The 1977 Ryan Report

In order to assist the then new MER. Board’s fight for the reopening of the Northern Line, the Manx Electric Railway Society agreed to produce an authoritative Technical Report dealing with safety, methods and costs of rehabilitating the Ramsey line in time for the 1977 season. Official Board approval was provided at their first meeting on December 23rd 1976 and examinations began the following day and continued until January 7th 1977 when a final examination and test runs were made with Car No.5 and a tower wagon. The line was given perhaps the most rigorous and through examination since it first opened and indeed, also looked into First Principles. The report in full follows:-

THIS Technical Report was commissioned at very considerable cost by the Manx Electric Railway Society. It specifically deals with the safety and likely cost of rehabilitation of the Line between Laxey and Ramsey in time for the 1977 season.

The formation. structures. bridges. and trackwork etc. have been given perhaps the most rigorous and thorough examination since the line was first opened, by experienced and practicing Engineers who are legally responsible for their findings. Inspections and examinations were carried out with M.E.R. Board approval on December 24, 26, 27, 28, 29, 30. 1976, and on January 2, 3, 4, 5 and 7. 1977, when a final examination and test runs were carried out.

The Certification of Safety, contained on pages 9 and 11 herein, were signed on January 8, 1977 by our Consulting Civil Engineer, John M. Ryan, Esq., Batchelor of Engineering, Chartered Engineer, Member of the Institution of Civil Engineers, Associate Fellow of the Permanent way Institution, and who has had 17 years railway experience.

Adoption of the various recommendations in this Report will also make significant economies in all future running costs.

Finally, the M.E.R.S. wishes to acknowledge with thanks the help and assistance of the M.E.R. Board of Tynwald, Mr. Harold Gilmore, M.E.R. Board Manager, Mr.A.B.Beard. Mr.Ivor Crowe. Mr.A.M.Goodwyn and Mr.A.D.Lamberton, A.I.Mech.E.

A summary of findings and conclusions appears overleaf.

THE MANX ELECTRIC RAILWAY SOCIETY

Isle of Man

January 12, 1977.

SUMMARY OF FINDINGS AND RECOMMENDATIONS

TRACK: The trackwork is generally in a serviceable condition and is capable of economic repair and rehabilitation if the work is started soon. If the specified repairs are carried out it would be permissible to allow the passage of passenger traffic subject to speed limits. Just over one mile of track needs priority replacement. Single line sections are recommended. Some existing rails have a probable safe life remaining of between 9 and 20 years.

CIVIL ENGINEERING: Every bridge and structure has been thoroughly examined and special attention has been paid to the Bulgham and Ballure districts. Subject to recommendations. the line is passed as fit for the safe passage of passenger traffic.

SIGNALS: A simple signal system is recommended in order to protect the safety of single line sections proposed.

ELECTRICAL EQUIPMENT: Track bonds need replacing and as a matter of priority, six poles need changing.

SAFETY: Certification of Safety, subject to specified repairs and speed limits appear on pages 9 and 11. Legally it may be necessary to have a Statutory Inspection of the line before it can be opened again.

ESTIMATED COSTS: By using modern methods, the costs can be contained within reasonable limits. To rehabilitate the northern line to a safe and acceptable standard, a total of £36,000 will be required.

OPERATION: The Speed Limits imposed by the Civil Engineer will result in an increase of 5 minutes approximately in the running time between Laxey and Ramsey.

ARRANGEMENT OF SECTIONS:

1. Track

2. Civil Engineering

3. Signal system for single line sections

4. Electrical equipment

5. Implications of closure (September 1975)

6. Estimated costs of rehabilitation

HISTORY

The M.E.R. Line between Laxey and Ramsey consists of approximately 10¾-miles of 3'-0" gauge double track railway electrified on the overhead system at a nominal voltage of 550 DC. The Line as originally opened for passengers to Ramsey (Plaza) on July 24 1899 and was closed on and from September 30, 1975.

1 TRACK

1.1 Trackwork generally is in serviceable condition, and is capable of economic repair and rehabilitation it the work is started soon. It the specified repairs are carried out it would be permissible to permit the safe passage of passenger traffic subject to speed limits.

1.2 The existing track was generally laid in 1898-9 with 62½ lbs/yard (when new) rail of flat bottomed section, in lengths of approx. 31'-6" fastened by dog spikes. elastic spikes or clips and tirefonds to timber measuring approx. 74" x 9" x 4½‘ laid in irregular stone ballast. The rail Joints are fishplated and should also be electrically bonded for earth return. There are 10 sleepers per rail length set at approx 36" intervals, with similar spacing at rail joints. Eleven lengths of track in Walpole Avenue, Ramsey are laid in 981bs/ yard (when new) grooved tramway rail, at the insistence of the Ramsey Town Commissioners which in 1898 intended to surface the whole width as a roadway. This work has been delayed.

