Winter Maintenance 1971-1971

The diesel railcars were out shunting around Douglas on 11th November. As F.67 had been completed, it was moved out of the paintshop and moved on to Road 2. The next carriage to be repainted was F.63 and this was moved into the paintshop and work commenced the following weekend. In the running shed, F.41 was receiving attention to the bodywork and also the bogies were overhauled. When this work has been completed, it will be

moved into the paintshop for repainting. On 21st December the diesels took one “M” wagon filled with ash up to Port Soderick and then returned light to take a further “M” wagon also filled with ash to Port Soderick. On the following day the diesels returned to Port Soderick and collected the two “M” wagons and set out for Ballabeg, depositing ash between Mill Road and Ballabeg. After the work had been completed the diesels and the “M” wagons returned to Douglas. On 23rd December a further load of 250 sleepers arrived on a Steam Packet lorry and were loaded on to one of the runners. The staff went off on the Christmas and New Year holidays on 24th December and returned to resume the winter work in the 5th January.

On the permanent way the fencing between St. John’s and Peel and near Peel Road on the north line received attention. Work was also done to the fences near Port Soderick Station, together with replacing the sleepers near there. Weeding and renewing of sleepers continued between Mill Road and Colby and also between Ballagawne and The Level. On 7th January, No.4 Loch was steamed and with one runner carrying sleepers, an “M” wagon filled with ashes and F.27 took the line to Port Erin. At Castletown the train collected a further two “M” wagons filled with bog ore. The ashes, sleepers and bog ore were dropped en route to Port Erin and after a short 'top returned to Douglas, arriving at 4.30pm.

In the Douglas workshops, F.70, which had been repainted, was receiving a new canvas on the roof and the footboards were tarred. On 11th January the wheels for No.13 Kissack, which had been sent away to the Hunslet Engine Works for attention, arrived back on the island. The cutting of the hedges along the Port Erin line was begun on 12th January with the diesels pushing the low loader on which was the hedge cutter. By the end of that week they got as far as Ballastrang. On 15th January they remained in Douglas and shunting.

F.70, which had been repainted, was moved into the carriage shed; F.41 was moved from the running shed to the paintshop, with F.64. A further carriage, which had been completed - F.15, was out on Road 2. The brakes on F.44 received attention in the running shed. The following week saw the diesels continuing hedge-cutting and by the end of January they had reached Port Erin. A further load of 250 sleepers arrived during the first week of February and were loaded on to a runner outside the Works.

On the permanent way, fencing received attention between Union Mills and Braddan, in accordance with the statutory requirement. Work also continued on the track between Ballabeg and Mill Road and also between The Level and Ballagawne. On 9th February, the Marquess of Ailsa made a visit the Island and visited the Douglas Workshops and the remainder the staff at the various points where work was being carried on the line. In the middle of February, re-sleepering, weeding and the clearing of ditches was done between Ballahick and Ballawoods and the fencing also received attention. Meanwhile, the diesel railcars were still at work cutting the hedges and by 16th February had completed their job and were back in Douglas. The following week the diesels returned to Castletown to clear the line where the hedges had been cut by Mill Road crossing.

Rebuilding 5382 (Alias No.13)

Would it ever happen? A question many a person must asked themselves after a visit around the Works at Douglas. During the 1970 season the decision was taken to commonly work and the frames were drawn out of the Paint Shop and put the Fitting Shop. The staff started right away fitting new horn checks to the driving axle position, also work commenced on the cylinders which had had a visit to Troon to be bored out and along with new valve faces fitted as well to complete the job. While this work was proceeding the driving axle was sent to the Hunslet Engine Works in Leeds to be renewed. After fitting up the

wedges and axle boxes to the frames time came for the staff to go on their holidays. When they rat they started right away on the boiler which had been made in Leeds, and by Christmas the boiler was fitted, as were the water tanks handrails. Work was also in progress in fitting the front port of the “house” as Beyer Peacock drawings refer to the cab. A quietness descended upon the Works whilst the staff indulged, we hope, in the festivities of the season, and they returned (one hopes with turkey power) to fit a new bunker back plate with all the requisite rivets in it. (Modellers, no need for a recount). Lengths of copper pipe were then persuaded to go their various ways around the boiler. Then, as a belated Christmas Box, the wheels were received with the Association axles between them. Work then started fitting up the ashpan, bedding down bearing boxes on the low axle and fitting the axle boxes to both sets of wheels in preparation for wheeling the engine, which was carried out in early February. Work then proceeded with the connecting rods and overhauling the brake hangers. The latest news from Douglas Locomotive Carriage & Wagon Works (to give it its full title) is that staff are engaged in springing the engine, fitting the trailing sand boxes, and brake hangers. From what one hears, 5382 will be stretching her legs - so to speak - early on in the coming season, so let’s hope she will have plenty of admirers during the season. Will you be one of them? – let’s hope so . . . see you then.

