SVR Signal Boxes, Thursday 30 October 2014: Day one of our four day AGM long weekend. 14 members started at the beautifully restored Wrangaton Signal Box (all 9,000 bricks had been carefully separated, numbered, and moved from the former GWR main line near Plymouth then rebuilt at Kidderminster Railway Museum), which has Bersham Sidings’ frame and diagram. It is roomy and ideal for its intended purpose of demonstrating working semaphore signalling to the general public - all we need is for Kev to arrange to do the associated special trackwork! The party then had a fascinating tour of all the SVR operational signalboxes working north, travelling on all three train sets in service. First was Kidderminster, controlling the busy SVR station area and running connection to NR; any release is agreed during a phone call with West Midlands SC (WMSC). The SVR has an LED 3-aspect signal (worked from WMSC) controlling an upgraded running connection to the main line. A shunt signal gives access to the C&W Works (former Pickford's Building). The single line to Bewdley is fully track circuited and worked by acceptance levers.

At Bewdley, P1 and P2 are absolute block between the South and North boxes (worked as double track) whilst P3 uses direction levers under electric train token (ETT) regulations. The South box signalman explained how complex it is to set the road for a through train to use the Rock Siding outside P3 _ something we were to do on our DMU tour the following day. Arley and Hampton Loade signal boxes can be switched out to save equipment wear and reduce the number of signalmen; this needs duplication of the ETT equipment for either long or short section working. When a box is switched out, all movements are via the bi-directional platform line and signals in both directions are cleared at the same time. This results in Highley having four single line token instruments, to Bewdley, Arley, Hampton Loade and Bridgnorth respectively.

Arley box had been switched out due to a token imbalance, as Up and Down trains had passed a different number of open signalboxes; we were fortunate to watch it being switched back in. This involved a 'king lever' that has an intermediate vertical position during which the signalman exchanged long bell codes and tested that the ETT equipment was fully operational, before restoring the lever to the normal position. It is a remarkably long and complicated process! After this Down trains were confined to the Down loop. Hampton Loade is relatively simple and was in use, whilst Bridgnorth controls the whole station area. Participants returned to Kidderminster on the last train, rounding off an enjoyable day with a cream tea in the observation car. Three fully booked Halloween Specials were running that evening; as it was getting dark participants were able to appreciate the extensive special light and sound effects at stations. Our thanks go to SVR signalling manager, Russell Maiden for accompanying and informing us so well. A detailed four page attachment about SVR signalling was sent out with e-BLN 1220.

SVR DMU Tracker, Friday 31 October 2014: 110 participants travelled from far and wide (as usual!), most enjoying the splendid, efficiently organised cooked breakfast (crispy bacon too) at the Valley Suite from 7am onwards. Departing at 08.20 with a large BLS Headboard each end of the 3-car DMU (and its much appreciated Travelling Tavern open), we made tracks for Arley and the first rare lines, the two sidings behind P1, helped by our young 'travelling signalman' and his very efficient point clipping appreciated throughout the day. Then it was on to the closed Eardington station/halt to be the first passenger train into the PW siding, a move that can only be made when Hampton Loade box is switched out. Next was Bridgnorth including all five Loco Shed lines and its headshunt; also to the buffer stops at the north end of the station (150m 09ch) on the former line to Shrewsbury, the adjacent siding, the crossover and both platforms. There was even time for a 40 minute break. Hampton Loade had been switched in by our return and the DMU traversed the unusual siding behind the south end of P2. We had even been able to arrange for the Barry Railway Coach Trust to kindly move their scaffolding to maximise our track. At Highley was the unusual sight of two DMUs at once as we met a very full terminating 2-car service train from Kidderminster. In addition to covering the non-passenger loops and one of the sidings, the tour reached the level crossing gate on the Engine House branch. Participants were unusually able to alight at the Cattle Dock for the short walk to the Engine House to enjoy a two hour lunch break and look round. Resuming, the tour made for Bewdley which once had four railway routes. We traversed the stub sidings of the former Stourport and Tenbury lines, the Down Goods Loop (normally full of stock but cleared specially while we watched), all three platforms all three crossovers and the pièce de résistance, the through Rock Siding, thought to be the first ever passenger train and rarely if ever used as a through line.

At Kidderminster the coverage was amazing, Carriage Shed siding 1 (outside) then inside Roads 2-5 inclusive, doing particularly well on Road 5 of this very lengthy building. Outside again and round the back on Road 6 we ran through a rather unexpected carriage washer (not shown on the latest TRACKmaps or KEG's 2014 plan) then another highlight, across the turntable to the buffers on the run off line. With the assistance of the WMSC in Birmingham, we took the start of the mainline connection and were given the cat's eyes and 'works' indication to run into the 'Tent Road' used for painting rolling stock. At Kidderminster Town station itself, the train reached the end of line of all four lines except for Dock 1 (a continuation of P1 Engine Release Road) which was partly obstructed. So concluded an excellent nearly 10 hour railtour on which our SVR crew had worked long and hard. Including every SVR platform and loop; it might have been easier to record what we didn't do. We were left with a sense of just how busy this delightful railway is - three service trains running, lots of passengers (half term), a driver experience, three ghost trains for Halloween, our train and much shunting to clear various lines for us (then return the stock afterwards). It's amazing how friendly and helpful such an inevitably large organisation as the SVR can be. Many thanks to many people, particularly Phil Brown, the Operation's Manger. Phil is already kindly looking into our suggestions for future visits to cover more of the Engine House and former Stourport lines.

