1348

BELOW: Manx Electric Railway, Car 22 at Derby Castle term
NEXT PAGE: Stock in the Douglas end of Laxey car s

minus. (All pictures by Jenny Williamson, Tue 17 Mar 2020.)
shed headshunt. The IOM lines have since all closed.





ABOVE: Track renewal (using concrete sleepers) just north of Halfway Crossing.
BELOW: Please do not adjust your set! Ballameanagh crossover through a rainy window.



1348 WALES & THE MARCHES (Chris Parker) [email protected]

860] Paul Jeffries: We are very sorry and sad to have to inform members of the recent death of our
previous Wales Regional Editor. Paul compiled our Wales section from BLN 1114 (5 Jun 2010), when
the Regional system began, until he stepped down due to his illness after BLN 1299 of 14 Feb 2018.
He was also involved in producing notes for our Cardiff Valleys service train trackers and railtours.

Paul travelled to Cynheidre especially on 27 Aug
2018 to meet up with our 'Marching Crompton'
railtour participants there (see picture at e-BLN
1314.2187). He was also able to participate in
most of our recent Farwelio â Phacer Cymoedd
Caerdydd (Pacer farewell charity tour) from
Cardiff on 6 Oct 2019; indeed he even wrote the
tour report (which is pending). Paul was very
honoured to represent the Society at the
presentation of our resulting donation to the
British Heart Foundation afterwards on 6 Nov.

Paul's very interesting 'First Railway Memories'
(and later) were in BLN 1341.2907 of 7 Dec 2019.
His knowledge of Welsh railways in particular
was encyclopaedic and he accepted BLN
contributions either in Welsh or English. The
condolences of the Society have been passed on
to his family via his son Huw.

861] Rhymney: (BLN 1339.2747) Of far less mass appeal but far more unusual, 3xClass 153 single car
units operating in multiple (six driving cabs!), believed to be among those with Persons with Reduced
Mobility modifications, are reported to have replaced one of the Class 37 hauled peak hour sets.
[A trio of Class 153s ran together last year between Birmingham and Hereford replacing a 2-car set.]

862] Core Valley Lines: (BLN 1345.468) Transfer from NR has been triggered by TfW, to take effect at
02.00 Sat 28 Mar. A 40-day plan is underway, including: ●Support for affected staff ●Safety verification
of changes (ongoing) ●Conclusion of commercial negotiations and signing contracts ●Collation and
transfer of all technical information ●Undertaking necessary financial changes and ●Preparing for the
introduction of new boundaries. It can only be paused if a major change of circumstances occurs.

863] Storm report cont: (BLN 1347.748) Yet more flooding was caused by Storm Jorge from the
afternoon of Fri 28 Feb, although not as severely as by his immediate predecessors. Other than the
continuing Conwy Valley closure, which by 5 Mar was expected to be for at least a further 8 weeks,
Abercynon - Aberdare was worst affected only three days after completion of extensive repairs, TCP
from 13.30 that day. Services resumed as far as Fernhill from 15.30 only to be suspended again from
start of service Sat 29 Feb after a major landslip above the line on a riverside shelf; ROP Tue 3 Mar, the
first train was 12.12 ex-Pontypridd. Cardiff Central to Rhymney services were suspended after the
evening peak on Fri 28 Feb, resuming with the 08.16 from Cardiff and 09.27 return the next morning.

The Coryton branch was unaffected apart from two trains which did not venture beyond Tŷ Glas mid
evening Sat 29 Feb. Flooding at Llanharan resulted in very limited Cardiff Central - Bridgend services
via the main line on Fri and none on Sat; some were diverted via Barry. Pontypridd - Treherbert was
closed on Sat from start of service until about 16.30 and Bridgend - Maesteg from late morning until
mid-afternoon. There were also cancellations on the Penarth, Marches and Central Wales lines
without complete suspensions. On the Cambrian, emergency repair work to a riverside embankment
near Cilcewydd about 2½ miles south of Welshpool was arranged for Sun 8 Mar with replacement
buses Shrewsbury - Newtown all day and a couple of journeys extended to/from Machynlleth.

864] UnFairbourne: A recent BBC film https://bbc.in/33ae7ck highlights the plight of this Cambrian
Coast village (population 450 with seasonal increases) which was given a 40 year death sentence in
2013. It is due to be abandoned in 2054 due to rising sea levels and coastal flooding from climate
change. The film suggests that the Cambrian Coast line, instead of being diverted, would become the
'front line' at the water's edge, creating yet another vulnerable section of the railway.

