I'd been looking forward to this weekend for some time. It's easy to mock us Branch Line Society members - and we seem to have attract an almost unrivalled disdain among the wider group of much reviled railway enthusiasts too. However, I think it's utterly unfounded, and having been a proud member for a number of years, I look forward to these unique tours immensely. This weekend was particularly special, with the society offering two full days of seeking out the rarest and most difficult-to-reach extremities of the network. Yesterday I'd made a slow wander up to Crewe in surprising sunshine. Thankfully, the hotel had got my booking right this time, and I settled into my home for the next few nights feeling a bit deflated. There was lots going on back at home and I almost wished I'd made the trip north after work instead of taking a day off. However, I soon settled in and decided on a decent nights sleep if I was to survive the morning without dozing off and missing some of the highlights.
I woke feeling surprisingly refreshed and much less maudlin than yesterday. A relatively late start to the day also helped, and I was soon enjoying breakfast on board the stock and awaiting the 07:50 departure. My recent work with the Society on Branch Line News meant I'd been seated with some of the other sub-editors and it was good to meet these folks and compare notes on our experiences. This also meant we were in the fairly spacious TFO near the end of the train, which made for a much more comfortable weekend. So, things kicked off in a sociable and optimistic manner, only to start looking a little concerning early on as we sailed past the platform at Warrington Bank Quay rather than taking the non-platform line which had been missed on a previous tour too. A little less of a worry as we could potentially pick this up tomorrow. However, from here onwards things seemed to work out remarkably smoothly despite a very complex agenda with lots of reversal on route.
Having visited almost every loop between Crewe and Carnforth, we turned towards the coast, with a visit to Ramsden Dock at Barrow-in-Furness. By taking the line outside the BNFL compound we reached as far as practical, with the tracks disappearing under the ballast prior to reaching a large concrete block. This stretch of line had been used as a storage space by a wind turbine supplier until recently, and it's testament to the hard work of the organisers that this part of the trip was possible at all. Passing again three Algerian Navy vessels berthed at Barrow, we retraced our steps and made a slow circuit of the Cumbrian Coast. A bit sleepy here as there was little of interest until Workington where we used the Reception Line, before passing workers dismantling the temporary Workington North station which had been constructed after the floods in the area washed road links away. The station had closed only yesterday in fact. Soon back on the hunt for rare track, with a series of dizzying reversals which saw us using the independent lines avoiding Carlisle station in nearly every possible combination.
Eventually, we passed through the station using one of the non-platformed sidings to the west and made slow passage of Kingmoor Depot on the goods line nearest to the stabled lines of locomotives. Here we veered left into the yard, passing between rakes of wagons and a lone Class 380 unit dumped temporarily due to a problem with software during testing. Another reversal, and we were soon climbing and curving away from the yard to meet the formation of the former Waverley route to Edinburgh. With the front of the train as close to the buffers at Stainton Crossing as possible in true BLS style, we reversed again and crossed over the yard and the mainline as far as the compound gates at Brunthill. Quite amazing really to imagine that this was once the much-missed alternative route through the Borders to Edinburgh, and the communities which suffered due to it's withdrawal. Some comfort can of course be drawn from the decision to rebuilt the northern extremity of the line, but the potential strategic advantages of a through route seem to have been lost under a mountain of red tape and short-termism. It remains a sad fact that rail re-openings are much more common in Scotland and Wales than in England.
After reversing back to Stainton, we used the through lines in the yard to return to the mainline, but only as far as Mossband Junction where we turned east onto the line to MOD Longtown. This area, along with Gretna and Eastriggs has a long connection with ammunition and defence storage, and this vast site has also housed stored railway vehicles at times too. Rather late now, we made a fairly swift trip along the edge of the site, as far as Bush-on-Esk No.2 crossing beyond which the line divides to circle the site, and to head off to Smalmstown on a disused branch which picks up the Waverley formation once again. A quick reversal, and it was back to Carlisle, via the flyover and further lines in the yard and around Kingmoor. With the sun starting to sink almost on cue, there was much congratulation for the organisers and the driver who, also a member, had done us proud in getting as far as the train physically could at all our locations.
The trip back to Crewe wasn't wasted either - as the train covered virtually every southbound loop on the West Coast Main Line too. Chatting with fellow sub-editors and committee members on the way back, I reflected on what a diverse bunch we were and how our common interest in the routes and operation of the railway linked a fairly motley bunch. There had been the inevitable, slightly humourous practice of people wedging themselves into the vestibule to get as much of the mileage as possible, and a few very odd people were on the train it has to be said. But, with a full train, a really pleasant atmosphere and a very successful programme, I can't help but feel our Society will be around for a while to come!
Lost::MikeGTN
I've had a home on the web for more years than I care to remember, and a few kind souls persuade me it's worth persisting with keeping it updated. This current incarnation of the site is centred around the blog posts which began back in 1999 as 'the daylog' and continued through my travels and tribulations during the following years.
I don't get out and about nearly as much these days, but I do try to record significant events and trips for posterity. You may also have arrived here by following the trail to my former music blog Songs Heard On Fast Trains. That content is preserved here too.