1.3 The Northern Line track currently totals approx 38.410 yards (including sidings, connections and depot) and is laid as double track throughout. viz. one line for southbound cars, one line for northbound cars. The level of traffic and long headways between cars has not economically justified double track for many years. It is therefore recommended that the Northern Line be converted to single line with passing loops.

1.4 The spacing of passing places is dictated by the schedules but it earlier timetables are used the scheme outlined will he operationally acceptable. The passing loops will be of considerable length and will initially reduce the total trackage by 11,000 yards approximately and ultimately by approx 16,000 yards with commensurate savings. These proposals also take into account the state and condition of the existing track.

1.5 The work of conversion to single line and loops can be spread over a period, preferably not exceeding five years. It is recommended that the near-life-expired lengths of track be disconnected for lifting later, so that the available materials, labour and time can be concentrated on work that is really necessary.

1.6 The conversion scheme. which is itself capable of very considerable permutation, will result in the following sections:

Section:

Laxey - Ballaragh -Double 4,700 -

Ballaragh - Ballagorry -Single - 3,950

Ballalgorry - Ballaglass -Double 950 -

Ballaglass - Balajora -Single - 4,400

Ballajora - Lewaigue -Double 1,320 -

Lewaigue - Ramsey -Single - 3,300

Ramsey Station Limits -Double 300 -

Total 7,270 11,650

Route Total: Approx 18,920 yards

Track Total: Approx 26,190 yards

1.7 As occasion permits, the lengths of the passing loops can be reduced to approx 500 yards. and the section from Skinscoe or Ballamoar to Laxey can also be singled.

1.8 where one track is removed, advantage should be taken of the full formation width to ease curves and straighten dog-legs. Every curve thus eased reduces wear and tear on both track and tramcars. saves energy, reduces friction, maintenance and operating time and also the number of traction poles necessary for supporting the overhead wire round curves.

1.9 The single line and loop conversion will eventually require the provision of six sets of facing points when it is completed. The function of facing points or switches is to divert a vehicle onto one of two tracks. Facing points must be maintained in good condition. A Speed Limit of 5 miles/hour through these points mist be indicated, imposed and enforced. Facing switch locking bars may be provided if necessary. Facing points must he fitted with a Macnee-type point lever box or approved equal, so that the operation of these points is both positive and automatic.

1.10 One crossover switch set on the Northern Line at Ballaragh may be cap-able of conversion and repair into two facing points. There are presently no less than eleven crossovers between Laxey and Douglas and at least four of these are unnecessary. It is recommended that the almost-new crossovers at Fairy Cottage and Onchan Head be taken out, and used as facing point switch sets for the new passing loops.

1.11 A substantial proportion of the existing 62½ lbs/yard rail is considered to have a remaining safe-life of between 9 and 20 years. Reclamation from the various redundant sections of track will provide a considerable tonnage of re-usable rail, provided the degree of wear is acceptable

1.12 PLAIN TRACK RENEWAL AND REPAIR

Plain track consists of ordinary rails and sleepers. laid to gauge and devoid of any pointwork, etc.

1.13 Complete renewal of plain track is recommended at the following sections of the Line as detailed below in order of priority:

A. Between a point approx 120 feet south of Ballaglass station and a point approx 60 feet north of the Cornaa public level crossing, a total distance of approx 700 yards.

B. Between Laxey public level crossing No.1 (Road A2) and Laxey public level crossing No.3 (Road A2)

C. Between a point approx. 500 feet north o! the Ballaragh crossover, for a distance of approximately 630 yards northwards.

D. Between a point approx 1,000 feet north of the Ballelin occupation level crossing and the end of the reverse curve, approx 300yards northwards.

E. Between Walpole Avenue Ramsey and a point approx 120 feet north of the Queen‘s Drive public level crossing, a distance of approximately 157 yards.

1.14 Some of the sections above could be repaired on a temporary basis but complete renewal is recommended as the most economic and safe course. The total track requirement is approx. 1,837yards.

1.15 Certain other sections are in need of general overhaul. with poor sleepers, rustbound or loose fishplates etc. and the following sections warrant particular attention:

A Between Laxey Old Road and Skinscoe;

B Between Ballelin and Ballasholague;

C Between Watson's Crossing and Ballaglass North curve;

D Between Ballajora siding and Dreemskerry.

