In The Workshops

The staff returned to work following the Christmas and New Year break on 3rd January and since that date, a considerable amount of work has been undertaken.  In the Douglas Workshops, maintenance work on the loco-motives and carriages has continued. No.13 Kissack received a boiler inspection on 11th January but following a hydraulic test a few days later, a decision was taken to re-tube the boiler.  Staff from Anglo-Swedish of Liverpool arrived and the job begun.  By 3rd February the job was completed and following a test, was passed for service.  Other work on No.13 Kissack included bearing axle boxes horn guides and the pony wheels being turned.  Following the rebuilding of the locomotive, and a steam test, the locomotive was handed over to the painters for repainting in “mid green” livery.  No.11 Maitland has also received attention from the workshop staff, and following certain works and a hydraulic test, the engines paintwork received a touch-up.  On No.12 Hutchinson, the boiler following further inspections was finally condemned as unfit for further service and moved out of the workshops. No.10’s boiler is still on the mainland.  

The old tanks from No.4 Loch and No.10 G.H. Wood were returned to the Workshops from the Ramsey shipyard and it is possible that at least two of the old tanks will see further use.  One important job being undertaken during February and March was the installation of a new electric power supply to the workshops, engine sheds and paintshop.  A trench was dug from the main station gates, past the station buildings, between Roads 1 and 2, to the workshops where the buildings are being rewired. It is also understood that a new mains water supply has also been installed.

In The Paint Shop

Work was in progress on F.39, F.41 and F.66. In early March; Empress Vans F.27 and F.28 were in the steam shed receiving extensive attention to the body work.  The vans were completely re-panelled, repainted in maroon livery with the titling “Isle of Man Railways” and finally moved to Castletown where they have been let to the local camping company.  F.66 has also been completely re-panelled and at the time of writing, is nearly ready for the painters.  F.41 which was referred to in the last issue, was finally completed and moved back in to the carriage shed.  

The Foxdale Coach Restoration

The Foxdale Coach F.39, is also nearing completion and looks very smart in Manx Northern livery and titling “No.15 M.N.Ry”.   Again at the time of writing, the only outstanding work to this coach is the completion of painting to some compartments.  Passenger accommodation has been increased, with the Guards compartment fitted with seats and the ducket panels being replaced by glass. 

Rolling Stock Notes

A repainting and titling job has also been done to F.35.  A further pair, F.63 is at present in the steam shed awaiting the attention of staff while other carriages are waiting outside presumably for attention, F.73, F.71 and F.54. In the Douglas Booking Hall, the former wooden ticket office situate between the two platform doors, has been moved nearer to the front doors of the building. This has necessitated the building of a back to this ticket office which has incorporated a souvenir shop and counter. These items have of course been painted and it is understood that the interior walls of the booking hall will also be repainted during the period following Easter services and the end of April.

On The Permanent Way

Gangs have been working at Colby, Castletown, Ballasalla, Ballawoods, Crogga and Port Soderick. A further road vehicle was purchased in March for transporting the P.W. Staff, ex-National Transport Limited single deck bus [No.88], which has been repainted in maroon livery.  In use on the railway during the last few months have been the railcars, the ex-Queens Pier Wickham and G.19.  On 21st February, the M.E.R. Wickham was brought by lorry from Laxey to Castletown.  Work has also been concentrated on the landslip at Port Soderick mentioned in the last issue.  The cost for reinstatement being £55,500 was agreed by Tynwald in the January meeting. The slip material was removed and dumped into the sea, a new culvert laid, followed by a reinforced concrete retaining wall which extends both sides of the slip. New material was then tipped into the breach and following a short time to settle, the track was finally laid at the end of March.

The New Nunnery Bridge

Work by men from outside contractors finally completed the erection of the new Nunnery Bridge, and although final painting of the bridge is not completed, the track was laid and No.13 Kissack was the first item to roll over the bridge on 23rd March.  Thus the line from Douglas to Port Erin was now reconnected throughout, and one of the railcars and No.4 Loch were moved into Douglas to receive attention.  During the first week of April, No.11 Maitland was regularly in steam and with M.78 and M.69 loaded with ballast made several trips to Port Soderick.  On the morning of 4th April, No.11 Maitland with F.35 ran to Castletown with members of the 275 Railway Squadron R.C.T.(V) on board.  This Squadron have in the past carried out training exercises on the Ffestiniog Railway and North Yorkshire Moors Railway and have specialist teams in permanent way and bridging maintenance and construction.  The members of this Squadron are holding their Annual Camp in the Island and it is understood will be carrying out work on the M.E.R.

