Transport Steering Committee

Following the approval by Tynwald on 10th December [1974] of the proposals by the Isle of Man Railway Company and endorsed by the members of the Steering Committee on Transport, the railway settled down to the job of getting ready for the 1975 season.  With Christmas near at hand, only odd jobs were tackled, but with the New Year over, work began in earnest.

Track Removals (February 1975)

With the bad weather we have experienced just lately [early in the year], track removal on the Ramsey Line has been rather slow.  On a visit to the closed sections in February, no further work had been done on the Peel Line, but the removal of track on the line to the northn has continued; the track has been removed as far as Gob-Y-Deigan and fishplates have been removed as far as Glen Mooar. On an inspection of St. John’s Station in February it was found that four carriages in carriage shed had been sold.  F.36**, F.68, F.37 and F.6 having had their footboards removed and have been marked “Sold Rampton”.  They have been so marked for some two months, but haven’t as yet been moved - **an amendment to the Spring Issue (No.34) on page six, wherein it stated that carriages F.36, F.68, F.37 and F.6 had been sold.  As most members will realise, the mistake was F.36, which should have read F.20 [sic.] thus carriages sold to Mr. Rampton are:- F.38, F.36.  These carriages have now left the Island and very recently two further have been sold and moved off the Island.  These were F.3 and F.21, again stored for the last few year In the carriage shed at  St. John’s Station.  The whereabouts of these carriages are unknown, but it is rumoured that they have been purchased by one of the railways in Wales.  Anybody knowing further information please let the Editor know.

Save The Port Erin Line : Petition

At the 9th Annual General Meeting of the Association members were told about the latest developments concerning the railway, particularly the truncated section between Castletown - Port Erin.  There was a strong feeling among those present that the railway could only have a viable future if it originated from a station in Douglas.  Members heard that a petition had been organised by the Northern Ireland Area Group to save the whole Douglas to South Line for future operation, and it was decided that similar Petitions should be initiated in England and the Merseyside Area and the Greater Manchester Group have agreed to be responsible for this.

However, there are a considerable number of members who are not in an Area Group and therefore we would like to make each member of the Association responsible for collecting signatures in their area.  Copies of the Forms of Petition are available from the Secretary of each Area Group or from the Association Secretary:- Richard Clark at 6a Switzerland Terrace, Douglas, Isle of Man.  A copy of the form of a petition is enclosed herewith for your use.  When you have collected as many signatures as you have (or in any case by 19th September 1975) please either return them to the Area Group or the Association Secretary.

The 1975 Timetable 

Sundays To Fridays - 18th May to 19th September, No Saturday Service

Ex-Castletown: 10.45am / 12.20pm / 2.45pm / 4.45pm

Arr. Pt. Erin: 11.10am / 12.45pm / 3.10pm / 5.10pm

Ex-Pt. Erin: 10.00am / 11.45am / 2.00pm / 4.05pm

Arr. Castletown: 10.25am / 12.10pm / 2.25pm / 4.30pm

At Port Erin: Snack Bar | Bookshop | Museum

William Lambden, General Manager 

On The Closed Lines (May 1975)

On the subject of the closed sections of the railway, track removal on the Ramsey Line has continued.  At a meeting of Tynwald in February it was agreed to spend £26,500 in the purchase of rail for the Manx Electric Railway from the scrap dealers, Millen Metals, who originally purchased the same from Railway Company.  The amount of rail purchased is five miles of track (or 1,760 rails) and is from the Ramsey Line.  At the time of writing about one-third has been removed.  The sections to be lifted for the M.E.R. (and being lifted by the staff of the M.E.R.) are from Milntown to a point half-a-mile west of Ellanbane and Orrisdale to Ballaugh.  The M.E.R. staff have borrowed the Wickham Railcar from the pier tramway, and have also built for themselves four rail bogies on the same lines as platelayers trolleys.  The staff of Millen Metals is proceeding with other removals of track on the Ramsey Line.  Complete sets of points have also been taken up at St. John’s Station (west end), Crosby Station (west end) and Kirk Michael Station (southern end), and work is well advanced in the removal of the girders of Glen Wyllin and Glen Mooar viaducts.

On The South Line (May 1975)

Turning to the South Line, all that remains of the items sold to Manx Metals and moved to Ballasalla Station is the Gibbins crane.  The ten runners sold by the Railway Company we re-sold to the Ffestiniog Railway, and were shipped out from Castletown Station on 1st March.  The permanent way gang have completed re-laying of points at Port Erin Station and have been working at various positions along the line to Castletown, mainly undertaking packing the joints, lifting track, new sleepers, fence and ditches.   

Castletown Station (May 1975)

Considerable work has been done to Castletown Station.  The waiting room has received a complete re-decoration with the old fireplace being removed, and all the windows being replaced.  The ladies room has been divided into two sections with new toilet facilities now being provided for men and women.  The stationmasters’ office has also been re-decorated.  Outside, the station has received considerable attention to the brickwork, roof, etc., and woodwork has been repainted.  The land at the rear of the still has been cleared and is ready for use as a car park. Volunteers from this Association have repaired all the fences surrounding station. As all members will see, this summer a considerable improvement has been made to this station, and all thanks go to the Railway Company, who agreed to this expenditure, as it will certainly give a good impression to all holidaymakers.