Also broken or cracked rails near Brown's Crossing and broken wing rails in common on crossings at Dhoon Quarry and Ramsey.

1.16 No significant improvement is likely until adequate ballasting is carried out. See below at 1.41.

1.17 As soon as facilities permit, plain track renewal must be carried out in a modern and economic manner. It is recommended that pre-fabricated 30'-0" or 38'-6" lengths of track be made up ready at a convenient layout and assembly point, preferably at Laxey where all Permanent Way stores, etc. can be effectively concentrated.

1.18 The section to be relaid should be dealt with in the following manner:

a) Make up sufficient prefabricated track for insertion;

b) Disconnect and remove condemned track from site;

c) Break up old sleeper beds in the old 'ballast' by scarifying, scraping or levelling;

d) Tip on site adequate fresh stone ballast bed, using equally graded sharp stone (1" - 1¼"). The use of fresh stone ballast is essential irrespective of the type of sleeper to be laid.

e) Bring up prefabricated track lengths to relay site and off-load using mechanical plant. (Type of plant requires detail consideration).

f) Pack and tamp ballast round and under sleepers using gang of two men and Kango percussion hammers.

g) Tip top-ballast (½" to ¾" graded) from track-mounted wagons;

h) Allow track bed to settle in and consolidate before carrying out final packing and tamping.

i) Check cross-levels, lining, can't, transition and superelevation;

j) Initiate normal inspection and maintenance procedure.

1.19 To achieve long-term effectiveness and savings in capital and maintenance costs, the following recommendations are made:

1.20 SLEEPERS

The primary function of a sleeper is to maintain the gauge of the rails which are fastened to it and to distribute the loads imposed by the rails to the greater area of ballast beneath the sleeper.

1.21 TIMBER SLEEPERS

Replacement of timber sleepers must only be made with fresh ballast to a depth of between 6" and 8" below the bottom of the sleeper. The present track work is defective because it is impossible to pack the sleepers uniformly on account of the lack of suitable ballast, which prevented adequate drainage and therefore produced premature sleeper decay.

1.22 The hacking out or adzing of timber sleepers to receive the rail foot must cease, as this practice weakens the sleeper, shortens its life, costs man-hours and is ineffective in getting the rails to lie at the required inclination of 1 in 20. The use of a soleplate or Clydesdale rubber rail-pad is recommended for consideration.

1.23 Timber sleepers must be laid with their heartwood UPPERMOST.

1.21 The use of elastic rail spikes is recommended, particularly in areas where rail creep is pronounced. Other improved means of fastenings should be evaluated and the use of rail anchors is recommended.

1.25 The use of timber sleepers has declined generally in railway use and there is no reason to expect that concrete sleepers would prove any less satisfactory on the M.E.R. than on other lines throughout the world.

1.26 CONCRETE SLEEPERS

Concrete sleepers cannot be used for random replacement amongst wooden sleepers. New and relaid track should be equipped with concrete sleepers of the through-type and two suitable designs have been prepared. A properly designed, made and laid concrete sleeper has an average life expectancy of 55 years (instead or as little as 2¼ years for timber), a failure rate of 1 in 16,000 per annum and costs compatible with those of a timber sleeper. In this case the costs will be marginally higher because of the recommended use of superior rail fastenings. A cheaper but less effective fastening can be substituted it necessary. Ready-Mix Concrete (I.O.M) Ltd. has already indicated their willingness to consider manufacture of pilot batches of approx 100 sleepers for evaluation.

1.27 SLEEPER DISPOSITION

With either type of sleeper it is recommended that the number of sleepers per 31'-6" rail length be increased from 10 to 11, so that closer support can he provided at rail joints. The increase in the number of sleepers per length is particularly necessary on curves between 500 ft and 100 ft radius, and curves below 100 ft radius should have 12 sleepers per length.

1.28 RAILS

The purchase of some new rail will be necessary if an acceptable relay programme is to be carried out.

1.29 It is recommended that virgin rail of 50 lbs/yard B S R section be purchased, instead of the present 60 lbs/yard, in lengths of 30 ft. with the normal 5% shorts.

1.30 WELDED JOINTS

Every rail joint is a point or weakness that needs attention and maintenance, and therefore costs money. Wherever new track is put in, and wherever part-worn rail has an economic life expectancy, Thermit welding of at least two out of every three rail joints is recommended, on plain track with curves of not less than 200 It radius. In 1955-6 the M E R welded lengths of track between south Cape and Laxey Car Sheds with outstanding success.

1.31 The remaining fishplated joints must not be staggered by more than 15" and should be oiled up, fully tightened and properly inspected annually. The correct length of bolt must be used. and the use of washers is unacceptable. Rail shims are recommended.

