos and require a pause in recruitment for the replacement of some roles, slowing down some rolling stock projects. 2150] Property Section (1); Crogga Valley Railway: (MR p12) The whole 16-acre Crogga Estate, with the 450yd long 7¼'' gauge Crogga Valley Railway, has been put on the market by owners Chris and Beth Beauman. https://tinyurl.com/mwjtkyrm and a 20 page PDF with e-BLN have details, plans and photos, including one of the railway with an IOM Steam Railway train passing. For now, the volunteers will continue to maintain the railway and, with the owners' agreement, charity days will take place. However, the future will obviously depend on the intentions of the new owners. The Society had an extremely comprehensive, if wet, visit on 23 Jul 2022 (report and schematic track plan BLN 1419.685 with photos). If any member has a spare £6.25M to ensure future Society visits, that would be great. 2151] Property Section (2); The Gate House, Castleton Road, Port St Mary: If Crogga is out of your price range, perhaps this two-bed former IOM Railway gate keeper's cottage at Four Roads Crossing (14m 34ch) might suit, at only £349k. https://tinyurl.com/28ryp3u9 has the details and plans with 42 exterior/interior photos including the railway. Despite the name, there is only one road. The details say that it is a 'trainspotter's delight' but it won't take very long to spot everything that passes regularly. 2152] MER 130: The Manx Electric Railway opened from Derby Castle to Groudle on 7 Sep 1893 and the 130th Anniversary was celebrated on Sat 10 Sep. After an 08.40 parallel run with Cars 1 and 2 to Groudle, the two returned to Derby Castle where Car 2 was joined to Trailer 51 for the 09.40 service. Car 1 ran parallel to it as far as Laxey carrying VIPs including Lieutenant Governor Sir John Lorimer. After that, an intensive timetable ran for the rest of the day using 1 single motor (SM), 2+51, 5+54, 6+44, 7 (SM on motorman taster lessons), 9+48, 14 (SM), 16+49, 20+42 and 32+59. There were also tours of both the Snaefell Mountain Railway and MER sheds in Laxey. 6+44 carried the tribute to Alan Corlett headboard all day, with Paul Marshall as Driver and our IOM member Cade Williamson (no relation to John & Jenny W) as Conductor. Alan, who passed away last year, was instrumental in arranging many railway events in the 1990s, including the 1993 Year of Railways, 1995 International Railway Festival and 1998 Steam 125. Members of his family travelled on the tram in the afternoon. 1432 SCOTLAND (Greg Beecroft) [email protected] 2153] Winchburgh: A new station is proposed at Winchburgh, between Linlithgow and Edinburgh Park. Winchburgh Developments Ltd is leading development of up to 3,450 dwellings in the area, which are being built by several companies. When planning permission was granted, Transport Scotland would not permit West Lothian Council to include a condition that the developer must fund a railway station. At the time no business case had been established for the station. Transport Scotland now supports the station but says the developer will have to pay for it. Winchburgh Developments say that the estimated cost of a station is now twice the original figure and some funding will need to come from elsewhere. In absence of progress with the station, Edinburgh Council is proposing to spend £36M on increasing capacity on the A8 and A89 roads between the city and Broxburn, which would be used by commuters from Winchburgh. Winchburgh Developments is calling for the money that would be spent on this to be used instead as a contribution to the cost of the station. The company has released a report which it commissioned from transport consultants Systra, which says that the station would remove over 400,000 car journeys from local roads annually. The station would be located between Winchburgh Jn and Winchburgh Tunnel, where a new road is to bridge over the railway, close to the site of the original Winchburgh station, which CP 22 Sep 1930.
THIS SECTION: (Item 2153) MER 130 by our IOM member Cade Williamson (seen above, standing).
BELOW: (Item 2156) If only it was like this every dThe special 'boat train' to Edinburgh draws int
day; Greenock Central is not normally this busy! to the station. (Greg Beecroft, 13 Sep 2023.)
BELOW: (Item 2157) The reinstated Troon Up P1 canopy is to the leftEMU 380010 leads the 12.30 Glasgow Central t
t. Let's hope the original canopy on Down P2 is repainted to match. o Ayr service on 12 Sep 2023. (Greg Beecroft.)