Voluntary Work : Early 19712

The task of repainting coaches has continued during the past the months; F.63 has been completely repainted and the compartments have received a coat of paint. The roof has been re-canvassed. A further carriage, F.15, has been completely re-painted. The volunteers are now working on F.64, but before the topcoat is applied the roof will have to receive attention.  Meanwhile many of the volunteers has been working on F.41 - a brake van - doing joinery work, replacing panels and rotten beading. This is also be repainted as soon as the joinery work has been done. Members who wish to do voluntary work on the railway this summer will be interested to learn of the following vacancies:- Volunteers are required between 24th May and 11th September by the Railway Management in the following Station Assistants at Douglas, Ballasalla and Castletown; duties will involve generally assisting the Stationmaster/Clerk in Charge in the day-to-day running of the Station. Members interested are asked to write in.

Pre-Season Works

In the last week of February the diesel railcars wore out at various places the South line with two “M” wagons collecting cuttings from trees and bushes which had been trimmed the previous weeks. On the permanent way, at the same time, work was undertaken between de and the Blackboards.  The sleepers were renewed in d the joints in the track lifted.  In Douglas Workshops, No.13 Kissack was nearing completion boilering. In readiness for the steam test, the engine its first coat of undercoat green. A new canvas roof was on F.64, so before repainting commenced, work began on the roof it was moved into the Paint Shop.  During the first week of March permanent way work was concentrated on the fences on the Peel line at Peel Station, and also on Ramsey line between Peel Road and St. Germain’s. The following week the men were repairing the fences near Ballasalla Station. The fences on all lines have to be maintained in accordance with in statutory requirement. Work was restarted also between the Ballawoods crossing and the Blackboards Bridge.  The long and difficult job was completed on the Nunnery Bridge with the re-tarring of the upper surface of the bridge on 9th March.

On 15th March the diesel railcars were in use shunting at Douglas Station. A “G” van had been let out to a private firm and so G.6 was moved to the end of Road 2.  Later the same day and a runner (R.7) went to Port Soderick with three new sleepers for the Rock Cutting.  Work on the Rock Cutting started on 15th March on the track and to replace rotten sleepers. Also three new rails were put in to replace broken ones at Port Soderick summit.  The diesel railcars were out again the following clay and Lord Ailsa, who was on the Island for a one-day visit, and travelled to Port Erin. The railcars returned to Castletown, where lunch was taken.  Lord Ailsa then went on to the Airport to catch his flight and the Diesels returned to Douglas light.

The work in the Rock Cutting had been completed and the Diesels returned to the cutting with R.7 to collect rubbish.  The runner was used in preference to a “M” wagon because of the limited clearance in the Rock Cutting. The Inspector of Railways (Isle of Man) arrived on 24th March, and the diesel railcars with the Inspector and Manager aboard, left Douglas at 10.07am; the diesels ran through to Port Erin except for stops at the Nunnery Bridge and the Rock inspect both.  After lunch, at Port Erin, the diesels left at 2.07pm and arrived back in Douglas at 3.30pm. The following day the inspector looked around Douglas Station and the Locomotive Works.  The result of the Inspector’s visit was a very good report and all thanks go to Bert Crellin and his staff on the permanent way.  At the end of that week, the Diesels were in use shunting around Douglas. Carriages F.63 and F.64 which had ted, were moved out of the Paint Shop on to Road 2.  F.62 and two other carriages were in the Paint Shop.

At the end of March a number of the permanent way staff spent a day or so lopping and clearing away some of the trees at Station. No.4 Loch was steamed on 7th April and with M.58, M.59 and two bolster wagons, a runner and F.27 went as far as Port Soderick depositing a new rail at the Summit. On the return journey, the train picked up broken rails and a number of old rails leaving the stock on Road 8, the engine moved a number of carriages from the Carriage Shed in preparation for Easter.  The following day No.4 Loch was again in steam and this time with F.15, F.47, F.46, F.35 and F.44 to Santon and back twice, the only passengers being Mr. and Mrs. Bobby Tate. The purpose of these runs training and passing out of David Wolstenholme as a Chris Heyes as fireman.