In the afternoon of 4th April No.11 Maitland went out again for a trip to Port Erin and back for the benefit of the Inspector of Seasonal Railways for the Island; this task being carried out this year by Mr. John Grace, of Messrs. R.J. Holmes & Partners of Athol Street Douglas. It is expected that services will operate on the Douglas-Port Erin line on Easter Sunday and Monday with trains departing from Douglas at 10.10am, 11.45am, 2.10pm and 4.10pm.

Summer Services commenced on 30th April and will operate Sundays to Fridays until 28th September. The times as above with an additional train from Douglas at 10.45am and returning from Port Erin at 3.35am in July and August but only on Sundays to Thursdays.  A Saturday service may be operated during High Summer, and this is understood to depend on locomotive availability. The 1979 fare structure is to remain the same as the previous year. 

Concessionary tickets this year include a Residents Only ticket costing £5.00 which allows unlimited travel on the Steam and Electric Railways (excluding Snaefell) for the whole 1979 season. For visitors this year include: A six-day ticket on the railway only at £3.50. A two-day ticket not necessarily consecutive within seven days on the M.E.R. at £2.50. A three-day ticket not necessarily consecutive within seven days [on all three railways] at £3.00. A seven-day ticket for all lines at £5.00; all these tickets give unlimited travel, except Snaefell where only one trip return is allowed where applicable.

The Easter Period 1979

The railway opened for the Easter Holiday operating on Easter Sunday and Monday, 15th and 16th April with departures from Douglas at 10.10am, 11.45am, 2.10pm and 4.10pm, and from Port Erin at 10.15am, 12.05pm, 2.15pm and 4.15pm.  The Douglas based train consisted of No.11 Maitland  with F.43, F.45, F.47, F.31 and F.25 while the south train was made up of No.4 Loch with F.18, F.30, F.48 and F.49. spares at Port Erin were F.62 and F.11. The 4.10pm ex-Douglas was double-headed on the Sunday with No.13 Kissack and No.4 Loch as far as Ballasalla with No.13 assisting No.11 Maitland  back to Douglas with seven. At the booking hall, there was an exhibition of narrow gauge model railways, which necessitated provision of a mobile ticket office at the end of Platform 1 for the issue of tickets.

Start Of The 1979 Season

The railway opened for the 1979 summer season on Monday 30th April with No.13 Kissack operating from Douglas and No.4 Loch from Port Erin. The second day of the season witnessed a party from the Commonwealth Parliamentary Association travelling on 11.45am ex-Douglas, followed on the Friday by another party from the British Tourist Authority who travelled on the 2.15pm ex-

Tours (I.o.M.) the well known coach firm had arranged with a number of schools in the North West of England for day trips to the island, and the railway played a part in providing Special Trains from Douglas, there were operated Monday to Friday for approximately three weeks period, beginning on 7th May. Each train carried about 250 to 300 schoolchildren, with the trains departing from Douglas 1.00pm, returning from Castletown 3.15pm.

Mention was made in the last issue of Steam Railway News of the visit to the island of members of the 275 Railway Squadron R.C.T. (V). A party of sixty members arrived in May for a couple of days, took over the duties of operation. Assisted by the regular staff, the members took turns in driving and firing No.13 Kissack and also acting as guards. Although their work was mainly concentrated on relaying a section of track on the Manx Electric Railway, they also carried out repair work to the signals in Douglas Station and reinstated the signalling at Port Soderick.  Saturday 19th May saw two special trains operating for a private party, departing from Douglas at 1.15pm and 1.45pm, the specials returned from Port Erin at 5.15pm and 5.45pm.

Duke & Duchess Of Gloucester

A Royal Train was operated in the early evening of 23rd May for the Duke & Duchess of Gloucester, who were making a one-day visit to the island.  No.13 Kissack with F.35 and F.41 left Douglas at 5.45pm, the diesel railcars had left half an hour earlier to check that all was in order for the passing of the Royal Train; the royal visitors left the train at Castletown Station and an empty combined train of No.13 Kissack, two carriages and railcars returned to Douglas.

On Sunday 27th May the Foxdale Coach F.39, now repainted in the Manx Northern livery and numbered M.N.R. No.15, was in service for the first time in many years. Since that date, it has seen regular service. [Ed. This coach was restored for the centenary, having been used as a crew mess for some years prior to this].  The following day the diesel railcars were in use for a party from the Light Railway Transport League. The special left Douglas at 9.45am stopping at Ballasalla until 10.43am and finally returning from Port Erin Station at 2.15pm working between the regular services and being stowed on the siding at Castletown Station while trains passed.

