BELOW: (Item 388) Fearn, the remains of a goods loading dock with the inevitable silver birch trees in the former goods yard. The track is in situ with a short section of rail visible. (All Nick Jones, 13 Jan 2023.)
BELOW: (Item 388) Fro (two are on Quail 1 p
om Fearn platform, looking southwest towards Inverness, old sidings far left. ... p13D May 1987). INSET: Another old buffer stop lurking in the undergrowth. ….
BELOW: (Item 387) A drab day in Dingwall, a train from Inverness
s passes the refettled Down Refuge Siding on the approach to P1.
BELOW: (Item 387) A train to Inverness departing from Dingwal
l P2, with the siding on the right. (Both Nick Jones, 13 Jan 2023.)
390] Carstairs: (BLN 1409.2309) ABOVE: Plans by Martyn Brailsford. Remodelling and resignalling is in three phases. ❶From 20 Mar Carstairs South Jn is renewed and resignalled, with some line speed increases. Of greatest passenger significance, the enhanced permissible of 125mph will be extended on the Down line from 71m 11ch (north of Leggatfoot) to 72m 76ch (south of Carstairs South Jn). ❷Track alterations on the Down side at Carstairs station are to be commissioned on 24 Apr 2023. The Up and Down Main lines are realigned southwards and the Down Passenger Loop relocated west of the station. 100mph will be allowed on the Main lines, with a 110mph enhanced permissible speed on the Up Main. ❸The new Down Platform and Up Platform lines, together with the Up Passenger Loop and the Carstairs Chord (to Carstairs East Jn), all come into use on 30 May 2023. These lines all have bidirectional signalling. Trains between Edinburgh and Glasgow using the Carstairs Chord and Up Passenger Loop will be able to pass at 40 mph, rather than 15 mph via the Carstairs Curve. 391] Port Glasgow: £5M of 'Access for All' work starts in Feb including a new footbridge with lifts. 392] Inverness Airport: (BLN 1415.144) The new two 160m platform station (136m 43ch) between 136m 859yd and 136m 1,306yd from Perth via Grantown-on-Spey (if only!) 'entered service' on Fri 3 Feb 2023. ScotRail originally showed trains calling from Thur 2 Feb and even sold tickets online. Unstaffed, the station has a footbridge with lifts, two ticket machines and a 68-space free car park. Realtime Trains shows that all trains use P1 except SuX 09.46 Inverness to Elgin and 13.41 Aberdeen to Inverness. The first may only use P2 (and could use P1 as both are bidirectional) when the Royal Scotsman train is running but the second has to cross an Inverness to Aberdeen passenger service. Service bus 11 between Inverness and the airport has been diverted to run via the new station. It is £1.80 from the station to the airport and takes 5 min. This is 50% of the time the train takes from Inverness to Inverness Airport station. The single train fare, £5.20; Railcard £3.40 compares well with the bus single fare of £5 from Inverness. Route 11 takes 39 min from Inverness to the Airport
393] Barrhead Electrification: (BLN 1416.261) OHLE is complete from Muirhouse Central Jn to Haggs Road (B769) underbridge, between Crossmyloof and Pollokshaws West. Since 16 Jan, the first 190 yd has been live (reducing the risk of it being stolen!), with a neutral section and earth bonds north of Nithsdale Road, Strathbungo protecting the electrification workforce. Most masts are erected to Barrhead but with gaps at stations and awkward structures, such as Pollokshaws Viaduct and the rock faced cutting at Priesthill & Darnley. The new Nithsdale Road overbridge opened to road traffic during the evening of 20 Jan, ten days later than originally planned. The road had been closed since 2 May 2022. Network Rail has offered the dismantled Strathbungo footbridge for sale. It appears that prospective purchasers' plans for the bridge, a listed building, count for more than the price offered. 394]Strathbungo Footbridge 1877 ABOVE- 2023; Strathbungo's much-loved railway footbridge passed away at 2am on 9 Jan 2023 at the grand old age of 146. She was carried gracefully to heaven by a giant lifting crane. She saw great service to the people of Strathbungo during her long life. As a youth, she helped many a Victorian gentleman down to the platforms of Strathbungo station as they headed to their office in town and back up on their return home for their supper. The footbridge was a bit of a late developer, however; it was only on closure of the station in 1962 at the age of 85 that she discovered her true purpose in life. She was rebuilt, the steps down to the platforms being reused to allow her to reach Darnley Road for the first time. She was honoured with a 'C' listing award in 1995. She underwent extensive surgery and rehabilitation in 2018 at great expense but sadly her days were numbered. She lost her lifelong friend Susie last year and never really recovered from the shock. She also suffered from that classic West of Scotland condition - she wasn’t tall enough. She will be fondly remembered by children of all ages for her ability to extract a friendly toot from any passing train but less so for her wicked sense of humour - she loved to send pedestrians flying down her steps when the temperature dropped below freezing. The final destination of the bridge remains to be determined, while a replacement is due to be built later in the year. (Obituary written by The Strathbungo Society.) https://tinyurl.com/yx736w9u has the accompanying photos and a short video. (See next page also…) 395] No peaks in Scotland: (BLN 1415.15) On 17 Jan Michael Matheson, Cabinet Secretary for Net Zero, Energy and Transport, told the Scottish Parliament's NZE&T Committee that the experimental scrapping of peak fares on ScotRail for six months from Apr would be confined to certain routes only. However, subsequently this was described as a 'mis-speak' and it seems it will apply to all routes. Your NW Regional Editor hopes it will apply to Rovers and Rangers etc! It will be interesting to see if Lockerbie and Reston (both managed by ScotRail without ScotRail services) will benefit and any effect on non-ScotRail services within Scotland, also cross-border to Berwick and Carlisle (split ticketing etc). 396] Edinburgh Trams: A signalling and traffic lights fault at Haymarket stop resulted in trams from the Airport turning back in the loop with a low platform at Haymarket Yards, where passengers could alight and board (doing the facing crossover on departure) on 17 Jan for about three hours from 07.00. It was also in passenger use early morning 22 Jan because a vehicle was blocking the tracks. The low platform was installed in 2019 and there were passenger turnbacks on 16 Jul 2021 for OHLE problems. (BLN 1416.259) The works - connecting the extension OHLE to the present line - due to take place from Mon 23 to Sun 29 Jan were rescheduled to fit with others taking place in the area. They will be taking place from Mon 13 until Sun 19 Feb with passenger turnbacks at West End (crossover on departure)..