1.32 CHECK RAILS, GUARD RAILS, ETC.

The function of a CHECK RAIL is to provide additional guidance for the wheel flanges when negotiating sharp curves. Curve check rails are laid on the inner side of the curve. DOUBLE CHECK RAILS are used at road crossings etc. to allow the road and rail surfaces to be blended to a common level and to ensure a clear flangeway through the crossing. The function of a GUARD Rail is to prevent an already derailed car from leaving the track formation, particularly in hazardous locations. Guard rails are always laid on the outside of curves.

1.33 Urgent attention is essential to ensure that the check and guard rails are adequately and permanently secured in position, where they are really necessary. Check rails are presently fitted to a number of curves, where because they are loose or worn to an extent where the flangeway is far too wide, they do not fulfil any function.

1.34 It is feasible to use superfluous lengths of Fell brake rail, in conjunction with suitable fastenings or chairs, as check rail. in the fashion of a Holts patent guard rail assembly.

1.35 If advantage is taken of using the whole formation width for single track instead of double track, a number of severe curves can be eased sufficiently to dispense with check or guard rails.

1.36 Certain extremely sharp curves may have their rail life extended by the fitting, and use of lubricators.

1.44 LEVEL CROSSINGS

Level crossings occur where the railway tracks cross a roadway or pathway at a common level or grade.

1.45 It is desirable to provide good blending of the road and rail surfaces at level crossings and in place of the double check rail assembly presently used, which suffers from relative movement and breaks up the road surface, the use of BS 11 126 lbs/yard dwarf dock rail is recommended through the crossings. This grooved rail can be welded to the adjacent flat bottom rails.

1.46 Fishplated rail joints must not occur in the roadway of a level crossing, as this renders inspection and access impossible.

1.47 Public level crossings over minor roads should have their approaches opened out by the use of post and wire fencing. Consideration may also be given to the provision of some automatic visual warning to road users on the imminent approach of a tramcar.

1.48 BALLAST

The ballast provides support to the sleeper to maintain the alignment of the track, and transfers the load from the sleeper to the subsoil or foundations. It also provides drainage.

1.49 No new stone ballast has been purchased in living memory. This directly accounts for the state of the trackwork at present with uneven packing, pumping sleepers, poor drainage and premature sleeper decay.

1.50 Considerable quantities of fresh, sharp stone ballast are required. Total requirements for the Laxey-Ramsey section over the next ten years is estimated at 14,000 tons of 1'-1¼" graded stone, and about 3,000 tons of ¾" graded. This is not an enormous quantity as stone is very heavy in relation to its size, and there are only 16-18 cubic feet per ton.

1.51 To minimise costs of ballasting, three or four wagons should be rebuilt as ballast hoppers, and at least one fitted with a spreader plough.

1.52 Stone ballast must not he allowed to cover either sleeper tops or the foot of the rail. The scattering of ballast prevents proper inspection, encourages corrosion, promotes rapid sleeper decay, inhibits drying out and should be rectified.

1.53 Ballast packing and tamping can be much more economically and effectively carried out by a two-man gang equipped with Kango percussion hammers. For optimum long-term economy it may again be possible to procure an option to purchase a second-hand Matisa or Jackson ballast tamping machine.

1.54 GENERAL

Wherever relaying is undertaken, the opportunity should be seized to increase lateral clearances wherever possible.

1.55 The whole trackbed and formation level should be treated annually with a selective weedkiller and horticultural retarder.

1.56 The hedging, fencing, ditching and drainage of the Line could be more economically dealt with by mechanical means. A multi-purpose well-wagon mounted tractor, equipped with a power arm and McConnell attachments for trimming and ditching, might be considered. This machine could also be equipped with a mechanical auger for pole and fencing hole boring.

1.57 The Permanent Way Department should be formally organised in respect of track and structure inspections and records, and the responsibility placed in the hands of a designated official. The Permanent Way gangs must be maintained at full strength. The provision of an incentive bonus scheme to maximise productivity in respect of repetitive and monotonous

tasks often carried out in inclement weather, is recommended for consideration.

1.58 speed limits must be clearly indicated where applicable.

1.59 EDUCATION AND TRAINING

Methods of permanent way construction and maintenance have changed and in

general the M.E.R. Permanent Way staff have not been provided with an opportunity to become familiar with modern techniques.

1.60 A concise, economic and effective staff training scheme is recommended. The value of such a course would be considerable and the time allocation for such purposes would not average more than 10-12 minutes per working week. The training course recommended would follow established schemes in operation elsewhere, tailored to the needs of the M.E.R.