Port Erin Station

As most members will know, it has been on the cards for some years that Station Road, Port Erin would be widened and at last this winter the work has commenced.  The railings and wall abutting the road have been removed. No part of any station building has been touched, but this has necessitated the removal of the buffers and points.  The road has now been widened and resurfaced, and a new low wall will be built.  Employees of the Railway are at present relaying the points a couple of feet forward and the buffers will be replaced.  With regard to the station, the Company have lodged plans with the Local Government Board for planning permission to alter the interior of the Station and also the provision of a Railway Museum which will be sited in the Bus Garage.  Alternative bus facilities are part of a further planning application which will be sited on the bay railway lines.  The alterations to the station entail the closing off of the station as an open one, as passengers will now enter the station by the main entrance on Station Road, purchase a ticket at the booking window.  The doors on to the platform will be closed so that passengers will walk through a new passageway into the former parcels office, which will now be a shop, then through the doors of the parcels office and on to the platform.  The former ladies room will be altered to a café  with the gents and ladies toilets being re-opened, but this latter work may not be carried out for 1975.  The museum will have an entrance in Station Road and it is possible that two locos and two carriages will be exhibited along with a number of other exhibits. It is understood that a model railway of part of the I.M.R. will also be on show.  With regard to the alternative bus facilities on the bay lines, a new building will be provided for the bus crews and will also be bus parking. It will not be a bus station.  A considerable amount of work been undertaken and a new wall abutting on Station Road has been completed, along with the widening of the road. Work is also nearing completion on the jobs inside the station itself. The new walk-through from the Booking Hall to the proposed shop (formerly the Parcels Office) is completed, with the Booking Hall having been re-decorated.  Work is well advanced on the layout of the shop and also to the café and toilets which are being provided in the former ladies room.  All this work is being done by a firm of local builders.  The bay lines have been lifted from the station building to a point mid-way between the public right of way and Droghadfayle Road crossing.  The bay line area which abuts the main platform has been filled in with rubble and top-coated, and Road Service Buses can be seen parked.  The new Road Services maintenance depôt is under construction on the bay lines just past the public right of way.  Until this building is completed, possession cannot be given for the present bus garage to be altered to a museum.  However, some work has been started, and it should not be long before the museum is completed and open to the public.

Around The Works (May 1975)

Meanwhile at Douglas Station the winter maintenance of No.13 Kissack has been completed, although work on No.4 Loch has not.  The little well wagon which is used on weed-killing trains was in the shed undergoing repairs and has received a repaint.  No.13 Kissack was steamed on 28th April, the first engine since the closure of the 1974 season, and moved No.1 Sutherland into the running shed and Caledonia into the works.  Also F.75 was moved the works. All three items are receiving a clean and F.75 has repainted, and these will be exhibited in the museum along F.36 (Royal Saloon) and in due course, No.16 Mannin.

Out On The Line (May 1975)

In the first week of May the diesel railcars were in regular use. On the Monday they went for a return trip to Port Erin on cleaning check rails; on the Tuesday permanent way staff took the diesels to Ballaglonney to do some fencing.  The following day saw the annual inspection of the line by the Inspector of Railways for the Island.  The diesels ran through to Port Erin where they stayed overnight before returning to Douglas on the Thursday.  On 9th May a J.C.B. machine was hired and some of the coal at Douglas loaded into seven “M” wagons ready for the trip to Port Erin, which was expected to take place the following week.  As expected, No.13 Kissack was steamed on Monday 12th May, and look the seven “M” wagons to Port Erin.  After returning to Douglas the engine shunted the carriages required from the carriage shed.  The following day saw the engine in steam again on a permanent-way special.  On the Wednesday, No.13 Kissack took six carriages (including the Foxdale Coach, which is to be used as a mess van for the engine crew) to Port Erin.  On the return trip G.1 was picked up at Castletown and taken back to Douglas.  On Friday, No.13 Kissack took further carriages, plus G.1 and a runner, to the southern terminus.

Start Of The Season

Sunday 18th May, saw the start of the 1975 season on the railway.  On a visit to Port Erin on that day saw No.13 Kissack in steam, with F.45, F.48, F.47, F.31, F.70, F.41, F.30, F.46 and F.43 in attendance.  In the siding were the wagons full with coal:- M.77, M.78, M.68, M.69, M.75, M.55 and M.70.

Operations Manager & Engineer

As most members will have seen in the railway press the position of Operating Manager & Engineer for the line from Castletown - Port Erin has been advertised.  Mr. Graham Warhurst formerly of the Seaton & District Electric Tramway Company been appointed and took up his position in April.  Mr. Warhurst is responsible for the operation of the railway from Castletown - Port Erin, as well as the Museum, Snack Bar and Shop at Port Erin Station.  The Chairman has met the new Operating Manager several occasions, both socially and officially, and a good working relationship has been built up.

Volunteer Work : Anthony Beard

Following talks with the management, volunteer work parties have again been organised by the Association.  The main aim is to assist the railway staff on the many jobs that require to be done on the lineside; with this in mind, at approximately 10.00am on the morning of Saturday, 5th April, several members turned up at Mill Road crossing, Castletown. Jeff Kelly, the well-known railway staff member, was also in attendance to ensure that all behaved themselves and that some work was done!  The first job tackled were the crossing gates and hut at Mill Road, which was cleaned down and painted, while others assisted Jeff in cutting down the hawthorn hedges which stretched from the bridge outside Castletown Station to the gates.  While in the area other hedges were cut back or cut down completely, especially at the Southern “100” start/finish on the by-pass road.