[BLN BELOW: Impression of the new footbridge with lifts at Port Glas
1417] sgow (with an impression of a train from Glasgow Central). (NR)
BELOW: (Item 393) Newly installed OHLE at Crossmyloof; th
e DMU is for Glasgow Central. (Greg Beecroft, 25 Jan 2023.)
ABOVE: (Item 397) An open goal … view from Great Western Road Tunnel towards the site of Kelvin Bridge station. (9 Oct 1977, Greg Beecroft.) BELOW: The boarded up Stobcross Junction signal box circa 1972. (Original photographer unknown but reproduced with permission.)
397] Glasgow Central Low Level line: The photos dated 15 Sep 2022 in the E-BLN 1409.2312 Kelvin Bridge article showed gates blocking off the tunnels each end of the station site. It was not always like this. After closure and for some years it was possible to walk through the tunnels unhindered before much of the line was reborn as the Argyle Line in 1979. The Glasgow University Railway Society made two such visits in Nov 1968 and Feb 1972. The first walk went from Glasgow Green to Crow Road via Glasgow Central Low Level. The tunnels were generally dry and the group were accompanied by a BR Civil Engineers staff member. The tunnels were prone to flooding at times, notably in Dec 1994 on the reopened section when the River Kelvin burst its banks, resulting in a line closure of over nine months. The second visit started at Kirklee station and went initially via Kelvinbridge and Stobcross. On this occasion, the party was on its own without any BR guidance. The conditions again were generally good and many underground structures were intact. At Botanic Gardens station (CP 6 Feb 1939), platforms were extant (and still are), although the surface building was destroyed by fire in Mar 1970. It was in use as a café and nightclub at the time. About 100 yards of flooding was encountered at Stobcross but this was not serious. The group was equipped to walk through flooded tunnels! The party continued on to Glasgow Central Low Level, where it was hoped to make an exit. Unfortunately, there was a locked gate on the route up from the platforms barring the way. There was a lot of spirited shouting but no one came; so it was decided to carry on to Glasgow Green where the first walk had started. When Glasgow Green was reached, it was discovered that the station buildings had been burnt out and the access was bricked up. The party therefore had to continue to Bridgeton Cross station! That section had not been covered in the 1968 visit as it reportedly was two feet deep in sewage then. Fortunately, no problems were encountered and everyone was rather relieved to escape back into the Glasgow streets at Bridgeton Cross. It had been a very interesting morning but no one was keen to stay any longer in the derelict tunnels. Of course, such a walk would be impossible today even without the metal gates. The reintroduction of an intensive electric service between Rutherglen and Stobcross (now Exhibition Centre) as part of the Argyle Line in 1979 was a very positive move, vastly increasing the variety of suburban rail journeys possible in Glasgow. The line through Kelvin Bridge to Maryhill Central sadly still moulders away, with some built over at and north of Kirklee station but who knows what use might be found for it one day? [The trackbed was safeguarded for some years and the initial redevelopment of the Maryhill Central station site made provision for reinstatement of the railway through the basement. At length it was decided that the line was most unlikely to reopen and it was considered preferable to use the derelict land at Kirklee for housing - Scottish Editor.] 398] Galloway Galloper: (BLN 1416.283) A member on this 12 Feb 2011 Pathfinder tour confirms that it ran to the NR boundary (52m 70ch) at Waterside (Dunaskin) and not to Chalmerston Opencast pad. 399] Ladybank: The station clock, dating from 1847, has been renovated and reinstated by James Ritchie Clocks. It is timber cased and wall mounted inside the main building, but with a second face displayed on the platform. The Railway Heritage Trust contributed to the cost. Will it be on TikTok? 400] Class 153: (BLN 1381.1996) It is intended to run Class 153 DMUs, adapted for skiers and cyclists, to Mallaig, as well as Oban, from March. Staff training for Fort William and Mallaig crews started on 23 Jan, with a Class 153 shuttling between Fort William and Tulloch. It is still desired to operate Class 153 trains to Kyle of Lochalsh and the Far North line but this is not as easy as on the West Highland. The Class 153 is somewhat different from the class 158 units based at Inverness, so will be maintained at Corkerhill, where the West Highland units are allocated. Special ECS moves will be required, as Class 153s have a maximum speed of 75mph, but Glasgow to Inverness DMUs run at up to 90mph. The lower maximum speed and poorer acceleration will have some impact on Far North services but it is only between Forsinard and Altnabreac that speeds of over 75mph are permitted. The maximum on the Kyle line (where trains carry a lot of bikes) is 45 mph and, for much of the way, lower than that. …….. 1417 WALES & THE MARCHES (Chris Parker) [email protected] 401] Brakevan Memories of Mar 1973 by Martin Connop Price Part 2; Aber Jn to Dowlais and Radyr: (BLN 1416.281) Since 6 May 1968 the two platformed Aber Junction Halt has simply been named 'Aber' and in 2023 it is now far from obvious that in this vicinity there was once a significant junction.
Similarly, there is now no clear evidence of the former single track branch railway from Aber Jn (see map) to Abertridwr and Senghenydd, or of Energlyn South Jn just after where connection was once made with the Barry Railway's aforementioned audacious extension into the Rhymney Valley. A century ago, this development boldly bridged the Senghenydd branch and then the Rhymney Valley in the hope of tapping into the Brecon & Merthyr Railway's mineral traffic by way of the huge but short lived Llanbradach Viaduct (OG 2 Jan 1905; CG/CA 4 May 1925 and legally abandoned by Act of 4 Aug 1926, demolished 1937 although sidings were retained each end at Energlyn and Duffryn Isaf). Considering the immense cost of construction, this line saw surprisingly few trains and no advertised passenger traffic except seasonal excursions to Barry Island but crossing the valley by it must have been quite a memorable experience. BELOW: 1913 map; the line from Taffs Well is bottom left with the Barry Railway Rhymney Branch (marked) passing over it. Top centre is Llanbradach station on the modern Rhymney branch, bottom right corner it runs through Caerphilly Tunnel to Cardiff Queen St. The 'HALT' northwest of Caerphilly was Beddau Halt, after 17 Sep 1926 Aber Junction Halt, now Aber. Heading north to Llanbradach/Rhymney was Beddau Branch Jn (as then), where the line from Taffs Well trails in left; 2ch later Aber Jn followed where the Senghenydd branch goes off northwest. Next is Energlyn South Jn for the connecting Barry Railway mineral line to its Rhymney Branch, which it joins at Energlyn North Jn. The Barry Railway then crosses over the Rhymney line by Llanbradach Viaduct marked as 'Viaduct' to finally join the Brecon & Merthyr line towards Merthyr at Barry Jn (top centre). The two parts of the Brecon & Merthyr (off right) joined up just before Machen for Newport.