Easter Events

The weather during the whole of the Easter holiday was sunny The Saturday (10th April) morning was spent cleaning the carriages and No.4 Loch in readiness for the afternoon run.  Meanwhile the diesels had left Douglas at 8.30am to pick up a party of students town.  They left Castletown on the return trip at arrived back in Douglas at 10.04am.  The students were then shown around Douglas Engine Shed and Workshops.   The 2.15pm train left Douglas on time with five carriages (F.15, F.48, F.47, F.35 and F.44).  The train returned from Port Erin at 4.15pm and was back in Douglas at 5.1pm.  Easter Sunday saw a bigger crowd for the afternoon train and a carriage was added – F.46. Travelling on the train, it was encouraging to see a large number of enthusiasts chasing the train taking photographs so early on in the season. On the final day of the Easter services, another carriage had to be added to an already six carriage train - F.54. Driver David Wolstenholme and fireman Chris Heyes managed the train exceptionally were rewarded to learn that they had passed out as Driver fireman respectively.

 Spring Events

The diesel railcars were in use on 15th April taking a party of school children for a return run to Port Soderick.  The following day the Diesels were on shed receiving a minor overhaul.  After Easter the Permanent Way Men returned to working on track at Ballaquiggin, lifting the track and renewing sleepers. On 20th April No.13 Kissack emerged from the Works and was put in steam for the first time with the new boiler, inspection, No.13 did a couple of runs around the yard.  On 22nd the local Press were invited to see No.13 in action and using F.35 and F.44 took a number of Reporters for a return trip to Port Soderick. As a number of small adjustments had to be made she was moved back into the Works for a short time.  No.11 had been also moved into the Works for an overhaul. A special train was run on 24th April for a party attending the Clinical Pathologists Conference in Douglas. No.4 Loch with F.54, F.48 and F.35, left Douglas at 3.30pm and arrived at Castletown.  The train returned at 6.30pm arriving in Douglas 7.00pm.  No.4 was again in steam on 27th April on the South line on a weed-killing train. The train consisted of F.27 and a runner with weed-killing equipment which had lent by the M.E.R.

The job was completed by the end of the day and the equipment returned to the M.E.R.  The David & Charles Booksellers held a conference Island at the beginning of May.  On 2nd May, a special train was run for the members and No.4 Loch with F.15, F.48, F.47 and F.44 left Douglas at 2.15pm and ran through to Castletown.  A photographic stop and run through took place, and then the re-joined the train to continue their journey to Port Erin at 3.35pm.  The train left Port Erin at 5.00pm and ran non-stop to Douglas, arriving at 5.53pm.  A number of passengers wished for a journey on the diesel railcars and party, on returning boarded them for a return to Port Soderick.

No.13 was in steam again on 4th May and four carriages and two bolster wagons loaded with rails and brought to Santon.  The following day No.13 Kissack with two “M” wagons spent the morning in the rock cutting which was being cleared.  Again on 6th May, No.13 was in steam and with four carriages went on “running-in” working to Ballasalla and return.  On the permanent way during the beginning of May, work done on the cleaning of ditches near Ballacostain.  Also work the line near Santon Station was undertaken. A special train conveying members of Pleasurerail Limited was run on 10th May. The diesel railcars left Douglas at about and worked a return trip to Port Erin, arriving back in Douglas at 12.30pm.  The same day, No.13 was in steam for another special in the afternoon.  No.13 with F.35, F.46, F.48 and F.44 took members of the Douglas and Onchan Townswomen’s Guild to Port Erin, arriving at 3.30pm.  The train, with its passengers, returned from Port Erin at 7.00pm. arriving in Douglas by 8.00pm.

During the beginning of May, David Wolstenholme and Jeff Kelly were working at Ballagawne Crossing, fixing a colour light.  The signal has been fixed at the Port Erin side of the crossing for trains on Port Erin to Douglas workings.  An evening special on 19th May was run for the members Lions Club.  No.13 Kissack with F.18, F.11, F.10, F.35 and F.44 left Douglas at 7.30pm.  The train called at Port Soderick, Santon, Ballasalla, Colby and Port St. Mary for Treasure Hunts, and finally arrived at Port Erin at 9.15pm.  After supper at a hotel nearby the departed at 11.00pm and ran through to Douglas, except for a stop at Ballasalla.  The train, with all carriages lighted, arrived in Douglas at midnight.  No.11 Maitland, which has received an overhaul, was moved from the Works into the Steam Shed, being replaced by No.4.  After a week, No.4 had been completed, and No.12 Hutchinson was moved into its place. On 21st May a train was run to Port Erin with stock and loco for the Port Erin based train for the summer season. The train, No.4 with F.27 (to be a mess-hut for the crew), F.74, F.73, F.54, F.66, F.45 and F.43 left Douglas at 2.15pm with a small number of passengers.  Upon arrival at Port Erin, the train was shunted in readiness for the beginning of services the following week. No.10 G.H. Wood which had been in Port Erin shed all winter was in steam and with F.43 and F.73 returned to Douglas, arriving at 4.10pm.