Since the first few weeks the volunteers have been split into two parties, one painting and the other cutting hedges and thorns along the line.  The painters, after completing the gates and hut, began work on the fencing that surrounds Castletown Station, while the hedge cutters continued cutting back the thorns and hedges towards Ballabeg Station.  The hedge cutters have also done some work at Castletown Station, cutting back the undergrowth and grass which wets spreading on to the loop line in the station.  It is expected that this volunteer work will continue each Saturday during the summer season, and therefore we appeal for more volunteers.

Arrangements have been made with the Operating Manager to centralise all volunteer work, and if any member wishes to assist then please write to the Works Office of this Association and not the Railway Company.  If you wish to work during the weekdays then arrangements can be made, but again please write to the Works Officer who will arrange it.  Thanks for the work done since April go to Ron Cooper, Richard Clark, David Hodgson, Tony Edwards, Philip Smith, Tony Board, Alistair Lamberton, David Durrant, and not forgetting Jonathan Bregazzi.  If, therefore, wish to do some volunteer work of any kind then please write to me giving details as to times and dates available. You will be notified where to attend.  Also, assistance in the form of free bus fares from Douglas can be arranged if requested.

Letter From Railway Company Chairman 4th September 1975

"Dear Mr. Clark,

Thank you very much for your letter of 23rd August in which you very fully set out the voluntary work that has be carried out by the members this year. It certainly is a comprehensive list and my colleagues and I thank you and all your members offer the most valuable contribution you have made to the successful running of the trainee for the first year, from Castletown to Port Erin.  I am delighted to see that it is your intention to carryon in helping in a similar fashion this winter and I am sure if you co-operate with Mr. Warhurst he will advise you and your members the work that is necessary and the order in which it should be performed.  Again many thanks for your enthusiastic work which you are performing to help in the continuation of the railway.

Yours Sincerely, (Signed)

J.M. Cain (per A.H.)

The 1975 Summer Season Movements

This season of train services between Castletown - Port Erin began on Sunday, 18th May with No.13 Kissack and four carriages departing from Port Erin at 10.00am. It was note that on the afternoon train from Port Erin the Chairman of the Railway Company was one of the passengers taking a trip to Castletown. As there are no engine maintenance facilities or indeed carriage maintenance facilities at Port Erin a number of trains have been seen this summer running between Douglas at Castletown - iit is interesting to note that as soon as the word was out about one if these trains, the number of photographers which suddenly appeared was remarkable! The first of these trains ran on 4th June with No.13 Kissack taking the normal service train as far as Castletown. In the meantime, No.11 Maitland had been steamed in Douglas and with F.18, F.15 and M.59 proceeded to Castletown, where she took over the service train and continued to Port Erin.  No.13 Kissack with F.41, F.48 and (both engine and carriages requiring maintenance) continued on their journey to Douglas.  On 1st July the railcars made a return trip from Douglas to Port Erin.  Again, on 11th July, saw a change-over of engines, with No.4 Loch coming up from Douglas and No.11 Maitland returning to Douglas.  Meanwhile in Port Erin, work was proceeding on the museum in the former bus garage.

Museum Preparations : 17th-19th July

On 17th July work had progressed as so far as to receive the first exhibit, and in Douglas No.13 Kissack was steamed and pulled No.15 to Port Erin and was moved temporarily into the museum.  Two days later, No.15 was moved into her correct position in the museum and also M.78 and Gr.12 was moved in behind the engine.  The van had in fact been brought up from Douglas the previous day by the railcars. These were out again on 28th July and again journeyed as far as Port Erin, this time loaded with tables for the Snack Bar.  On 6th August a further train from Douglas with exhibits for the museum.  No.13 was in steam and took No.1 Sutherland, F.75, F.36 and F.49 to Port Erin and remained in Port Erin while No.1 Sutherland, F.75 and F.36  were moved into the museum.  F.49 was moved into the sidings at Port Erin for future use in the service train, stowed initially at the bay platform.

Railway Museum Opening

Monday, 18th August 1975 saw the Railway Museum opened to the public. Along with the engines and carriages exhibited there were a number of photographs, tickets, timetables, etc., of years gone by.  The admission is 20p and it is hoped that more exhibits will be on show next year, such as No.16 Mannin.

Locomotive Exchanges

Friday, 29th August saw a further changeover of engines when No.4 Loch and F.31 returning to Douglas, and No.12 Hutchinson, F.48, F.46 and G.6 to Port Erin. The reason for No.12 Hutchinson to come down so late in the season was that the Association had requested that this engine be in service for a short while this season, and to haul the Association Special Train on Saturday, 6th September.  Also conveyed on this train were the ticket barriers and the large map of the Isle of Man which were in the Booking Hall of the Douglas Station.  Note: The above information of train operations may not be copied or extracted for use in any other publication whatsoever without first obtaining the permission of the Editor. [Ed. 2025, this edition was rushed to press and very few copies survive today, there being some political machinations regarding its content, resulting in the caveat above being inserted].

Minutes : Association Mainland Meeting : 22nd November 1975

Members present included Anthony Beard (Chairman), Messrs. Cooper, Cubbon, Beckett, Lister and Members of the Association.  There were no apologies for absence. The Minutes of the Annual General Meeting held at the Villiers Hotel, Douglas on 24th May 1975 were read approved and signed.