The lovely 1¾ mile 12¼" gauge Fairbourne Railway (MR p29) and village need to be relocated to avoid
being lost. The irony is they owe their existence to the action of the tides in the first place as they are
built on a sand spit which has only built up over the last few hundred years and continues to do so.
This is partly why the Barmouth end of the Fairbourne Railway has moved a few times; the phrase
'shifting sands' is very apt. Likewise the Cambrian Coast line north of Harlech crosses Morfa Harlech to
Llandecwyn which was sea in medieval times. Thus Harlech Castle has 'Water Gate' at the foot of the
cliff which the sea then reached at high tide but is now over 1,000 yards inland. This is without human
intervention, unlike the Minffordd - Porthmadog section of the Cambrian line which is mainly on land
reclaimed when William Maddocks (as in Portmadoc) built the Cob. Realistically communities such as
Fairbourne can never truly be considered permanent and the sympathy we feel for the residents and
businesses should really be because they have been misled and lulled into a false sense of security.

Whether the date of 2054 is based on exact scientific predictions or is purely a conveniently 'rounded'
figure to give clear notice of 40 years is a moot point. It also remains to be seen if it becomes as
emotive and political an issue as the submerging of Capel Celyn (BLN 1315.2280) in the 1960s to create
Llyn Celyn reservoir. By comparison Fairbourne has about 10 times the population but lacks significant
Welsh cultural heritage. Meanwhile property prices have sunk if you want a bargain…

865] Investment: (BLN 1315.2279) In the wake of the Dec 2019 General Election result, with the new
Conservative government promises including a 'levelling up' in infrastructure investment outside South
East England, the Welsh government expects to receive additional funding of £3.7bn for rail under the
Barnett formula. However, as with most things this could be delayed by the economic effects of the
Coronavirus. Transport Minister Ken Skates has said that it will build on its current metro principles but
with a greater focus on connectivity, decarbonisation and integration… Until full rail devolution is
secured we need the UK government to improve wider network capability, capacity, and resilience
including upgrading our main lines to enable faster, more frequent, and more reliable services,
alongside measures to address network bottlenecks citing the remaining single track sections on the
Ebbw Vale and Wrexham - Chester lines, Cardiff West Jn and Swansea station. Metro proposals for
North Wales, not for the first time, consist of a major upgrade of the Borderlands [Wrexham - Bidston]
line to offer turn up and go services from Wrexham and, working with Merseytravel, deliver services all
the way to Liverpool and attractive services across the North Wales Coast with new all stop commuter
services to complement faster long distance services [particularly significant in view of the next item!]
running on an upgraded, electrified main line….We look to the imminent Rail White Paper to allow us
to reform our railways and create the fully integrated public transport network which Wales needs.

Meanwhile joint franchisee Keolis UK has transferred all its headquarters functions from London to
Cardiff, as promised, where its new premises in Callaghan Square were officially opened on 21 Feb.

866] North Wales coast: (BLN 1346.615) A petition http://bit.ly/2W5Qi3V to the Welsh Assembly
opposing the withdrawal from the 16 Dec 2019 timetable change of all calls between Llandudno
Junction and Chester by the 16.51 SSuX Holyhead to Cardiff only started on 6 Dec and seems to have
had limited publicity. It reached your Regional Ed just 3¼ hrs before it closed at noon on Sat 29 Feb.
He only saw it in time because he was confined to barracks by adverse weather. It only gained 953
signatures, insufficient to oblige the Assembly to discuss it. This contrast with the partial reversal of
similar actions affecting the Marches line in response to campaigns has everything to do with the lack
of a user group for North Wales. Several attempts over the years to form one have been unsuccessful,
possibly as the relatively good service then enjoyed meant that interest and motivation were lacking?

BELOW: Coryton, a classic branch terminus (with block paving) - but once a d

double track through line with two platforms. (Ian Mortimer, 5 Oct 2019.)

ABOVE: A distant view of Bow Street station under construction, the railway runs left to right.
(Graeme Jolley, 6 Mar 2020.)

867] Bow Street running late: (BLN 1341.3016) Ceredigion County Council reports that the platform is
complete. Work is beginning on car park development and associated changes to the layout of nearby
roads to facilitate access to the new station. Opening is not now expected till 'Winter 2020'.