Maintenance Report : Max Crookall

Further to the Isle of Man Government’s Railway Inspector’s visit and subsequent report of April 1970, a further vigorous maintenance programme has been carried out before operations commenced for the 1970 season.  A careful watch was observed throughout operating season and a day-to-day maintenance was carried each section of the line from Douglas to Port Erin. Regular patrols are observed during the season and drivers reporting defects on the line, however small they may be, are investigated immediately and rectified.  With the continued improvement in the condition of the track it was particularly noticeable last season from the various comments by satisfied customers, how smooth the ride was, and also the lack of broken springs.  The thorn hedges alongside the line wore trimmed again as in 1969, but cut back further, enabling passengers to enjoy the view and avoiding any danger of anybody being caught by undergrowth should they lean out of windows.

The section of line from Castletown Station to Mill Road gates were cleaned and re-sleepered prior to the commencement the summer season. During the summer season some four-hundred sleepers were replaced between Douglas and Port Erin at many joints being tightened up and new bolts fitted. As it was rather a wet summer, care was taken to ensure ditches were flowing properly and the track kept as dribble.  The G.P.O. maintained our private telephone satisfactorily and any faults were soon dealt with. All points and signals were oiled and maintained safety precautions observed as per the Railway Rule Boo the summer season, from the Inspector’s last visit, six-hundred new sleepers were laid between Douglas and Port Erin.

The winter’s maintenance programme commenced on 21st October.  The more notorious ditches were given a thorough cleaning as they are improving with regular maintenance they only require trimming in a lot of cases. The ditches on the top of cuttings were also cleared, together with the ditches running down the cuttings.  Work on the Nunnery Bridge commenced in November; erected, the all-steel parts were chipped and scraped, whole bridge repainted. Nine new plates were fitted to the decking, the new timber fitted in 1969 was creosoted and re-screwed, the bridge deck, the deck of the bridge was also pitched.  Overhanging trees and bushes were cut back ensuring clear views for locomotive drivers; the fences on either side of the, cutting were repaired, and the dead leaves cleared.

Work on the Port Erin end, namely, repairing the Port Erin Station towards Port St. Mary, commenced. This was completed as far as the Port Erin signal. The curve leading to Port St. Mary Station from Port Erin was next, and work through the Station to the curve leading to Four Roads crossing.  Work also commenced at Ballabeg towards Mill Road; the whole length of track was weeded, the overhanging trees at Ballakaighan Mansion were lopped back, the ditches cleaned and lowered, sleepers renewed, joints checked and tightened.  Accommodation gates and crib brides and Colby Station have also been painted.  Several new gates are on order and for which we are awaiting delivery. A lot more of the fences along the route have also been repaired, including fences on the Peel, Ramsey and Foxdale lines.

The crossings at The Level, Kentraugh and Port St. Mary have been lifted and new sleepers placed on either side.  The Level towards Ballagawne crossing has been re-ballasted and joints checked.  Also the section from The Level and Kentraugh to Colby Station - parts of were attended to during the winter of 1969-1970.  Work continues from Ballawoods gatehouse towards Ballahick, having started at Ballahick during the early part of last year and continues on the section from Ballawoods towards Blackboards Bridge.  Works have also been carried out either side of Port Soderick Station and work is continuing from Oakhill Bridge up through the Rock Cutting.  This will be completed before the commencement of services.  Work is also planned for the section from Santon which will be completed prior to the commencement summer services. To date 1,326 sleepers have been laid, and the balance will be laid before the commencement of the summer service.  The remaining areas of track still affected by weed were sprayed during April as the Manx Electric Railway have loaned their spraying equipment.  

All points, signals, etc. will be checked and Ballasalla level crossing gates, having been overhauled, will be re-checked prior to the commencement of the season.  The traffic lights have been left switched on all winter as motorists are constantly reminded there are lights which do red.  On the Workshop side, No.13 Kissack has been rebuilt during winter and will be ready for service this season. The remain operative locomotives will be checked and overhauled before being put into service.  Ten more carriages have been repainted upholstered, the hard seats having been removed and replaced Dunlopillo seating.  To sum up, this being my Third Report, I have seen a vast improvement in the condition of the Railway.  It now has life restored and has become established in the Tourist Industry in the Island once again.  The permanent staff have been extremely hard working and are all loyal to the railway. It’s their wish as well as mine, that it can progress in future as in these past three .foregoing is the Report given to the Inspector.

The Events Of The Season

The 1971 season got underway on the 24th May with No.4 Loch being shedded at Port Erin and working the Port Erin to Douglas services. The carriage stock in use at Port Erin at the beginning of the season were F.43, F.45, F.66 and F.54. Also F.27 was put against the buffers in the bay platform to provide a brake for the spare carriages stabled there. In Douglas, No.13 Kissack was in use and with F.49, F.48, F.35 and F.18 provided the Douglas to Port Erin service for the beginning of the season.