The Chairman opened the meeting by informing the members the latest news from the Island, which included the sale of Douglas Station. Details were given of the presentation of the Petition for the re-opening of the Douglas-Port Erin line for railway services and the Report on the 1975 season to the Chairman of the Transport Steering Committee of Tynwald and, the talk with him on the subject of the railway which followed.  Reference was made to the excellent publicity obtained for the Association in the English, Manx papers and also B.B.C. television who mentioned in great detail the Petition & Report.  The Chairman told the meeting that as a result of the meeting with the Chairman of the Steering Committee, the Association had been requested to produce a costings report on the operation of the Douglas-Port Erin line for the 1975 season, and he expected to hand such report in to the Chairman the coming week.  Finally, details were given on train movements during the last couple of months, tasks which volunteers had completed and proposed period of timetable for the 1976 season.

Mr. Cooper told members that the Railway Company were adamant that trains would not run again from Douglas.  Outline details of the Association’s plans becoming managing agents for the railway should they be requested by Tynwald were given. Mr. Hibbert asked that if the Government took over the railway, and requested the Association to operate it, would the existing personnel be retained and what could volunteers do?  The Chairman replied that volunteers would only assist in the operation where appropriate.  Qualified railwaymen would be employed as permanent staff.

Mr. Foster enquired as to the track at Douglas and was assured in reply that it was not part of the sale.  The Chairman stated that the Association plan for Douglas was for a single line station, and this had been favourably received by the Steering Committee. This idea was the most practical as access could be available via Lake Road and the former Goods Shed could provide covered accommodation.   Mr. Lister asked if a tourist tax was levied on visitors. Mr. Cooper replied that 50p was paid to the Harbour Board for every visitor arriving.  There followed a short discussion on tourism and it was stated that tourism was now second to finance as the revenue-earner.

Mr. Exley asked if the 1975 passenger figures were available.  The reply was that officially they were not, but the Association had obtained certain facts and figures on passenger loadings based on surveys.  There followed a discussion on the Association’s attitude to the other Manx Railways and whether or not the Association should change its name.  It was proposed by Mr. William Cubbon, seconded by Mr. Andrew Hurd, that the Association should investigate the use the name “Manx Steam Railway Society”, which was carried by all with one abstention.  Mr. Coles stated that the four mainland Committee Members were not able to attend Committee meetings regularly.  The Chairman replied that he was considering sending out photocopies of minutes.  

Mr. Coles proposed and seconded by Mr. Foster that “…on the occasion of Committee meetings on the Isle of Man the Committee Members should receive advance notification or agenda and should themselves meet at a mutually convenient place on the mainland to discuss the items on the agenda and should contact Chairmen during the meeting to express their views to the Island Committee.  The cost of the telephone calls to be borne by the Association…”. The motion was carried.  The Chairman did point that he could see problems with the motion, but he agreed to arrange a suitable system of communication on meetings after consultation with the Island Committee.  

Mr. Exley gave a précis of part of the report he wrote in 1974 and asked about modifying the railcars to work as a multi unit with a coach between them.  Other items mentioned in the general discussion were an Association Badge, the new Membership Form, meetings in other towns; e.g. Leeds. The Chairman asked that when considering other places, the cost and time for the Island Committee to go there should be borne in mind. There being no further business the meeting closed at 5.40pm.

Words From The Chairman : Anthony B. Beard

 As you may have already read in this issue, the Committee of the Association was requested by the Chairman of the Transport Steering Committee of Tynwald to prepare a costings report for operation of the Port Erin line for possible operation in 1976.  The report, after much hard work by many people, was presented to the Chairman of the Steering Committee on 25th November, with the offer from me that the Association would be prepared to prepare further reports, give any advice, if required, but requested a meeting between members of our Committee, the Steering Committee and the Railway Company to discuss the future of the railway.

However, I received no reply or acknowledgement from the Chairman of the Steering Committee and upon an enquiry to the Clerk of the Committee I was informed that he had no knowledge of such documents or their presentation.  The Clerk also informed me that the Chairman of the Steering Committee had put forward a Resolution to Tynwald to be heard on 9th December that the railway be operated between Ballasalla - Port Erin and that the Railway Company should receive a sum up to an amount of £25,000 for operating losses in the 1976 season.

It appeared to me and Members of your Committee that no notice had been taken of the coatings report, and upon advice taken I lodged a Memorial of Grievance to the Lieutenant Governor and Members of Government.  This requested that such Resolution of the Steering Committee be rejected.  The Steering Committee’s Resolution and the Association’s Memorial was debated in Tynwald on 10th December and I was able to give a full account of the facts and happenings over the past month to Members of Tynwald.  The debate continued for two hours with the result that the Resolution for the operation of the line between Ballasalla - Port Erin for 1976 was agreed but an amendment was also agreed that the Railway Company must leave the railway line in situ between Ballasalla and Douglas for possible future operation.

The Association therefore achieved its object in obtaining a reprieve for the line to Douglas, along with the possibility of services once again being operated from Douglas. With our action as stated above, it has shown that the Association “has teeth” and is certainly prepared to fight for the Railway and the line from Douglas. It also obtained wonderful publicity both in the papers and also again on B.B.C. television; however, we cannot just accept our victory by sitting back and doing nothing more; we still have a long way to go before trains will again depart from Douglas bound for Port Erin, so members soo keep the campaign going by continuing to write those letters to the Tourist Board, the Manx papers, not forgetting the Railway Press.