868] Wrexham - Liverpool: (BLN 1321.750) The 06.35 SSuX northbound service is a through advertised
working from Shrewsbury (05.59). It is unique and unbalanced at present (I know the feeling - Regional
Ed) presumably as a stock positioning move, but a future regular service is among TfW's promises.

1348 MINOR RAILWAYS (Peter Scott) [email protected]
MR43] Coronavirus again: With most, and possibly soon all, Heritage Railways and Minor Railways
closing until further notice at a time when the new season was due to begin, please could members
make a special effort to contribute suitable items for our Minor Railways section. [Thank you - BLN Ed.]

MR44] Victory Show Railway, Leicestershire (MR p20) (BLN 1338.MR201): This 7¼" gauge line was in
the grounds used each September for the 'Victory Show'. It normally only ran on the weekend of the
Show, with locomotives and coaches brought in for the occasion. It definitely did not run during the
2019 Show and is also believed not to have run during the 2018 Show, despite on both occasions being
'shown' on the Show web site for those years. It does not appear on the web site for the 2020 Show,
which will be the last ever such event at this location. Whether the track is still in situ is not known.

ABOVE: (Item MR44) Is it a tug of war or a Push-Me-Pull-You? No ... it's the Victory Show Railway.
In a peaceful location away from the main show, a train runs along beside the lake. SR Schools 900
'Eton' leads it, while Lynton & Barnstable Railway 762 'Lyn' is on the rear. (Peter Scott, 8 Sep 2013.)

MR45] Kirkby-in-Ashfield Loco Sheds & Sidings: 'Steaming back to Kirkby Loco' is a proposed heritage
project commemorating the 50th anniversary of Kirkby-in-Ashfield MPD closure. The Kirkby Living
Memory Group, based at Kirkby Heritage Centre, will bid to the Heritage Lottery Fund for an 18 month
heritage project about Kirkby Loco Sheds and Sidings based around the 50th anniversary of its closure.
A Project Steering Group has been formed who meet regularly at the Heritage Centre. Plans are to run
the project from early 2020 through to the summer of 2021. Activities and events planned include:

●A book supported by a dedicated website & social media. ●A 50th anniversary commemorative event
in October 2020. ●Outreach provision including illustrated talks and schools. ●Railway heritage walks
around Kirkby. ●Oral history interviews with former railway workers, rail enthusiasts and members of
the Kirkby public. Kirkby Loco Shed was opened by the Midland Railway in 1903 as a 'Garage Shed' to
serve the local collieries. It was part of the LMS at grouping in 1923. At Nationalisation in 1948 it came
under the London Midland Region of British Railways with a shed code of firstly 16C, then 16B and
finally 16E. A concrete Coaling Tower and an Ash Plant were installed in 1957 as part of the 1955
Modernisation Plan. Kirkby officially closed as a Motive Power Depot on 31 December 1966 and the
last steam locos left in early 1967. It became a D16 diesel stabling point until final closure in early
October 1970. For more details or to assist email [email protected] or write to: 'Steaming
back to Kirkby Project', Kirkby Heritage Centre, 13 Kingsway, Kirkby-in-Ashfield, NG17 7BB.

NEXT PAGE: (Item MR49) The Llangollen Railway. DMU E50416/E56171 waits at Llangollen with the
16.00 to Carrog. The River Dee looks rather active! (Peter Scott, 6 Sep 2008.)





MR46] Gloucestershire Warwickshire Steam Railway (GWSR), Gloucestershire (MR p7): Some while
back, GWSR founder and first chairman Tim Bazeley, suggested forming a route from south of
Cheltenham Racecourse station (Hunting Butts cutting) directly to the Bristol - Birmingham line, north
of Cheltenham, east of Swindon Village, striking across open country. Gloucestershire County Council
has investigated the proposal and included this in its Rail Investment Strategy. Tim Bazeley claimed the
1,350m long link would provide a simple and economic solution to parking and rail capacity problems
at Cheltenham's railway station in Queens Road. He went on This new railway line could connect to a
new park-and-ride station to be built close to Evesham Road, with pedestrian access via an underpass
of Evesham Road to the racecourse's northern car park. If this construction were to be undertaken and
owned by Network Rail, there would be no cost to the Borough Council. Making the connection twin-
track would provide Network Rail with a large increase in siding capacity (to store racecourse specials
and other rolling stock, for instance) and would enable them to provide additional southbound trains
from the new station, thus greatly relieving the pressure on Lansdown's car parking and operational
capability. Such a link would be of considerable benefit to all of the parties involved. For the Borough
Council it would eliminate Gold Cup traffic congestion and greatly reduce rail user road traffic from the
north. For the Jockey Club, it would provide direct connections to Prestbury Park for Race Day Specials
from Bristol, Birmingham and London and for the GWSR it could provide southern main-line access.