Whit-Week : This proved to be a busy one for the railway. On the Sunday No.13 took six full carriages on the afternoon train to Port Erin. On Monday morning the diesels were in use on a special, and work as far as the Quarter Bridge on the Peel Line, and then went a short trip on the south line to Port Soderick. In the afternoon of the same day No.13 left Port Erin on the 4.10 with seven carriages and ran through to Douglas without assistance, arriving on time. On the Tuesday, the 10.15am left Douglas with No.13 and seven full carriages and again ran without assistance, arriving on time. With the number of party booking and ordinary passengers likely to travel on the 4.10pm ex-Port Erin, No. 11 was steamed and with No.13 took six carriages on the 2.15 working to Port Erin in preparation. The 4.10 ex-Port Erin arrived in Douglas with two engines and eleven carriages, F.49, F.38, F.35, F.10, F.11, F.57, F.74, F.71, F.47, F.46 and F.18. Again the following day No.13 arrived in Douglas with the last train from Port Erin with seven carriages.

Locomotive Changes : No.13 Kissack went on shed on 7th June for attention and a boiler washout. No. 11 was replaced on the Douglas to Port Erin working; also No.4 Loch went on shed the same afternoon for a washout being replaced by No. 12 Hutchinson.

T.T. Week : This period on the Island is always a busy one and the railway is no exception and extra trains were run on the Tuesday and Thursday when there are no races. The Tuesday saw No.13 Kissack on the 10.15am with five carriages, No.11 Maitland on the 10.50am also with five carriages, and No.12 Hutchinson on the 1.35pm with four carriages, all bound for Port Erin. In the afternoon No.4 Loch took over from No.12 and worked the 4.10 to Port Erin. On Thursday No.13 Kissack with eight carriages took the 10.15 train, being banked to Port Soderick summit by No. 11. Likewise the 10.50am, 11.35am and 2.15pm were also heavy trains. The 4.10pm ex-Port Erin was handled by No.13 Kissack and assistance to the nine-carriage train was given by No.4 Loch from Ballasalla to Ballawoods.

On 15th and 17th June, the 4.10pm ex-Port Erin were on both days made up of eight carriages and No.13 Kissack was assisted to Ballawoods by No.4 Loch coming off her train at Ballasalla. On the evening of 17th, a special train was run for members of the Manx Auto Sport Club. No.13 Kissack with F.18, F.66 and F.35 left Douglas at 7.45 calling at Ballasalla for the party to call at the famous White Building and then later on to Castletown. The train, fully lighted [sic.], left Castletown at 11.15am and ran through to Douglas, arriving on time at 11.50am.

Another evening special was run on 21st June for the visiting members of the Scooter Club. No.13 Kissack left Douglas with six carriages at 7.35pm and after stops at Port Soderick, Santon and Ballasalla for Treasure Hunts, the train arrived at Castletown at 8.55pm. The train returned at 11.15pm and arrived in Douglas on time at 11.50pm.

On 22nd June, the 2.15pm to Port Erin was banked all the way to Port Erin by No.11 Maitland. The 4.10pm ex-Port Erin returned to Douglas with two engines and ten carriages. In the evening a further special was run for members of the N.A.L.G.O. Conference party and No.11 Maitland left Douglas with six carriages at 7.30pm and ran through to Port Erin non-stop doing the journey in forty-seven minutes. The train returned from Port Erin at 11.00pm and again ran non-stop to Douglas arriving at 11.52pm.

No.13 went on shed on 24th June for a washout, No.11 Maitland taking over the services to Port Erin. Four days later No.13 Kissack went back in service but No.4 Loch came on shed in the afternoon at Douglas being replaced by No.12 Hutchinson. The 4.10pm ex-Port Erin on the 29th June left for Douglas with No.13 Kissack and eight carriages and ran through to Douglas unassisted.

Passengers joining the 2.15pm train to Port Erin on the 30th were greeted by the Pipe Band of the 71st Scottish Engineer Regiment who were marking and playing up and down the platform. Later they joined the train and journeyed as far as Castletown. Later the same day No.4 Loch returned to service and No.12 Hutchinson went back on Douglas Shed.

On Sunday, 4th July, a special train left Douglas with No.13 Kissack and F.18, F.75 and F.35. The train arrived at Castletown where members of the Dusseldorf Flying Club were to join the train at 11.00am. Unfortunately, due to bad weather, the planes in which the members were to arrive on the Island were not allowed to land at Ronaldsway and therefore the train returned to Douglas, light, at 12.45pm. It was noted in Douglas on several occasions during the week ending 10th July the 4.10pm ex-Port Erin arrived with seven full carriages. On 12th July the 4.10pm ex-Port Erin train headed by No.13 Kissack, was given assistance from Ballasalla to Ballawoods by No.10 G.H. Wood because of the Douglas-bound train being made up of nine carriages. The following day the 10.15am train to Port Erin left with nine, being banked to Port Soderick by No.13 Kissack, and from then on No.11 Maitland took the train to Port Erin.