Association Notes & News

Shortly after the publication of the autumn issue of Steam Railway News it was announced that the Railway Company were placing the Douglas Station site for sale by sealed tender.  A copy of the Particulars and Conditions of Sale were obtained an examined by the Committee.  The area being sold extends from the buffer stops at Douglas Station to the four-furlong marker post (approximately the Peel Line distant signal or Nunnery Bridge).  The sale includes the engine shed, carriage shed and other such buildings on site though it does not include the station building, offices, form public house, snack bar and the forecourt.  Other items exclude from the sale are the railway lines, all rolling stock, the signal box, signals, the contents of all buildings, water columns, various notice boards and advertising signs.

Advice was taken from an Estate Agent & Valuer, and it was no surprise when the possible sale price was given.  It was therefore decided to press ahead the campaign for the Government to nationalise the railway and compulsory purchase the station site.  With that the Government could retain a small portion thereof for railway operations with the remainder being used for industrial factory sites, like that at Hills Meadow which was, and partly still is, owned by Government.

As members will recall, the Association had decided to publish a report on the 1975 season with suggestions for the immediately future.  This Report was duly printed and copies were sent to all Member of the House of Keys, Members of the Legislature,  the Transport Steering Committee, Tourist Board, Local Authorities and all of organisations in the Island, as well as the English and Manx Press.  Excellent reports were given in the English and Manx papers as well as a news report on Look North and Nationwide on B.B.C. television.  

The report was written by Richard Clark, Ron Cooper and myself and thank all those who have sent in ideas for such report.  The report is split up into five main sections, with the first section giving a resume on the 1975 season. Following on from this, criticism is made of the shortened section and its operant thereof.  We have congratulated the Railway Company on several matters but we found fourteen specific criticisms. In the this section we have set out an 11-point plan for the immediate future.

A fairly new subject is referred to in the fourth section; that is the inextricable link between railways and tourism in the Island.  Finally, the booklet summarises the major findings of the Report and also gives a detailed list of all voluntary work undertaken in 1975.  I can recommend the Report to every Member and you may obtain a copy by sending 30p to the Secretary of the Association.

The Association Petition for the re-opening of the whole Douglas-Port Erin line for Railway services closed at the end of September.  The Committee would like to thank all those who worked very hard in obtaining well over 8,000 signatures.  With the possible sale of Douglas Station it was decided to make an appointment with the Transport Steering Committee of Tynwald.  On the afternoon of Tuesday 4th November, I was accompanied by Richard Clark, Ron Cooper and Jonathon Bregazzi; we presented the Association Petition and the 1975 Report to the Chairman of such Committee.

Following such presentation, and when the Press had completed their pictures, we were invited to discuss the whole situation concerning the railway.  A lengthy discussion took place and the outcome was that we were asked to prepare a costings report for the operation of the Douglas-Port Erin Line for 1976.  This has been prepared by a sub-Committee of the Association, with help and advice coming from cost experts and railway accountants within the membership of the Association. Such a costings report has now been presented to the Transport Steering Committee.

The events following the presentation of the costings report are mentioned elsewhere in this issue, in particular the Association's appearance in Tynwald. The Chairman of the Transport Steering Committee did, however, mention in the Tynwald debate that he would set up a meeting between his Committee, Members of the Association and the Railway to discuss the future of the Railway, in particular the line from Douglas. Details of such meeting will, hopefully, be inserted in the next issue 

No Trains From Here : Try Castletown!  Stewart McFetridge

That was the legend which greeted me at Douglas Station this autumn, the posters announcing this dread news, already faded - the tattered edges, fluttering in the slight evening breeze.  The stout iron station gates closed firmly against all comers!

I strode from the scene and on to the Old Castletown Road determined to have a look, at least from The Nunnery.  The evening was warm, and disturbed only by the birds fussing about as they settled down for the night and the odd bee frantic to add an extra flower or two to an already full schedule my right now was the lattice work of the railway bridge spanning the Douglas River, now showing signs of creeping neglect, paint scaling and blistered, little streams of molten tar now solidified and scarring the lower beams, testifying to the long hot summer now past.

My feet slithered on the loose soil as I sought to climb the bank to view the track, my head came abreast and then, above, to see two rusted weed-infested ribbons of steel.  My attention was drawn to the sole inhabitants of the cutting, two spotted whippets sporting themselves in the dried piles of last year’s dried and crackled leaves; perhaps they knew there was little chance of a green, copper and brass-bound engine snorting up to interfere in their intricate game.  They paid little or no attention to me as I passed to the far end of the cutting.  I looked back, and in the gathering gloom the rails and rough rock walls were framed and crowned in brown, gold and faded green.  As a small mark of personal defiance I reached down and weeded six or eight feet of track and sleepers.

The weeds has not consolidated their position and came away quite easily in my hand.  The thought passed my mind - it would be a different tale next year.  The “distant” signal bound in baling wire etched the skyline momentarily through the boughs as I retraced my steps.  Overhead the trees whispered, perhaps asking among themselves where are they?  The six-wheeled engines belching smoke they had seen come, as noisy children, and had come to know over so many years as they grew old together. In the fullness of time these same engines would become weary, and wheeze uphill from Douglas, belching steam, short of breath, and playing a rattling tune mechanically.

They would then be absent for a time, but always reappeared, resplendent in new paint, restored in health and in fine voice!  How often had they (the trees) shed wet leaves causing a usually sure-footed steed to slip furiously, great gouts of smoke and burning cinder shooting vertically into the air from the chimney, whilst the driving wheels and rods flashed ever faster until the driver caught her and soothed her down, to continue on her way a little subdued but confidence returning as the beat quickened, to save the trees shake their heads again, and another anguished roar rind plume of smoke marked the passing.