He said the concept was discussed and agreed in principle by Network Rail, the GWSR, the Jockey Club,
Cheltenham Borough Council and Gloucestershire County Council at a meeting held at the racecourse
on 1 May 2018, but there had been a 'negligible' response since from those involved. He claimed that
neither Council had made any effort to protect the strip of land that would be involved in such a
scheme from commercial exploitation. Gloucestershire CC stated: We are aware of the scheme
proposed by Mr Bazeley. We're committed to making it easier for people to choose greener transport
options like rail. Our Local Transport Plan for the whole county is currently out for consultation, and we
encourage residents to get in touch and have their say on our plan. The County Council has investigated
the possibility of the scheme, and the proposal is included in the Rail Investment Strategy, which is
currently being finalised and will be published soon. A meeting was held last autumn to discuss
improving sustainable transport links between Cheltenham Racecourse and Cheltenham railway
station, and included representatives from Network Rail, GWSR, The Jockey Club, Gloucestershire
County Council and Cheltenham Borough Council. As part of the evidence base for the Local Transport
Plan and the Local Industrial Strategy, the County Council has commissioned a Rail Investment
Strategy. Consultants SLC have analysed the economic value of the various rail corridors through the
County and considered, at a high level, a scheme similar to the one proposed by Mr Bazeley.

MR47] West Somerset Railway, Somerset (MR p6): The railway says it has brought itself back from the
brink of insolvency after reporting an £800,000 trading loss last year. £1M in cash reserves had 'eroded
away' over five years - to curb this 16 jobs were cut, saving £340,000. Chairman Jonathan Jones-Pratt
said: By March (2019) there was zero money in the bank so that was the reality. He added that the
company was on track to recoup all of its losses by August. The trading loss, covering January 2018 to
March 2019, was reported in the delayed AGM in November. Mr Jones-Pratt said that 12 months ago
they were at the point of seeking insolvency advice: Looking at where we were as a business, should
we fold this? Because there was no facility to pay the creditors, provision which was sat at £500,000, or
secondly to pay the wages. The company is now reinvesting money into maintaining and overhauling
the track (to restore all the route to 'Red' axle loading status) and its locomotives. Other plans include
refurbishing the disused railway cottage at Bishops Lydeard into a holiday home. The railway is due to
publish a 10-year plan in July to set out its future sustainability, aspirations and growth. Part of the
plans being implemented now is for younger people to be involved as volunteers and future staff. He
added: With the carriage painting, we've got a gang of 20 people mainly volunteers, youngsters - it's
the first time ever they've been ever encouraged or allowed to work on our carriages. Apprenticeships
are also being developed so that newcomers can consider working at the railway as a viable career.

MR48] Severn Valley Railway, Shropshire (MR p7) (BLNs 1301.MR50 & 1343.33): The February 2020
edition of 'Branch Lines' - the railway supporters' newsletter - reports good progress is being made
with the work on Falling Sands Viaduct above the River Stour and adjacent canal at Kidderminster.

Contractors Walsh have completed the pour of concrete on top of the viaduct's seven arches and are
now adding a waterproof layer of Leoseal on top of this. Work has gone extremely well so far, and the
job is currently running a little ahead of schedule. The project's civil engineer Jonathan Symonds said:
After the track and fill material were removed, our contractors had exposed the curved tops of the
arches, and found them all to be in good condition. Walsh had to work around the medium pressure
gas main, which they propped up on chocks and strapped up. They dug around the pipe by hand, and
removed another redundant pipe. Once all the sandy fill material was removed from the viaduct, you
could see the original 19th century pitch had cracked in places and was clearly contributing to the water
ingress. The original iron drainage pipes were also revealed. These were in good condition, and have
been repaired by putting glass reinforced plastic liners inside the pipes and sealing with a polymer
sealant. Walsh will move on to replace the fill material before the track is relaid and the signalling
reinstated. Kidderminster - Bewdley is still due to reopen on 4 April but may not due to Coronavirus.