A special train was run on Sunday, 18th July, for a party of Italians who were visiting the Island. The train, consisting of No.11 Maitland and F.18, F.11, F.75 and F.35 left Douglas at 11.30am and ran through to Port Erin expect for stops at Castletown and Port St. Mary. A number of ordinary passengers were also carried. The train returned at 4.00pm and ran through to Douglas, arriving at 4.55pm. On 19th July the full summer timetable came into operation with No.13 Kissack and F.18, F.35, F.48 and F.49 on the 10.15am train and No. 11 Maitland and F.15, F.46, F.36 and F.44 on the 10.50am train to Port Erin.

A fête was held on the afternoon of 22nd July at the White Hoe Hospital and the diesels ran a shuttle service to and from the fête. The diesels ran four trips carrying in all 533 passengers. With so many people to return by train the 3.30pm ex-Port Erin stopped and White Hoe and collected passengers. On arrival at Douglas the train was propelled back to the White Hoe and collected the remaining passengers.

Three morning trains (10.15am, 10.50am and 11.35am) on 26th July carried in all some 650 passengers.  Also the 2.15pm train to Port Erin carried over 100 passengers, so it was certain that the returning trains would be heavy ones The 3.30pm ex-Port Erin arrived in Douglas with six carriages, and the 4.10pm, which was given banking assistance from Ballasalla to Ballawoods, arrived back with nine carriages. No. 11 Maitland on the 10.15 train to Port Erin on 29th July was given banking assistance to the eight-carriage train by No.13 Kissack as far as Keristal. Also the 2.15 south train was banked by No. 12 Hutchinson as far as Ballasalla. No. 12 later gave assistance to the 3.30pm ex-Port Erin to Ballawoods, then banked the 4.10pm ex-Port Erin back to Douglas.

On 2nd August No.4 Loch developed a leaky lead plug and it was decided to change engines at Port Soderick. No.4 came off the 4.10pm to Port Erin and was replaced by No.11 Maitland off the 3.30pm ex-Port Erin. After arrival at Douglas No.4 Loch went on shed for attention.

Before the morning services began the following day, the diesels went up to the Rock Cutting with a runner to collect a broken rail, returning to Douglas by 9.10am. The 10.15am with eight carriages was given assistance to Keristal by No.12 Hutchinson, which later took the 10.50am to Port Erin.  The 2.15 to Port Erin hauled by No.13 Kissack was banked to Ballasalla by No.4 which was back in service. At Ballasalla No.4 Loch took over the 2.10 train to Douglas, No.11 Maitland coming off; later she ran light to Castletown and gave banking assistance on the 3.30pm and 4.10pm trains to Douglas.

On 4th August, No.11 Maitland which had arrived at Port Erin with the 1.50pm ex-Douglas, was found to have a leaky lead plug. No.12 Hutchinson was sent out on the 2.15 train (as banker) and worked the 3.30pm train to Douglas with No.11 Maitland on the rear. No.11 Maitland went on shed at Douglas and was back in service later in the week.

On the evening of 11th August a special was run for the Trinity Church Young Wives’ Party. The train (the diesels) left Douglas at 7.30pm and called at Port Soderick, Santon, Ballasalla, Castletown, Colby and Port St. Mary for Treasure Hunts, arriving in Port Erin at 9.15pm The diesel railcars returned to Douglas at 11pm arriving at 11.55pm On the 16th August No.4 Loch went on shed for a boiler washout and attention. No. 12 Hutchinson took over until 19th went No.4 came back into service.

The 10.15am train to Port Erin on 17th August was made up of seven carriages, and No.13 Kissack was banked to Keristal by No. 11. The 10.50 train the same day took four carriages and Gr.12 (a Manx Northern “G” van) to Port Erin. The “G” van was loaded with camping equipment.

Douglas Carnival was held on 26th August and, as in previous years, the railway ran a special train from Port Erin. The train, No.4 Loch with F.44, F.45, F.66, F.54 and F.25, left Port Erin at 6pm and called at all stations en route, arriving at Douglas at 7pm In the carnival procession the railway had its own float advertising the railway services. The train returned at 9.30pm and after calling at all stations, arrived back in Port Erin on time at 10.37. On 27th August, the 2.15 ex-Port Erin had Gr.12 on the rear of the train which was returning the camping equipment taken up earlier in the month.

