Since the new Company took over a considerable amount of goods have been carried between Ballasalla and Ramsey for the Isle of Man Ferry Express who find it more convenient to send goods wagons to Ramsey for their agents to make deliveries in the north of the Island rather than making the long journey by lorries, which would be running empty for half the time. The two Empress Vans and up to six “G” vans are used for this.  The vans are loaded at Ballasalla and locked; on arriving at Ramsey they are unlocked by the haulage contractor and unloaded straight on to lorries for delivery.

Most of the goods handled by the Isle of Man Ferry Express come in containers and in some cases it would be more convenient if a container could be sent rather than loading a van, so on 20th September a container was put on to an “M” wagon at Douglas to see if it would be possible to use them. A run was made out to Union Mills, but the container was too high for the bridge. It was then decided to use the well wagon which had been used to take the mechanical grab up to Foxdale in the 1930s when a considerable amount of spoil was being brought down. The well wagon was hauled out from the siding behind the carriage shed where it has been for about twenty years (its last journey being to bring the grab back to Douglas sometime in the 1940s when it was subjected to a 5mph. speed limit).

Unfortunately the wagon proved to be too short for the container so it was decided to lengthen it by ducting the centre well out complete and welding an extra thirty inches on to each side. This work was started on 21st September. The following day the wagon was finished and given a coat of brown paint with black iron work and sent with the container to Ballasalla. On Monday, 25th September, the well wagon and container traffic were brought into Douglas, together with G.19 and Empress van F.28 attached to the five o'clock train ex-Castletown.  The container and Empress Van, plus two “M” wagons, were shunted on to the Ramsey train for the following morning and the “G” van on to the Peel train. This freight traffic has been built up through the efforts of our  Treasurer, Max Crookall, until recently the Manager of Isle of Man Ferry Express who run a container service between Preston and the Island.

Latest Freight News

The Railway is to have its own containers – “Mantainers” [sic.] - and on 22nd December four ex-B.R. containers were being painted yellow in Douglas.  A contract has been obtained from the I.o.M. Electricity Board to transport fuel oil for the Ramsey Power Station from the main Power Station at Peel. Carriage by rail awaits the provision of tank wagons. Freight trains are being run practically daily between Douglas and Castletown to which most of the traffic has been transferred from Ballasalla. Trains are run about twice a week to Ramsey, requiring a second engine to be steamed.

No regular schedule is adhered to trains being run as required by boat arrivals at Castletown and traffic offering. To provide additional vehicles for containers, ten of the “pairs”, original four-wheelers mounted in pairs on bogie underframes, have had the bodies removed and the underframes used directly as flat wagons. One has been converted to a well wagon, and others are expected to be similarly converted once the design has been perfected. On the last day of the passenger service to Ramsey - 29th September, a Mini car was conveyed to Ramsey on wagon M.56, attached to the rear of the morning train.

1968 Tourist Season Plans

Timetables now issued for the season, 29th April to 7th September, show some variation on last year’s pattern.  Until 25th May trains will leave Douglas for Peel at 10.20am and 2.20pm, returning at 11.54am and 4.34pm; from Peel to Ramsey at 10.10am on Wednesdays only, returning at 3.54pm (connections to and from Douglas), and working back to Douglas from Peel at 5.14pm.  On the South Line trains will run at 10.05am and 2.05pm returning from Port Erin at 11.30am and 4.00pm. T he Peel and Port Erin trains will also run on 12th, 13th and 15th April.  Extra trains will run from 27th May to Peel at 11.40am and 3.40pm, returning at 10.24am and 2.14pm, and on the South line at 11.15am and 4.15pm, returning at 10.00am and 2.05pm and this will be the pattern for the rest of the Season on the South line.  

