On the UK Railtours 12 Apr 'Thames Meanderer' tour to Tilbury2, I just happened to be sat opposite our raffle ticket selling team, Paul & Tim, having a day off (and next to Martyn Brailsford - not having a day off regarding TRACKmaps). The conversation came round to our next Scunthorpe tour "No one has volunteered to do a report yet". So, I was roped in again for the usual bribe of pole position on the end brakevan verandah.

Given the uncertainty of the works' future earlier this year and political developments between the Chinese owners and UK Government, this trip was added just in case further tours might be at risk - hopefully not now. In fact, the Steelworks was busier than we have seen it for several years, even though it was a Bank Holiday, TEN iron ore trains arrived on the Foreign Ore Branch, three coke trains arrived, three coal trains were unloaded, one lengthy slab train left and two 'metals' trains arrived. Incidentally, 12 trains loaded with biomass for Drax passed by all day and a train of empty rail carriers returned. 165 extra staff have been taken on; production has increased and there was a definite air of activity.

Over the six years I've been participating, many changes to the works and rail system have taken place, with several buildings demolished, some new facilities installed, running lines and sidings removed or added. This visit was no exception, keeping Martyn busy. The marked up track plan is on our website - log in and go along the top banner to 'Archive', put 'Scunthorpe' in the top right box and click 'search'.

I arrived well before the usual 09.30 departure time from the Appleby Frodingham Railway-Scunthorpe (AFR-S) Frodingham platform, Gate 'E' not 'B' as on the ticket (which caused a couple of late arrivals from new attendees). So, I had a wander towards the town but reached no further than the mainline overbridge. 66797+66709 trundled by on the Goods Lines with 6D01 from Doncaster Decoy, empty Continuously Welded Rail train with the wagons seen later in the Rail Service Centre sidings of the Steelworks. The same pair passed us later, heading back to Eastleigh on a loaded train, 6O01. From the Immingham direction, 66015 arrived with a coke train, 6C74. The 66 runs round the HTA 75-tonne original EWS wagons (formerly for power station coal), draws its train into Anchor Sidings, divides and takes half at a time to the coke terminal. They bottom unload by gravity at the hopper, one at a time.

Returning to the platform, our four brakevans appeared hauled by No58, HE7409/76, just repainted in green and very smart too. This was a first for me; all my previous trips had been with AF No1, which was having a visit to the Heavy Repair Bay due to an earth fault. With the slight non-alphabetical confusion of formation A, C, B, D, we left about 10 late due to the similar confusion of gate I/Ds mentioned above.

Running past the AFR-S shed, we reversed at Dawes Lane Bridge (gateway to everywhere) to the Rail Welding Plant Road 1 (left hand), empty for once. With permission from the supervisor, a green light was obtained, allowing us to test our first set of buffers at the end of a new building labelled 'Grinder Press Room' (no, I don't know either). Having done a new bit of track for many and surprised the other staff on a break there (were they grinding, pressing or both?), it was over to the Rail Sidings via Points 611-613 and the new Rail Stockyard, Road 2 then Road 1, to the buffers. We were quite possibly the first ever train at the very ends of line. This is a recent installation, so new track, with a considerable quantity of rail in stock. The brakevans had an interface problem between one platform, with the grab handles bumping on the rubber edge guards most of the way through but no harm came to either.

Noting that some tracks done on previous trips were disconnected or removed in the area around the RDL Building, (once used by Redpath Dorman Long - a bridge and construction steel maker based in Middlesbrough) - another reversal took us to RDL Road 1 up to the doors. It was not quite that simple though. The track was blocked by dumped debris, fortunately only wood, swiftly removed by Alan, Glenn & Co. Then blocked flangeways with significant vegetation required a bit of gardening, assisted by Martyn with 'My First Spade' from Mothercare and Alan going Dutch with his hoe. New track for many.