The Busy T.T. Period

With the weather being fine and sunny during T.T. week it was expected that the Tuesday and Thursday would be bust days, and so they were. Extra trains were operated on the Tuesday from Douglas at 9.50am (railcars), 10.10am, 10.45am, 11.45am, 2.10pm and 4.10pm. The diesels returned from Port Erin at 4.30pm. However, on the Thursday a special timetable was brought into operation:- Douglas depart 9.50am (railcars), 10.10am, 10.45am, 11.45am, 2.10pm, 2.30pm, (railcars) and 4.10pm. Port Erin depart 10.15am, 11.50am, 12.50pm (railcars), 2.15pm, 3.35pm, 4.15pm and 4.30pm (railcars).  On the 2.10pm ex-Douglas it was noted at Santon that a small fire had started in one corner of the roof of F.57; the fire was quickly dealt with and the carriage detached. The carriage was brought back to Douglas the following day. [Ed. Work on restoring this carriage was ultimately never completed and it remained with new softwood framing for several years, last seeing use in 1995 as part of an emergency services exercise in the Nunnery Cutting prior to being scrapped the following year, details and photographs of this appear in Issue No.114].  On the 11.45am ex-Douglas, F.35 was attached to the train as the Maltese President was travelling with members of the M.E.R. Board and the Speaker of the House of Keys. The special party travelled as far as Ballasalla; another visitor to the railway was the Lord Mayor of Liverpool who travelled on the 4.10pm ex-Douglas on 21st June. Douglas Scouts hired a special train on 17th June leaving Douglas at 9.45, calling at Castletown until 12.45pm before continuing to Port Erin; the special train returned from Port Erin at 5.15pm.

The third week of June proved to be a busy week, with the extra departure from Douglas at 10.45am being operated on two days, the 19th and 20th.  The following day with there being horse racing at Great Meadow near Castletown and the Castletown Fair in the town, the special timetable of seven return trains was operated.

Passenger Numbers On The Up

Details of traffic figures on the railway were detailed in the Manx Star newspaper on 22nd June. With acknowledgement to the Manx Star for the following was stated:-  “...a big increase in comparison to 1978 have been achieved on all routes with a remarkable 235 percent rise in the number of people travelling on the steam railway from Douglas. Receipts have more than doubled reaching £8,509 including season tickets, in comparison to last year the figure of 15,811 passengers up to 30th May is 11,087 higher while departures from Port Erin are up from 4,134 to 11,923 - a 188 percent increase...”.

Monday, Tuesday and Wednesday 25th, 26th and 27th June the 10.45am ex-Douglas Station and 3.35pm ex-Port Erin Station were operated. On 26th June the President of Iceland travelled on the 10.10am ex-Douglas as far as Ballasalla in F.35.

Summer In The Workshops

In the workshops, work on stripping No.12 Hutchinson was completed in readiness to receive the new boiler which is expected in July/August. The boiler, which is on order from Israel Newton of Bradford, is rather larger than the standard boilers previously supplied by Beyer Peacock or Ailsa Shipbuilding. Full details of the new boiler are not to hand but it is understood to be 2” in diameter bigger that usually supplied.

F.66 Overhaul & Renumbering

“Pair” F.66 (now on the frames of F.64) which has been completely re-panelled appeared on service on 27th June, bearing the number “No.1”. it has been repainted in maroon livery with only the window surrounds and drop windows painted cream, no black or orange line, and bearing the railways crest and Isle of Man Railways titling.

Mr. Bruce Cannell

It is with deep regret that we announce the death of Mr. Bruce Cannell, aged 65, who was formerly the station master for the I.M.R. Co. and Lord Ailsa until 1968, who collapsed and died on Tuesday 26th June 1979.

Tynwald Day 1979

Thursday 5th July saw the visit to the island of Her Majesty The Queen and the Duke of Edinburgh, who joined the residents and visitors in celebrating 1,000 years of Tynwald. Following the ceremony at St. John’s a Royal Garden Party was the event of the afternoon, and the Association’s former Chairman Tony Beard and his wife, along with vice-chairman Ron Cooper and his wife were among those invited to attend. Unfortunately, the Royal visit did not include a trip on the railways and a quiet day was expected, but this did not materialise and the trains were full to capacity.  A group of students from the Merseyside area arrived on the previous day with the task of cleaning up Santon Station and F.54 and F.71 were moved to Santon Station on 5th July for the use of the students as sleeping accommodation.

