I seem to visit certain preserved railways on average once a decade. My last visit to the Bodmin Railway (as it is now called) was on a Society brakevan trip in Nov 2013, so I'm keeping close to my average. The current visit name had not changed but the bubble had burst (awaiting replacement parts). Our traction from the start was to be 08359 and Autocoach 232, very suitable and comfortable. It even had retractable bilateral ground level steps, which your Editor was allowed to operate. At the characterful Bodmin General station, sumptuous breakfast rolls and hot drinks, included in our fare, were consumed.

We set off just after 10.00 from P1, the 08 leading, for a trundle down the hill to Boscarne Junction. [We could have left 20 minutes earlier but had to wait until booked time due to two no shows who had not advised that they wouldn't be coming, unfortunately.] At the platform, it was six cab rides for the 38 members in small groups to the end of the line and back, as the Autocoach was unable to navigate the curve to the points. The 08 then ran round and shunted us back to overlap on the platform line.

Next, we were propelled (carefully planned to maximise track) via the run round loop to the stops. Due to the Railway's financial situation, the Autocoach had been sold to the West Somerset Railway; it was going next day, along with a Pannier Tank, so this was its final trip here. The Class 08 was going off hire to the Avon Valley Railway to be replaced by Helston Railway's Class 10 and the bubble car is for sale too. Then, it was back to Bodmin General for a coffee break. The very knowledgeable and young (probably only early 20s) Operating Manager kindly pointed out the site of the diminutive St Lawrence Platform on the south side of the line (OP 26 Oct 1906; it CP on that fateful day - 1 Jan 1917).



The Bodmin staff didn't have a break though; they were busy shunting locos and stock. That complete, it was the 08 and very smart open clay wagon B743635 (newly fitted with benches) for shunts into Roads 3 (left) and 4 (right over the pit) in the two track loco shed, to the end of track, further than our previous two tours had been. Several round trips were made from P1 with about 16 at a time before another break. No break for the Bodmin staff again as they shunted the stock back into shed. Next was the diminutive but remarkably powerful 'Judy', the low height Bagnall loco originally from Par Harbour (due to a very low bridge) with the open clay wagon. We shunted from P1 to P2 buffer stops, via the engine release crossover near the blocks. This is impossible in a DMU or coach of any kind due to the platform faces. It was now pasty time (lunch) and there was a fine selection of food and drink at the buffet, open all day for our visit. With our various breaks they sold more than on a normal running day!















The Autocoach, with the 08 leading and 'Judy' tailing, trundled down the hill towards Bodmin Parkway. Part of the way down the line was the track into Walker Lines, where Speedlink traffic from Fitzgerald Lighting used to be loaded (then taken to the British rail exchange sidings by the heritage railway). The sidings are mostly lifted or obstructed and the connection removed. However, a new short siding has been installed slightly closer to Parkway. 'Judy' was detached, so the 08 could propel us to the end. Another possible Society first (see yesterday) was that the points had to be unlocked, unclipped and unspiked - all reinstated after our passage. This siding is currently used to load ballast from a ramp behind the buffer stop. A carriage shed is planned between the old Fitzgerald Lighting Sidings and the running line, to be accessed from this new stub; the connection was designed to allow for this.



Just before Bodmin Parkway, the 08 came off to shunt. 'Judy' pushed us into the run round loop, then into P3. There were puzzled looks from 'Normals' on P2/3 and passing GWR services. 'Judy' then took us into the cleared lengthy Carriage Road 6 to the very end. Cleverly, this was the middle of the three shed lines, with clear views of all the content of the other two either side. After reversing out, there was more shunting for the 08. We incidentally noticed that then the NR connection is back in use (BLN 1445.865). A member photographed this connection at Bodmin Parkway on 26 Jul 2023 and it appeared to have been reinstated by then, although the sleeper and stop board were still in place. Clearance and sleeper replacement work had taken place to restore it and it just required the sleeper to be removed from across the track. Very recently, the Bodmin Railway/NR connection has also been resignalled. It is via a shunt on the Transfer Road alongside the shed at the west end of the station.


















The NR access line has now acquired an axle counter with control transferred from Lostwithiel to Exeter. Participants were told that it costs £2,000 per movement to use it, so they don't. Ah well, at least some of us older members did the former running connection at the London end of the station.

Our train reformed, the tour proceeded along P3 until just before the headshunt points, where the Autocoach was again incompatible with the severe curvature, and there wasn't enough time for Boscarne Junction style multiple Class 08 cab rides (next time, please - they would surely do this.)

The journey up the hill with 'Judy' doing all the hard work was brilliant. Those in the front of the Autocoach had a driver's view of the line looking down into the cab of this little loco.



Steam trains do not stop on the Up gradient (Down direction!) at Colesloggett Halt (OP 1993) but will, on request, going downhill; diesel trains including the DMU stop in either direction if required. We made the top and, like many on the tour, I thought that was the end of it, as we were running late. Not so! Our tour leaders had been offered the choice of Barracks Siding on the Up side or the Refuge Siding on Bodmin General Down side. They chose to seek Refuge and weren't barracked for it. The Refuge Siding is much longer and at a lower level than the running line; in addition, Barracks Siding is done on galas but the Refuge Siding is not. After much more shunting by the Bodmin staff, who stayed late for us, it was cleared of its motley collection of wagons and vans. One member took 'refuge' in the nice warm signal box, with permission, a great view of proceedings. We shunted to the end (except for seven wheel sets) and returned to General, to end the tour at 17.30. A new member on his first ever Society trip and had thought it would all be over in two hours - 7½ hours in fact!






Thank you to the Bodmin Railway staff who worked their socks off with all the shunting that was performed and who professionally managed the moves, so we could mark up our maps. We were delighted to present them with a cheque for £1,800 and, passing the hat round on the day raised a further £120 for the Railway. Also, thanks to Darren Garnon (Sales Officer) for organising this fantastic visit, despite being detained/detrained elsewhere. The Bodmin Volunteers' energy and enthusiasm was remarkable and infectious; unlike so many heritage railways these days, most were quite young!

(TRACKmaps 3 p9D); track plan: http://www.minorrailways.co.uk/trackplans/bodminwenford.pdf (9 Sep 2023).