Class 116 diesel multiple units

[Coryton]

Platform 5 at Cardiff General (it is fair to exclude it from talk of Cardiff Central) was at the Swansea end of the down island platform 3 and 4; it's profile may be yet traced in the concrete and the canopy as a sort of ghost.  It was mostly used for the Porthcawl services and parcels traffic; it was particularly useful for the latter as stock could be worked on from both sides simultaneously.  The number is still missing from Cardiff's platforms, which go directly form 4 to 6, and the occasional passenger still asks about it!  Out of use about 1964 I think and filled in late 60s.

 

Hardly surprising that people might ask.

 

The photo was taken this morning in the subway at Cardiff Central.

 

[The Johnster]

This ceramic dates to the building of the current station; much of Bristol Temple Meads was done in a similar style.  It was covered by advertising hoardings for many years from around the time the station's name was changed to Central, as was the carved 'GREAT WESTERN RAILWAY' on the Central Square side facade; and uncovered a few years ago.  I suppose it is not impossible that the platform could be re-instated if downline traffic warrants it, but the parcels function no longer exists.

 

Renumbering of platforms when one goes out of use is confusing to passengers, and was very sensibly avoided at Cardiff General/Central; the occasional history lesson to mildly puzzled and inquisitive passengers (sorry, we must call them customers these days, mustn't we?) is a minor inconvenience.  

Edited April 19, 2018 by The Johnster

['CHARD]

That's very interesting - I've not noticed the dull '&5' before, but I'll be sure to look out for it when I'm in the area next week.

 

Compared to the lovely glaze on the rest of the characters, this looks like it's yet to be fired!

[chrisf]

To tie Platform 5 back into the subject of the thread, the railtour on 11th July 1959 departed from it.  When time and technology permit I will share John Edgington's slide with you.

 

Chris 

[Coryton]

Renumbering of platforms when one goes out of use is confusing to passengers, and was very sensibly avoided at Cardiff General/Central; the occasional history lesson to mildly puzzled and inquisitive passengers (sorry, we must call them customers these days, mustn't we?) is a minor inconvenience.  

 

Remaining off topic, the other thing they did in Cardiff to avoid renumbering was to add a platform 0.

[The Johnster]

Remaining off topic, the other thing they did in Cardiff to avoid renumbering was to add a platform 0.

 

Which, of course, confused the bejaysus out of all and sundry; they'd have been better calling the Fish Dock.  Might have been better to call it 8, as the Riverside platforms are as the snows of yesteryear now, never to return.  But the principle has been maintained; only troupe is nobody knows where 0 iis as it can't be accessed from the subway.

 

This idee has it's roots in the original concpept for the Millennium or whatever it is being called this week Stadium; the only road that would close for events would have been Wood Street Bridge, and the majority of punters were to arrive by train and access the stadium across an open plaza.  That idea died when the WRU had to sell off the land on which the Milleninum Plaza now stands, and later developments have buried it deep; disruption in the city is widespread on event days and the new trains never materialised to bring fans into platform 0 from downline.

 

I rather like that 5 is commemorate in this way, though, and reckon that Porthcawl commuters would appreciate it's resurrection, along with their branch...

[EddieK]

At least Platform 5 is commemorated by those train number pocket books.

 

I'll get my coat.... 

[Coryton]

Which, of course, confused the bejaysus out of all and sundry; they'd have been better calling the Fish Dock.  Might have been better to call it 8, as the Riverside platforms are as the snows of yesteryear now, never to return.  But the principle has been maintained; only troupe is nobody knows where 0 iis as it can't be accessed from the subway.

 

This idee has it's roots in the original concpept for the Millennium or whatever it is being called this week Stadium; the only road that would close for events would have been Wood Street Bridge, and the majority of punters were to arrive by train and access the stadium across an open plaza.  That idea died when the WRU had to sell off the land on which the Milleninum Plaza now stands, and later developments have buried it deep; disruption in the city is widespread on event days and the new trains never materialised to bring fans into platform 0 from downline.

 

I rather like that 5 is commemorate in this way, though, and reckon that Porthcawl commuters would appreciate it's resurrection, along with their branch...

 

Still off topic...sorry....but....

 

I don't know where the Riverside platforms were but there is now a platform 8, on the opposite side of the station to platform 0.

[philip-griffiths]

Still off topic...sorry....but....

 

I don't know where the Riverside platforms were but there is now a platform 8, on the opposite side of the station to platform 0.

 

 

to get to Riverside you run at speed at the wall on platforms 6 & 7, and as you pass through, you arrive at Riverside ;-)   Best push a trolley in front of you because if the portal has closed you don't damage your face hitting the wall.

[philip-griffiths]

Still off topic...sorry....but....

 

I don't know where the Riverside platforms were but there is now a platform 8, on the opposite side of the station to platform 0.