Peak Season Extra Trains

July and August, Sundays to Thursdays only, saw the operation of extra trains at 1.45pm from Douglas and 3.35pm from Port Erin. A further Tours (I.o.M.) special was also operated on 9th July, departing Douglas at 1.00pm for Castletown, returning at 3.15pm. the two following days saw the railcars in operation between Douglas and Castletown on special school trains. Due to an increase in passengers, it was decided to operate further extra trains (subject to day-to-day demand) and for a few weeks in July and August the railcars departed Douglas at 9.50am returning from Port Erin at 3.50pm. This necessitated extra crossings at Santon and Castletown. One of two occasions this was further increased with railcars operating from Douglas at 9.50am and 2.30pm and Port Erin at 12.55pm and 4.30pm (replacing the 3.50pm referred to above).

Salvation Army Special

Friday 27th July saw a special hauled by No.13 Kissack and six carriages, taking a party of Salvation Army members on a return trip to Port Erin. Friday 3rd August saw a number of unusual workings, beginning with the railcars leaving Douglas at 8.14am in order to operate a service from Port Erin at 10.15am. The usual service train including No.4 was required to operate a special for the Tall Ships’ crews at 9.25am to Douglas. No.4 was back in service with the 11.45am ex-Douglas while the railcars ran the 2.10pm ex-Douglas as No.13 Kissack was required for the return working of the special at 2.50pm. The service train from Port Erin at 4.15pm was operated by No.13 Kissack and the railcars worked back by operating as an extra train from Port Erin at 4.30pm. a further special for the same party was run on the evening of 6th August.

Royal Train

His Majesty King Olaf of Norway was on the island for a short visit during early August and travelled by train. The special was hauled by No.13 Kissack with F.41, F.35 and F.31, leaving Douglas empty at 1.00pm and upon arrival at Port Erin returned to Port St. Mary in order to collect the King and his party for their trip to Douglas arriving at 3.45pm. No.13 Kissack was bedecked with a Norwegian flag across her bunker and carried shields.

B.B.C. Filming On The Railway

During early August, three B.B.C. outside broadcast units arrived on the island to prepare for the recording of two editions of the popular Saturday night series Seaside Special. To assist the B.B.C. in moving equipment to Castletown where the shows were to take place, a special train was run in the early evening on 9th August. The following day the B.B.C. hired at train consisting of No.4 Loch, F.41, F.35 and F.46 and filming of the train took place at Port St. Mary, Castletown and Port Soderick. The two Manx editions of Seaside Special were shown on B.B.C.1 on Saturdays 25th August and 8th September, the latter programme showing sequences on the Railway.

Derailments A-Plenty!

Three derailments took place in August, the first on 7th when No.13 Kissack working the 4.15pm ex-Port Erin became derailed just south of Ballasalla Station. The loco was quickly re-railed and the train arrived in Douglas 40 minutes late. No.13 Kissack was again derailed on 15th in The Crogga, while working the 11.50am ex-Port Erin. A National Transport bus collected the passengers and for the remainder of the day a bus operated the train service between Douglas and Ballasalla. No.4 Loch was worked on a shuttle service from Ballasalla to Port Erin. No.13 Kissack with one carriage arrived back in Douglas at 7.00pm. The following day No.13 Kissack was out early and departed for Santon Station in order to collect the rest of the carriages.  Waiting at Santon, No.11 Maitland passed bound for Douglas taking her set of carriages, but became derailed near Rifle Range. No trains operated from Douglas that day, and no substitute was provided from Ballasalla. No.4 Loch continued to operate the shuttle service and later No.13 Kissack returned to Douglas. Friday 17th saw services back to normal.

The railcars operated on a special on 23rd August, for a party from Holland, and extra trains on the 26th and 27th for the flower show at Ballasalla. The railcars were hired by the Association on Saturday 8th September for a return trip to Port Erin. No.11 Maitland operated the special for the mainland newspaper Evening Sentinel on 11th September, departing Douglas at 9.45am and leaving Port Erin at 4.35pm. The same day was a busy one for ordinary passengers, with the railcars brought into service working the 10.45am ex-Douglas and the 3.35pm ex-Port Erin.

On other matters of interest, it is reported that the bogies from F.35 have been removed and placed on the bogies of F.66; this gives a more comfortable ride in F.35.

No.10 G.H. Wood

The cast cylinders from Wigan Foundry arrived via the Isle of Man Steam Packet Company on 23rd August. This locomotive has been withdrawn for the last two seasons and it is not known when these cylinders will be fitted, nor if she is expected to return to traffic at any time in the near future.

No.6 Peveril  Sold...?

It was reported on 7th September that No.6 Peveril has been given on long-term loan to the National Railway Museum at York; it is expected that it will be removed from the island shortly.

No.3 Pender  Departs

It was also reported that No.3 Pender had been sold by the M.E.R. Board to the North West Museum of Science & Industry for £1,000. The loco departed on a Pickford’s low-loader on Thursday 13th September via the Heysham Ro-Ro service. The locomotive is expected to take part in a procession at Manchester next year to mark the 150th anniversary of the  Liverpool & Manchester Railway.