2154] Off-peak, all day and every day: The experiment of charging Off-Peak fares all day, every day on ScotRail services will run from 2 Oct 2023 until 29 Mar 2024. The Scottish Government will consider the impact of this initiative and whether it is sustainable in the long term before deciding whether it will continue after the six month trial. As British Rail would say - ''Use it or lose it''. 2155] Ayr Station Hotel: (BLN 1431.2040) At a special meeting of South Ayrshire Council on 15 Sep, it was unanimously agreed to keep funding encapsulation of Ayr Station Hotel until the end of Mar 2024 and to continue developing a scheme to demolish the southern wing of the hotel. It was noted that there is currently no funding for this but Transport Scotland has started work on a project to provide a new station and transport interchange. It was reported that an initial claim of £617k against the Malaysian owner of the hotel is progressing through the courts in Malaya and being followed by a further claim of £708k. The Council has placed a charge on the property and obtained a legal inhibition preventing it being sold. It was feared that the owner would transfer the hotel to a shell company that would then be liquidated. Meantime, SAVE Britain's Heritage has produced a further report, claiming that the building could be renovated at a cost of £9.2M, about half as much again as the cost of demolition. The Council agreed to respond formally to this, noting that the cost estimate only covers making the building wind and watertight and does not account for costs arising from working adjacent to the railway. No new feasible use or user has been identified with sufficient capital to enable restoration of the building but SAVE will be given a deadline to come up with a fully-funded proposal. 2156] Greenock: A special passenger train made a return trip from Greenock Central to Edinburgh on 13 Sep for passengers on the cruise ship Disney Dream. Cruise liners call regularly at Greenock Ocean Terminal but these were probably the first boat trains at Greenock since 20 Nov 1965, when the last one operated to Princes Pier. Plenty of ScotRail staff and police were present at Greenock Central to manage the crowd, together with the hosts who had escorted passengers on foot from the ship. The platform became so full that passengers were queuing down the street. There is no crossover at Greenock, so the ECS from Corkerhill ran via Gourock. In a well planned operation, the train (EMUs 380017+380106) had a 50 min turn round at Gourock and arrived at Greenock Central ten min before the 10.06 departure time. The route to/from Edinburgh was via Glasgow Central (reverse and crew change) and Carstairs, using the connection between the Ayr lines and Line 4 at Bridge Street Jn. The trains were of note for running direct between Shieldmuir and Law Jn; ScotRail passenger services run via Wishaw. They were booked via the platform lines at Carstairs, with a pathing stop on the return journey. ScotRail trains and crews do not normally work via the Carstairs Chord, to the north of the station. The fare, including a visit to Edinburgh Castle, was $129 (about £103). An off-peak return from Greenock to Edinburgh is £22.40 and admission to Edinburgh Castle, including a guided tour, is £21.50. ScotRail hopes to attract further business from Disney and other cruise operators at Greenock. A Class 380/0 EMU has 3-cars and 191 seats, while a 380/1 is 4-cars with 265 seats - a total of 456. 2157] Troon: (BLN 1428.1670) The Up P1 canopy has been reinstated but work has yet to start on constructing the replacement station building. The original Down P2 canopy could do with a repaint. 2158] Inverness: Since the new trains were introduced, the Caledonian Sleeper has spent most of the day stabled in P1 or P2 at Inverness, where it is serviced. These are the only platforms long enough to accommodate the Sleeper, LNER trains and ScotRail five-coach HSTs. There is heavy demand for travel to Inverness in the summer and it is very desirable to have more capacity for longer trains. It was proposed to create a servicing facility for Caledonian Sleeper at Millburn Yard, so the train did not remain in the station. The idea was dropped when the cost was estimated as £4M. Therefore, it is intended to alter signalling so that longer trains can use P3 and P4. This involves replacing and relocating the heads of the departure signals and altering the buffer stop markers. 2159] East Kilbride: (BLN 1430.1929) The Scottish Government has confirmed funding of £140M for electrification of the East Kilbride branch. The project includes a new transport interchange at Hairmyres, a 1.4km extension to the passing loop there, a new station at East Kilbride along with accessibility works at other stations. It is intended that electric services will commence in Dec 2025.
2160] Edinburgh: A pedestrian and cycle path is being built along the course of the Coltbridge Jn to Dalry Jn railway, once used by passenger trains from Edinburgh Princes Street to Leith North and a worker's service to Granton Gas Works. This includes constructing bridges over the current Edinburgh to Carstairs line and the A70, Dalry Road. During the course of work, part of a platform at the former Dalry Road station (OP 2 Jul 1900; CP 30 Apr 1962) was unearthed and a rather damaged Caledonian Railway enamelled sign warning against trespass has been found. [Map is thanks to Dave Cromarty.] 2161] Edinburgh Trams: (BLN 1431.2030) Some members were present on the evenings of both 5 and 6 Sep, when trams from Newhaven turned back at Edinburgh Park. Staff advised that closure of the line to Airport was for repairs to the overhead line. The trailing crossover at Edinburgh Park is normally bolted out of use. The points in the westbound track are hand-worked, using a temporary lever inserted into the mechanism. Trams trailed through the unworked points in the eastbound track. 2162] Yoker - Dalmuir: This line is closed from Fri 22 Sep until Mon 25 Sep (incl) for track renewals, including through the twin single-track tunnels taking the railway under the Forth & Clyde Canal. The track here was lowered and relaid on concrete slab in Nov 1979, as part of the project to increase OHLE voltage from 6.25kV to 25kV. The crossover and points which give access to P5 (the bay) at Dalmuir are also being replaced. While the line is closed, trains divert via Singer or terminate and start at Garscadden, reversing empty in Yoker Carriage Servicing Depot. All trains run via Singer SuO, except for a few starting in the morning and terminating late in the evening at Garscadden. Buses run between Partick and Dalmuir and have no scheduled stops between Partick and Garscadden SuX. 2163] Cadder: An incident at Falkirk Grahamston on 27 Aug caused the 18.52 Inverness to Edinburgh, 21.30 Edinburgh to Dunblane and 22.09 Dunblane to Edinburgh to be diverted via Cadder, where they reversed in the Down Passenger Loop and did the trailing crossover, to run via Falkirk High instead. 2164] Peterhead and Fraserburgh: (BLN 1404.1715) Campaign for North East Rail has been awarded a £250k grant for a Sustainable Transport Study into reinstating railways to Peterhead and Fraserburgh. The grant comes from the Scottish Government's Just Transition Fund, assisting North East Scotland to move away from the oil and gas industry. The study (due to report by Mar 2024) will be carried out by consultants AECOM and Stantec, working with Aberdeen and Grampian Chamber of Commerce.
