The Isle of Man Railway (IMR) is a narrow gauge steam-operated railway connecting Douglas with Castletown and Port Erin in the Isle of Man. The line is narrow gauge and long. It is the remainder of what was a much larger network (over ) that also served the western town of Peel, the northern town of Ramsey and the mining village of Foxdale. Now in government ownership, it uses original rolling stock and locomotives and there are few concessions to modernity.
History The line from Douglas to Port Erin is the last remaining line of the former Isle of Man Railway Company, formed in 1870. Its first line, from Douglas to Peel, opened on 1 July 1873, followed by the Port Erin line on 1 August 1874. Initially the Port Erin line had been planned to terminate at Castletown, but the construction of deep water docks at Port Erin caused an extension to the line. A few years after completion, the dock was destroyed by heavy seas and the idea of deep water vessels abandoned there. The remains of the breakwater are still visible at low tide.
A third line was built in 1878–1879 by the Manx Northern Railway, from St John's (on the Douglas to Peel line) to Ramsey. A further short line was constructed from St John's to Foxdale in 1885 to serve the lead mines there. Although it was built by the nominally independent Foxdale Railway, it was leased to and operated by the Manx Northern. The loss of the mineral traffic from Foxdale and competition for the Douglas-Ramsey passenger traffic from the Manx Electric Railway placed the Manx Northern Railway in financial difficulties. It was taken over by the IMR in 1904.
During the mid-1920s the IMR formed a bus subsidiary that operated most of the Island's bus services, and helped the railway to remain profitable into the 1960s. The first serious examination of the long term viability of the railway came with the Howden Report in 1949, which recommended the closure of the Ramsey line, which was already losing money; the eventual closure of the Peel line, which was breaking even in the late 1940s; and the retention of the then profitable Port Erin line. Howden also reported that the existing equipment of the railway had an economic life of 10–25 years. Economies were made throughout the 1950s and early 1960s. These included the ending of evening and Sunday services, the deferral of track maintenance, and cuts to train mileage as locomotives became unserviceable. To further reduce expenses, there were winter closures of the Peel line (1960–61 only) and the Ramsey line after September 1961, but A. M. Sheard, the then general manager, refused to close the Ramsey line which by this time was losing a considerable amount of money each year.
Following the closure of the County Donegal Railways in 1960, the IMR purchased the CDR's two most modern diesel railcars, which were then largely used on the Peel line in summer, and after 1962 worked the whole of the winter service except when withdrawn for maintenance. The system closed after the 1965 season but was briefly revived when the Marquess of Ailsa obtained a lease and reopened all three routes in 1967. Both the Peel and Ramsey lines shut following the 1968 season, but goods services between Peel and Milntown (just short of Ramsey) continued until mid-1969. Traffic was poor on the two northern lines, especially that to Ramsey, so after the end of the 1968 season, Ailsa decided to concentrate on passenger service on the South Line for three more seasons until he took the option to end his lease at the close of the 1971 season.
There were occasional empty coaching stock workings between Douglas and St John's in 1970 and 1971 for the retrieval of stored stock between seasons. During this time most of the early wooden framed carriages were moved to St John's, where they were lost in a fire in July 1975. The Peel and Ramsey routes and the Foxdale line were lifted in 1975. The IMR operated services between Douglas and Port Erin after Lord Ailsa took his five-year option, beginning in 1972 through the centenaries of the Peel and Port Erin lines in 1973 and 1974 respectively. In 1975, the Port Erin line operated only from its southwestern terminus to Castletown, but it was found that half a railway made twice the loss. The government sponsored a short extension of the service from Castletown to Ballasalla in 1976, and, after extensive campaigning during the 1976 Tynwald elections, the railway returned to Douglas in 1977, the last year in which the railway was operated by the IMR. Following nationalisation the railway has continued to be operated seasonally, for many years from Easter weekend until the end of September, more recently from around 1 March to early November.