Road Vehicle Additions

Yet more additions to the M.E.R. Board fleet of road motors include a 12cwt. Van purchased from Alfred Craine Bakers, Douglas, a business presently operated by Mr. P.A. Craine, M.H.K., vice-chairman of the M.E.R. Board. It is stated that the vehicle is in need of substantial repairs and is not likely to appear in service for some considerable time.  Also purchased by the M.E.R. Board during September was a Leyland Super Comet 5 ton tipper lorry and two wooden mobile caravans, all purchased from the Highway Board. It is understood the caravans will be used by permanent way gangs along the line. A full list of M.E.R. Board road motor fleet will appear in due course, when space permits.

No.9 Douglas  : Progress Update

Members will have read the latest position concerning No.9 Douglas in the Association Report on the Seasons of 1977 and 1978 [omitted].  At a recent meeting between the M.E.R. Board and representatives of the Association, the matter was discussed and our desire to purchase the locomotive was noted by the Board. In the M.E.R. Board’s minutes of the meeting it is noted as follows: “request for the purchase of No.9 locomotive including name plates”.  A price for the purchase of the loco was agreed with the Board’s Vice-Chairman, Mr. Peter Craine and at the time of writing this Edition of Steam Railway News the Committee is waiting to hear further from the Manx Electric Railway Board.  Your Committee and the Association’s consultants are agreed that work could continue on the locomotive if it was owned by the Association, and this would prevent any problems which were being experienced last September. It is hoped to give further details of the locomotive’s purchase and the plans for the future in the next issue.

A Farewell To Arms : Anthony Beard

The absence of a familiar name in the list of officers of the Association after ten years services requires some comments from the absentee; I have been told therefore the Editor has allowed me to make some final comments and personal observations on the railway situation.

My first encounter with the Isle of Man Railway was in 1956 when a trip from Douglas to Port Erin was taken. Visits to the railway continued every couple of years, and each time the “magic” of the railway, made more and more an impression on me. Its closure in 1966 was a bitter blow, but the following year, I was pleased to be allowed to undertake voluntary work, being the first Stationmaster at Castletown since takeover.  In 1969 I decided that it would be cheaper to live on the island permanently, and following obtaining the necessary employment, the move was made.

At the same time, I was appointed to the Committee of the Association and although taking a very back role on the Committee, I continued to undertake voluntary work on the railway, thus obtaining experience in the many roles of railway operation. This experience proved invaluable in recent years, and here, I must thank the managements of Lord Ailsa, the late W.T. Lambden, A.H. Stewart of the Railway Company and of course the railway staff who have allowed me many considerations. My appointment of Chairman to the Association in 1974 followed the announcement of closure. The task therefore before me, was to get the railway operating again, with this later changing to obtaining the reopening of line to Douglas. My quiet and understanding manner of the railway situation and of the politicians involved, now proved invaluable, but it soon became evident that this continued approach to the railway, would not bring about success.

Our approach therefore had to be drastically altered and I am convinced that our uncompromising and constant pressure on the parties concerned, resulted in the railway returning to Douglas and eventually to nationalisation. I must say here and now, that before any statement was made concerning the Railway Company or Government, a great deal of time was spent in checking the facts, and the possible consequences which might ensue, before the same was published.

I am absolutely certain that the Association during this time earned a reputation for accurate information and facts concerning the railway. If we had not been so decisive in our actions, the railway would certainly not be operating today. It is rather strange to compare the time when we were criticizing the Railway Company and the present situation we have with the M.E.R. Board. Although we were critical of the Company, at no time did they ever retaliate in the manner which the M.E.R. Board and its Chief Executive are now exercising.

Looking back at the manner in which the railway was operated in 1977 by Mr. A.H. Stewart and Mr. M.G. Warhurst of the Railway Company, it is regrettable perhaps, that the railway was nationalized. In view of the developments on 1978, I often wonder what would have happened to the railway, if Mr. Stewart had been given only half the money to operate the railway that has been allowed by the M.E.R. Board. I have always been impressed by the manner in which it was operated in 1977 and without a doubt the railway would have kept more of its character its respectability and been a sterling success, if Mr. Stewart had been in control. I said at the start that there was a certain “magic” which attracted me, and other I think, to the railway. It is with regret that the Board and its Chief Executive had allowed the railway to lose this “magic” by the destruction and alteration to the buildings and rolling stock. The railway certainly does need modernising, but only to the safety aspects of the rolling stock and workshops. The railway has now lost its character which will in time be regretted.