MR49] Llangollen Railway, Denbighshire (MR p9): The railway is suffering severe financial problems -
both the PLC and the Trust are in significant debt. The PLC has narrowly avoided entering into a
Company Voluntary Arrangement to clear its debts, thanks to a substantial donation. The PLC has
stated it needs to raise to £150,000 to continue trading and satisfy some creditors. The Trust, writing
to its members, says it needs to raise £125,000 to repay a debt of £90,000 to the PLC and give it some
running money. The Trust is offering two 0-6-0 locomotives for sale to raise funds. It seems the
problem has been caused by two difficult trading years for the Engineering side of the business.
Hopefully, the opening of the extension to Corwen will bring much needed funds to the railway.
Opening was likely to have been in early summer but the railway is now closed due to Coronavirus.

MR50] Donegal Railway Heritage Centre (BLN 1342.414): January 2020 'Railway Magazine' (p74) notes
that the track at Mullanboys Halt was laid in 2009. For the 2019 event it states …with the trolley
running over a 200ft length of [3ft gauge] track that was laid in 2009, having been bought from the Isle
of Man in 2009. Rides were also given on 31 December 2009. (Note that this Donegal has a single 'L'.)

FIXTURES REPORTS (Paul Stewart) [email protected]
869] Island of Ireland IV Day 1; Thur 16 May 2019: (Will Davies) Our fourth four-day 'long weekend'
started in the first hour after dawn at Belfast Great Victoria Street station as 21 members boarded the
06.05 train to Londonderry. This was formed by CAF built units 4001 and 4017, so a 6-car train. Two
more members joined en route. In the first surprise of the day (but not the last), thanks to Mike Bridge
of TRACKmaps, everyone taking part this weekend was provided with a special BLS complimentary
proof copy of the next Ireland edition for checking and verification purposes so eyes were focussed on
the route. It was noted that the Up side of the bidirectional Donegall (double 'L') Quay loop on Lagan
viaduct was very rusty. Killagan loop (43m 33ch) was achieved as booked. A slightly late departure was
made up by Coleraine and our arrival was on time at Londonderry. Here the construction of the new
station (OP 21 Oct 2019) was well under way. Our arrival at the then Waterside (1980) station P1, the
end of line (since shortened), was the last on a Society fixture; it was demolished on 5 & 6 Dec 2019.

Our local member Jim McBride joined at Coleraine providing much historic and current information.
We were booked to visit the Foyle Valley Museum on the other side of the River Foyle but had been
advised the day before that this would not be possible due to overrunning building work (foiled again).

Instead Jim gave a subgroup a most interesting guided walking tour of the Craigavon road bridge, the
only double deck bridge in Ireland, pointing out the four railway stations that existed here at one time.
Firstly, on the same side of the river as Waterside, was Victoria Road Station, eastern terminus of the
Donegal Railway's Strabane line. Then, on the City side of the river, we walked around the outside of
the Foyle Valley Museum on the site of the ex-Great Northern Railway (Ireland) - GNR(I) - Foyle Road

goods station with its original water tank. Finally we crossed under the Craigavon bridge to the site of
the GNR(I) Foyle Road passenger station CP 15 Feb 1965 by the Ulster Transport Authority, now a car
park. Then we joined the rest of the group for an excellent, well earned, Irish breakfast in a local café.

Although all these lines were run by different companies, the Londonderry Harbour Commissioners ran
lines along their quays and across the lower deck of Craigavon Bridge to allow goods wagon exchange
between them (were there any railtours...?). Our thanks go to Jim for a most informative walking tour.

Next it was by coach to Donegal for the Donegal Railway Heritage Centre. At first we were alongside
the route of the former 5' 3" gauge GNR Londonderry - Strabane line. The first part still has two miles
of the 3ft gauge Narrow Gauge Foyle Valley Railway laid on it. Its last passenger train seems to have
been public Santa specials in Dec 2000 and a charter train on 24 Aug 2001. We then visited the well
preserved ex GNR(I) station at St Johnston (which once had Customs facilities) with extant platforms
and a double track underbridge. Access required a very skilled piece of reversing down a narrow lane
by our coach driver. Returning to the coach, we followed the trackbed of the former County Donegal
Railways Joint Committee (CDRJC) Strabane - Stranorlar line stopping at the well preserved station of
Killygordon before going to Stranorlar where nothing remains of the former CDRJC headquarters.