Ownership
Formed in 1870 with the first line following three years later, the Isle of Man Railway Company operated services until 1977 (see below) merging with the Manx Northern Railway and Foxdale Railway in 1905. The railway is now marketed as the Steam Railway to differentiate it from the Manx Electric Railway, operated by the same department. It was marketed as "Isle of Man Railway" until closure in 1965. From 1969 to 1972, it operated as the Isle of Mann Victorian Steam Railway Company Limited, reverting to Isle of Man Railway. When nationalised in 1978 it fell under the banner of "Isle of Man Railways", along with the Manx Electric Railway. Re-branding to Isle of Man Passenger Transport took place from 1984 but the steam line was not affected, and this reverted to Isle of Man Railways from 1990, when a re-branding exercise took place with the emphasis on the Victorian origins of the railway. A change in management style occurred in 1999, and trains, trams and buses were presented as Isle of Man Transport. The electric railway was affected more by this change, with a series of non-historical and modern liveries, but in 2007 this was changed and the railway is marketed once more as the Isle of Man Railway. In keeping with the historical aspect, coaches and locomotives carry original names and transfers. The banner heading of all the railways was again changed in 2009 and became collectively known as Isle of Man Heritage Railways, although the "heritage" tag has been dropped latterly. Joint timetabling with the Manx Electric Railway sees the line titled as the Steam Railway in marketing material.
Locations and maps South line
Peel line
North line
Foxdale line
Knockaloe branch In addition to the main routes there was also a short-lived branch line/spur off the Peel Line between the terminus and St. John's, serving an alien internment camp of the same name; this operated between 1915 and 1920. The line was on the outskirts of Peel near Glenfaba Mill, and climbed steeply in a southerly direction for about until it reached the village of Patrick. It then turned west along the access road into the internment camp, which had been built in the grounds of Knockaloe Farm. The total length of the branch line was about .
South line described Today's railway is a fraction of its original size: it once served the western town of Peel, the northern town of Ramsey and the small mining village of Foxdale. Since 1969 only the southern line has been operational. Although it is only about half of its former size, Douglas Station is still an impressive complex. After crossing the River Douglas, the line climbs the -long 1-in-65 Nunnery Bank through a wide rock cutting that brings it through a large estate, and past an industrial estate to the White Hoe, where the Island's largest brewery is passed on the left of the train before crossing the first bridge.
The train continues to climb to Port Soderick, just before which passengers get the first view of the sea at Keristal, before descending into the railway station. The train then passes through Crogga Woods, under another bridge at Meary Veg (centre for the Island's sewage treatment works) and climbs, reaching its summit (,https://www.gov.im/media/1346324/iomsteamrailway_windowgazerguide_aw.pdf Isle of Man Steam Railway Window Gazer Guide marked by a board visible from the train) close to the site of Ballacostain Halt. The train descends to Santon, the only intermediate station in substantially original condition. From here the train descends at 1 in 60 to Ballasalla railway station, with interesting sea-cliff views to the east. Regular service trains formerly passed each other here. After Ballasalla the line runs over relatively flat land past the request halt at Ronaldsway to the ancient capital of Castletown.
After Castletown the railway crosses the Silver Burn and heads northwest across country to the diminutive request stop at Ballabeg Station. It then turns west for the short run to Colby, which is popular with the locals. After a request stop at the Level the train continues to Port St Mary, with views of Bradda Head and Milner's Tower on this stretch of line to Port Erin. Port Erin railway station is home to the Whistle Stop Coffee Shop, providing light refreshments, and the Isle of Man Railway Museum, established in 1975 with two locomotives and rolling stock including the Governor's Saloon from the opening of the line in 1873.
The majority of the line runs through countryside, with only small stretches close to built-up areas. Many people start or end their journey in Port Erin, a Victorian seaside resort, or in Castletown, the ancient capital. Ronaldsway Halt, between Ballasalla and Castletown, is a few hundred yards' walk from the airport. There are several farm crossings and rural request stops, which largely serve adjoining fields and local communities, especially on the southernmost section which passes through agricultural land. The line passes along the southern plain after traversing the more hilly landscape north of Ballasalla.
Post-nationalisation
When the railway was nationalised in 1978 Bill Jackson was appointed the first manager. During his time in office much progress was made, not all liked by the preservationists and supporters: negative developments overshadowing his tenure included the loss of the large railway yard at Douglas and the unpopular rebuild of No. 12 locomotive, Hutchinson. Upon his retirement in 1987 he was replaced by Robert Smith, whose style was totally different and who made many changes. Smith masterminded the Year of Railways in 1993 and the celebrations that followed. Rolling stock returned to original "purple lake" livery and Nos. 10, 15 and 1 (in that order) were returned to service. When he resigned in 1999 he was replaced by David Howard, with previous bus experience at various UK operators and rail experience from his time at Tyne and Wear Metro. He was more inclined to a corporate approach, and the railway had to follow suit. His time in office, finishing in 2006, will be remembered for the thrust on health and safety issues, such as high-visibility clothing and warning signs, as part of a Government-wide drive.