Although it is the duty of any supporting association to have good relations with the operator, this cannot always be possible when in the opinion of the supporting body the railway’s continued survival is threatened by certain acts or decisions of the operator. The railway’s survival is more important than the individuals concerned and when the two bodies are in conflict, the railway is the very thing that should not be forgotten in the argument.

It has been said that the Association moved off on the wrong step when the railway was nationalized and Mr. Jackson was appointed, Chief Executive, when I made certain comments in Steam Railway News [January 1978] about the then situation as I saw it, has been proved beyond all reasonable doubt. I now come to the present situation, as I have retired as Chairman and a Director of the Association. It has been my opinion that the difficulties being encountered between the Association, the M.E.R. Board and the Chief Executive would not be overcome with me continuing as Chairman of the Association. This was confirmed by the Association at the Annual General Meeting this May, when Mr. Peter Craine, Vice-Chairman of the M.E.R. Board stated that the M.E.R. Board would not negotiate with the Association if I remained as Chairman. With the railway, the Association and its members, more important in my mind that this apparent personality conflict, I decided that it would be in the interests of the railway if a new chairman was appointed.

I would like to thank those who contributed to my retirement present which I received at the A.G.M. and I also thank those who have supported me in the past years; I hope that the railway will have a long and successful future, and the Association likewise.

The Season Of ’79 : Alex Townsend

As the leaves begin to fall and the nights grow longer, the Manx Millennium is drawing to a close. Without doubt the most interesting and imaginative thing to happen in the island for many years, the millennium has succeeded not only in attracting many new visitors and giving us one of the best summers for some time, but also in bringing the island to the attention of the national media - especially television, with the island featuring in It’s A Knockout, Songs Of Praise and Seaside Special. Coverage of the Royal Tynwald and the rally, added to the publicity, which should auger well for the future.

It is interesting to note however, that the When We’re Expecting More Visitors Than Ever Before aspect of the Tourist Board advertising, which being true, may have resulted in many regular visitors staying away to avoid the crowds the advertising promoted. There can be little doubt that the passenger figures on the railway this year represent a great improvement over last year’s results. This in itself is good and must be seen as progress. But at the same time it must be remembered that there has been a contemporaneous improvement in the number of arrivals on the island and so one would expect the total number of passengers travelling to increase accordingly. Any real improvement in the railway’s own individual marketing, image and appeal - as opposed to improvements to the island generally - can only be judged to by the percentage of visitors travelling on the line. Vast increases in steamer arrivals might be paralleled by only a lesser increase in the railway figures, thus representing a relatively less successful year in real terms.  The character of the passengers being carried on the railway must also be taken into account, when comparisons are drawn with other years. This year the railway was fortunate in securing a deal with Tours (I.o.M.), in which many hundreds of schoolchildren were carried, often on specials. The actual comparison between a passenger journey by a schoolchild on such a train and an ordinary fare paying passenger in a previous season is not really valid, though the benefit of the Tours contract cannot be denied. Similarly, passengers travelling on the £5.00 give-away Residents’ Tickets (which sold more successfully in the south) together with the very large number of people making third and fourth trips on one of the many and varied Rover Tickets - do not merit comparison with ordinary return passengers of previous years.

More interesting will be the financial returns for the various lines and in particular, the difference between income and expenditure. It has already been said that the revenue figures are substantially up on last years’. This again is good. However, such increases must be tempered by making an allowance for inflation, which makes a general revenue increase essential, if only to match last year’s results. Only after this has been taken into account can effective increases be measured. Discount Rover Tickets etc., can only be justified if they result in a net increase in revenue and do not result - as almost certainly was the case with the residents’ passes - in a classic example of inversion trading, where the more and more people carried on such tickets result in a greater and greater trading loss. Just how successful the new fare and ticket structure has been will become evident when full passenger and ticket figures are published. As was reported in Mann-Tram No.27 the special 30p Old Age Pensioners’ Concession fare, which replaced the traditional concession of single fare or return journeys was withdrawn because “the discount fare scheme had been so successful that it had to be withdrawn. So many pensioners used it that inconvenience was being caused to other passengers.”.

Whilst no-one decries the passenger increases which have been only too evident this year, they must be seen in perspective. In perspective against a background of one of the most successful holiday seasons in years, a marginally longer season and passengers travelling on party tickets, multi-journey rover and resident tickets. They must be compared with previous years’ results under the Railway Company and Ailsa management, and not simply the 1978 season which, on the M.E.R., produced what has been called probably the worst post-war results, and with what most people feel is the real potential of the island and its unique railways.

Words From The Chairman : Duncan Longworth

 Some of the membership may not know me as I have been a member of the Association Committee for only a few years. As this year’s Annual General Meeting I was very honoured to be voted in as the new chairman after the resignation of Mr. Tony Beard, a man to whom this Supporters’ Association owes a very deep debt of gratitude.