BELOW: (Item 2161) Edinburgh Parkway crossover looking towards the City
y; the points are unbolted for turnbacks at the stop (behind photographer).
BELOW: Trams from Newhaven were turning back at Edinburgh ParkwaHere the onsite points operative changes the points to allow the tram seen to
ay outbound platform while damaged OHLE was being repaired beyond. o pass. (Both, and back page, Simon Mortimer, around 19.00 on 5 Sep 2023.)
BELOW: (Item 2162) Dalmuir Twin Tunnels are chronically wet due to p
passing beneath the Forth & Clyde Canal; looking towards Dalmuir. (NR)
BELOW: (Item 2165) Inverkeithing South Jn; the Rosyth Dockyard branch is
left (with a fence across it) - 1 Sep 2023. (All Greg Beecroft unless specified).
BELOW: Fast backwards 45 years; incredibly, the same location o
on 1 Jul 1978 with a King's Cross to Aderdeen express passing.
ABOVE: The approach to Rosyth Dockyard and its signal box 20 years ago. (Angus McDougall, 4 Aug 2003.) BELOW: On 10 Jul 1999, the Worksop Depot CTC 'Worksop Midlothian' railtour arrives from ......... Worksop https://www.sixbellsjunction.co.uk/90s/990710wd.htm (Angus McDougall.)
BELOW: Rosyth Dockyard signal box, derelict, unloved, uncared for but listed. (Greg Beecroft, 1 Sep 2023.)
BELOW: (TRACKmaps 1 p13 2021) Very rusty sidings at Rosyth Dockyard o
n 1 Sep 2023; the passenger platform used to be on the tracks to the left.
[BLN 1BELOW: A train departs Rosyth Dockyard station on Sat 1 Jul 1978 for the Roythe Dockyard about 17.00 (also the next day) - see PSUL - this may have been ECwarehouse. The 15th century Rosyth Castle is more prominent. Note goods wago
1432] yal Navy Dockyard open day. It left Edinburgh about 12.45 and returned from CS. The signal box is in the distance, to the right of and beyond the large (L) ns to the right and the Forth Bridges in the distance (R) (Angus McDougall.)
BELOW: In the other direction before departure; the footbridge, left, is w
where the previous photo was taken from. (Angus McDougall 1 Jul 1978.)
BELOW: From the dockyard middle level crossing (on TRACKmaps), by then a pNEXT: (Item 2167) A Ghost Train? Haymarket P0 (tramway left); the 20.04 una
public road; looking west towards the gates. (Angus McDougall, 20 Aug 2011.) advertised express to Glasgow Queen Street (Kevin McCormick, 26 Aug 2023.)