 

Being Serious, Riverside was a station on a line that came in from the East and headed down the west side of the Glamorgan Canal to a terminus at Clarence Road - https://upload.wikimedia.org/wikipedia/commons/5/57/Cardiff%2C_Cogan%2C_Penarth_Heath_%26_Taffs_Well_RJD_12.jpg.

[chrisf]

Here, with any luck, is a photo of the Riverside platforms, taken on 5th March 1960 by John Cull, from the RCTS collection.  The 116 power twin is working a Barry diagram taking in trips to Clarence Road and Penarth.

 

 

Chris

 

[Pteremy]

The curve to the right in this view? 

 

https://britainfromabove.org.uk/image/wpw041792

[br2975]

"Cometh the hour, cometh the man !"

.

Bob Masterman is, yet again, your man ( and the copyright remains with him ).

.

One of his first railway images depicts W55035 departing Platform 5 at Cardiff General in 1963.

.

Unfortunately, I have been unable to locate a better view of the bay platform at this time; or more topically, a Derby Suburban unit in Platform 5.

.

Brian R

[Coryton]

Here, with any luck, is a photo of the Riverside platforms, taken on 5th March 1960 by John Cull, from the RCTS collection.  The 116 power twin is working a Barry diagram taking in trips to Clarence Road and Penarth.

 

Scan_20180420.jpg

 

Chris

 

Is there a prize for the best way of bringing a thread back on topic? If so, I think this one just won.

[chrisf]

I thought that 1963 was a bit early for a 121 at Cardiff but lo and behold, Roger Harris gives September 1963 as the transfer date of 55034 and 55035 to Cardiff.  It is often unwise to draw connections but the moves may have something to do with the arrival of 50869+50922 at Newton Abbot at the same time.  That, of course, was one of the Barry power twins.  Many moves at that time went unreported in the RO which does not help the task in hand.

 

Thank you, Brian, for posting the pic and thanks to Mr Masterman for taking it.

 

Chris

Is there a prize for the best way of bringing a thread back on topic? If so, I think this one just won.

 

 

if only ...

 

Chris

[br2975]

Thank you, Brian, for posting the pic and thanks to Mr Masterman for taking it.

 

Chris

 

I hope to see Bob M at the Pontypridd Show tomorrow, so will pass on your thanks.

.

Keep the info coming Chris, I'm learning so much more about the units we once dismissed out of hand..

.

Brian R

[chrisf]

Since you ask so nicely, Brian ...

 

The next fragment covers assorted movements between 1960 and 1962.   The principal source is the trilogy "The allocation history of BR diesel multiple units" by Roger Harris, which draws on many sources not accessible to mere mortals.  As every historian should know, it is unwise to rely on just one source but when there is only one the options are rather limited.

 

The period 1960 - 1962 sees the first withdrawal of a 116 vehicle.   This was the hapless driving motor second 50125, which was hit head on by a pannier tank and its train at Pontrhydyfen on 26th November 1960.  The driver was killed.  The vehicle was taken to Caerphilly works for assessment but the upshot was that it was officially withdrawn on 30th August 1961.

 

A good reason for using more than one source is illustrated by 50079+59351+50121, which were shown as at Reading from November 1959 to January 1963 when they went to Tyseley.  From the WR's official record of June 1962 it is clear that the set returned to Cathays, probably around April 1960, before its transfer to Tyseley which was recorded in a supplement to the WR's official record dated July 1962.  Clearly the recording of transfers was not a perfect process and despite Mr Harris's incredible diligence some remain unrecorded.

 

Ahead of the service reductions in the Bristol area, announced in the spring of 1962, the 116 allocation of Marsh Junction depot started ebbing away.  51128+51141 moved to Reading, the date given as January 1961.   There they may well have worked as a power twin for a while but in due course acquired 118 trailer 59481 with which they worked as a triplet.  51130+51143 moved to Tyseley for three months between January and April 1961.

 

At what is presumed to be the beginning of 1961 Bristol received 50859+50912, 50860+50913 and 50861+50914 from Canton where they had been marshalled with trailer seconds for the Eastern and Western Valleys.  In exchange, Marsh Junction sent 51132+51145, 51139+51152 and 51140+51153 to Canton where they were formed with 59034, 59033 and 59032 respectively.   The date on which these sets were sent on to Laira is given as January 1962.  The reason for this date being suspect is coming shortly!

 

Chris

Edited April 20, 2018 by chrisf

[brushman47544]

50859+50912, 50860+50813 and 50861+50914

 

Keep it coming please Chris.

 

To avoid possible confusion later, presumably that should read 50913, not 50813.

[chrisf]

Keep it coming please Chris.

 

To avoid possible confusion later, presumably that should read 50913, not 50813.

 

Thank you, it should.  I will correct the original post and give thanks that someone is paying attention.

 

Chris

[philip-griffiths]

.

Unfortunately, I have been unable to locate a better view of the bay platform at this time; or more topically, a Derby Suburban unit in Platform 5.

.

Brian R

Brian, the previous post to yours has a good aerial view showing platform 5. Regsrds.