After all that excitement (all in 90 mins of the nine hour visit!), it was all downhill via Points 613-607 to Trent Sidings Road 5, passing 66182, 66651 and, on a wheelskate, 66080. Coming to a stand before the NR limit, we started to retrace our steps, as other sidings were occupied. However, Jordan, one of the DBC ground staff appeared waving to our crew, so we were permitted back west to access the Low Yard for our return to Dawes Lane via Line 11 but not before a bonus of Line 14 (the southernmost dead-end siding, never done on a tour) up to a few stabled wagons. It helped that Jordan is an AFR-S volunteer!!



The weather was changing by now from the bright start to overcast with a chilly wind. We then covered all of the much-requested Redbourn B, C & D lines, except for C2 due to stored NR tilting turnout carriers.

This was a minor (but enjoyable) ordeal for the regulars but necessary for buffer proving and newbies.

Coke was still being unloaded at the terminal and our train was the wrong way round for participants who had requested to reach the buffers in their van, so a run around The Angle and Mills Exchange Sidings No8 to the former Bloom & Billet Mill Entrance 6 West was next. The loco ran round on the adjacent loop after pausing while some works shunting was completed, then we ran back to the AFR-S shed for the usual excellent buffet with hot drinks, provided by their members and a much needed break.






The generous lunch completed, the fun resumed with a run through the heart of the works along the Stores Road, always an impressive sight, then a couple of reversals to access the High Line. Reaching just past the first set of points gave tantalising views of forbidden territory along the east side of the blast furnaces; Queens Bess and Anne were active 'in blast' and the word on the street is that Queen Victoria is to be recommissioned. One of the coke cars and some high line locos were busy just beyond.












With the 'OK' from DBC that they were clear of the line, a run could be made to the tightly curved Coke Terminal branch (in the short window before the next coke train arrived), passing the part demolished Appleby Coke Ovens and seven scrapped locos still present off track. This shows some of the changes over a number of visits. These Coke Ovens were fully functioning with regular clouds of steam from the quenching tower; the Coke Terminal has been laid recently on part of the former Dawes Lane Coke Ovens site, utilising an existing concrete pit and unloading conveyor for imported coke deliveries. At least this is now by rail, (road transport was first used and problems with coke quality were encountered). Coke stockpiles were evident with much activity, moving and loading it into conveyors.

With our loco now leading but the correct van nearer to the buffers (!), all lines were covered. Reversing at the Coke Branch (Points 486) and running via Mills Sidings Road 15, a long run between the (former) Billet & Bloom Mill and the Median Section Mill to the rear of the Concast Plant was undertaken, up to the road crossing as wagons prevented the buffers being reached this time.

The relatively new Fuel Road and its loop came next. Then, via a couple of shuffles and the crossover from the Outer Line to the Inner Line and immediately back again, Northants Bridge was reached. In contrast to our previous Jan 2025 visit, large quantities of blooms and other products were stockpiled, seemingly in any suitable area. The number stored near the Fuel Road had greatly increased.

Reversing to the safe limit near the Basic Oxygen Steelmaking Plant, with molten iron out of the blast furnaces being discharged from torpedo wagons beyond, we then headed for the Torpedo Repair Bay with Lines 1, 3, 4 & 5 ticked off. Line 3 was covered to the end of line in the building. A trip to the Rod Mill entrance followed, covering different lines and loops on the way back, followed by a long run round the south outer loop for a reversal to cover both lines to the Medium Section Mill Entrance 'C'.









With the afternoon ticking away and our crew probably flagging a bit by now, it was time to head back to the platform via Exchange Sidings T9 Loop (by the Muck Branch), a reversal down No5 Road to the stops, then The Angle, passing 66188 unloading yet more coke and the line past the Heavy Repair Bay. Arriving with some time to spare, the platform run-round loop to the stops was completed before arrival.

PHEW!



The morning section was 13.7 miles and the afternoon 21.5 miles - 34.2 miles in total. It was yet another fantastic day thanks to Glenn, Alan and the AFR-S volunteers, our organisers and the rain for almost holding off until we were on our way home. It still amazes me that we can still do these trips in 2025 and still find so much new track as well! As the marked-up track plan shows, coverage was extensive on this tour. A donation of £3,000 was made to help AFR-S. Hopefully to be continued...