2165] Rosyth Dockyard: (TRACKmaps 1 p13 2021) Consideration is being given to reactivating the branch to Rosyth Dockyard, as part of the Forth Green Freeport project. The line was temporarily taken out of use on 2 Apr 2012 but has not been formally closed and is intact. The junction at Inverkeithing remains but the track is heavily overgrown. NR is responsible for the branch to 1m 21ch, a mile short of the dockyard. The category 'B' listed Rosyth Dockyard signal box is in very poor condition. This is to North British Railway design but within the dockyard and dates from about 1917. The box was closed in 1923, reopened in 1941 and finally closed in 2008. Nothing remains of the passenger platform at the dockyard that was used by workers' trains which appeared in PSUL. Passenger trains probably started running as early as 1909, for workmen building the dockyard. Rosyth Dockyard station OP 1 Sep 1915 and, at its peak, during WWI, there were up to 24 workmen's trains daily, plus military leave trains. By the time that the station CP 27 Nov 1989 there was just one train SSuX from Kirkcaldy in the morning and back late afternoon. Latterly the train was sometimes replaced by a bus, due to rolling stock shortage. Travelling the line was difficult if you did not work at the dockyard. Regular passengers tended to notice strangers and direct them off the train at Inverkeithing (it was in the public timetable to/from that station). Anyone who succeeded in reaching Rosyth Dockyard had to depend on the train crew allowing them to return on the ECS, if they did not wish to be taken into the care of the MoD police who staffed the only platform exit! One year, the morning train was in the printed timetable as going to Rosyth Halt (just Rosyth after 16 May 1983) so, via the North Curve avoiding Inverkeithing. This was an error and it didn't; at no time was there an announcement on the train or stations that the true destination was Inverkeithing (and the Dockyard). The line was visited by three of our tours: the 26 Aug 1972 'Forthman', 25 Aug 1973 'S&D' (Stirling & Dunfermline not Stockton & Darlington or Somerset & Dorset!) and 29 Aug 1987 (Fife Coast Explorer). It was also used occasionally by public trains for Royal Navy Open Days at the dockyard. It is interesting to note that there were no photography restrictions at Open Days and free access to most of the dockyard, which had an extensive internal standard gauge system. However, on our 1973 tour at least, photography was prohibited and passengers were not permitted to leave the station platform. Presumably, anything secret would be hidden away before an Open Day but not for a railtour. The last passenger train on the branch may have been the Worksop Open Day Committee 'Midlothian' railtour on 10 Jul 1999, by which time most of the dockyard was owned by Babcock International. The last regular traffic on the branch was ScotRail Class 170 DMUs for refurbishment by Babcock Rail in 2009. 2166] Glasgow Subway: One of the first operators to report passenger numbers above those prior to the Covid pandemic is the Glasgow Subway. Between Apr and Jul 2023, the number of journeys was 1.7% higher than during the equivalent period in 2019. Traffic in Aug 2023 was exceptional, because of the UCI Cycling World Championships. 59,000 journeys were made on 12 Aug, when cycling events were under way in the city and there was football at Ibrox. That was the busiest day since Oct 2018. 2167] Haymarket: While returning to Haymarket from Murrayfield on a very crowded tram following Scotland's 33-6 rugby win over Georgia on 26 Aug, a member noticed an 8-car Class 385 EMU in P0. A quick check on Realtime Trains suggested this was a 20.04 unadvertised express to Glasgow Queen Street. It was indeed unadvertised at Haymarket, with no sign of it on the departure board. Our member asked if the train in P0 was a special but was told; Keep going sir and make your way to P4. With P4 rammed, this was ignored and our member went to P0 to ask the driver. He was expecting to leave as soon as the delayed 19.45 Edinburgh to Queen Street had gone. P0 is normally used only by ECS in/out of Haymarket Depot, so our member was pleased to join the train. He observed the 19.45 departing full and standing, following which, a further crowd was admitted to P4. The special then went with probably no more than 30 passengers sharing 542 seats, so rare track in comfort on a very pleasant trip back to Glasgow. As the driver said: What's the point of putting on a special to help with the crowds if the station staff don't know it's running and you don't add it to the departure screens‽ The train included 385102, of note as one of four units built in Japan and delivered via Hitachi's Pistoia works in Italy. They continued to Scotland via the Brenner Pass, so hold the altitude record of 1,371m for Scotrail trains (a little higher than Ben Nevis and three times the height of Druimuachdar Summit).
2168] East Linton: (BLN 1418.519) Planning permission has been granted for the overbridge to replace Markle automatic half-barrier (AHB) crossing, west of East Linton. However, it will not be built before the new station opens. Therefore, stopping/non-stopping barrier controls are being provided on the Down line from 25 Sep. They are needed if there is a station between the treadle that activates an AHB and the crossing. If the barriers are down for a long period while a train stops at the station, there is a risk that motorists will zig-zag round them. If the signaller selects stopping mode, there is an extended period before the barriers are lowered, with a signal held at danger to protect the crossing meantime. 2169] Levenmouth: ScotRail has launched a public consultation on its plans for the Fife timetable after the line to Leven opens. As expected, there will be two trains an hour SuX between Edinburgh and Leven, one via Kirkcaldy and the other via Dunfermline. They call at all stations, except via Kirkcaldy which will not stopping at South Gyle. Journey time from Edinburgh to Leven will be 65 minutes via Kirkcaldy and 76 minutes via Dunfermline. The first departure from Leven is at 05.39 and the last arrival at 00.16. Feedback on the SuX proposal will be used when developing the SuO timetable, which will give Leven an hourly service. There will continue to be just one train each way SSuX between Glenrothes with Thornton and Edinburgh via Kirkcaldy. It is planned that the new timetable will commence in 2025 (which may mean the Dec 2024 timetable change) but it is expected that there will be an interim passenger service to Leven from 'late spring/early summer'2024. Two interim timetables are being consulted on. One has two trains an hour to Leven via Dunfermline, formed by extending the existing Cowdenbeath and Glenrothes trains. The other gives just one train an hour via Kirkcaldy. A copy of the draft 2025 timetable is a download with e-BLN; the consultation closing date is 23 Oct. ….. ……. 