Mr. Beard has been the chairman through some of the most important years in the life of the railway and it’s Association. I personally think that without his guiding spirit the railway would not be running back to Douglas today. Unfortunately, Mr. Beard thinks that he had made enemies of he M.E.R. Board and in particular Mr. Jackson C.Eng F.I.Mech E., the chief executive of that board.  After meetings with the chief executive Mr. Beard felt that the Association was being harassed because of him. This appeared to be confirmed at the Association’s annual meeting in May, when Mr. Peter Craine, M.H.K., vice-chairman of the Board, stated that the M.E.R. Board would not negotiate with the Association if Mr. Tony Beard remained chairman.

With the railway and the Association and its members, more important in his mind that this apparent personality conflict, he decided that it would be in the best interests of the railway if a new chairman were appointed.  Since I took office as chairman, the Association has been in correspondence with the M.E.R. Board; we tried yet again to purchase No.9 Douglas with a firm cash offer being made. We received a reply dated 20th June 1979 effect that the offer was unacceptable. The reason given was that:-

“…with the growth of passenger traffic, the Board feel that should they retain No.9 as a museum item of the original type, that could be returned to service at some time in the future…”

Our Thoughts Precisely! Readers may recall that a mainland based society, whose interests include the Isle of Man Railway, purchased No.8 Fenella, and bid to purchase No.9 was considered by the Board, long after we had completed negotiations for No.9’s overhaul.

Following Tony Beard’s resignation from the committee it was hoped that the Board might have a change of heart and the Association asked for a meeting with them and a resumption of volunteer work. The reply:-

“…no purpose could be achieved by such a meeting at present…”

The committee decided to remind the Board of a certain contract agreed by then with us concerning No.9. negotiations had started with the Isle of Man Railway Company which on government takeover had to be restarted with the M.E.R. Board. Mr. W. Jackson chief executive wrote back to the Association on 17th July stating that:-

“…the Board have no knowledge of any written agreement or condition of tenancy regarding No.9 locomotive. I am also instructed at advise you that any previous letters advising you that they would consider leasing or the sale of No.9 loco were rescinded by letter dated 20th March 1979, when you were advised that all privileges and facilities afforded to your members in the past would be withdrawn…”

I therefore after consultation with members of the committee, decided to write, on your behalf, to the Lieutenant Governor’s Executive Council as the situation was getting out of hand and I hoped that the Executive Council of Tynwald would settle the matter amicably.

The Committee again decided to write to the Executive Council because of the imminent possibility of No.3 Pender being sent to Manchester.  Why? The chief executive Mr. Jackson had promised us the boiler and firebox of No.3 as a replacement for those of No.9. work had been carried out on both locos already, with a view towards this exchange of boilers taking place.

On Tuesday 4th September, Manx Radio reported our plight and reminded everyone that the M.E.R. Board made assurances with it took over the railway to none of the locomotives would be allowed to leave the island.  Peter Craine M.H.K., vice-chairman of the M.E.R. Board replied via Manx Radio to tell us that in the Board’s view , the boiler of No.3 was now beyond repair and could not even be patched up to the satisfaction of the railway’s insurance inspectors.

The only answer, according to Mr. Craine, was for the Association to buy a new boiler. No.3 Pender left the island almost certainly for good on 13th September. The committee believes that complaints about our “conduct” have been laid before the Association or Railway Preservation Societies, of which we have been full members for a short time.

The difficulties finally came to a head when a letter was sent informing us that the Association was to be removed from membership. Among these complaints is thought to be an eleven-page document - a reply to our 1977-1978 Report - supplied by the M.E.R. Board. Despite repeated requests to either see this document, even reprint the full contents unedited and without comment in Steam Railway News, access has been consistently been denied to us.

Previous to this the A.R.P.S. had gone overboard to help sort out the situation and bring the two parties together: “…we will do all we can to help in ensuring the continued prosperity of the Isle of Man Railway together with it supporting groups…”. A delegation from the Association committee met A.R.P.S. delegates in Liverpool on 3rd March.

(i)                 The A.R.P.S. were informed of a forthcoming booklet: a report on the seasons of 1977 and 1978 of the Isle of Man Railway. The representatives were further informed that the booklet was printed and awaiting collection from the printers

(ii)               Captain Manisty of the A.R.P.S., suggested an alternative for the Association to investigate i.e. costing comparisons and he offered assistance and information in this respect.

The committee had replied to this statement and it was felt that the matter is of such importance that myself and the committee members will go and meet the Council of the A.R.P.S. and try to reach an amicable settlement. This course of action was agreed by those members present at the Extraordinary General Meeting on 8th September.

