Just before our last issue was posted came the news that the railway staff had received a weeks’ notice on 27th September.  A great shock to all lovers of the railway and particularly severe bloe [sic.] to the staff whose devoted efforts had been contributed to the improved traffics of the 1968 season and who now found themselves without work and winter upon them.

While some amendment to the agreement between Lord Ailsa and the I.M.R. Company might be expected after the experience of the two seasons of operation, it is difficult to understand the need for such drastic action.  Was an inadequate appraisal of the costs of operation made in the first instance?  Why the dispersal - Victorian in its abruptness - of the staff?

At its meeting on 10th October the situation as it affects the Association was thoroughly ventilated but no course of action could be decided upon.  Since then, as members will know from our Chairman’s appeal, a Petition has been organised, to which 17,302 signatures have been appended.  It is hoped that by the time these words reach you this will have been presented to the Lieutenant Governor of the Isle of Man, Sir Peter Stallard.  It will be remembered that the Transport Commission’s report to Sir Peter's predecessor in 1966 recommended the nationalisation of the ’bus services.

One way of achieving this would for the Government to take over the I.M.R. Company, and in so do acquire the assets now leased to Lord Ailsa for a term of five The way would then be opened for various solutions to the probl a further lease or sale to Lord Ailsa on more favourable terms example. Whether any such scheme is even contemplated we cannot say, but in the circumstances rumour and speculation thrives. The uniqueness of the I.M.R. lies in its completeness a railway system and our most important aim should be the pressing of the whole system against the day when re-opening through becomes practicable.

We have the locomotives and rolling stock hand: not for us the painstaking collection of vehicles and other problems which other light railways in England and Wales suffer before re-opening becomes possible. The Dart Valley has nine years in preparation; Worth Valley nearly as long. The railway is not profitable now, but then none of the privately preserved light railways now operating in England and Wales were so when first re-opened. When we look at these today however, the picture is of continually increasing traffics: the Festiniog has to keep three trains constantly shuttling to and fro over its ten miles of line, and this at a fare of 9/-d.  The Tal-Y-Llyn can now afford to construct a new station building at the end of its line. In some cases losses are being converted into profit such as on the Romney Hythe & Dymchurch and Ravenglass and Eskdale lines, (the latter far from any large urban area).  The closing of the branch lines and the withdrawal of steam locomotive throughout the British Isles has caused a tremendous upsurge of interest in light railways, particularly among young people. With the last steam engine gone from British Railways (about 600 are now preserved, many by private individuals and groups a considerable expense), the ever growing army of enthusiasts will turn increasingly to this system of ours.

It is true that success in the operation of private ways has been in large measure due to the help rendered by the responsible volunteers. And herein lies perhaps the greater difficult how to operate our island system utilising to the full those w wish to participate as a hobby. And success will not be achieved overnight; the Festiniog has been over twelve years working hard wards achieving its present satisfactory position - with still .lout four miles to be re-opened. It is to be hoped that this lesson of rising interest in reserved steam railways throughout the world will not be lost on those in whose hands the future of the I.M.R. lies. Will the signal be lowered again for a further lease of life for our railway?

A Message From Mr. L.T. Salts

It has given me great pleasure to join up with the Marquess of Ailsa in the new company which we have formed to run the railway in future. All the enthusiasm and hard work in the world cannot make this railway a viable proposition unless arrangements are completed for it to be financially capable of standing on its own feet.

This is the reason for restricting operations to the as to Port Erin line.  This will enable us to carry more passengers in the shortest space of time and with the minimum of upkeep. It must be remembered that the number of visitors to the of Man is limited and the railway can only claim a percentage of this total (there is no limit to visitors to railways in Britain). We intend this year to attract not only Steam Railway enthusiasts but to aim at the 100% of visitors, men, women and children, by having special attractions at Port Erin Station - and inducement to take the journey.  

One of these attractions will be a wonderful show of Dolls and a miniature set of the Crown Jewels.  These will be great interest to little girls of all ages.  There will also be a similar show for boys of all ages!  With your help, a loyal staff, and keen direction, we look forward to a really record season in 1969 with every train a Pull loads Thank you again for all you are doing. 

The Season In Review

Thanks to our member, Max Crookall, who has been acting as agent for Lord Ailsa during the winter and has also been active “behind the scenes”, we can give a brief survey of the services is hoped to provide this season.

Lord Ailsa who expects to visit the Island once a month will leave the day-to-day management to Max.  Services will be based on one steam loco stationed at Douglas and one at Port Erin.  Each loco will make one round in the morning and one in the afternoon, crossing one another at Ballasalla, or Castletown.  A third loco will be in steam as a reserve, and will shunt or bank as required.  A relief train for the first down and last up service is also being considered for the season’s peak.  In the summer of 1965 the 10.00am and 10.30am to Port Erin would each load to eight carriages at the busiest times.  One of the conditions attached to the subsidy is that the railcars are to be used for regular services, except in emergency.  Fares will be much as last year, although a small increase is probable to cover the attractions mentioned in Mr. Salts’ letter.  No season or runabout tickets will be issued. Concessionary fares will be available to old age pensioners, and it is hoped these be extended to members.  It is not envisaged at present that services will be provided on Sundays, but a limited service may be considered later; to some extent is dependent upon the new boat service to be provided by a Norwegian vessel from Fleetwood. The first advertised trains will run, however, on Whit Sunday afternoon 25th May, and will continue every weekday following. The Foxdale Coach, F.39, now converted to a camp coach1 will be available for hire.  No special trains can be run over the other lines as I believed they would not satisfy the Government’s Inspector for passenger traffic.

3rd May Special Train

The first passenger-carrying train of the season left Douglas at 10.30am on 3rd May, chartered for the Institute of Engineering Consultants.  The train, consisting of five tourist saloons F.35, F.36, F.29, F.30 and F.31, was drawn up to the end of the platform a few minutes before departure to be photographed by Bill Peters, photographer to the Isle of Man Times, with the lady members of the staff in Victorian dress, and Bobby Cowen for the moment arrayed in the Station Master’s caped and gold-braided coat.  The engine, No.4 was much admired, many remarking as “quite a museum piece”. The party, numbering about 160, arrived at the Station in three coaches and were to continue their tour from Port Erin by coach, the train then returning empty.  Waving the green flag was our member, Robert Tunnicliffe, very smart in a new uniform with broad gold bands.

Permanent Way

A considerable amount of work was envied out on the permanent way prior to opening.  Sleepers were renewed and a considerable length of ditches were cleaned out, but perhaps the most spectacular was the spraying of the line with weed-killer.  The effect of this weed-killer - I.C.I. Gromoxane - was mediate and virtually all the weeds sprayed appear to have died.  The majority of this work was carried out from 19th to 23rd May.  It is expected that “bog ore” (the odiferous blue material) will be available next winter for spreading to complete the work.  The end of April and the beginning of May saw the hedges trimmed back by what, in effect, was a circular saw fixed to a tractor.  The tractor was placed on a flat and propelled by the diesels.  

In May a works train ran to Peel to collect Permanent Way materials and new gates have been fixed on the top crossing at Port Erin.  The timbers on the Nunnery Bridge were replaced in May.  This proved to be a difficult job as the timbers (which were supplied by Quiggin's, a firm of builders’ merchants adjoining the station) were very heavy.

The Scene At Douglas Station : Peter Craine

As a result of the disuse (fog operating purposes) of Platforms 3 and 4, and the change in venue of the stored locomotives, the appearance of Douglas Station has changed.