At the Donegal Railway Heritage Centre at Donegal station itself, some 60 years after the lines closed,
we were treated to an enthusiastic welcome from the team. They explained the history, showed us an
interesting lengthy video, a compilation of old ciné films, about the workings of the railway and the
people and history of the area. They also told us about their campaign to bring 'Drumboe', said to be
Donegal's most famous steam engine, home to their museum. After looking at the many exhibits
inside and outside the museum it was time to be back on the coach and onward to Hell's Kitchen...

Our drive, in part, paralleled the Claremorris - Athenry out of use section of the northern part of the
Western Rail Corridor. Track was clearly evident on the southern section at least but very overgrown.

No, Hell's Kitchen is not the worst restaurant kitchen on earth and Gordon Ramsey didn't swear at us,
but a museum and (now former) bar in Castlerea, Roscommon http://bit.ly/2wNhJoE owned and
developed by Sean Browne. In 1994, Sean acquired a 1955 diesel loco 'A55' from IÉ, persuaded them
to deliver it from Dublin on low loader and install it in a purpose built pit in his pub. The overall effect
suggests that the front of the loco has just arrived through the wall of the building into the bar. There
are many railway heritage items on display in the bar, adjacent rooms and inside the loco which has
tables and chairs and is reached by the cab door from the bar. Admission is €5 and by appointment.

After a short break, we all had a date with the 18.24 train to Dublin from Athlone station. It was time
for the second surprise of the day as Kev Adlam presented each participant with their own 4-day Irish
Rail Trekker ticket (unlimited rovers)! En route to Portarlington, Clara loop was done. The party split
up at Portarlington, some stayed on the train to Dublin for an hour or so before catching the 21.00 to
Cork (23.30) booked via Charleville Down Loop, and not by coincidence. Some went south on a
Portlaoise terminator for a Cork connection arriving 21.40, a time more convenient for those staying
in B&Bs or requiring more sleep before the 07.00 start the following day. A third group went to
Ballybrophy for the second train of the day over the full length of the interesting line via Nenagh
(every passenger is subsided by over €760) to Limerick. Then it was a taxi share (as there were no
more trains) to Limerick Junction for the last train to Cork. All in all, an excellent start to the four days.

870] BLS South Wales Signal Box Visits; Day 2, Fri 13 Dec 2019: (See BLN 1344.355) (By Nick Jones)
The first 'port' of call for our 10-strong party was the 1963 :Port Talbot Power Signal Box: (PSB); we
were briefed by Local Operations Manager Craig Edmunds, then visited the Panel Room in two groups.

In its heyday Port Talbot PSB controlled the South Wales Main Line between Llanharan and Pembrey,
including the Swansea District Line and access to the once extensive freight facilities at Margam. It is
now being decommissioned in stages; in Mar 2019 the Swansea area control passed to Wales ROC at
Cardiff. The residual facilities are in three sections and normally worked by three signallers.

[BLN 1348]
The surviving Main Panel covers most of the Swansea District Line, including the complex triangular
junction at Jersey Marine, along with the Burrows Branch and the fringe to Neath & Brecon Junction
(more of which later). It also signals the triangular junction at Hendy/Morlais. It is a traditional British
Rail Western Region 'Turn-Push' NX (Entrance Exit) panel. To set a route the signaller turns an entrance
switch and presses the appropriate exit button. This design was once common throughout the Western
Region but only a handful now survive. Happily however, the decommissioned Swindon Panel is
preserved in working order at Didcot Railway Centre. The smaller Port Talbot West Panel is of the
same design and covers Llanelli, Llandeilo Jn and the access to Trostre Steel Works.

The final area is the eastern part of the main line between Llanharan and Baglan including, of course,
the lines outside the PSB. This area was re-controlled from the original turn-push panel to a Westcad
VDU workstation in 2007 but - perhaps surprisingly - is still operated by a Port Talbot signaller (as
opposed to Wales ROC). This signaller controls access to Margam Knuckle Yard which still sees a dozen
or so freight movements per day, as well as Margam Yard Jn to Port Talbot Docks branch, OOU since
28 Feb 2011 (imported iron ore traffic ceased in 2001) and the Ogmore Vale Extension line to Tondu.

Immediately outside the box was the once busy Oakwood Road level crossing, with barriers controlled
from a pedestal at the west end of the box. The crossing closed after a new station footbridge opened
in 2016 (road traffic had already been diverted via a flyover at the other end of the station). However,
the barrier pedestal remains in place, incongruously presiding over the non-crossing!