Soon we passed through Llanbradach station, with its staggered platforms and unexpectedly tall signal box. The large Llanbradach Colliery was just north of the station on the west side of the line and, although closed 29 Dec 1961, numerous decaying buildings remained. Passing this spot in 1964, I had been pleased to see an old RR somersault signal still standing in the cramped rusted colliery sidings. The railway at Llanbradach was surprisingly level, running on a ledge on the western side of the valley. Just beyond the closed colliery it began a gradual climb, with the double track Rhymney line swinging to right and left along the hillside. Under a darkening sky, D6932 soon slowed as the distinctive Ystrad Mynach South Signal Box came into view, perched up on the bank above the western side of the line. While the Rhymney main line curved right to pass through Ystrad Mynach station (again staggered platforms, something of a RR speciality), we were signalled to turn left, onto the spur (also with platforms) leading up onto the former Pontypool Road to Neath line. As in several places in South Wales, the preferred names for particular locations could confuse in this vicinity. A mineral branch running due north from Ystrad Mynach to Penallta Colliery was known as the Cylla Branch, while what was often referred to as the 'Penallta Branch' was one and the same as the spur which lifted our train up to meet the Neath line at Penalltau (sic) Jn. Before our train reached Penalltau Jn and the late lamented line across the valleys from Pontypool Road, we came to a set of points at Tredomen Siding. This (near Tredomen station, see TRACKmaps 3 p26B 2018) was the site of a then busy NCB (National Coal Board) Engineering Works and we were required to stop here to deliver a mineral wagon and a couple of vans. Rather to my surprise, this involved stopping on the gradient, before our youthful guard screwed down the brake in the van. Another railwayman then appeared from the direction of the works and then with the guard set about pinning down most, if not all, of the wagon brakes. Once both men were satisfied, they set about uncoupling the vans and the wagon from the rest of the train. A signal was given to the driver and the loco moved forward slowly with the detached vehicles to be left, while the rest of the train stayed on the running line. After clearing the points, the loco reversed, and propelled the wagons into NCB Tredomen. As soon as they were stabled safely, D6932 emerged again, and reversed back onto our train. After coupling up, the wagon brakes still had to be released, a procedure which took a few more minutes. Eventually we were ready, the driver opened up D6932, and the train lurched forward. As a driver he was quite competent but his driving style had the delicacy of an elephant in an egg factory, although - to be fair - he wasn't working with eggs! Light rain fell as we passed Penalltau Jn and, at a moderate pace, headed for Nelson & Llancaiach, once a busy station on the former Pontypool Road to Neath route. As we were approaching the deserted platforms, some disturbed ground on the south side of the line marked the site of the long - abandoned TVR branch from Pontypridd (CA at this end in 1932). While contemplating this sad scene, once again the train shuddered to a halt, with the brakevan well short of the platforms. There was something about Nelson & Llancaiach which made arrival by rail (from any direction) feel like a minor achievement. The distance from Pontypool Road was only about 13½ miles but anyone making that journey had already traversed three or four valleys to reach Nelson. Similarly, our train from Radyr had done little more than ten miles, but after the pause at Tredomen it seemed much further. Even then we were stationary outside the bare platforms of Nelson & Llancaiach for fully ten minutes, waiting for a southbound coal train to use the passing loop which ran around the back of the island platform. In due course another English Electric diesel, D6925 (later 37225), came into view heading a heavily laden coal train, trundled through the loop and continued towards Ystrad Mynach. This allowed us to move forward again, past the abandoned platforms, and over the points taking the remnants of the Neath line away to Treharris (Deep Navigation Colliery) and Taff Merthyr Colliery, the latter in the valley about two miles to the north. In this vicinity our route passed above the small village of Trelewis, which in former times had the unlikely distinction of being served by two stopping places - Trelewis Platform on our line, and Trelewis Halt, on the Treharris and Neath route. We were now on the Taff Bargoed branch, once a GWR & RR Joint line. It was authorised in 1867 with the intention of aiding the movement of imported iron ore up to the Dowlais Ironworks (at Merthyr), at that time one of the largest such works in the world. There were delays in construction and, when
the line eventually opened on 2 Feb 1876, the emphasis was always upon freight. As a consequence, the passenger service had never been frequent and, even at the time of closure on 19 Jun 1964, it amounted to no more than about five trains a day, weekdays only. Even so the sheer volume of freight traffic had required the line to be built as double track. The first stopping place, Trelewis Platform, was therefore provided with two platforms, as was the next, Taff Merthyr Colliery Halt (unadvertised) where the two rather ramshackle timber structures had been sited on the hillside overlooking the mine. (For commercial purposes, the colliery was served by a branch at a lower level running from a junction near Trelewis Halt on the GWR line to Neath.) Soon after, the line passed the old Gilfach Main Quarry and began a climb at 1 in 42 for the next three miles to Bedlinog. Such a gradient was bound to make the engine work hard. In steam days most trains had been worked by sturdy 56xx 0-6-2 tank locos, or occasionally