Brid Lines Autumn 2020 No 11 Abbotsholme Control Panel Modification by John Wilson One thing has come out of this prolonged shutdown it has given me the opportunity to modify the control panel on the layout from what we had originally: i.e. Switches that only turned each point either way (straight or branch). To a modified panel that still makes use of the momentary switches as used in the original configuration but also incorporates LED’s so indicate which way the points are set to. To achieve the desired effect threw up some problems along the way i.e. The LED’s required a different constant voltage from that which is supplied to the point motors (via a CDU – Capacitor Discharge Unit). To this end the panel incorporates in effect two separate circuits, one for the LED’s that is constant, the other which is at a higher voltage rate all be it shorter in duration. The LED’s used are “3mm Bi-colour”, that is to say they can be both Red or Green all in the same unit, it depends on the configuration of the supply wiring – and you must always remember that they require a resistor to drop the supply voltage to suit the LED. Whilst we are using “Momentary Switches” to enable us to give power to the point motor via the CDU a quick sudden voltage to ensure that the point operates and changes over successfully, it causes a problem keeping the LED illuminated at all times -to overcome this “Bistable Latching relays” were introduced to the circuit. These miniature relays come with two coils inside them one “Sets the relay” and the other “Resets the relay” when they are energised using the CDU voltage. Whilst the relay is in “Set mode” one colour LED is illuminated and whilst in the “Reset mode “ the other colour of the LED is powered up. All this multiplied by eight is the basis of the new control panel, which I have been able to test as far as possible, other problems may still arise when we come to connect it to our layout – whenever that may be. Hoping that everyone is keeping safe and well. I hope I have modified the panel successfully. 1 The layout generally as it was: And as it is now both inside and out. 2 The Rosedale Mineral Railway by Dave Bannister The Rosedale Railway was an 11-mile (18 km) goods-only railway line running from Battersby Junction across the heights of the North York Moors in North Yorkshire, England to reach iron ore deposits in the remote hills of the Rosedale Valley. It opened in 1861 and closed in 1929. The first construction of a recognisable railway along this route was in 1858 when The Ingleby Ironstone & Freestone Mining Company constructed a narrow gauge line to link existing mining operations with the North Yorkshire & Cleveland Railway at Battersby (then known as Ingleby Junction). Because of the difference in height between the junction at Battersby Railway Station and the moorland location of the workings, a steep 1 in 5 (20%) incline was located at Ingleby, where trucks would be hauled up the slope to a height of 1,200 feet (370 m) above sea level using the weight of descending full wagons. The length of the incline was 1,650 yards (1,510 m) and the wagons descended at an average speed of 20 mph (32 km/h) which resulted in a journey time of 3 minutes from top to bottom. 3 When the NY&CR had been absorbed into the NER. The NER decided to convert the line to standard gauge operations and extend the track 10 miles (16 km) from the top of the incline to mine workings at Rosedale run by the Rosedale Ironstone Mining Company, whom the NER had interests in. This line opened to the west side of Rosedale on 27th March 1861. Within a few years mining also began on the east side of the valley, and an additional branch line was run from Blakey Junction around the head of the valley to reach the new workings. The workings reached a peak production of over 560,000 long tons (569,000 tonnes) in 1873. The route across the moors was very inhospitable during winter months. During a severe winter of 1916–17 the line was blocked for five weeks. 4 Because of increased costs and a fall in the price of iron, the mines closed in 1925. Operations continued for a few years extracting the valuable calcine dust from the slag heaps but traffic on the line finally ceased in 1929. NamedNamed ex ex LMSR LMSR locomotives locomotives at at Bridlington Bridlington by by Allen Allen Ferguson Ferguson In this article I cover 5MT 4-6-0, Patriot and Royal Scot classes with Jubilees (many!) to follow at a later date. 1/1/ 5MT 5MT 4 -46--60- 0 rd 3 August 1957 45154 26A ( Newton Heath –transferred in April from 65B St Rollox) ‘Lanarkshire Yeomanry’ This was a Saturday at the height of the holiday season and I recorded 45157 fairly late in the day so assume it was working a scheduled train to Scarborough or Filey Holiday Camp. That day 10 D49 4- 4-0 were seen and 13 B16 4-6-0. 