This in contrast to the quite leisurely pace of trains coming down The Nunnery usually a feather of steam at the safety valve, brake blocks squealing, the whistle hooting and grumbling It Douglas signal box, for being so tardy!  The gurgling of the river bought me back to the present and I unstuck myself from the bridge parapet where I had been leaning.  To my left the North line had been lifted, leaving but a sear in the ground which nature was already in the process of sealing.  How quickly a hundred-year tenancy is erased.  It was almost dark now except for a rim of light on the horizon and a few streaks of orange in the evening sky as I played out my charade, standing by the signal post.

I surely heard the call for the “distant” on the North line, the strident shriek of No.4 Loch.  I grasped the signal hand-lever and heaved mightily, the arm fill protestingly showering me with dust just in time, as I imagination, No.4 swept into view, reflected light from the open firebox door shining on the faces of the engine crew as they peer through the spectacles in the rear sheet.  Satisfied that the signal is off, they turn away.  No.4 breathes past me, enveloped in that unmistakable aroma of steam, hot metal and oil, rods clanking gently followed by the carriage couplings chattering, complaining as the brakes are applied.

Do I glimpse the happy faces of holiday-makers making ready to leave the train, in the yellow lights of the interiors, after having savoured the many delights of Ramsey and Peel?  Now the tail light sweeps past, to dwindle in the distance, leaving the rails vibrating.  I let the hand lever go and my signal springs to danger with a resounding thump.  My “charade” finished, I set off for my digs; overhead the trees continued to whisper “Where are they - our old friends of long standing? Must we stand alone - are they not coming back?”

Association Special Train

Saturday 6th September, saw the Association special train with No.12 Hutchinson at its head.  Volunteers had spent the morning cleaning the six-carriage train and the engine, and at 1.30pm, the train left Port Erin bound for Castletown to pick up the Association party.  On arrival at Castletown the station was crowded with railway enthusiasts, Association guests and others who wanted a ride behind No.12 Hutchinson.  One of the guests on the train was Matty Ward, M.H.K. and your Committee Members took the opportunity of discussing the future of the railway with him.  The special departed at 2.00pm and ran through to Colby Station where most of the passengers alighted to take photographs. The train then set back and especially for the photographers, did a run-through before setting back once again to collect the photographers.  At Port St. Mary a further run-through was undertaken and finally the trail arrived at Port Erin at 3.00pm.  The return trip to Castletown was at 4.00pm and a fast non-stop run was achieved.  Finally, the train returned to Port Erin to end a memorable and interesting day.

End Of The 1975 Season

The 1975 season finished on Friday 26th September, with No.12 Hutchinson still in command at Port Erin; however, on 7th October the locomotive was in steam and with ten carriages journeyed back to Douglas in order that the carriages be stored in the carriage shed.  A few days later, No.13 Kissack, which had been stored at the back of Port Erin shed, was steamed and did some shunting of “M” wagons around Port Erin and Port St. Mary.  A number of wagons were left at Port St. Mary crossing for loading by volunteers of the hedge and briars cut down by staff and volunteers some days earlier.  In Port Erin F.49, R.12, G.6 (on loan to the Association), G.1 and F.39 were to be seen.

Permanent Way (November 1975)

Members of the permanent way staff were at the beginning of November working at Port St. Mary and Castletown sidings, cleaning them out and replacing broken rails.  On 21st October No.13 Kissack took the loaded “M” wagons to Ronaldsway Halt for the burning of hedges.  Two days later, along with F.49, M.69 and a runner,the locomotive returned to Douglas.

Douglas Station Site (November 1975)

The sale of the site had been announced and work was begun at once to strip the workshop and stores.  All such items were being placed on to a train situated outside sheds.  On 28th October the diesel railcars made a run to Port Erin and back.  But on 6th November the first train moving stores and workshop equipment was made and No.13 Kissack with F.49, F.71, F.44, F.40, G.5 and a runner, made a trip to Port Erin.  F.49, F.40 and the runner were left at Port St. Mary in order that the stores be moved into the Station building, while G.5 and the engine remained in the engine shed at Port Erin and F.44 left in the bay siding.  The stores train, No.13 Kissack, F.49, F.71, the runner and “M” wagons returned to Douglas on 12th November.

Results Of The 1975 Season

Members will not have to be reminded that services only ran between Castletown - Port Erin during the 1975 summer season.  Trains ran Sundays to Fridays, with four trains each way.  The results were that only 19,000 people purchased tickets Io travel on the trains, with the result that the Railway Company lost £31,000 in the operation thereof.  The sum agreed by Tynwald in 1974, amounting to £20,000 for operating loss, was totally taken up by the Railway Company, leaving a balance of £11,000 deficit being borne by the Company.

Death Of Popular Engine Driver

Members will be sorry to learn of the sudden death of Mr. Hughie Duff of Brookfield Cottage, Parliament Square, Ramsey, aged 69, who died at the end of October.  Hughie belonged to a family who came to the Island from Galloway in Scotland nearly sixty years ago.  His father served on the Steam Packet boats for a period extending over 48 years.  He joined the railway in March 1925 and served as a fireman and engine driver over a long period and was well-known by passengers and enthusiasts.  After his retirement he went back to take up driving engines on the railway over the revived southern line; in fact, 1975 was the first year for some time that Hughie hadn’t been seen driving or firing. Our sympathies go to his wife, May, and also to his family.