a heavier 42xx 2-8-0 tank, producing some quite dramatic smoke effects. Now in 1973, D6932 was also working hard, emitting the characteristic English Electric growl, and as we approached Bedlinog the guard told me to leave the veranda and move inside the brakevan. When I asked 'What's the problem?' he replied 'Wait and see'. We duly passed under a road bridge and ran through the remnants of Bedlinog station, littered with old bricks, slates, bottles and other rubbish. A moment later there was a crash on the roof, followed by many more. The train was a target for local lads lobbing broken bricks! The bombardment continued until we had passed the next overbridge, just before the site of the abandoned junction with a short branch which had once run east into Bedlinog Colliery (closed in 1924). The guard looked at me again, and simply said 'See? That's why we have iron mesh across the veranda. There's not much to do in Bedlinog; when they hear the train approaching - well, it provides some entertainment'. Plainly being a goods guard in this area had its hazards - and one or two had little to do with the railway. The former junction with the Bedlinog Colliery branch had faced north, so coal trains heading to the coast had to make a reversal before setting off to the south. Accordingly, opposite that junction there had been quite an extensive goods yard, designed in part to allow coal trains to change direction. Between Bedlinog station and this goods yard the gradient eased slightly but now it steepened to 1:40 for fully three miles. This climb lifted the line out of the Taff Bargoed valley towards the summit of the branch at Cwmbargoed, over 1,200 ft above sea level. The countryside became increasingly desolate and by the time we reached Cwmbargoed the windswept moorland was quite devoid of trees. The train stopped at Cwmbargoed for about half an hour, primarily to deliver a string of empty coal wagons. The train crew took the chance to take what was sometimes referred to on the railway as a 'physical needs break'-time for a brew, a snack and any other forms of necessary relief. Unfortunately, spasmodic rain had turned into a steady drizzle discouraging much exploration of the site but, listening to the railwaymen, I did learn something of local issues. Evidently someone in London had suggested that the second man on diesel locos was superfluous. The idea was not at all welcome. The second man turned to me as the visitor to seek my agreement. 'You saw what we had to do at Tredomen. The guard often needs our help'. It seemed unnecessary to point out that most of the help had been provided by another railwayman who had met us there but the guard agreed anyway, saying 'Fair do's!' I think the guard's name was Glyn but it had soon become clear that his favourite catch phrase, deployed in all manner of circumstances, was 'Fair do's!' His appropriate Welsh nickname was obvious! Between Cwmbargoed and Dowlais almost everything had been touched in some way by the work of the Dowlais Iron Company (who had also owned Bedlinog and other collieries in the area). Indeed, under an agreement of 1872, locomotives of the GWR and of the RR were allowed to run over portions of the Iron Company's private track, including the line down to the Ivor works in Dowlais and a line to their pit at Fochriw. In due course the Taff Bargoed had their own short branch to this colliery from Cwmbargoed and, as we traversed it, we passed the remains of Penydarren Pits Platform, a halt used until about 1955 ('at least 1954' according to Quick) by the Penydarren miners who extracted coal for the ironworks. It so happened that 1973 was a significant year in the history of the works. Although ironmaking had ended as early as 1930, the business had continued as 'Dowlais Foundry & Engineering', producing specialised castings and other products, under the ownership of GKN (Guest Keen & Nettlefolds). In 1973, though, a remarkable deal was done with the nationalised (original)
British Steel Corporation (BSC) whereby the Dowlais works, together with a sizeable cash sum (variously said to be £20M or £30M), was handed over to BSC in return for the previously nationalised Brymbo steelworks, near Wrexham. No doubt the arrangement looked good in 1973 but it did not last. Dowlais works closed in 1987 and even the modernised GKN works at Brymbo closed in 1990. The railway was on a falling gradient beyond Cwmbargoed and, after passing the old miners' platform at Penydarren, we curved north around the hillside to a view over Merthyr Tydfil and the valley of the Taff. However, the landscape in the immediate vicinity had been laid waste by industrial activity, leaving spoil heaps and sludge ponds and all manner of other detritus. Indeed, under lowering black clouds it was a scene of almost apocalyptic devastation, worse than anything I had observed on other occasions at, say, Consett in County Durham, or at Dalmellington in Ayrshire. Such a location was quite disorientating and I regret to say I cannot say now precisely where this trip terminated. We may have come to a stand about half a mile short of the former passenger terminus at Dowlais Cae Harris. More likely, we may have dropped further down the hillside towards the former coke ovens site at what was often referred to as Dowlais Furnace Tops, from the very memorably named Zig-Zag Lines Jn - a reminder that in the heyday of the ironworks a private line involving several reversals zig-zagged down the hillside through different parts of the Dowlais works. Wherever it was, we came to a halt in drab, rain soaked sidings containing an assortment of rusting wagons. A beauty spot it was not! BELOW: 2½'' to the mile (1948), the town of Merthyr is to the west; Cwmbargoed (present branch end of line) is bottom right corner. The Zig-Zag lines down the hillside are evident. The passenger terminus Dowlais Cae Harris is the lower 'Sta', southeast of the A465 level crossing, above the 's' in 'Caeharris'.