A special train was run on Saturday, 28th August for a party of enthusiasts from Milwaukee, United States of America. The train, No.13 Kissack with F.18 and F.35 left Douglas at 9.10am and ran non-stop to Port Erin, arriving at 10am The special carriages were then attached to the rear of the 10.15am train to Douglas and was double-headed by No.4 Loch and No.13 Kissack as far as Castletown. At Castletown No.13 went ahead and onto the siding, while No.4 Loch and her four carriages continued to Douglas. The special then departed at 11am after crossing the 10.15am ex-Douglas at Castletown, and arrived at Douglas at 11.34am

On the Monday, 30th August, it was the Tercentenary of the Derby Races first held at Castletown in 1671. A fête was being held near the site of the original racecourse and a special train was run for the event. The train left Douglas at 1.50pm consisting of No.13 Kissack, F.15, F.36, F.46 and F.43 and carried a number of passengers in Victorian costume. Upon arrival at Castletown the train was shunted to the siding and remained there until returning at 6.00pm arriving in Douglas at 6.34pm

Bob Faragher : Signalman 

 If you have travelled on the railway this season you will, of course, have seen Douglas Signalbox and with luck signalman Bob Faragher, who is in charge of the ’box. I expect that some members have taken photographs from the ’box also, and had a talk with Bob and found him interesting. As one would expect with an old Company man, he is full of tales about the old days...

Bob joined the railway in February 1936 as a groundsman at Glen Wyllin pleasure grounds and worked there for some years. In late 1941 he was moved into Douglas and for his first taste of actual railway operation. In Douglas his duty was as checker in the goods shed but this job only lasted some six months before he was moved again. With the increase of spoil traffic between Foxdale and Sulby for the building of the Airport at Jurby, Bob was sent as a shunter to Foxdale. His job was to form up trains and travel with them as far as St. John’s. During the winter of 1942/1943, the spoil trains ceased, having completed their job, and Bob, therefore, returned to Douglas. Also at various times he acted as relief stationmaster at Crosby and Union Mills when the normal stationmaster was off ill or on holiday.

In 1960 Bob became Head Shunter at Douglas, but with the reduction in traffic, especially goods traffic, he moved into the Signal Box where he stayed until the railway closed in 1965. With the railway closed he was transferred to the Road Services and worked in the company offices at the railway station. However, in 1968 he was approached by the new operators for the railway and returned to work in the signal box once more. At the end of that season Bob went back to the Road Services, this time as a painter at Homefield Garage, until his retirement in 1970.

The railway was, of course, still in his blood and at the beginning of the 1971 season, he returned once more to the signal box. He has, also, this season, given assistance as Relief Guard on trains during the height of season. Bob Faragher remembers well the busy time on the railway, especially during the month of July in the early 1950s. He would be on duty at 8.00am and soon after an engine would be shunting around the station getting the first trains ready for the day. On many occasions the combined Peel and Ramsey trains at 10.25am would leave with ten carriages and two engines, while on the South Line the 10.00am and 10.25 left with nine carriages, being banked to Soderick.  When the banking engine had returned its next duty was to form the noon departures, usually consisting of carriages and wagons. The train to the north was usually three carriages and anything up to seven wagons, both the “G” and “M” type of wagons. Two wagons for Peel, one each for Kirk Michael and Sulby Glen, and the remainder for Ramsey. For Port Erin the train would be made up as four carriages and usually five wagons, two for Castletown, one for Port St. Mary and two for Port Erin.

A Monday, Tuesday and Wednesday were ery busy ones for cattle traffic. A special train arrived in Douglas on the Monday at about 3.30 consisting of twelve “K” wagons and the cattle were loaded off on Road 11. The following day a special train consisting of the “K” wagons was run to Ballasalla for the mart, and returned full later the same day, again by special train. On the Wednesday a mart was held at St. John’s and the same special trains were run again. During this time it must have been a very busy one for both the shunter and signalman.

Ronaldsway Halt

 It will have been noted by members who have travelled on the railway this season that the Ronaldsway Halt has been re-opened again as a Request Stop. The Halt, which has been renamed “Great Meadow Halt” has been re-opened at the request of the owners of Great Meadow House which has been opened to the public. The house lies on the Southern “100” course and has attracted a number of holidaymakers, as it has been noted that a number of trains have called to set down passengers at the halt.

The 1971 Season Results

Traffic has further increased in the 1971 season by 15% over 1970 on the Port Erin line. The total number of passengers carried was 58,754 who made 103,623 passenger journeys. The railway opened for the Easter period for the first time since 1968 and then services operated from 24th May to 25th September. The banking engine was required frequently during the summer for trains out of Douglas and Ballasalla - one of the heaviest trains was run on Tuesday, 1st June when the 4.10pm Port Erin to Douglas loaded eleven carriages with 430 passengers.