Manx Transport Extravaganza

On 6th September the Association held social meetings in the Island; special arrangements were made for a steam train which members could ride on during the Saturday afternoon. Behind this bald statement lies an interesting and enjoyable day on the Island. For me the tour started straight after work on the Friday evening, a constant stream of telephone calls with late bookings, filling in passenger lists and details of those ked for cabins.  Finally I arrived at the Pierhead, Liverpool made my way to the I.O.M.S.P.Co., Booking Office.  By 11.30pm a large party of people were waiting; a roll call of all those booked on the tour and then on to the steamer Manx Maid.  Whilst I attended to those who had booked cabin berths, the rest of the party spread themselves around the steamer, some in the lounge and some in the public sleeping berths and a number in the bar.  The steamer sailed at l.00am and arrived in the early Saturday morning.  A large group of the party made their way to the Sea Terminal café and tried to recover from the early morning arrival on Island.

At 7.30am the party gathered at the main Sea Terminal entrance to board a hired Douglas Corporation bus.  Many of the people had made an early morning pilgrimage to Douglas Station and lamented the failure of the I.M.R.  Co. and the Manx Government to ensure that the whole Douglas to Port Erin line was operating; or arrival at Derby Castle the two trams hired by the Association were waiting; a special request had resulted in No.1 and small close saloon trailer making up the first tram, whilst No.6 the second.  Our journey to Laxey was recorded at many points by photographers from the Light Transport League who were on the Island for a conference.  At Laxey a short stop was made to allow photographers to take shots before travelling on to Ramsey over the threatened northern section.

This section has such excellent views and spectacular scenery that one cannot help but feel that the Manx nation be mad to allow its closure.  After a short stop at Ramsey where the sun was shining, the trams returned to Laxey.  A busy scene unveiled itself at Laxey with our own special trams and two service trams, in addition to four Snaefell cars.  As the party boarded the two Snaefell cars I learned from one of the M.E.R. officials that we were to share a tram with the Island’s Lieutenant Governor and a party. The Snaefell cars departed tar slowly climbed the steep track past Laxey Wheel and up the valley past the shell of the old generating station.

At the Bungalow small cluster of cars were parked and here the Lieutenant Governor Sir John Paul, Lady Paul and party, joined the tram. When we reached the Summit Station my party disembarked and headed for the shelter and refreshments of the Summit Hotel.  As organiser of the tour I was introduced by the Traffic Manager of the M.E.R. to His Excellency, and I was able to explain a little of the Association’s aims and expressed our grave concern at the failure of the Isle of Man Railway Company to operate a train service from Douglas, which is the only logical base from which to start a tourist railway.  His Excellency concurred that our argument had validity.

With this we parted and I gathered the group together for the return journey to Laxey and thence to Douglas.  Back at Douglas the party had a guided tour of the M.E.R. depôt which is a fascinating place with a remarkable atmosphere.  Trams busily entering and leaving the yard, our specials returning to the sheds; inside we saw the ex-Blackpool tram bogies and motors which are being converted to 3ft. 6in. gauge for the Snaefell line; we also learned that only a week before a motor had been removed from another tram to replace a faulty motor in No.1.  One if the most interesting features of the works is the mercury arc rectifier which converts the A.C. current taken from the grid into D.C. current for the overhead wire.  This consists of a large 5ft. diameter bulb with a smaller bulb at its base in which liquid mercury boils.  The whole apparatus is cooled by a fan.  As current is drawn by a car leaving Derby Castle so the valve glows brighter and brighter.  The whole effect comes straight out of a Frankenstein movie.

This all too short a visit came to an end with the arrival of our coaches to take the party to Castletown.  On arrival at Castletown Station No.12 and train was waiting, already filling with passengers, and the arrival of our party swelled the lumbers.  No.12 was in excellent condition and many photographs were taken.  The engine, and indeed the condition of the whole train, was an excellent tribute to the cleaning and polishing done by Jeff Kelly, Paul Ogden, Jonathan Bregazzi, Mark Shaw, Alec Townsend, Richard Clark, Ron Cooper, Tony Beard and others.  The train departed on time and made a very spirited run to Colby - a most exhilarating experience.  On arrival at Colby the bulk of the train’s passengers de-trained and photographed the train in these tranquil surroundings.  Even the driver was seen to indulge.  The train then reversed out of the station ready for a photographic run-past.  Members of the Association ensured that the party did not get into any potentially dangerous situations in a desire for the perfect shot. After about a minute No.12 came into sight and made a very impressive sight as it steamed through the station with smoke billowing.  The train then returned to the station and the party re-boarded.  Another spirited run ensured to Port St. Mary and again the train stopped to enable a photographic run past.  

Patron Of The Association : Mr. David Shepherd

The Secretary is pleased to, announce that the Internationally renowned wildlife artist and railway enthusiast, Mr. David Shepherd, has agreed to become Patron of the Association.  Members will know of Mr. Shepherd’s famous paintings of African animals, in particular elephants and more recently railway engines; he has been recently featured on B.B.C. as “The Man Loves Giants”, which is the title of his autobiography just published by David & Charles Ltd.  Mr. Shepherd owns the Cranmore Railway Centre at East Somerset, which was recently opened by His Royal Highness Prince Bernard of the Netherlands, a leading campaigner in the fight for the preservation of wildlife.  Amongst the railway exhibits on display at Cranmore are engines and carriages from the Zambian Sawmills Railway which Mr. Shepherd has saved. These were shipped to England at his own expense.  In his letter to the Secretary he said:-

 “…I have, of course, been only too aware of the problems and struggles that the Supporters’ Association have had to keep the delightful Isle of Man Steam Railway in existence over the last years.  It seems ironic when I know that you have so much to offer - it must be one of the most perfect and complete Victorian steam railways anywhere in the world and that this one should have troubles to survive, when some of these schemes in England that are a success with frankly very tittle to offer, seems all wrong . . .”.