11th June 1961 45156 26A (Newton Heath -transferred from St Rollox as above) ‘ Ayrshire Yeomanry’ 45156 was on a Sunday return excursion from Leeds City and was one of 4 Black 5MT’s that day. It returned from Platform 8 at 8.43pm. Also 4 private excursions from Hull had run nonstop to Scarborough powered by K3’s 61813,61901,61932 and B1 61256 . It was most unusual for a train to run through platform 1 without stopping! A further highlight was a DMU excursion from Barrow in Furness M79018/79610/79009/79601/79015/79607—Derby Lightweight units built in 1955 and 79018 survives today at the Ecclesbourne Valley Railway. 5 2/2/ Patriot Patriot 4 -46--60- 0 th 15 June 1960 45500 26A (Newton Heath—transferred from Carnforth in March) ‘ Patriot’ This visit to Bridlington was reported in August Trains Illustrated -‘ appeared at Hull light engine on Wednesday 15th June from the Market Weighton direction and later worked empty stock to Bridlington’. Patriot was withdrawn the following March and whilst not rebuilt by Ivatt with the larger taper boiler, it was always described as a Fowler rebuild of the LNWR Claughton class. 17th June 1961 45545 5A ( Crewe North) ‘Planet’ Ivatt rebuilt Patriot 45545 arrived on a Saturday scheduled service from Liverpool Exchange at 1.45pm platform 2. This was train 1N71 which left Liverpool at 9.05am and reached Scarborough Londesborough Road at 2.42pm running until 19th August. Normally a Hull Dairycoates B1 or K3, Planet presumably worked through from Liverpool as this was the first Saturday of the summer timetable. The station pilot/standby , normally a K3 in 1961 was V3 tank 67682 8th July 1961 45539 26A (Newton Heath) ‘ E C Trench’ Ivatt rebuilt Patriot 45539 appeared on Saturday scheduled service 1N39, the 9.00am Manchester Exchange to Filey Holiday Camp which departed Bridlington at 12.30pm each Saturday until 19th August. 45539 did not last much longer being withdrawn on 16th September. It had probably worked through from Manchester although there was normally an engine change to a Leeds area loco…6P5F 2-6-0, 8F 2-8-0, Jubilees, Standard 5MT so a real mixed bag! 45539 returned through Bridlington at 3.15pm with empty stock. 3/3/ Royal Royal Scot Scot 4 -46--0 6-0 3rd June 1962 46145 56D (Mirfield) ‘Duke of Wellington’s Regt (West Riding) 46145 headed a Sunday private excursion from Castleford to Bridlington 1Z06 This returned from platform 2 at 6.45pm. The Scot was withdrawn only 6 months later. That day 3 excursions ran nonstop from Hull to Scarborough headed by 61012/61255/61289. 9th June 1962 46117 56D ( Mirfield) ‘Welsh Guardsman’ 46117 double heading with Hull Dairycoates K3 61847 arrived Bridlington at 9.55am, 5 minutes early on a Whit Saturday Guaranteed excursion from Normanton 1Z30. Return was at 7.10pm from platform 7 and the train loaded to 12 carriages. The same day other guaranteed excursions included ones from Welbeck Colliery and Notton and Royston . 17th June 1962 46117 Headed a Sunday guaranteed excursion from Hemsworth to Bridlington 1Z07 This departed from platform 2 at 6.30pm 24th June 1962 46130 56F (Low Moor) ‘The West Yorkshire Regiment’ A Sunday private excursion from Castleford to Bridlington 1Z03 returning from platform 2 at 7.12pm. An extremely busy Sunday—15 private excursions (including 3 from Staincross, 2 from Barrow Hill , 3 from Penistone and 2 from Castleford), 6 return excursions and 3 timetabled loco hauled trains. - 4 double headers. 6 There were 20 locos on shed, 1 in the cattle dock -of which 11 were Brush type 2 and 2 K3 pilots 29th July 1962 46112 16A (Nottingham) ‘Sherwood Forester’ 46112 powered a return excursion from Nottingham Midland 1X47 which returned at 6.40pm from platform 2. The train called at Clay Cross, Westhouses, Alfreton, Pye Bridge, Codnor Park, Langley Mill, Ilkeston, Trowell, Stapleford, Long Eaton, Beeston and Nottingham Midland. Another rarity that day was K1 2-6-0 62037 on a return excursion Retford to Scarborough. Unfortunately, it did not return, failing at Scarborough and replaced by 61337. Two DMU return excursions were from Liverpool Central and Knutsford. 1st June 1963 46115 9A ( Longsight) ‘ Scots Guardsman’ -reported in Trains Illustrated August 1963, 46115 appeared on Whit Saturday hauling an additional working before the start of the summer timetable.