One very poor photograph suggests that here we detached a flat wagon and attached two or three others, each carrying a massive casting. My main memory is of cold, driving rain and a strong desire to be under cover! It so happened that by now I was well enough acquainted with the driver for him to invite me up into the loco cab for the ride back to Cwmbargoed. As soon as the train was assembled, we were away, and during the next ten minutes I was listening to assorted expletives as he struggled to get a good grip on the adverse gradient. He was a decent enough railwayman but abrupt - rather like his driving style! By now the light was deteriorating, and the weather worsening, with low cloud hanging above the spoil heaps. Before returning to the brakevan at Cwmbargoed, I asked if he would be able to drop me off on the platform at Taffs Well, rather than take me back into Radyr Yard. It seemed likely to be the simplest (and driest) way to get back onto a passenger train into Cardiff. There is little to add about our return journey. Before Bedlinog the guard again told me to take cover but this time only one solitary missile bounced off the roof of the brakevan. We cruised through Nelson & Llancaiach without interruption and we were only halted - briefly - at Ystrad Mynach South, while a Rhymney valley passenger service took priority. By the time we reached Taffs Well, it was almost dusk, but the driver was as good as his word, slowing down to let me drop down onto the platform. I shouted my thanks to him and to Glyn 'Fair do's!' and for the next ten minutes or so took shelter in the covered waiting area. Soon a DMU appeared and departed for Cardiff. On the approach to the next station - Radyr - we passed D6932, with train, waiting for our train to pass so they could return to Radyr Yard. First published in the Welsh Railways Research Circle Archive, Vol 7, No 4, Nov 2021. Adapted for BLN by kind permission of the Author (to be concluded). 402] Cardiff Bay: (BLN 1416.271) The upgrade is to receive £50M from the Westminster Government's Levelling Up Fund, specifically for the direct link to Cardiff Central. The announcement implies that this comprises Cardiff Crossrail, of which project (BLN 1332.1855) it is in fact only a small part. 403] Dolgarrog: (BLN 1416.277) The previous report may have been a little optimistic. A further visit by two Railway Ramblers members on 22 Jan to the west (village) side of the footbridge revealed that the new raised pathway only extends halfway across; the western half is still work in progress. Scaffolding is now visible along the whole of the underside. 404] Central Wales line: (BLNs 1415.150 & 1416.268) Tony Cooke's track diagrams also states that the singling of Llandrindod Wells (as then) crossing to the station took effect from 11 Dec 1955, when the station (No 2) signal box closed; N o 1 box was then, or later, renamed Llandrindod Wells Crossing. However, sidings on the Down (east) side of the Single (former Down) line were retained, which were accessible at either end: at N o 1 box and at a new (11 Dec 1955) ground frame north of the remaining platform. With the appearance of 'double track', it was not a second running line. These sidings were OOU by 1 Jul 1968. From 21 Jun 1964 Llanbister Road - Penybont Jn was singled using the former Up line, though Llanbister Road didn't officially CG until 28 Sep 1964 when it was unstaffed and 26ch of the Down line at that end was retained as a siding until 3 Oct 1965 when the signal box closed. Between Llanbister Road and Penybont Jn on Sun 26 Sep 1965 the then single track was slewed from the Up to the Down platform at Dolau, with the level crossing as the village is that side of the line. Then Penybont Station - Llandrindod Wells N o 1/Crossing box was singled over the same weekend as the Craven Arms - Knighton section (11-12 Dec 1965), using the former Up line throughout. Probably according to an operating notice, Dolau gate box was to be abolished between 20 Oct and 2 Nov 1975, during which period the gates and signals were to be taken OOU. BLN 289 of 7 Jan 1976 reports that the level crossing gates were indeed removed on Mon 20 Oct 1975, when the crossing was converted to open status protected by road signals, and trains were restricted to 10mph over it. Meanwhile, on Thur 26 Jan 2023, Llanwrtyd to Llandeilo was blocked at 09.38 due to river scouring of an embankment at 25m 71½ch, just the Llandovery side of Llanwrda station, immediately south of the similar occurrence in Nov 2022 (BLN 1413.2818). The last train to pass was the 05.22 Shrewsbury to Swansea. Services couldn't operate between Llanwrtyd and Llandovery due to timetabling constraints and the route knowledge of Shrewsbury crews. The line reopened for start of service on Mon 30 Jan.
[BLN 1417] BELOW: (Item 403) Refurbished path from Dolgarrog village to the station, ahead it is partly on the trackbed of the standard gauge aluminium works branch, that line used the same bridge ahead. (Bill Clarke, 11 Jan 2023.)
BELOW & NEXT: Work in progress on the footbridge (a former railway b
bridge) at Dolgarrog (station off right below). (Bill Clarke, 22 Jan 2023.)
405] Shrewsbury: ❶On Sat 14 Jan, the River Severn in flood peaked not far below the level at which rail traffic across the viaduct under the station's south end would have to be stopped (BLN 1396.688). Ironically, unrelated to flooding, trains at its north end (to/from Chester and Crewe) ceased to run after the arrival of the 16.48 from Holyhead via Wrexham at 19.26. The signaller originally rostered for Crewe Junction box from 18.00 was absent through illness. A replacement was available but only until 20.00 and in practice the box closed at 19.30, reopening from start of service the following day. This once again illustrates the difficulties in manning 'traditional' boxes as referred to by Dave Leeming (BLN 1415.64). Replacement buses were sourced and ran to/from Chester and Crewe. On arrival of one of them at Gobowen, your Reg Ed observed the signaller, on duty but with nothing to do, enjoying a smoke on the balcony (Dim Ysmygu applies inside the box, of course). The only rail service operated on either line was the scheduled 19.50 Wrexham General to Chester. Meanwhile the floods caused no long term disruption on any part of TfW's network; preventative work done in recent years seems to have greatly helped! ❷That day it was noted that NR seems to have reached a compromise over the rationalisation of Coton Hill Sidings (BLN 1372.768). Siding 2 is disconnected both ends and N o 3 at the north end; 1&4 are intact. Removed turnouts etc are dumped alongside. (TRACKmaps 3 P31A 2018 is years out of date, hint, hint. Road 3 is actually Road 1, then, moving away from the main line, are Roads 2, 3 & 4 with a 'Tarmac Loading Pad', where the 'Coton Hill South' label is). The sidings are used for loading aggregates from Bayston Hill quarry, once rail served, also stabling excursions and Avanti ECS. 406] Aberthaw Cement Works: (BLN 1396.687) The last outward cement train of three wagons left for Westbury on Mon 21 Dec 2020 (BLN 1368.11). The PCA (pressurised Powdered Cement, Airbraked) wagons stored in the sidings here since were cut up on site in or around Sep 2022. 'Cut' may not be quite the right word as some of them contained roughly five tonnes of hardened cement! 407] South Wales Metro: (BLN 1416.270) According to a press release (hence the lack of detail) 250 masts and over 6.5km of overhead wires for the OHLE were erected over Christmas. A new footbridge at Cwmcynon, north of Penrhiwceiber, to replace this rather flimsy looking but interesting looking one http://bit.ly/3XDNcki (it is not listed in NR's bridge register). At Queen Street two crossings were also installed beneath the tracks and a 'new signalling system' tested - see next item. 408] Core Valley Lines (CVL): TfW Infrastructure has requested a possession of the entire CVL system, including Cwmbargoed, Leckwith Loop and all lines to Grangetown, from 00.30 Sun 16 Apr until 05.00 Mon 15 May 2023 overall; individual sections are not blocked for the entire period. The major planned blockages (passenger lines beyond a single weekend): Aberdare - Pontypridd 16 Apr 00.30 to 29 Apr 00.30 & 13 May 05.00 to 15 May 05.00; Merthyr/Aberdare/Treherbert - Radyr 1 May 04.34 until 13 May 05.00. The response is awaited with interest. A shorter blockage (but of note) is that, between 00.30 to 12.30 Sun 30 Apr (and 23.25 to 04.35 Mon 1 Apr), no trains operate between: Grangetown/ Rhymney/Merthyr Tydfil/Aberdare/Treherbert to Cardiff Central P4-8 (incl) for 'CVL Commissioning'. This is signalling and Control migration to Taffs Well from Cardiff Wales ROC and Radyr/Abercynon boxes technically signal commissioning. Cardiff to Ebbw Vale is the only local service unaffected. 409] Newport: (BLN 1123.918) Based on descriptions by keyboard warriors social media users, the entrance building, opened 13 Sep 2010, is the world's third ugliest building in a survey conducted by Buildworld, a Leicestershire building materials firm. The short list had buildings from around the world, often said to be displeasing to the eye, predominantly the US and UK, but no others in Wales. It was only beaten by the Scottish Parliament Building in Edinburgh and the J Edgar Hoover Building in Washington DC. When it opened, it was criticised for being at the wrong end of the platforms, lack of seating and generally poor design. In 2020 the Rail Delivery Group nominated it for the World Cup of Stations but it was soon knocked out. In 2011 it was nominated for the Carbuncle Cup, awarded for the ugliest building of the year. In defence of all the contenders (Preston (Lancs) station wasn't too far behind). Buildworld pointed out that it's better to be ugly than boring: a dramatically ugly building can spark a passionate 'love to hate' affair. A big, awful building represents a lot of the frustrations that everyday people (and other Twitter users) love to vent about: wealth or wasted public funds, big government or misdirected councils and a world that is tough to navigate or even wilfully hostile.