1432 WALES & THE MARCHES (Chris Parker) [email protected] 2170] Marches engineering in September: (BLN 1402.1450) NR and National Rail confirm that the long planned blockade was to affect passenger services from Tuesday 12 Sep to Thursday 21 Sep inclusive. Replacement buses were to operate Shrewsbury to Hereford and also to Llandrindod/Llanwrtyd, the latter depending on the normal termination/crossing point of the relevant Central Wales services. Planned engineering work included complete track renewal in the Up or 'New' single track bore of Dinmore Tunnels (northbound), a possession at Sutton Bridge Jn (Shrewsbury) and 'essential work' (never otherwise?) on the Central Wales line. Tamping, vegetation clearance, reballasting, rail and/or sleeper replacement, S&T renewal and work on structures and level crossings at various locations were also planned, with road closures at Bromfield (08.00 Sat 16 until 05.00 Sat 22 Sep) and Leominster (from 20.00 Sat 16 until 10.00 Sun 17 Sep) level crossings. Then it becomes more interesting… Completion of work in the tunnel is scheduled to take a further week so, from 22 until 28 Sep, Single Line Working is planned over the Down line between Leominster and Moreton-on-Lugg (MoL) with a capacity of 1tph in each direction maximum. The WTT allows 5min at both these locations in both directions for crossovers and pilotman boarding/alighting. Up (to Leominster) trains will reverse in service over MoL trailing crossover and traverse Leominster trailing crossover to regain the Up line. It is believed to have occurred on the Up line on the night of 11 Jan 2023 (BLN 1416.267). Such moves were common on Sundays in the 1970s (as were crew swaps at MoL, Shelwick Jn or Tram Inn instead of Hereford when running late) but much rarer now. Cardiff to Shrewsbury passenger services are therefore 'reduced' during that period with some intermediate stops (particularly Church Stretton, whose town Mayor complained of only receiving a week's notice of the initial closure) omitted and Holyhead services only running north of Shrewsbury. The effect on freight remains as described in BLN 1402.1450, with access to Moreton-on-Lugg stone terminal maintained from the south throughout. 2171] Ludlow: Installation of a footbridge lift on northbound P1 is due to begin in Oct as part of NR's Access for All initiative, for completion by the end of CP6 on 31 Mar 2024. The lift is needed as there is no direct step free access to P2 (to Hereford) from the car park, bus stop and the ticket office on P1 (to Shrewsbury); there is a ramp from the footbridge to P2. Welcome as this is, there is local discontent that the work will cause traffic restrictions on Station Drive for no less than 9 months - during which the bus stop will be closed - and NR only gave a week's notice of public consultation on these issues. Funding for the project was announced at the start of CP6 in Apr 2019 (BLN 1329.1369).
X.85] BELOW: Cmwbargoed Opencast Disposal Point where there is still a coa
l train to Margam most days - even on Sun 17 Sep. (Nick Jones, 13 Sep 2023.)
2172] South Wales Metro: (BLN 1431.2047 and particularly BLN 1429.1826) A further member of the BLN editorial team travelled from Cardiff to Aberdare on Tue 29 Aug. Aberdare ticket office was open and staffed when he arrived in late morning. Signs on various platforms en route alerting to live OHLE also gave him a new Welsh phrase, gwyliwch y gwagle = mind the gap! Construction of the new Aberdare arrival P2 was well advanced with a very substantial base structure awaiting slabs. It is on the left side of the existing running line before the convergence of the new loop into the single track for the present platform. The existing running line is used for Up arrivals at Aberdare and the new loop for Down (to Abercynon/Cardiff) departures. The location of a new set of points near the underbridge immediately before the existing Aberdare platform has required localised embankment widening. This has needed piled support and all this amounts to a major civil engineering task, probably far more extensive (and, of course, expensive) than would have appeared necessary when first conceived. The novel operating principle of an arriving train allowing passengers off at the new platform while the previous working departs ahead presents several challenges. The Epping Ongar Railway found that requirements for a train on a significant down grade to enter a new platform end-on to one of the Central line platforms at Epping required extremely complex instructions, a reopening that was not ultimately pursued. At Mountsorrel the branch terminus is approached past a 'Stop and Proceed' board. At Aberdare however the gradient is up, rising towards the present platform. The present half hourly trains pass at Mountain Ash loop. The line is double track throughout south of Abercynon, so the dynamic loop between Cwmbach and Aberdare will be critical to permitting 4tph, or even a 3tph service. Also critical is occupation of the remaining single track between Mountain Ash and Cwmbach, which for 4tph must be cleared in no more than 7mins, including the Fernhill and Cwmbach stops. Moreton to Dorchester South (the only single track section between Waterloo and Weymouth) can operate satisfactorily with current (DC!) service levels but places major restrictions on the timetable of other lines to and from Waterloo. The same will apply south of Abercynon. By 9 Sep the Aberdare line was 'wired' at least as far as Mountain Ash; by 14th so was the north end of the Merthyr Tydfil line from the Merthyr Vale area to just short of the terminus. OHLE structures had yet to appear at Quaker's Yard but platforms, footbridge and 'furniture' were all complete; temporary barriers blocked access as ROP still awaited the planning decision (BLN 1429). The station closed from 29 Apr 2023; these planners don't rush themselves no matter what. Progress with conversion of the Cardiff Bay line (BLN 1431.2047) had been reported as 'painfully slow', hardly encouraged by delays in commissioning the Class 398 tram-trains required to operate it. However, by 14 Sep concrete platform panels and sleepers had been delivered and much more groundwork had taken place around the site of Butetown stop. Meanwhile on the Rhymney line, planning