At this 'juncture' we visited the 1892 mechanical box at :Neath & Brecon Junction: (N&B). This Great
Western Railway Type 5 box once held a 38 lever frame but there are now just 14 levers. Ironically
N&B Jn is, unusually, one of the few mechanical boxes in the country to have no white (spare) levers!

Access is via the surviving Neath Riverside station platform (CP 15 Oct 1962 except school trains which
were withdrawn from 15 Jun 1964). http://bit.ly/2xsEgHx is a superb colour picture of the station in
passenger days (but not 2010!). The box once controlled a very complex layout but it is now a simple
junction between two single line branches. The Onllwyn branch still has occasional coal trains, mainly
to Immingham Briquetting Works and Scunthorpe steelworks. The Cwmgwrach branch (ex-Vale of
Neath main line to Merthyr via Hirwaun, originally broad gauge) serves the mothballed Unity Drift

mine. The last revenue earning train was the UK Railtour 10 Mar 2018 'Valley of the Witch' (which is
English for 'Cwmgwrach') tour. However, the line remains available for traffic and an occasional track
recorder still visits. The mine is still staffed by a caretaker who carries out basic site maintenance in the
hope that it may one day reopen. Various schemes have been put forward over the years but, with a
Welsh Government moratorium on coal mining for energy generation, hopes now hang on proposals
to produce calcined anthracite (heated to 1,200OC) for some industrial processes such as steel making.

Both branches are operated by One-Train-Working with the staffs kept at Neath & Brecon box.
'Cwmgwrach' is misspelt on its staff (BELOW) - can't get the staff! An acceptance lever controls the
Jersey Marine single line (signalled from Port Talbot PSB) with a traditional block bell for describing
trains. With such steeply graded branches, sand drags are provided north of the junction on both lines.
N&B box itself is well preserved in the GWR style, but the modern plastic door is a little incongruous!

[BLN 1348]
:Pantyffynnon: is one of very few surviving locations with a separately staffed signal box and level
crossing. [Brundall recently ceased to be an example, leaving Whittlesea, and (depending on the
definition) Egginton Junction/Hilton]. Conveniently, our group split into two parties to view these
facilities separately before swapping over. My group started with the crossing keeper based in the
Grade II Listed station building; its 2017 refurbishment won NR a Railway Heritage Trust Conservation
Award. The building is well appointed with a kitchen and 'creature comforts' for the keeper during the
long gaps between trains. The outside has a nice 'VR' Post Box set into the wall, sadly long out of use.

The only signalling equipment (apart from telephone) is a pair of electric release Annett's key locks.
When a train approaches, the keeper receives a call from the signaller and closes the (hand worked)
metal gates. Each gate post holds an Annett's key which can only be removed when the gate is safely
locked across the road. The keeper returns the keys to the station building and secures them into the
electric locks. This releases the signal box barrier lever which allows the protecting signal to be cleared.

Originally Pantyffynnon South, the box is another 1892 GWR Type 5 (as at N&B Jn), but with a more
traditional wooden door! The GWR lever frame is divided into two parts (levers 1-23 and 37-48) and
still controls a good number of semaphores at Pantyffynnon itself. Lever Number 1 is the Acceptance
Lever for trains over the single line to Hendy Jn (signalled by Port Talbot PSB). In theory these trains
are described using a block bell and tapper, but in practice the telephone was in use because of a fault.

The box contains a single Key Token instrument for the Llandeilo single line section. At Pantyffynnon
tokens are handed to/collected from the driver by the signaller directly. At the other passing loops
along the line to Craven Arms (exclusive), drivers themselves obtain and remove tablets from the
instruments, under supervision of the signaller. Unlike on the Treherbert line, visited the previous day,
drivers only need the signaller's verbal permission and there is no electromechanical 'release'.

The centre of the frame is taken up with the impressive telephone concentrator and a representation
of the line to Craven Arms. In addition to driver communications during the token exchanges, the
concentrator supports the large number of user-worked level crossings along the line.

Last, but not least of the signaller's duties, is working of the Gwaun-Cae-Gurwen (known locally as
'GCG') branch. This operates under One Train Working arrangements and the staff is kept in the box
and issued direct to drivers. GCG opencast mine has closed and traffic is just occasional workings to
Onllwyn for washing, removing stockpiled coal. Ironically, there had been a train the previous day!