The Ramsey trains will be as earlier, but also run on Mondays and Fridays, with an extra Wednesday only service from Ramsey to Douglas at 10.30am, returning at 3.30pm.  For the peak tourist season from 3rd July trains will leave Douglas for Peel at 10.20am, 11.40am, 2.20pm and 3.40pm, returning at 10.15am, 11.54am, 2.14pm, 4.34pm and 5.14pm, and for Ramsey at 10.00am and 3.30pm, returning at 10.30am and 3.54pm, again Mondays, Wednesdays and Fridays only.  A short working from Ramsey at 12.00pm to Kirk Michael returning at 2.45pm, is also shown: Sunday services will commence on 14th July, to Peel at 10.20am and 2.20pm and to Port Erin at 2.05pm and 4.15pm.  

The form of the new timetables is generally similar to last year’s, with the outer page of 27th May to 7th September timetable attractively printed in old-fashioned type, following Lord Ailsa’s desire to emphasize the “Victorian” aspect of the railway.  The Writer still hankers after the old style, as seen in our “reproduction” timetable advertised in Sales Counter, as he considers this easier to read and understand.  The practice of including Sunday trains in the one table, which proliferates the notes so detested by passengers, should be looked at again as not being authentically in period.  In the above review services on the South Line have been described as going through to Port Erin. In fact, passengers will be conveyed by bus south of Castletown until repairs to the trackbed (damaged by the laying of the gas main last year), are carried out to permit the railcars to be used.

The 27th May time-table implies that passengers will change into the railcars at Ballasalla on all but the second of the morning trains each way. The regular use of steam locomotives requires virtual relaying of the track.  The problem is aggravated by the volume of freight traffic passing through Castletown at boat sailing times, involving the use of both through roads for making up trains. Congestion looms inevitably this summer, and it is earnestly hoped that compensation for the damage will shortly be agreed. Fares are similar to last year’s, and Two-Day Runabout tickets at 15/-d will also be available.  The Association hopes to negotiate a Seven-Day ticket for members only, perhaps including their families, so bring your membership cards with you this seasons There will be special arrangements for Tynwald Fair Day, 5th July, and for the three T.T. race days. A “mixed” train, times for which are not yet available, will run for the Peel-Ramsey oil traffic, with limited passenger accommodation and possibly conveying parcels traffic.

It is proposed to reintroduce the booking of 1st Class passengers - certainly an essential period feature - though certain practical problems come to mind. Apart from the standard of maintenance of the 1st class compartments, the 1st class passenger would need to be assured of his privileged use of such compartments. Again, to be in period, should not the “other” compartments now be labelled “third”?  No arrangements for combined coach tours have been possible this year apart from an exchange agreement with one coach firm for the Douglas-Peel traffic, and it will be next year before the many possibilities in this field will be explored.

Rolling stock, including engines painted by Island members, will be displayed at St. John’s Station; a small charge may be made for inspection, especially to visitors not arriving by train.  The condition of some of these items; e.g. a M.N.R. carriage - could be used to draw the public’s attention to the need for voluntary labour and money for restoration.  With the freight traffic referred to in our last issue it will be seen that there will be plenty of interest for the summer visitor this year. 

Sir Philip has retired from the post of General Manager of the operating company. The management has been taken over by the Marquess of Ailsa, Chairman of the Company, who is now in residence in the Isle of Man.  Sir Philip will be remembered for his ebullient ideas and dynamic, if at times unorthodox, leadership, which galvanized a dead railway system into the activity we see today: a truly remarkable transformation in an unbelievably short time.

South Line Jottings...

For a fortnight from Monday, 21st August, I had charge of Castletown Station. For the 1967 season, Castletown was terminus of the South Line, an enhanced status which nevertheless one hopes will not be repeated in 1968. It was an interesting fortnight but not a straightforward one, since the day I commenced was the day of the incident at Union Mills which caused delays and cancellations during the succeeding ten days.