1.61 Arrangements can be made for suitable staff training and instructional films and lecturers to be procured and presented, at cost, at a recommended rate of four sessions per year.

1.62 More advanced training for supervisors etc. can be arranged for selected individuals in the existing team, a number of which show both considerable promise and aptitude. These courses would involve attending technical training centres in the United Kingdom for up to 14 days.

1.63 SPECIAL RECOMMENDATION

From all engineering points or view it is highly desirable that at least a regular skeleton service of cars is retained throughout the year. The direct and indirect costs of recommissioning each year, the safety of the Line and the general maintenance costs of disuse, are likely to far outweigh the token economies effected by winter closure.

1.24 CHARTERED CIVIL ENGINEER'S REPORT

Above you will have read in some detail the present situation and proposed remedies etc. regarding the trackwork of the M.E.R. Northern Line. My overall observations are as follows:

1 In general, and to a considerable extent, this Railway is in a satisfactory condition to take passenger trams at a MAXIMUM SPEED of 15 miles/hour. However, as detailed above there are several sections of the track where the life of that section, without renewal, is limited.

I propose that until such renewal is effected. a SPEED RESTRICTION of 5 miles/hour must be imposed. Most relevant, therefore, is the adequate provision of speed restriction notices at both the start and finish of such sections.

2 Regarding track maintenance, my observations of the main areas for improvement are as follows:

a) Sleeper replacement - There are still too many rotten or poor sleepers, although there are many recently positioned sleepers in use.

b) Such replacement sleepers are not always properly packed and are therefore useless.

c) With much of the rail still having a fair to considerable life before renewal, it seems advantageous to adopt shims at the fishplates since wear here results in joints continually coming loose. This shortens rail life to some extent, and it certainly harms the rolling stock.

d) I have been told of difficulties, particularly on gradients, with rail creep. The answer to this lies in the use of rail creep anchors.

e) On some curves, side cut rails could be changed to the other side so as to obtain further life.

f) Most importantly, the ballast conditions on this Railway must be systematically improved, both at the time of random or spot sleeper replacement, as well as rail renewal (or complete track renewal). This is not because the ballast is usually lacking but because much of it is the wrong size. On many sections the stone is far too large. Therefore correct line and top cannot be obtained, and probably the chief sufferers as a result are the trams themselves. Over and above this some of the ballast is little more than dirt which causes all kinds of drainage problems. I cannot emphasise too much the fact that if ballast conditions are corrected, as detailed above, and bad sleepers replaced, the overwhelming majority of this track could speedily be raised to an excellent standard.

3. DRAINAGE:

I have found one or two places where the drainage needs improving:

a) LAXEY HEAD CUTTING: At present water stands in the land side cess. This should be led away by means of a new inverted ‘U’ shape concrete unit drain, approximately 200 ft long, to a point opposite the first DHMD pole at this cutting, thence by steel pipe under the tracks to

the sea side, and then by open water course down the embankment side to a suitable soakaway near the boundary fence. If found necessary, the trackside section can always be readily extended. This work should be carried out within the next two years.

b) A similar problem exists in the Ballaglass and Cornea cuttings and a similar concrete unit treatment is suggested.

c) In general a drainage/fencing gang could be very gainfully employed on the Railway, both by catching up with arrears of maintenance and later, by maintaining standards.

TRACKWORK: LAXEY - RAMSEY SECTION, MANX ELECTRIC RAILWAY

I CERTIFY THAT SUBJECT TO THE OABOVE RECOMMENDATIONS THE NORTHERN LINE OF THE MANX ELECTRIC RAILWAY IS SUITABLE FOR PASSENGER TRAFFIC AT THE AGREED LINE SPEED MAXIMA OF 5 MILES/HOUR IN CERTAIN LOCATIONS AS SPECIFIED AND 15 MILES/HOUR GENERALLY.

(Signed) JOHN .M RYAN

John M. Ryan. B.Eng., C.Eng., M.I.C.E.,A.F.P.W.I.

Chartered Engineer.

January 8, 1977.

2 CIVIL ENGINEERING

CHARTERED CIVIL ENGINEER'S REPORT

I have examined all the main structures and the great majority of the small structures on the Laxey to Ramsey section. I find that there is very little outstanding work required on the structures side, but you will doubtless note my several recommendations for the Ballure Viaduct. Structure by structure, my comments are as follows:

LAXEY : LAXEY RIVER BRIDGE No . 1

Above the arch there are two land drains, only one of which is flowing. This matter should be kept under observation in view of the rate of flow involved and would in any case be mentioned in the Bridge Examiner's Reports - See my General Recommendations below. Otherwise this structure is in sound condition.