approval was granted on 23 Apr 2023 for the new Crwys Road station (sic) between Queen Street and Heath Jn with Up and Down platforms and lift access to/from road level above. However, no construction start date has yet been announced. A Core Valley Lines Network Access Charges Consultation Document advises that charges will remain generally consistent with NR's. However, there is a change: we should now refer to smart rather than discontinuous electrification. We'll see how smart it actually is when the 398s attempt full length runs! 2173] Newtown: (BLN 1425.1419) https://bit.ly/3L2ueQa is Colas Rail’s illustrated report of the extensive infrastructure renewal work carried out here during the May blockade and later overnight closures. The first stage included 450m of 6ft drains, 85m of cess drainage, a total of 19 catchpits and 4 cross drains. Later ones included 1,800m of track and 4 point ends. The Up and Down lines through the station were entirely replaced with new turnouts at either end allowing the speed restriction to be eased to 40mph. All reusable old materials were donated to a local farm with NR approval. 2174] Central Wales line debacle: (BLN 1430.1941) Sadly there is further evidence to support our member's views. During the last full week of Aug, passengers were left waiting 2½ hours at Llanwrtyd for a train when a promised rail replacement bus failed to turn up following a points failure. However, at least one local politician is concerned; in response to 'ongoing frustrations' expressed by 'many' constituents. The Westminster MP for Carmarthen East & Dinefwr, Jonathan Edwards has written to the Welsh Government again. He previously did so last summer regarding:
The negative experiences faced by my constituents wanting to use the Heart of Wales line. At the time I was assured by the Welsh Government Minister that Transport for Wales had been advised that the issues fall significantly short of the Welsh Governments' expectations and that extra steps would be taken to mitigate such errors in the future. Over 12 months have passed and unfortunately my constituents are facing the same problems with more trains being cancelled than ever before. I am hearing first hand from constituents who have been stranded having to wait over four hours for the next train, job interviews being lost and holidays being affected. This is without mentioning the effect on the environment and tourism in the area. The Welsh Government need to urgently intervene in this case and hold Transport for Wales to account before public trust is totally lost in the service. The TfW response was: Due to engineering work and a number of operational challenges at both TfW and NR, there have been a higher than usual number of service alterations on the Heart of Wales line recently. We recognise this is very frustrating for our customers and we apologise for the inconvenience caused. We're working closely with NR to provide passengers with a consistent timetable. The Welsh Government (Senedd) tried to make a political football of the issue: We recognise that rail services in Wales need to improve. We are investing £800M on brand new trains to deliver a better and more reliable service to passengers. The UK Government is responsible for the rail infrastructure that the Heart of Wales line runs on. They have repeatedly refused our calls to fully invest in the rail network in Wales. The local Senedd members, with more direct influence on TfW, seem to have been noticeably silent. It should be remembered that the line, the most heavily subsidised in the UK, is believed to owe its survival primarily to the string of marginal Westminster parliamentary constituencies on its route, 2175] Not so smart ticket gates: (BLN 1419.683) A couple were installed in Cardiff Central north exit gate line in early Sep. First impressions were not good; confusingly, the 'contactless' logo is well below the screen to which it relates and any break of journey attempt generates an instruction to buy a valid ticket! There is no fare cap either, despite the Explore Cardiff & Valleys Day Rover (BLN 1429.1826). 2176] Coton Hill Yard: The aggregates traffic from the remnants of the marshalling yard on the Chester line Up Side north of Crewe Jn has only been mentioned briefly once before (BLN 1417.405) and has been largely overlooked by photographers. The first loaded GBRf working of the current operation ran on 22 Feb 2021 and they continue twice weekly on average but irregularly; a 19.59 SSuX 'Q' (conditional) Coton Hill to Wellingborough path currently exists. In common with the more recent slate waste traffic from Llandudno Junction (BLN 1409.2322), Wellingborough Up Sidings is the usual destination but there have been several others, mainly Tinsley Yard. The path for the current loaded workings to Wellingborough is via Darlaston Jn, Walsall, Sutton Park, Glen Parva and Wigston South Jn. The empties are more complex with 'Q' paths from Bescot Down Side, Acton (via Wellingborough) and Tinsley Yards - the last two are partly common to each other in both timings and route. The payload is stone from Tarmac's once rail served Sharpstone quarry beside the Marches line at Bayston Hill, now brought in by lorry to a relatively small 'virtual quarry' at the south end of Coton Hill yard. This boasts a 'departure screen' visible from passing trains in the form of a large chalkboard inscribed NEXT TRAIN followed by the due day of the week - not the date! A member's attention was drawn to this freight flow by empty wagons arriving from the unprecedented location of Purfleet on Tue 12 Sep. It appears they were unloaded there on arrival from Tonbridge West Yard but then forwarded to Coton Hill because of unusual traffic requirements or wagon circulation requirements. TRACKmaps 3 p32B of 2018 shows the disconnected ground frame, sidings and loading hopper at Bayston Hill (2m 77ch) but, as can be seen from passing trains, they have long since been removed. The connection was south facing; empties would reverse in while northbound loaded trains would head for the then Down siding at Dorrington, with loco run round via the still extant trailing crossover and a second at the north end of the siding, controlled by a further ground frame released from the signal box. Your Reg Ed's unreliable memory is that the end of traffic and subsequent disconnection/ removal of that crossover and the siding was during the 1980s; further details would be welcome. There is photographic evidence of a train leaving the quarry on 4 Aug 1985, and a caption implies traffic (ballast for British Rail then) continued into the early 1990s.