The situation would have been much worse but for the sterling work of the diesel set which put in many extra services in remarkable time. Nonetheless, the visitor travels on the I.M.R. principally because of the unique steam traction and many-a-time disappointment was expressed, to me when the diesel drew into the station.

I was able to commence ticket sales at Castletown, and clearly this was a service which had been missed during the previous weeks, at any rate to judge by the ticket returns during the period.  Unlike the Peel line, there was no new printing of tickets and the old stock was reissued.

On one particular day sales were boosted by an order for “one of each”; the purchaser informed me that Ballasalla, the other manned station on the line, had M.N.R. tickets among its stock, surely quite a stray in time and place. Many passengers went out of their way to discuss the Railway and ways of improving it. There was much praise for the courtesy of the staff.

Without exception, however, comment was made on the complete lack of publicity. The haste in opening in 1967 gave little time for advertising; in 1968 there must be a vast increase in publicity 'of all forms. There is not only the need for the more sophisticated forms, such as radio, but also for the more basic ones. A simple but essential requirement by way or example is for signs to the station - every station - because few of them are easy to find. The most important is in Douglas itself, where the Station is surely in one of the most inaccessible parts of the town.

Special bus services operated between Port Erin, Port St. Mary and Castletown in connection with all South Line services. As an interim measure, this was successful for travellers from Douglas but few visitors staying in the south knew of its existence. T he re-opening of the line through to Port Erin would bring about a considerable increase in South Line carryings and resuscitate the busiest train on the system - the 4.00pm. ex-Port Erin.

1967 saw steps in the right direction towards creating a new market for the Railway, in the form of “all-in” fares which include both travel and meal at destination. The offering by the Railway of an entire day out can create an entirely fresh source of traffic. There would appear to be room for joint promotion with other attractions; one possibly which comes to mind is the Wild Life Park; extra traffic here would help offset traffic lost by the closure of Glen There are many such possibilities; to mention one in the South, the bus: company runs a service from Port Erin Station to the Sound, the beauty spot opposite the Calf of Man. This service is well patronised by visitors staying in the South, but is unknown to the Douglas visitor. There might be room here for a publicised throughout fare from Douglas to The Sound. Even if only a few extra passengers are tempted on to the railway, every one is an extra fare.

No.4 : Brian Crompton

This year sees the re-boilering of two Isle of Man Railway locos, the first of which is now in service.  The loco in question is No.4. Loch, one of the two locos built in 1874 by Beyer-Peacock and delivered to the Railway in time or the opening of the Port Erin Line.

No.4. was given Beyer-Peacock works number 1416, was tried in steam at Gorton on 4th May, 874, and left the works for the Isle of Man on 18th May, 1874.  Although very similar in dimensions and external appearance to the first batch of locos supplied to the Company in the previous year, No.4 did incorporate various modifications which were a result of a year’s practical operation with the first three engines.

Amongst the more noticeable of these changes were the revision of larger side tanks holding 385-gallons of water (as opposed to the 320-gallon capacity of the tanks on the earlier machines) and square instead of round cab spectacle glasses.  The nameplates were placed centrally on the side tanks and two the injector overflow pipe on these machines ran down the middle of the tanks a larger than normal space was left between the first and last pair of letters on the nameplate.  The name Loch was hat of the Governor of the Island at the time - Hugh Brougham Loch. No.4 was eventually followed by five more engines of a similar type and could be said to be the first of what was to be for over thirty years the “standard” Isle of Man Railway loco.

 The next link in the story occurs in 1893 when Beyer-Peacock supplied a new boiler for No.4; after this she ran until 1909 when she was taken into the works for a major re-building.  On re-emergence No.4 had been completely reconstructed, being fitted with larger side tanks of 480-gallon capacity and a new and larger boiler of 3” 3” diameter, as opposed to the original one of 3’ 0” diameter.