Are The Isle Of Man Railway Company Always Wrong…? : George Coles

Enthusiasts are often critical of the Isle of Man Railway but on close examination some of their policies are not as illogical as they first seem.  For instance, most of us would describe the train service operated by the Company in 1972-1974 as a very efficient service since three engines in steam were required  to operate a service of only four trains each way.  Whilst most us would like to think that we could devise a better service, I would suggest that this service was not as inefficient as it first seems.  On fine days during July and August the number of potential passengers who presented themselves at Douglas Station during the morning was such that two trains were required in the period 10.00am to 11.00am and a further train in the period 11.00am to 12 noon and consequently a three-engine service was essential.  Wear and tear on locomotives depends almost entirely a mileage travelled so there is little to be gained from maintenance costs if two locomotives are employed to do a single tri each instead of one locomotive doing two trips. When one considers coal costs the difference is again small. The main consumption of an engine is when it is working a train so the on real difference between two engines/two trains & one engine/two trains is the, cost of fuel used in lighting up engines on roughly one-cwt.

Even when wage costs are considered it is not so bad as it first seems.  The single return trip turns could be worked quite nicely in an 8-hour day whereas a double return trip working requires a working day of 10-hours involving overtime for the crew.  One also has to remember that one of the drivers was about 70 years of age (hardly the age to be working a 10-hour day) and three out of the five working engines were in a rather rundown condition.  The four train / three engine service also enabled a banking engine to be provided on the first two trains out of Douglas and the last two back in the afternoon without the need for steaming an additional engine; at first sight the service operated on Fridays in 1973 and 1974 when two engines only were required to operate five trains each way, appears to be much more efficient than the Monday to Thursday service.

However, when one makes a costing based on mileage covered, coal burned and total wage bill, not just for enginemen but also for guards, station staff, crossing-keepers, etc., then the Friday service turns out much more expensive to operate.  The service operated in 1969-1971 by Lord Ailsa, when one engine was based at Port Erin, is generally accepted to be the best service for the Douglas-Port Erin line yet, during July and August this included one engine making a single return trip only.  One of the reasons given by the Railway Company for not operating the railway from Douglas was that “…climbing the Douglas-Port Soderick bank wears out the engines…”.  This has been ridiculed by some members but, while we are all aware that this is not the true reason for not operating from Douglas, I would suggest that this statement is definitely true!  The wear and tear on the engine in two miles between Douglas and Port Soderick is probably as great if not greater than in the remaining thirteen miles to Port Erin. When an engine is slogging hard, the thrust on little end, big end, crosshead, slide bars, axle boxes, horn guides, etc., is much greater than when an engine is working under light steam and the wear on these parts is consequently much greater.

On a slide valve engine the steam pressure holds the valve on its face so when an engine is working hard and the steam chest pressure is high the force needed to move the valve to and fro across its face is considerable. I know this from personal experience on my own engine, a Clayton & Shuttleworth single cylinder traction engine. When the regulator is only open a crack and the steam chest pressure is low, I can reverse the engine with one hand but if the regulator is fully open so that the steam chest almost full boiler pressure then it takes two men to move the reversing lever. This is not an uncommon situation on a single cylinder engine as the crank often stops in the “wrong” posits and the engine refuses to start in one or sometimes both directions.

It seems to me, therefore, that considerable wear must place on slide valves, valve faces, the pins and bushes in the valve gear, and eccentrics when an engine is working hard.  Let us now consider the boiler, a very expensive item to repair and replace.  When an engine is working hard the fire becomes white hot, burning the heads off the stays and to some degree the firebox plate also, in the region of the fire.  The strong blast causes small cinders to impact on the tubeplate, tubes, tube ferrules causing them to be worn away.  Furthermore, Port Soderick bank occurs immediately from a cold start at Douglas sudden changes in firebox temperature are well-known causes of firebox troubles - leakage starts at tubes, seams and round patches (No.10 & No.12) and in extreme cases plates have been known to crack.  I suggest in fact that engines which have worked in 1975 have been used so lightly that their boilers will probably suffer much greater deterioration during winter when they out of use than summer when they were working.

It seen be common practice in the Isle of Man to leave engines with water in the boilers all winter.  Apart from the danger of frost clan this will inevitably lead to considerable pitting and corrosion the boiler shell, particularly close to the water line, where oxygen concentration is high.  On No.13 and No.4 the crown of the steel firebox will also suffer in this way.  If fireboxes and smokeboxes are not cleaned out and painted with oil the soot sticks to the surfaces will become damp during the winter and a very corrosive mixture which eats into the plates. The ides conditions for a boiler are continuous use, pure water, and steam production at low pressure - not the conditions which or meets on a seasonal railway, working an 8-hour day, with steer gradients!  Manx engines may look and sound terrific when climbing Soderick bank and I would love to see them doing this again, I it does wear out the engines!

Some Early Editions Of Manx Steam Railway

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