The day's final visit was the 1884 GWR :Tondu: box formerly 'Tondu Middle' illustrating the complexity
and importance of the junction in its heyday. In theory the box still controls a complex layout, a 4-way
junction with loops on three of the four lines. However, in practice none of the loops had been used
for over a year, and the Ogmore Vale Extension to Margam is under a semi-permanent T3 possession.

The Bridgend single line is worked by Track Circuit Block with acceptance lever, while at the northern
end of the box is the Electric Key Token (EKT) instrument for the Maesteg branch. The instrument itself
looks very modern although it was speculated that it might only be the outer covering that is new.
The Margam line EKT looks more traditional. These tokens are coloured green (with red for Maesteg).
The different colours give an extra level of protection against drivers leaving with the wrong token. At
the Margam end of the 'green' section, the EKT instrument is in a lineside cabinet. With the line under
possession most of the time, one token is in the custody of the Person in Charge of Possession.

The box retains the 'Tondu - Blaengarw' single-line staff although the Garw Loops are officially worked
as sidings (as opposed to a staff section). The staff is needed by drivers using these loops to run round,
because the key on the end of the staff releases the ground frame at the eastern end of the loops.

Looking ahead, it is desirable to keep the Margam - Bridgend diversionary route for freight (once used
by HSTs!) when the main line is shut but the complex Tondu infrastructure is expensive to maintain.

A suggestion under consideration is removing Garw and Llynfi loops, but provide an advanced starting
signal for the Maesteg branch, north of the existing Starter 57. This would allow (top & tailed) freight
to reverse on the (Llynfi) Main Line while a passenger train occupies the Maesteg token section.

A huge thank you to Barney Clark for organising the two days of fascinating visits. Participants donated
£200 to Tŷ Hafan Children's Hospice, Sully and £300 to the Railway Mission as a 'thank you' to NR staff.

ABOVE: The new Port Talbot Parkway London end mega-footbridge. BELOW: Turn-Push controls on
Port Talbot panel are showing their age. (Unless mentioned, all pictures Nick Jones, Fri 13 Dec 2019.)

BELOW: Port Talbot Signal Box is on the Down side of the

e South Wales Main Line - here viewed from the Up side.





PREVIOUS PAGE ABOVE: The non-crossing controls with a nice view of Po

ort Talbot Parkway station, the Down Relief is left and Up relief far right.

BELOW: The Jersey Marine triangle section of the main panel

l, the Neath & Brecon single track line is bottom left of centre.

BELOW: The Hendy triangle end of Port Talbot main pane

el, the single track bottom right is the Central Wales Line.

BELOW: Margam Knuckle Yard - the Ogmore Vale Extension G

Goods line to Tondu is bottom left and under aT3 possession.

BELOW: What time is the next train to Brecon, chaps? Looking at the track
aficionados on Neath Riverside station platform with Neath & Brecon Jun

k there hasn't been a train recently. A 'boxful' (collective noun) of signalling
nction signal box. The South Wales Main line is on the overbridge behind.

ABOVE: The loop taken from Neath Riverside platform, looking southwest (it was once double track)
BELOW: Some detail from Neath & Brecon Junction Signal Box diagram.

BELOW: Most unusually there is not a white lever (spare) in sight here.
NEXT PAGE BELOW: The single line staffs for the two branches.



ABOVE: Neath & Brecon Jn - taken from the brake van of a Jersey Marine to Craig-y-nos quarry freight
on 12 Apr 1973. The other Neath Riverside platform is right. (This page both Ian Mortimer.)

BELOW: Pantyffynnon with more sidings; a coal train from Betws drift mine - off the GCG branch.
The mine opened in Feb 1978, finally closing in Jul 2003 - BLN is a mine of information. (7 Mar 1988.)

BELOW: From Pantyffynnon station looking south, the train has just left for Swansea. The GCG branch
trails in from the left and the facing connection beyond is the Up (Wernos) Washery Siding.

ABOVE: Pantyffynnon looking north towards Llandeilo with the manual gates beyond. Note the
remains of the other platform; it was once double track from Swansea Victoria (BELOW).





PREVIOUS PAGE: The two sections of the frame in use with the Centra
BELOW: The impressive Central Wales Line telephone concentra

al Wales line desk between them. The GCG branch staff is bottom left.
ator desk; middle top is Llandeilo loop, bottom right is Knighton.

.

.

BELOW: Tondu the red light, bottom right, is a ghost tra

ain - the Margam line is actually under a T3 possession.

BELOW: A train to Maesteg, with Llynfi Goods Loop alongside and Garw L