LAXEY: RAMSEY ROAD (Public LC No.3) RETAINING WALL: Minor pointing and patch repairs are required to the structure. The track drain discharging on the face of the wall by means of a 90° pipe bend should be extended down to the grip at the foot of the wall within the next five years. This will prevent water penetration. The crack in the wall must be date tabbed.

LAXEY: ENCROACHMENT NEAR RAMSEY ROAD: The owner of lineside property has raised the levels at a boundary retaining wall. Consequent to this act it is pointed out to me that the wall has bulged and partially collapsed onto M.E.R.Board property. In my opinion this matter requires urgent attention.

TEST HOUSE, LAXEY: Parapet wall of BRIDGE No.2 needs making up, but this structure is otherwise sound.

MINORCA ROAD BRIDGE No.3: Landside track drain must be replaced with steel piping for 20 ft. run, to prevent seepage of water into the embankment, which has clearly resulted in part settlement of a section of the wing wall, also the access stairway to the station. The cracks in the wing wall must he date tabbed. Minor repairs are required in the access stairway, and to the string course brickwork on the sea side.

LAXEY OLD ROAD: Stormwater drain inspected.

BALLAMOAR CULVERT No.4: Grip in good condition, but an improvement in track support over it could be readily achieved by means of pre-cast concrete slabs, rather than the present wide sleeper spacing and timber bridging arrangement, in future.

BALLARAGH -BULGHAM DISTRICT: The whole southbound track from a point approximately 100 feet north of the Ballaragh crossover, to the Maughold Parish Commissioners‘ tip Occupation level crossing, must be subject to a speed restriction of 5 miles/hour.

The underline drain at the Ballaragh end of the section is conveyed through the face of the retaining wall and down the hillside. It would be wise to attempt to establish that this drain is not leaking into the fill material behind the retaining wall.

The bulging retaining wall approx. 750 ft north of the Ballaragh crossover must be inspected at six-monthly intervals for signs of cracking, movement of the ground. or track settlement behind it.

Repair work is required on the retaining wall between the Road A2 and the railway, within the next twelve months.

I recommend that a bench mark be set up on a solid, reliable site nearby, and regular (say every 12 months) spot levels be taken on points marked up on the top of the wall, so as to detect any future movement at the north end of the Bulgham formation. In the long term. strong consideration is to be given to constructing rivetments to the wall at this point.

DHOON GLEN, BRIDGE No.6: Examined and approved.

DHOON RENNIE BRIDGE No.7: Examined and approved.

PLATT'S CULVERT No.7A: Examined and approved.

DHOON FARM CULVERT No.8: Examined and approved.

DHOON QUARRY CULVERT No.8A: Examined and requires cleaning out.

THALOO MITCHELL, CULVERT No.9: Examined and approved.

BALLELING CULVERT No.10: Examined and approved.

BALLELIN, BRIDGE No.11: Underpass examined and approved, but steelwork requires descaling and painting.

BAILIG, BRIDGE No.12: Examined and approved.

BALLASHOLAGUE, BRIDGE No.13: Examined and approved.

GLEN MONA, BRIDGE No.19: Examined and approved. Incidentally I noted a pronounced dip in the track above this point.

BALLAGORRY BRIDGE No.15: Missing safety screening should be restored and steelwork should be descaled and painted within five years.

BALLAGLASS: I note that defects at Ballaglass Power Station roof have been repaired in the section containing the electrical equipment. Ownership of the remainder is in some doubt. Nearby dwarf retaining wall to be repaired.

BALLAGLASS RIVER BRIDGE No.16: Examined and approved.

CORNAA CUTTING: Grip in good condition but an improvement in track support over it could be readily achieved by means of pre-cast concrete slabs, rather than the present wide sleeper spacing and timber bridging arrangement in future.

CORNAA BRIDGE No.17: Examined and approved.

BELLEVUE - BALLURE DISTRICT (Coastal Section) This is to be kept under periodic examination as I understand that there is possible encroachment by the sea. BELLEVUE CULVERT No.18: Grip in good condition.

BALLURE VIADUCT, BRIDGE No.19: The following recommendations are made -

1 Check rails should be fitted to both lines.

2 Rail bearers, where found rotten, to be replaced.

3 Walkaway timbers: The worn and rotten ones to be replaced quite urgently.

4 There are places where water is standing on the bottom booms of the main girders, because this water cannot drain away. This must be put right either by poking clear the drainage holes (if any) or to drill some small drainage holes, say 3/8"dia. in a line 18" apart.