In it rebuilt form No.4 resembled the two latest I.M.R. engines, No.10 and No.11, which had been supplied in 1905.  In the years following the re-building changes to No.4. were few, the most notable being the fitting of a Wakefield mechanical lubricator and of vacuum brake equipment.  By 1964 No4’s boiler was in poor condition, and during that year it was replaced by a formerly on her sister engine, No.5. Mona.  No.4was out-shopped from this re-boilering carrying the then newly introduced Indian Red Livery.

By the mid 1950s she was again in need of a boiler and at this time she was withdrawn and stored until sue time as a new boiler could be obtained.  In the event, over a decade of storage was to pass before No.4 was selected in 1967 as of the two locos to be fitted with the new boilers which had be ordered from the Hunslet Engine Co. of Leeds, Beyer-Peacock having alas ceased their railway activities 1965.  Towards the end of last year No.4 was taken out of storage and into the workshops where she was stripped down and prepared to receive the new boiler.  As the cylinders and others parts of  No.4 were all still in good order it was decided that she would be the first of the two engines to be re-boilered.

On 2nd May 1968 the first of the two boilers was delivered and work started on fitting it into No.4.  Incidentally, the boiler is unusual for the I.M.R. in that it has a steel firebox.  At the time of “going to press” No.4 was expected tc completed at the end of June, and enter service in time for the holiday traffic.  

In her new form the loco has two external changes, namely the “Island Green” livery and the Ross Pop instead of Salter safety valves.  These features now give Loch a similar external appearance to engines No.5 Mona and No.6 Peveril.  On her withdrawal No.4. had run some 1,523,510 miles now, 95 years old, let us hope that No.4 will run many more miles for the Isle of Man Railway.

Railway Closure Threat : September 1968

With this headline in the Isle of Man Weekly Times for 6th September 1968 shattered any illusions we had have had of the railway’s future security. The article continues “…everything depends on whether the proprietor the Marquess of Ailsa, is able to negotiate a new management agreement for leasing the railway from the Isle of Man Railway Co., Ltd.” Lord Ailsa told the newspaper yesterday “…I am hoping very hard that the railway will continue because it has been so successful this summer that its future is now assured. It all depends on the outcome of my negotiations with the Company”.

Lord Ailsa told the Editor that the terms of the agreement entered into last year had proved too onerous for him to make a profit “…whatever I do, I just can’t win…”. As the details of the agreement are not disclosed we are not in a position to comment upon them.

At the time of writing - 20th September - a position of stalemate appears to have been reached with each side awaiting a move from the other. This time, will the value of the railway as a going concern to the island (and not least the I.M.R. Company) be recognised? Will as satisfactory resolution of the impasse be reached in time for the railway’s 1969 timetable to be included in the publicity for next year’s tourist season? The Committee have got the situation under review.

Lord Ailsa has sunk a considerable amount of money in the venture, and the impression received was that a minimum would be available for the future. Trak would be maintained and “patching-up” basis with no major renewal work, while the overhaul of No.13, for which a new boiler has been delivered, would not be proceeded with for the time being. It is believed, however, that the works has orders to repaint four carriages. The expensive overhaul and re-boilering of No.4 is an example of the heavy expenditure incurred by the Marquess. Another example is the extensive press publicity. The Times for 26th July carried 24 double column inches of display adverts, fairly typical of the space bough each week of the season.  The Holiday News available free for visitors, was also advertised in regularly as well as three other Manx papers. All this of course in addition to the wages bill, cost of coal, stores, uniforms, etc., and an enormous rent for the assets leased.

Although traffic for the year was substantially up on last year, a very considerable increase will be necessary to achieve profitability. To equal the carryings of the M.E.R. or the Festiniog Railway, passenger figures would have the trebled. Lord Ailsa and his family have returned to their home in Scotland and their hose in Lezayre is to be sold. Another problem thereby arises - the question of day to day management of the passenger services when they are restored. Discussions are taking place regarding the whole situation, but members could in the meantime help by writing to the Manx papers on the subject.

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