Coalyard Railway: With thanks to the ever enthusiastic Richard Shaw and his friendly team of volunteers (some very young which was good to see), members attending our AGM weekend were treated to a complimentary comprehensive tour of this very well laid 7¼" gauge 430 yds (public trip) line that runs along the west side of the SVR station. The well rehearsed route covered all safely available track; both platform lines at 'Kidderminster High Level' (the Museum end) and its recently extended siding, the loop at 'Tutherend Halt', across the turntable there to the shed doors lines as well as six other shed lines, one inside the shed. Up to three trains ran including steam haulage; our trip was available on request Friday evening, all day Saturday and Sunday. Occasionally members of the general public joined in to their considerable surprise!

AGM Evening Meeting, 1 November 2014: 60 members, including one from Dublin, stayed after our AGM at the very apt venue of Kidderminster Railway Museum (KRM) for a most enjoyable evening illustrated presentation by our former Chairman and well known member Angus McDougall. For Committee members, this was the 4th meeting of the day after their early morning one. BLS fixtures featured prominently - your Editor was particularly interested to see a shot of members riding on open flat wagons at Lydd Gun Ranges, Kent on 8 July 1978 being the first BLS fixture he organised. The presentation was interactive, with audience participation, and there was some gnashing of teeth from those who had just missed some of the events/lines. During the interval a 'guess the location' rotating sequence provoked much discussion whilst members enjoyed a sumptuous buffet kindly provided by the KRM volunteers who had worked hard all day. A big thank you to Angus for a most interesting and enjoyable presentation, and also KRM. The general feeling was that we should certainly have more of these events in future.

Telford Trio, Sunday 2 November 2014: A very comprehensive visit was undertaken by 72 members to the Telford Steam Railway which has standard, 2'-0" and 5" gauge railways on the same site. On the 2'-0" participants were the first passengers to travel on the recently completed and partially realigned circuit (and the stabling siding), previously a horseshoe layout, behind the 1979 built vertical boilered Telford Town Tram, riding in its trailer. In the 1970s this ran in Telford Town Park on the trackbed of the former L&NWR Coalport branch. The tram required attention at one point but was soon back in service. On the adjacent 5" gauge Phoenix Model Engineering Society railway, the volunteers ensured we all had an efficient, comprehensive and well planned tour - a number of battery locomotives were available for us to enjoy including a scale Class 37 with sound chip! It was pleasing to see ongoing development work for new carriage sidings.

In two groups our party also travelled on the standard gauge line, to most people's surprise much extended, behind ex BR North British demonstrator 'Tom' riding in a Class 104 DMU car. Starting at Horsehay & Dawley, the service ran to 300 yds short of Doseley crossing (stopping at a tree that had come down across the line overnight a few yards before the end of track) on the former line to Lightmoor Jct. Then reversing and running to just short of the end of the line at Lawley, unusually through Heath Hill Tunnel on the former Wellington route. After a further reversal, the train ran to the end of the line on the loading siding next to Poolside Road crossing (the start of the once skew level crossing line into the former Adamson-Butterley's Works private siding CG 4 January 1981- see BLN Pictorial). It then returned to Horsehay & Dawley to set down. Passengers transferred on foot to the Goods Shed boarding a brake van for a ride with industrial RH313394 (No D2971), to the back of, then reversing out of the atmospheric Goods Shed to overlap with their previous run from Horsehay & Dawley. Some participants remained on site to complete a further 60 ft of track at Lawley to the buffer stops after three wagons had been shunted out the way. This very friendly location went more than the extra mile for us! For more information see: http://telfordsteamrailway.co.uk/.

SVR Diner Special: After the morning Telford sojourn 40 participants met up at Bridgnorth for our Chairman's 12.50 BLS Severn Valley Venturer dining special. No1450, ex-GWR Collett 0-4-2T (1935 Swindon build), a true branch engine, hauled our exclusive 3 coach train made up of the Venturer dining car, a kitchen car and a Guard's brake. The diner is a Sir William Stanier 1934 Wolverton built open 1st class coach No 7511, withdrawn by BR about 1960 and superbly restored. Participants enjoyed a convivial three course lunch with 'The Valley' in its autumn colours. The service is so professional that not many realised the Venturer is entirely staffed by volunteers and supplements the Severn Valley Limited dining train. Lunch over, a few footplate trips were available between stations on return, but riders were advised to sit in the brake afterwards to keep the dining coach's light carpet nice and clean! Back at Bridgnorth 17 members enjoyed an interesting conducted tour of the Workshops and Locomotive Shed with their many facilities to round off a very interesting and enjoyable four day AGM weekend.