BELOW: (Item 2177) The impressive brand new metal bridges for Barmou
uth Viaduct assembled at Morfa Mawddach. (Iain Harris, 27 Aug 2023.)
2177] Dovey Jn - Pwllheli: (BLN 1421.958) The blockade for the final phase of reconstruction of Barmouth Bridge/Viaduct is confirmed as 22.40 (end of service) on Fri 1 Sep until start of service on Sun 3 Dec 2023. Replacement/refurbishment of the metallic spans at the north end is due for completion on Fri 24 Nov and track renewal during the final week. The footway closed from 31 Aug and is due to RO on 25 Nov, so a close view of the track work in progress should then be possible! The new replica spans (thankfully painted black like their predecessors, not the green which NR usually favours) have been assembled on Morfa Mawddach (firm!) salt marshes between the eponymous station and the south end of the viaduct on the east (inland) side. During two unspecified days of the closure, they will be lifted on to the viaduct and transported by rail to their permanent location. Then the existing spans will be dismantled and the sections lowered onto pontoons on the Mawddach Estuary below. The new ones will then presumably be jacked sideways into position. A successful dummy run took place on a purpose-built temporary track at right angles to the line at the assembly site involving 15 gricers engineers testing the cantilever and jack system which will be used. Each new span weighs as much as an average adult blue whale, we are told, and over 16 jacks - from 20 to 100 tonnes capacity - and six rail trailers are required. Images and a video are at: https://bit.ly/3YVjIQH During the blockade further track upgrade work at Dovey Junction is also to take place, probably involving the 132yd Dovey Junction Viaduct (TRACKmaps 3 p33A 2018) Bridge 1, also known as Glandovey Viaduct (79m 16ch to 79m 22ch). While it is again stated that a combination of bus replacements and train services is to operate, only the former (end to end journey time around 3hrs) were on Realtime Trains and there was no indication that any units were to be stabled at Pwllheli. 2178] Waun-gron Park: (BLN 1431.2043) TCP 16.46 on 15 Aug; P2 (Up) ROP at start of service on 2 Sep. 2179] And penultimately; Shrewsbury (2): In what seems remarkably like a knee-jerk reaction which, by definition, hasn't been properly thought through, TfW has decreed that ALL litter bins are to be removed from this 'Category A station' (no, us neither*) until further notice. [*At Nov 2022 there were 28 'Category A stations' defined as a national hub with over 2M passenger journeys per year. 2.22M used Shrewsbury in 2019-20 and 1,58M (plus 0.12M changing) in 2021-22.] This is in response to a recent incident in which a local homeless woman with mental health issues set fire to a litter bin on P4. An 'insider' says that that staff are dreading the Sat afternoon football/Fri and Sat night nightclub crowds, anticipating huge areas of the platforms ankle deep in potentially hazardous detritus with no one on duty to try to sweep it up. (In view of current state of industrial relations, any platform staff invited to grab a broom and try to keep on top of it will probably decide it's not in their job description and give it the brush off). This almost qualified as the 'And Finally' item but doesn't quite match up to… 2180] And finally… INTERCITY Pacer to Llandudno: Yet another Wales section item which isn't the spoof it appears - honest! Among the numerous Pacer units which have avoided scrapping, Jeremy Hosking's Locomotive Services Group has acquired two for return to main line condition and, it would appear, has added tables! Even more surprisingly, they are 142s, more prone to corrosion than the aluminium bodied classes 143 and 144. The first, 142003 in the former Greater Manchester PTE orange and brown livery (the pre-2011 English Jaffa Cake), is to operate the 'St Tudno Wanderer' excursion under the INTERCITY (!) banner on Wed 27 Sep. Stations served and provisional timings: Wilmslow 07.45/16.45; Stockport 07.55/16.35; Manchester Piccadilly 08.05/16.25; Liverpool Lime Street 09.15/15.15; Llandudno 11.15/12.45. Routing both ways is via Chat Moss and, after reversal at Lime Street, the Halton Curve - operator's [incorrect] term for it, so there! With just 90 mins at a seaside destination, this is clearly aimed at hardened enthusiasts and the Society will be represented. The Llandudno branch will provide the full Pacer experience as there is a very tight curve (15mph) at the Junction end and probably has some jointed track. Standard Class flat fare was a mere £49 (ear defenders not included) and by 9 Sep it was fully booked. [Sadly, our Regional Editor didn't make the cut.] This thwarted the suggestion that if you were quick on receipt of this BLN you may still have been 'lucky'; probably the first time the words 'quick' and 'Pacer' have ever appeared in the same paragraph …. Hopefully this overwhelming demand will prompt a repeat, perhaps with both units in multiple and one upgraded to First Class and Premier Dning. Is it time to go back to the home yet, nurse?