5 The steelwork requires descaling and repainting, this work to commence in summer, 1980. Suggested specification: Wire brush existing steelwork, followed by one coat of primer, one base coat and two finishing coats.

GENERAL RECOMMENDATIONS:

1 I am rather concerned at the condition of the Ballaragh-Bulgham District in two places, as you will have seen, and whilst at present there is no undue cause for alarm, you will note my recommendations, and I urge that due concern be shown over the general state of this part of the structure.

2 I understand that there is no systematic method used on the Railway for the inspection of Bridges and Structures, and the subsequent recording of the Inspection results. This must be corrected, for although the bulk of the assets are in excellent condition minor maintenance work gets overlooked as a result, although major items probably receive adequate attention.

CIVIL ENGINEERING - LAXEY RAMSEY SECTION, Manx Electric Railway

I CERTIFY THAT SUBJECT TO THE ABOVE RECOMMENDATIONS, THE NORTHERN LINE OF THE MANX ELECITRIC RAILWAY IS SUITABLE FOR PASSENGER TRAFFIC AT THE AGREED LINE SPEED MAXIMA OF 5 MILES/HOUR IN CERTAIN LOCARTIONS AS SPECIFIED AND 15 MILES/HOUR GENERALLY.

(Signed) JOHN M. RYAN, B.Eng., MI.I.C.E., A.F.P.W.I.

Chartered Engineer. January 8, 1977.

3 SIGNAL SYSTEM FOR SINGLE LINE SECTIONS

3.1 To ensure absolute safety in operation, a simple and reliable signal system for the single line sections is required.

3.2 As a temporary measure, the single line section/s could be safely worked by means of the old-established "Staff" system, in which the driver of a car wishing to enter the single line must first possess the "Staff" for the section. The disadvantages are that this system only allows one car in the section at a time, and workings must be balanced; i.e. the staff used by one northbound car must be brought back to its originating point by another, southbound. car for further use.

3.3 The signal system recommended is simple, proven, safe and reliable, besides being economic both in first cost and in subsequent maintenance. It is based upon the well known American NACHOD system. This signalling has two fundamental functions:

a) It prevents conflicting movements on the single line:

b) It permits cars travelling in the same direction to follow one another.

3.4 The NACHOD system is termed "intermittent" since it only switches itself on when required by a tram or trams. It is "Absolute-Permissive" in that a tramcar entering a single line section will be protected by absolute block signals at the opposite end, whilst this first car is in section, a second car following in the some direction will be given a "permissive" indication, that it is safe to proceed, but warning that there is another car somewhere ahead, going in the same direction.

3.5 Actuation of this signal system can be either by contact on the wire and struck by the car's trolleyhead, or by a treadle bar fitted to the track, and which can ONLY be depressed by the weight of a tram.

3.6 The NACHOD signal has GREEN and RED lamps (all assemblies being fitted with two double-filament bulbs) and the system is designed to react positively each time to the presence of a tramcar. If the single line section to which the signal relates is vacant, an approaching driver will see both lamps out. As the car hits the contacts (situated approx. 220 ft in front of the signals) the driver will see the green aspect light up. If a driver approaches a section already occupied by a tram preceding him in the same direction, he will see the green aspect lit and this will blink distinctively as his car hits the contacts, thus proving to him that the system has acknowledged and accepted his car. A car approaching an occupied section from the opposite direction will see the RED stop aspect illuminated until the other car has cleared the section. The lens and lamphouse design is such as to ensure that even in the brightest sunshine. the signals are clearly visible at over 300 ft.

3.7 In the extremely unlikely event of two cars at opposite ends of a single line simultaneously hitting the contacts at exactly the same moment, the system will refuse to accept either of them. and both cars would have to back down to the contacts and try again, after deciding (viaControl)

who is to proceed first.

3.8 The signal contacts circuit is equipped with electro-mechanical relays which count the number of cars entering leaving and waiting, which ensures that it is impossible for the system to give a false clear indication. This mechanical counting device overcomes the difficulties caused by even a momentary power failure.

3.9 The signal lamp-houses are pole mounted and can be supplied for either AC or DC operation. Automatic train stop equipment can also be incorporated with these signals, and which would automatically apply the air brakes of a tram over-running signals at danger. This would entail modifications to the cars themselves.

3.10 The existing M.E.R. private telephone system should be repaired and relocated in order to enable drivers to contact Traffic Control.

3.11 This signalling system can be obtained at a reasonable price from either of two specialist firms, who will supply quotations for the supply, installation and commissioning if required.