410] First Class service: (BLN 1415.157) The issues raised by previous correspondents have been addressed to some extent by promotion of First Class Advance Singles and also a £25 upgrade from Standard Class tickets which is sold on trains. As it is currently a bonus if a Mk 4 train actually turns up, the latter option seems infinitely more attractive! There is a PDF of current intended diagrams with e-BLN. First Class includes a range of complimentary refreshments but the meals are charged extra. 411] Training to talk and walk: TfW and Ramblers Cymru (RC) have launched a partnership project to persuade more people to use public transport to access walking routes and help improve their health and wellbeing. 'Train, talk, walk' will encourage people to use local trains to access new family friendly walking routes being created by RC which start and finish from local stations, as distinct from the likes of Rail Rambles http://bit.ly/3ZRC8BE which already does this for more dedicated walkers. Of course, using public transport enables walks to start and finish at different stations, which can add interest. 20 walking routes will be developed; five in south Wales and 15 in the north. Stations include Merthyr Tydfil, Pentre-bach, Cardiff Bay, Aberdare, Heath Low Level (minimal ascent, then), Barry Island, Gwersyllt, Caergwrle, Prestatyn, Rhosneigr, Newtown, Aberystwyth, Llanrwst, Pwllheli, Porthmadog and Criccieth. To coincide with the walks and Visit Wales's Year of the Trails, the partnership project will also deliver a series of introductory guided walks throughout Wales, starting in April. 412] Latest slews from Trefforest Estate: (BLN 1410.2431) The track realignment prior to the station resiting was rescheduled for completion by start of service on 28 Jan. Did it happen this time? 413] Class 197: (BLN 1416.272) A 'launch' took place at Llandudno (it wasn't flooded at the time and no slipway was involved) on Thu 26 Jan. DMU 197007 was named James Bond Happy Valley, the result of a competition involving local schoolchildren. It arrived at P1 from Chester at 10.23, the ceremony starting about 11.30 with Welsh Government Minister Lesley Griffiths and the Chief Executive of TfW in attendance. Afterwards the unit departed for Chester at 14.20, nominally ECS in both directions. 414] Wrexham General: (BLN 1395.542) By 21 Jan the lift and footbridge extension to the Wrexham Central to Bidston line P4 were open again. However, the large puddle of water on the (roofed) footbridge landing was scarcely worthy of Wales' newest city, even if they are fond of leeks in Wales. 415] Now is your chance: http://bit.ly/40cHDeG is a TfW and Cardiff University online survey as to how regular users have experienced, interacted and engaged with rail services in Wales to guide service improvements to directly support passenger's needs. As an incentive, participants can enter a draw with prizes of Love2Shop vouchers. The survey is open until 'March' (exact date not given). 416] Canton depot from the air: (TRACKmaps 3 2018 p.21) http://bit.ly/3WBnGLt six mins of excellent recent drone footage of this large complex, showing, among much else, OHLE for the South Wales Metro being assembled on the Stabling Sidings and a variety of rolling stock including new Class 231 DMUs. For those making a site visit the nearby Riverside Cantonese Restaurant is recommended. 1417 MINOR RAILWAYS (Peter Scott) [email protected] MR20] Revack Railway, Grantown East Station, Highland (MR p28) (BLN 1402.MR106): Sadly, this 7¼" gauge 656 yd long railway, which opened on 2 November 2018, closed on Tuesday 10 January 2023. The following was posted on the owning company's website: We are sad to announce that Grantown East ceased trading at 4pm on Tuesday 10th January 2023. Grantown East has been a personal passion of the owner, Karen Blessington, since the project first started in 2015, so it is a devastating loss to her. Sadly, after a little more than four years trading it has become clear that Grantown East is not financially sustainable. It was expected that the first few years of business would be hard, but Karen was committed to personally financing the business until it could support itself. Unfortunately, Grantown East did not have enough time to firmly establish itself before the global pandemic struck and, as for many other businesses, 2020 and 2021 were very tough years. As 2022 dawned, restrictions eased and business returned to normal, she had hoped again that the business would flourish, but it was not to be and the losses have continued to mount to the point where she can no longer afford to continue. Grantown East would like to thank all its customers for their support over the years and to thank all its staff for their dedicated service. Station redevelopment cost £2.2M (BLN 1316.2402).