And now for the future (taken from a statement read a the Association’s Extraordinary General Meeting on 8th September last:-

“…with the nationalisation of the Isle of Man Railway in January 1978 our declared aims and policies reached a temporary fruition. Since that time, the Association Committee has monitored events and had viewed them with increasing alarm, dismay, despair and disillusionment. As was quoted by M.E.R. Board vice-chairman, Mr. P.A. Craine M.H.K. at the Association Annual General Meeting in May, his Board had had or was having extreme difficulties with the Government Property Trustees, Isle of Man National Transport, the Tourist Board, Douglas Corporation, the Consumer Council, Highway & Transport Boards, Local Government Board, the Tynwald Transport Steering Committee, the Manx Electric Railway Society and the Isle of Man Steam Railway Supporters’ Association. He also stated that there was no such thing as a government transport policy…”

The M.E.R. Board’s inability to work with almost anybody together with some of their more unwise policy decisions is now producing a very real threat of retaliation by other Government Boards. By using the famous horse trough philosophy, Government is unlikely to make the necessary changes in the composition of the M.E.R. Board, but to see a far easier solution by simply closing the entire system on ground of unpalatable economics.

In the light of these and other developments, and based on our own intelligent sources, the Committee of the Isle of Man Steam Railway Supporters’ Association has already taken steps to meet this latest danger.  Most important of these is the formation of a team, charged with producing alternative views and strategies for the operation of the Isle of Man Railway. During the course of the next few months, this group will be seeking advice and financial guidance from relevant experts.

In conclusion, any suggestions or advice that may be relevant to this study are specifically invited, and may be sent to the Association’s acting Press Officers. I will report to you in future issues our progress on all fronts.

Douglas Station : End Of The Line...?

Douglas Station has now been under threat of destruction for many years. The nine-acre site is ripe for redevelopment and represents about the only large open space in Douglas, convenient to the dock and quayside, suitable for light industrial use.  Since 1977, each year has been heralded as “the last train will leave the Port Erin platform”, owing to the certainty that one day it would become part of some mammoth redevelopment project.

This year however, it seems that Douglas Station really is set for the big carve up, as Government Boards barter for the biggest cut. Provisional plans have been put forward for the proposed redevelopment. The plan opposite shows the minimum area that was suggested in 1976 by this Association, for the operation of trains from the Douglas Station site. This was at a time when trains had been banished from the station all together biding their time on the ill-fated short section.

Also shown is the area most likely to be retained under the present Government proposals. Discussions about the site have sparked off front page headlines in The Examiner newspaper such as Legal Wrangle Over Station. The Tynwald Transport Steering Committee under Mr. J.C. Nivison M.L.C. are coordinating negotiations and are under pressure from all sides, each stating how much space they need or in one case, how much they think the other side needs.

It appears that the bulk of the redevelopment land will pass to Isle of Man National Transport for a badly needed central works and depot and the Harbour Board and ManxLine for use as container parking and handling. The workshops, signal box and an unknown portion of the carriage shed it seems are to be kept, whilst the Peel platform with suitable alterations to the track and pointwork at the west end of the station, become once again serviceable for trains.

The irreplaceable booking hall and office block/forecourt complete remain intact (externally) with the Port Erin platform, since 1968 used exclusively for the departure of passenger trains, becomes absorbed into the redevelopment scheme as do roads 4 to 11.  It has been said that operational problems will be caused by the loss of Road Four (engine release road). Spare carriages for service, presently stored on Road Seven, would be exiled to the far end of the station, making on the spot carriage additions slow and labourious. One solution put forward by this Association is to reduce by half the width of the Peel Line platform, the additional space being utilised for the construction of an extra storage line.

The M.E.R. Board intend to restore the Peel platform to “1909 condition”, having evidently come across Plate IX in The Isle of Man Railway by J.I.C. Boyd. Lamp standards have been torn out from the stations such as Santon and Ballasalla and in cases broken irreparably, to be deposited at intervals along the platform. Quite what protection from the elements these are supposed to offer passengers is not clear?

One is now tempted to wonder if there is really any sound and valid economic reason to retain the vast, empty area of the station yard intact?  Douglas Station would, as has been mentioned in these pages countless times, have made an ideal Manx Transport Museum. With the Douglas Head Marine Drive tram and Douglas Cable Car operating on a specially constructed line, a collection of operational vintage buses and motor cars, lorries, even aircraft, the station platforms could have been restored to a 1930s or Edwardian appearance, with the unique Manx trains once again operating from a station with a purpose.

Some Early Editions Of Manx Steam Railway

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