[The Johnster]

The curve to the right in this view? 

 

https://britainfromabove.org.uk/image/wpw041792

 

This is correct.  The Riverside branch was originally built by the GW to service the various sidings along the canal's western wharf, themselves a separate railway and eventually taken under the auspices of Cardiff Corporation, who had a Greenwood and Batley battery electric loco that worked them.  The passenger terminus, again GW, saw no GW passenger trains until the grouping, the Barry and the Taff Vale running to it from Barry or the Vale of Glamorgan, or Pontypridd via that railway's junctions with the SWML at St Fagan's, or the Taff Vale from Penarth.  

 

Prior to Cardiff General's rebuilding shortly after the grouping, there was a separate Riverside station on this site, with separate up and down platforms.

 

Nothing of this remains north of Penarth Road now, but the boundaries can be traced between Dumballs Road, which in it's widened form follows the course of the old branch, and Curran Road, whose factories were also serviced by it back in the day.  

[chrisf]

The retreat from Newport

 

The proposal in late 1961 to withdraw all passenger services in the Eastern and Western Valleys north of Newport must have come as something of a shock.  Four years of dmu operation had, it seemed, done insufficient to turn around the finances of these lines serving a predominantly mining area and the growing New Town of Cwmbran.  One school of thought had it that the local dmus were getting in the way of the far more lucrative traffic in imported iron ore from Newport Docks to the flagship Llanwern steel works, not to mention the steel plant at Ebbw Vale.  Another felt that the railway was being out-performed by Western Welsh and its frequent buses.  Would the dmus have lasted longer if they had been operated and marketed more imaginatively?  Whatever the answer, these lines did not even last long enough to come under the steely eye of Richard Beeching and closed with effect from Monday 30^th April 1962.

 

The result of the closure as regards Class 116 was that the ten second-class only units were surplus.  The dispersal of some is not recorded by Roger Harris and those that are have the odd date of 1^st January 1962.  The account of an anonymous reporter in the Railway Observer of July 1962 is rather more persuasive.  He records the departure of seven Class 118 three-car sets from Laira, which may be news to those who fondly believe that they spent most of their lives in the West Country.  The RO does not tell us where they went but the answer is Reading, which had already received the six spare trailers from the four power twins at Laira and the two which had been at Bristol.  To replace the departing 118s Laira received seven of the 10 Newport sets that had been based at Canton:

 

LA404  50087+59037+50129

LA405  50089+59039+50131

LA406  50090+59040+50132

LA407  50091+59041+50133

LA408  51132+59034+51145

LA409  51139+59033+51152

LA410  51140+59032+51153

 

The RO reporter remarked that “all are painted ‘Southern’ green unlined, the shade varying”.

 

Of the remaining three sets, 50086+59036+50128 and 50088+59038+50130 remained in South Wales.  This leaves 50085 and 50127, which went to Tyseley, and 59035 which was listed as spare at Cathays.  59035 would later find a home with one of the erstwhile Barry power twins.  50085 met its end following a serious shunting accident at Lichfield City in June 1975.

 

Although the last day of operation in the Eastern and Western Valleys was Sunday 29^th April, when in all fairness there was not much of a service, there is evidence that some if not all of the sets transferred away had already gone by then.  This smacks of indecent haste (unlike the posting of announcements in the Plymouth area on 18^th May that on and from 30^th April some local trains would be second class only!).  Railcar.co.uk records that the last day of services on the Blaenavon LL branch was worked by a misformed Cathays set.   The late Hugh Ballantyne’s photograph which is doubtless the source of the information is in the care of John Chalcraft’s Rail Photoprints.

 

We have not heard the last of Laira and its part in the 116 story …

 

Chris

Edited April 24, 2018 by chrisf

[The Johnster]

The Monmouthshire valleys were Red and White territory, Chris, not Western Welsh, though this was by no means exclusive in either case.  Indecent haste and dodgy excuses support a story I was told in the 70s that someone very senior in the Newport District management was a director and major shareholder of Red and White; it is not impossible in those days of white heat modernisation road good rail bad attitudes that there may be some truth to this.  The Newport Valleys local passenger traffic in now way conflicted with the Llanwern stuff, and it could have been argued that a passenger service could have been provided between Llanwern and the new town built for it's workers at Cwmbran.  The station was, of course, in what came to be called Old Cwmbran and the site of the current one on the N,A,&H line is better from that point of view, but the steelworks has had it's day and things are different now.

 

Whatever the reason, the Newport Valleys and Brecon and Merthyr services went before Beeching.

[chrisf]

 it could have been argued that a passenger service could have been provided between Llanwern and the new town built for it's workers at Cwmbran

 

The closure of Llanwern station to enable the rearrangement of tracks east of Newport would not have helped!

 

Chris 

[The Johnster]

Quite, but the different approach at Margam Abbey works, where a station was provided and workmen's services introduced, is markedly different.