MR21] Severn Valley Railway, Shropshire (MR p7): The railway has released plans for the 2023 season and noted that tourist attractions across the UK are being impacted by up to 30% drop in numbers. Measures announced include changes to staff working patterns, a recruitment freeze and voluntary redundancies. While compulsory redundancies have not been ruled out, the Railway says that it is working hard to avoid them. It is also taking steps to save energy across its business. Utility costs are one of the largest expenses for the railway and the railway has asked volunteers to consolidate working patterns to minimise heating and lighting to certain times, with a request for work to be postponed until the summer to save on costs. A mixture of hop-on, hop-off services and excursion style trips will be provided. Services will be concentrated into four days a week, with a mix of steam and diesel services. Both steam and diesel galas will return for 2023, as will the Step Back to the 1940s weekend. Mike Ball, chair of SVR (Holdings) PLC noted: When we planned our programme and budgets for 2022, it was on the basis that we would see a gradual return to 'normal' pre-pandemic levels of activity as the year progressed. This did not happen, and the economic outlook suggests that 2023 may well be worse than 2022. What we believed were temporary changes are going to be longer term ones, and we must adapt in order to survive now and thrive in the future. MR22] Northampton & Lamport Railway, Northamptonshire (MRp7): Regarding BLN1414.MR236, the south extension is from Bridge 11 to Boughton (not Broughton). Elsewhere on the railway, it needs to raise £8,500 to replace rotting timbers on Bridge 13, north of Pitsford & Brampton station. Services have now been suspended over the northern part of the line as a result. The new season starts on Mother's Day, 19 March and a dedicated fundraising page https://bit.ly/3GK4ghD has been set up in a bid to raise the cash required as quickly as possible to avoid disappointing passengers. (£2,635 has been achieved so far.) A spokesman for the railway said: Bridge 13 is a 6-span metal girder bridge on brick piers. It was restored to working order by the line's volunteers in 2000. But 22 years of exposure to the elements has seen some of the large timbers start to deteriorate to a point where safety could become compromised if the bridge remained in use. Despite being predominantly metal, the timbers run lengthways along the bridge beneath the rails securing them to the main assembly. Regular monitoring of the timbers identified two - out of 10 - had suddenly weakened to the point that it was decided no passenger trains could pass over the bridge after the 'Mince Pie Specials' were completed on New Year's Day. Other timbers are starting to approach the end of the useful life. MR23] Alderney Railway, Channel Islands (MR p6): 4wDM 'Elizabeth' (VF D100/DC 2271/1949), the railway's only operational locomotive capable of working a train, unfortunately failed in September 2022. There is oil leaking from the engine pistons and it is unable to haul the two ex-London Transport Northern Line coaches. The Santa train operation was cancelled as a result. Neil Burton, Chairman Alderney Railway, said: We had to stop before the end of the season and now we're consulting with the manufacturer of the engine. The engine was built back in 1949 but the manufacturers are still in existence. And we're waiting for one of their engineers to come over and do an in depth investigation into it. Volunteers have launched an appeal http://bit.ly/3XTnFUb to raise £20,000 to repair the locomotive and allow passenger services to resume. As of 30 January, £7,730 had been raised. MR24] Helston Railway, Cornwall (MR p6): The railway had a very good 2022 season. On the section beyond Truthall Halt owned by the railway, clearance of the trackbed has started with a view to laying some track for stock storage. On 3 November 1962 at 8.45pm the last passenger train departed Helston for Gwinear Road. To mark the 60th anniversary of the event, and reopening of the line from Prospidnick to Truthall, the Helston Railway ran a train which departed from Truthall Halt at 9pm on 3 November 2022, exactly the time the original last train would have passed Truthall 60 years ago. MR25] Dean Forest Railway, Gloucestershire (MR p6) (BLN 1415.MR7): As per PSUL p15, Norchard Low Level platform was used on normal running dates during 2022 for the departure of the first steam and DMU services to Lydney Junction. The final service of the day arrives from Parkend at Norchard High Level platform and then shunts ECS to the Low Level. 2023 timetables have yet to be published, this is expected to continue. 37884 delivered Class 315 EMU 315856 to Lydney Junction from Ilford Depot on 23 December. It was stabled on Lydney Junction East Loop over Christmas & New Year and on 9 January the first car was moved by road to the Llanelli & Mynydd Mawr Railway at Cynheidre.
BELOW: (Item MR21) SVR; GWR 2-8-0 passes the Engine House at Highley with
h a train from Bridgnorth. The River Severn is right. (Peter Scott, 26 Apr 2014.)
BELOW: Northampton & Lamport Railway; 47205 approaches Bridge 14 after c The trackbed walk on the left is continuous from Northampton to Market Ha
crossing Bridge 13 which is in urgent need of repairs. (Peter Scott, 31 Dec 2017.) arborough, including through two tunnels (the original line was double track).
BELOW: (MR 26) Northampton Ironstone Railway; cab rides were b Note the pair of interesting transition fishplates, bottom left, to joi
being offered in JF422001, here at the platform by the Museum site. in the two different types of rails here. (Peter Scott, 27 Mar 2016.)
BELOW: (Item MR 27) From little acorns… Llangollen station looking west o in there was no track at all and you have to start somewhere. The Corwe
on 27 Jul 1976. When the 'preservationists' (as we used to call them) moved n extension should open 57 years and a few months later! (Mike Roach.)
BELOW: …and at Berwyn Halt on 27 Jul 1976 - over 11½ years after closur
e - as distinctive as ever, although much has changed since! (Mike Roach.)