1432 MINOR RAILWAYS (Peter Scott) [email protected] MR181] East Anglian Railway Museum, Essex (MR p8): On Saturday 30 July a member and his wife caught a Greater Anglia train to visit Chappel & Wakes Colne station, next to the Museum, for what was billed as a 'Steam Event' day. Admission was £10 adult and £7 child but, although not advertised as such, they were given a 5% discount as they arrived by train. Charges are less on non-running days but considerably more for events such as 'Thomas' and 'Santa' - these must be booked on the website which incurs a booking fee but the train rides are no different. Unfortunately, the former Edmondson card tickets that specified unlimited train rides have been replaced by a wrist band - plain pink on this occasion but other colours are used. One can request a till roll receipt which shows 'event admission' and there is a properly titled annual season ticket but our member was not shown an example. The rides operate from what is known as Platform 3 and this day's train was with bunker first 0-4-0ST N o 11 (AB1047/1905) pulling a covered cattle truck, two open wagons with wooden seats and a GWR 'Toad' type brake van with moulded plastic seats for those who wanted a covered ride. The ride was from the curved platform to near the end of a headshunt past Chappel North signal box, reversing to make a double journey nearly to the buffer stop behind Platform 2 and back before returning to the starting point. The ride totalled some 44ch taking 11min with the five reversals and all the movements were correctly signalled from the North box. Some disappointment was overheard from other enthusiasts with cameras that the steam loco's chimney end was never at the head of the train and although our member is not a photographer, he would agree that is would be much better if the loco was at the other end next to the brakevan. The site itself has an odd collection of ex-BR coaching stock such as one coach from a DMU, a railbus and several locos plus much railwayana in the various sheds. MR182] Chappel Miniature Railway, Essex (MR p16) (BLN 1327.MR58): Also visited on Sunday 30 July, the present 7¼" gauge line at the East Anglian Railway Museum allows unlimited rides as part of the entry charge. Since 2020 it has been located at the far end of the site, almost hidden behind a large building called the 'Thompson Building'. It is a rather short (140 yards) end to end line with the train of just a small battery electric loco and one 4-seat coach, although each seat could accommodate two small children. The 4w loco was said to be the only motive power at the line that day and because there is a slight gradient it is only capable of pulling the one coach. The lad driving said it had been built in 1998 by a Keith Hartley at Ricardo Lampwick Engineering and this latter name was on the side of the bonnet with N o 1 on the side of the cab. It arrived in 2004, so probably operated on the previous line as well. Our member could see something in the back of the carriage/loco shed, perhaps another coach, but was refused permission to visit the shed. The actual ride is from one side of an island platform station named Thompson Green northwards and then a reversal through the other side of the island platform down towards the two road shed. Running is actually to part way along an adjacent siding, then returning up the slight gradient to the starting point. The ride duration is less than three minutes. Note that this railway only operates on 'event days' and not in damp weather because of the gradient plus what the Museum terms 'Volunteer availability dependent'. The 10 Oct 2021 track plan: http://www.minorrailways.co.uk/trackplans/chappel.pdf note the proposed extension. MR185] Sandiway Miniature Railway, Cheshire (MR p13) (BLN 1385.2428): Operated by the Mid Cheshire Society of Model Engineers, this 5/7¼'' gauge railway is located at Blakemere Village (a collection of craft shops etc) near Northwich. It runs on Sundays throughout the year from 12.00. On Sunday 27 August one train was in service. This was 0-4-0ST+T 'Lilla' (Jon Green 2018) with three sit-astride coaches. The run is now a circuit of 500 yards - the 'Northern Extension' opening officially on 16 April 2022 - although it had been in use before that date. See https://bit.ly/48mtobi The old inner circuit is no longer used for passenger trains and is the only circuit available for 5" gauge locos - the Northern Extension is only 7¼" gauge. The fare for all was £1 for one circuit, a white Edmondson ticket issued and clipped before departure. Our reporter was informed that the driver of 'Lilla' usually did two circuits, as indeed happened on the run before he travelled. However, on our reporter's trip, only one circuit was done! Seeing his disappointment the station ticket collector said to 'stay on', and on the next trip two circuits were done. So, he had three trips all for £1! Further extensions are planned ('Phase 3 but are not currently active. The next work is building steaming bays for the elevated track.
BELOW: (Item MR181) East Anglian Railway Muon a train from Sudbury, passes 51213/5