4 ELECTRICAL EQUIPMENT OF THE LINE

4.1 The Line is electrified on the overhead wire system at a nominal line volt-age of 550 DC. The power is supplied from mercury-arc rectifiers in sub- stations at Laxey (2 x 150 k.w.) Ballaglass (2 x 150k.w.) and at Belle Vue (1 x 150 k.w.) There are 19 feeder points between Laxey and Ramsey. To return the power through the rails, each rail joint is bonded with a copper cable. With the exception of the track bonding, the Line is in a serviceable condition, although six traction poles need replacement before the line can be declared fit.

4.2 TRACK BONDS

The use of old-fashioned bonds with an extravagant copper content has persisted, resulting in may bonds being stolen. The resultant lack of bonding has resulted in excessive power consumption, poor traction motor performance with resultant overheating and damage, whilst also causing large holes in rails and fishplate damage through electrolytic action.

4.3 Bonding should in future be carried out with miniature braided copper bonds, with a content of less than 9" of copper cable (instead of the old 36" and 48" lengths). There are a number of proprietary miniature bonds available which can be welded to the head or foot of the rail by means of a welding cartridge or firework. The O B Titan, ERICO, or UNA bonds are highly suitable and a fraction of the cost of the old-type bonds.

4.4 It is essential to repair the bonding as soon as possible and two men should be set to work grinding and welding the bonds to one rail throughout the Line, with adequate cross-bonding. When this is complete the process must be extended to the other rails. A special purpose grinding and dressing machine is available and in view of the work to be done consideration ought to be given to the purchase of such a unit.

4.5 TRACTION POLES AND OVERHEAD EQUIPMENT

Traction poles are provided at frequent intervals along the line to support the overhead wire which supplies electricity to the tramcars.

14.6 Approximately 18 poles are in an advanced state of corrosion and must be changed as soon as practical, and six poles must be changed before the line can be declared fit. About 160 poles ought to the changed within the next five years, and options will be made available shortly to the M.E.R.Board, if requested, to purchase good second-hand poles at approx. scrap value. These poles would be in batches of not less than 30.

14.7 The evaluation and extended trials of reinforced concrete poles is recommended, and a lull design range of pole straps and fittings can be prepared if requested.

14.8 All metal poles with a reasonable life expectancy must be regularly and properly descaled, wire brushed and painted, preferably with a cathodic protection paint.

4.9 Programmed renewals of the overhead line wire must be implemented as soon as possible. Two half-mile sections appear to be due for renewal. The continued use of "round wire" and clinch ears is to be deprecated. The adoption of the post-1912 type of grooved wire and mechanical ears is earnestly recommended on grounds at cost and effectiveness. The practice of painting all overhead insulators must cease as this substantially increases the likelihood of electrical leakage. Regular leakage tests must be carried out and a formal record of tests and sections implemented and maintained.

14.10 In order to eliminate overhead wire wear, the adoption of the modern carbon slipper fixed head trolleyhead is recommended. The most suitable trolleyhead available is the Ohio Brass Type J, a sample of which can be made available on request.

10.11 The practice of grouping together the electrical sections must cease, and the supply and feeder post arrangements require generally tidying up. The vertical cable runs up the poles should be enclosed in metallic conduit.

10.12 Sub-station rectifier sets needing replacement should in superseded by the modern solid state silicon diode rectifiers which will save their first costs in a relatively short time through higher efficiency.

5 IMPLICATIONS OF CLOSURE

The M.E.R. Northern Line was closed by Tynwald Resolution, but not abandoned. The provisions of the RAILWAY REGULATION ACT 1878, the RAILWAY REGULATION AMENDMENT ACT 1896, and the RAILWAY REGULATION ACT 1911 specifically apply to the Manx Electric Railway Board under the terms and provisions of the MANX ELECTRIC RAILWAY ACT 1957.

5.1 The line may therefore require Statutory Examination before passengers could be carried. These major inspections are historically and usually carried out on behalf of the Isle of Man Government by the Railway Inspectorate, Department of Environment, H.M. Government, London. This Inspectorate has since 1840 carried the supreme responsibility for United Kingdom railway and tramway safety. Such an inspection, last carried out in the Isle of Man in 1960, would ensure that both the M.E.R. Board and Tynwald had in any case exhausted every avenue of safety protection.

Outline estimates for rehabilitation for 1977 season:

Including:

Materials - 3,637 yards rail

3,708 sleepers

Fastenings

2,000 Bonds (Erico or approved equal)

220 Fishplates assemblies complete

6 traction poles with fittings

½ mile (or 2 x 400 metre lengths) 4.0 wire and fittings

Ballast

Estimated costs of materials - £15,500

- £1,500