MR26] Northampton Ironstone Railway, Northamptonshire (MR 7): Over the last year or so the Railway has had to meet some challenges from West Northants Council, landlords of the Park in which it is located. Some relate to H&S concerns, but others to what the railway offers to the community. The original intention, going back many years ago, was for the site to help demonstrate and show the history of the Ironstone quarrying in the area as well as other industrial activity relating to railways. Unfortunately, over the years it has become something of a railway storage yard for items unsuitable for what the railway was intended, or can actually run. The original hope was that rent from these would help pay for the railway, while they were being restored. That ended up not happening after 20 years or so, and so the Council have said that the 3EPB and double decker coach need to go so room can be made for other activities more closely linked to the original intention and local region. The remaining four coaches are to remain at least for now. The intention is that once the double decker has gone, then the coach used by a potter and owned by railway trust members replace it, leaving then a clearer more open and relevant yard, with the four remaining coaches kept together. It is intended to begin running trains again at Easter, then onwards through the year most likely on Sundays. Volunteers would be very welcome, particularly on running days - just to run trains requires at least five people, on top of any other work needed. Email: [email protected] MR27] Llangollen Railway, Denbighshire (MR p9): Our member Mike Roach has submitted his photos of Llangollen and Berwyn stations taken on 24 Jul 1976 during the famously long dry hot summer. The preservationists had only moved in the previous year after dropping their previous plans for the Prestatyn to Dyserth branch. Tracklaying was still in progress at Llangollen while Berwyn was still very much in 'as closed' condition. 'Austin 1', the Kitson saddle tank then at Llangollen, is still in working order now and owned by the Railway Trust but has been on extended loan to the Somerset & Dorset Railway at Midsomer Norton. 'Eliseg', one of the two diesel shunters photographed, is also now still in Llangollen ownership on static display at Llanerchymedd, Anglesey Central Railway (BLN 1377.MR88). 1417 FIXTURE REPORT (Paul Stewart) [email protected] 417] Tue 26 Jul 2022 16.00-18.00; The Halton Short Circuit Breaker: By James Beal. I once received a marketing email: Treat yourself to a weekend in Widnes. Not a completely random suggestion from Booking.com as between railway trips and following my sports teams, I end up staying in places well off the tourist trail. It was a Thursday night rugby match that resulted in me staying a night in Widnes Travelodge (sorry, Booking.com, you lost out). I caught the train from London to Runcorn, then the bus across the Mersey to Widnes; they are almost twin towns. That was my one and only previous experience of Runcorn but I was back again; a Tuesday night, not quite Widnes, but it was a treat. I started the day in Manchester, with a Freedom of the North West Rover burning a hole in my pocket. After buying some new trousers, I went to Southport to cross off some platforms,then via Manchester to Chester to red pen a bay platform (as you do) with some bonus crossovers on the way. At Chester I ran into another Society member by the infamous hole in the roof and we made our way to this fixture together. It involved a rather full TfW train from Chester to Runcorn East, then a 15 minute walk. Google Maps proved essential for the last stage; it started simply enough (on the pavement parallel to the busway). Then we had to veer off through one of those 1970's housing estates where the roads are separated from the walkways with no 90o turns. [Classic new town syndrome.] I only took us down one wrong turn, so not too bad… Soon we were in Town Park, where the Halton Miniature Railway is located, an extensive, semi-wild country park in a moderately hilly area; the railway is at the south. Soon, useful landmarks came into view: the railway's storage sheds, some 7¼'' gauge track and our General Secretary (who organised the visit). There were no other miniature members in sight and it was 30 min until the fixture was due to start; we must be the first to arrive. You are almost the last to arrive said the GS, everyone else is at the café having an ice cream. Soon we were with the rest of the group at the foot of the dry ski slope. This is operated by the same man as the miniature railway, John Doyle, our host for the day. In fact, he had to do the whole thing himself as his volunteers had gone down with Covid. Despite this, John ran the whole thing cheerfully, efficiently and with a clear
understanding of what we wanted. Many thanks to John for an excellent evening of entertainment. Our visit illustrated why the railway has been altered over the years so it can be one man operated. I enquired if anyone in the party needed the ski slope for slippage. Our BLN editor enquired after my attempts to visit the Orchid Line on the IOM two days before (unfortunately, third time unsuccessful but that is another story). This helps to explain the date of this fixture. We had run a very successful series of miniature and narrow gauge fixtures on the IOM the previous weekend and INTERCITY had a Crewe to Stranraer charter the next day, so it was expected that many members would be in the area. It is certainly why I was there. Unfortunately, the charter was postponed with just over a week's notice due to an RMT strike. But here we were on a Tue teatime, perambulating round a park in shirt sleeves. ABOVE: May 2016 plan of the Halton Miniature Railway (MR p13, in Cheshire). Waiting for public running to end, we started on time. The first task was to back out of the shed over the traverser. It was soon realised that three sit-astride coaches was not quite enough for 13 miniature members so a fourth was soon added. Next, the public run of almost a mile; much appreciated by me as I had never been here before. Petrol hydraulic 'Geraldine' coped well with a load that may have been slightly more than she was used to. The public run is a long oval but slightly pinched together at a point near the end with the main station (Mousetrap Hall). It is in this pinch point that some of the rare track sits. After the public run, we ran non-stop through the main platform at Mousetrap Hall (the inside loop), before coming to a brief halt on the 'tramway' section just beyond; here the track is set in the tarmac of one of the wide park paths for a few metres. This was for John to set the points at South Jn to take us on to the Not Regularly Used (NRU) curve. It allows a much shorter circuit to be taken, pretty much a circle round the play park. The curve had a brief moment in the sun just after Lockdown 1, when it was used to keep the queue moving while also maintaining social distancing. This was also the original run when the railway first opened in 1979 but the public normally do not get to do it nowadays. We ran through the main platform for a third time, again coming to a halt on the 'tramway' for points to be set. This was for a reversal through the platform avoiding line. The railway refers to this as P2; although not marked as such on our plans, there was a strip of raised concrete between the track and the shed, possibly too narrow to be used as a platform normally. Beyond the platforms and the station throat there is a crossover between the two through roads, we took the outer route for a reversal beyond the throat. Running forwards again, we went through the main platform, round the NRU curve again, then through the station using the crossover. That was the entire station area track scratched but there was a final task for our four coach train. We headed out to the far end of the public run but, on returning to the pinch point, we took the long crossover at North Jn, another NRU move. This turned the run into an elongated balloon instead of a circuit, so we ran 'bang road' through South Jn, the 'tramway' and into the avoiding line. John invited us to alight via 'P2' as not marked on our plans.
BELOW: (Item 417) N o 2 & 'Norton Priory School' at the shed awaiting the Baker
r's dozen of miniature members to arrive. (Note: Track is not in Baker or Quail.)
BELOW: 'Geraldine', in the platform bypass road ('P2') at Mousetrap Hall of the rare connection at North Jn. Whodunnit? All 13 members who atten
station having run 'bang road' through the tramway section following use nded are suspected to have… the shed yard and GS are behind the railings.
PREVIOUS & BELOW: What better way to spend a lovely summer even half of the party round the north side of the main circuit. The train had b Anstey's Curve at Tower View Jn (bottom right in both pictures). Our convivia