Late Season & Winter Events

On 30th August, the extra trains being the 10.50am to Port Erin and the 3.30pn to Douglas ceased to be run for the remainder of the season. The services continued with the usual four trains each way.  The British Rail Queen and party visited the Island on 7th September and travelled on the 2.15pm train to Port Erin. Unfortunately the boat on which the party was travelling was late arriving and the 2.15pm train was late departing. With this late running, Santon loop was opened up and the first afternoon trains crossed there instead of Ballasalla. The party returned to Douglas on the 4.15pm train, being made up of No.13 Kissack and eight carriages, which included the two first-class saloons (one reserved for the party) and ran unassisted to Douglas.

A Special Train was run on Saturday, 11th September for members of the Ian Allen party, Worcester Locomotive Society and the R.C.T.S. The train, consisting of No.11 Maitland and four coaches left Douglas at 8am. and ran through to Port Erin non-stop. The special then combined with the service train and left Port Erin at 10.15am with No.4 and No.11 with eight carriages. At Castletown No.11 Maitland and four carriages came off the train and the service train continued to Douglas. After crossing the 10.15am ex-Douglas the special train continued to Douglas at 11.01am arriving in Douglas at 11.34am.

On 13th September the late summer timetable came into operation with only the 10.15am and 2.15pm trains from Douglas and the 11.35am and 4.15pm from Port Erin running. On the following day an “M” wagon was taken to Port Erin to collect ashes. During the last week of the season the coaching stock not now in use were put into the carriage shed for the winter. On 25th September, the last trains of the 1971 season were run and upon arrival of the last train from Port Erin, the final items of rolling stock were put away.

The staff then started their annual fortnight’s holiday and returned on 11th October to begin the winter programme of maintenance on the locomotives, coaches and permanent way. On 22nd October the diesel railcars were in use shunting around Douglas, moving brake van F.41 which had been completed from the Paint Shop to Road 2, and being replaced by F.74.

Two engines were in steam on 26th October, with No.10 G.H. Wood which had just completed an overhaul running light to Port Erin to remain there for the winter. No.4 Loch ran to Douglas after arrival of No.10 G.H. Wood, with an “M” wagon filled with ashes. Upon arrival at Douglas, No. 4 was moved into the workshops for an overhaul.

On 1st November, the diesel railcars were out on the Peel Line checking and cutting the hedges as far as Braddan in preparation for a special. The following day No.11 Maitland was in steam and took six “M” wagons loaded with granite blocks as far as Braddan. This job was undertaken on behalf of the Highway Board. The engine returned to Douglas and took hedge-cutter equipment to Port Soderick.

On 3rd November, the annual job of hedge-cutting was begun with the front car of the Diesels pushing the hedge cutter loaded on a low-loader followed by the second half of the diesel set with a runner upon which the hedge cuttings were loaded. By the end of the first week, the Diesels had reached Ballawoods. On the 15th November the Diesels had reached Port Erin with the hedge cutter, but on the following day the hedge cutter developed trouble at the Four Roads on the way back, and the Diesels, with the cutter, had to return to Douglas for attention. On the 17th, the railcars went out to Braddan on the Peel Line and brought back the ‘M’ wagons. Later the same day, the railcars returned to the south line with the cutter to continue the job the following day.

 Winter Volunteering : Alf Corkill

With the winter period upon us once again, the job of repainting carriages was begun again. A few days before the end of the season a number of carriages, including some saloons, were moved on to Road 2 in readiness for the Paint Shop. One carriage, F.62. had been in the Paint Shop all summer, as the repainting had not been completed in time for the 1971 summer service. This carriage, together with F.74 which had been moved in, were the first to be tackled. Due to some of the volunteers on holiday on the mainland during October work proceeded rather slowly, but by the end of November they have been completed and were awaiting removal at the time of writing.

A mention here about F.62 which is a most unusual vehicle, having three open third-class compartments, then a 1st, 2nd and a 1st class compartment. The latter compartments having cloth ceilings over the normal wooden ceilings, and all that separates the last two compartments (2nd and 1st) is a tall backrest. As the inside of this coach was in need of a coat of paint, a couple of weeks were spent in repainting it in a lighter brown paint. This carriage should really stand out next season, for besides the repaint the new seats have been put inside.

This job of repainting carriages has been done by the usual band of volunteers; namely, Robert Tunnicliffe, Max Crookall and Tony Beard and they would be grateful of assistance at weekends. If there are any island residents available at weekends, why now come down to the station. Also if any mainland member wish to come over for a few days or even a week, arrangements can be made for them to work in the paintshop.

 Some Early Editions Of Manx Steam Railway

News  Can Be Viewed On This Website Here