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Green Yellow Panel, Western Region Class 37's surviving into late '69 and 1970


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17 hours ago, Leyburn Kid said:

It's interesting that the WR used Peaks on freight workings around this time, because you would imagine the main purpose of a Bristol Bath Road allocation was to help create a seamless Cross Country service

 

The Western Region were canny when it came to using other people's power laying over at its' depots, but here is an exceptional example.....

 

Sunday 6th. July, 1969                                                                                                         

Old Oak Common                                                                                                              

79 (D16) , 102 (D16) and 103 (D16) all arrived with  special freights from Severn Tunnel Jcn. for  the Southern Region

Acton                                                                                                                                  

119 (D16) and 154 (82A) arrived with special freights from Severn Tunnel Jcn. for  the Southern Region

Didcot                                                                                                                                

36 (D16) ,  84 (D16)  and 112 (55A) arrived with special freights from Severn Tunnel Jcn. for  Temple Mills          

These 3  trains were worked forward by Eastern Region Cl.47s.

.

Brian R

Edited by br2975
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4 hours ago, br2975 said:

Let's have a look at Carmarthen  and points west in 1969-1970, ...................we can look at Swansea, Llanelli, Burry Port and Pantyffynnon later.

 

Let's start in  February, 1969

 

Landore Depot has 7x Cl.03s allocated, for the following diagrams                                            

Swansea Docks x2,                                                                                                          

Burry Port – Cwm Mawr x2,                                                                                                      

 Fishguard Harbour pilot x1,                                                                                                       

Spare x2

                                                                                                                                       

Carmarthen pilot is Cl.08

 

On Friday, 14th. February, 1969, the following were sighted;

Carmarthen                                                                                                                  

1063,                                                                                                                                  

1654, 1667,                                                                                                                               

3593, 3606,                                                                                                                  

Plus 1x Cl.35 working the Lampeter branch milk train                                                                                                            

Whitland                                                                                                                   

4001

                                                                                                                                        

The Pembroke Branch freight now starts at Carmarthen, 05:45, instead of Whitland and uses the Cl.47 off the Kensington milk empties . In the return direction the freight is extended from Whitland to Carmarthen with the Cl.47 returning light at 19:50 to Whitland to work the Kensington milk.  

 

 The Pembroke-Aberthaw cement is rostered for a Cl.35 and now commences and finishes at Carmarthen with the cement worked forward on the Pembroke Branch freight. The train leaves Carmarthen for Aberthaw at 21:15, returning from Aberthaw at 01:30, running via Cardiff.      

                                                                                  

The cement train loco formerly remained at Whitland after working the 02:35 ex-Margam – Haverfordwest, or was used on local ballast specials, but the loco now returns to Carmarthen each night. The cement train loco used to return light from Pembroke to Carmarthen to work the 09:55 parcels to Haverfordwest.                                 

As a result a number of the seven Cl.35 diagrams used in the Swansea-Carmarthen-Milford Haven-Lampeter area have been slightly altered

                                                                                                                               

Haverfordwest is shunted by Cl.35s 06:30-11:45 and another 11:45-16:40

 

Commencing 5th. October, 1969

 

Carmarthen – pilot duty has been reduced to one Cl.08, another is kept as spare for other (west Wales ?) failures.

 

Fishguard                                                                                                                 

 (i) formerly served by two, now only served by one freight per day, 08:00 ex Margam and 14:20 return, diagrammed for a Cl.35.                                                                                              

(ii) No Cl.35 now stables at Fishguard. The Cl.35 off the 03:10 Margam – Haverfordwest runs light to Fishguard to work the Trecwn freight,                                        

(iii) The Fishguard Cl.03 pilot duty is now a Cl.08

 

Whitland-  The 05:50 Whitland – Pembroke Dock has reverted to Cl.35 haulage. This train had the locomotive from the Kensington milk, but now it returns to Llanelli to work a Langley Green freight.    

                                                                             

The Cl.46 for the ‘up’ Kensington milk now works down on the 11:25 parcels from Cardiff.

 

Milford Haven – Cl.37 hauled evening Milford Haven – Margam freight now Cl.35 diagram

 

Saturday, 22nd. November, 1969

Carmarthen;                                                                                                                         

3744 – station pilot, 3986 – spare,                                                                                           

1596 rostered to work Whitland-Kensington milk,                                                                

7091 – 16:40 Milford Haven,                                                                                                  

7088 – Newcastle Emlyn branch freight

 

Commencing 4th. May, 1970

 

Only one Cl.35 now works the Pencader, Pont Llanio and Felin Fach branches, departing Carmarthen at 08:00. Newcastle Emlyn traffic is left at Pencader whence the loco returns light from Lampeter to work a trip to Newcastle Emlyn and return before returning to Lampeter to work the 17:20 to Carmarthen.    

.

Brian R                        

 

Wonderful detail again Brian. For some of these observations I will have to on the internet, as one or two of the branch lines appear to have closed by the time of my Rail Atlas!

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5 hours ago, br2975 said:

 

The Western Region were canny when it came to using other people's power laying over at its' depots, but here is an exceptional example.....

 

Sunday 6th. July, 1969                                                                                                         

Old Oak Common                                                                                                              

79 (D16) , 102 (D16) and 103 (D16) all arrived with  special freights from Severn Tunnel Jcn. for  the Southern Region

Acton                                                                                                                                  

119 (D16) and 154 (82A) arrived with special freights from Severn Tunnel Jcn. for  the Southern Region

Didcot                                                                                                                                

36 (D16) ,  84 (D16)  and 112 (55A) arrived with special freights from Severn Tunnel Jcn. for  Temple Mills          

These 3  trains were worked forward by Eastern Region Cl.47s.

.

Brian R

 The Traffic & Traction section at the back of Railway Magazine would sometimes mention examples like this. I've got a sneaking feeling there were examples of Cl 46 & Cl 47 locos from other regions used by the WR on the Paddington - Bristol passenger services.

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Posted (edited)
8 hours ago, Leyburn Kid said:

 The Traffic & Traction section at the back of Railway Magazine would sometimes mention examples like this. I've got a sneaking feeling there were examples of Cl 46 & Cl 47 locos from other regions used by the WR on the Paddington - Bristol passenger services.

 

I went to Reading specifically to see Falcon on it's Bristol - Paddington afternoon turn and D146 turned up instead!

 

Mike.

Edited by Enterprisingwestern
missing word
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35 minutes ago, Enterprisingwestern said:

 

I went to Reading specifically to see Falcon on it's Bristol - Paddington afternoon turn and D146 turned up instead!

 

Mike.


You were well and truly bounced there then Mike! 

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18 hours ago, br2975 said:

 

The Western Region were canny when it came to using other people's power laying over at its' depots, but here is an exceptional example.....

 

Sunday 6th. July, 1969                                                                                                         

Old Oak Common                                                                                                              

79 (D16) , 102 (D16) and 103 (D16) all arrived with  special freights from Severn Tunnel Jcn. for  the Southern Region

Acton                                                                                                                                  

119 (D16) and 154 (82A) arrived with special freights from Severn Tunnel Jcn. for  the Southern Region

Didcot                                                                                                                                

36 (D16) ,  84 (D16)  and 112 (55A) arrived with special freights from Severn Tunnel Jcn. for  Temple Mills          

These 3  trains were worked forward by Eastern Region Cl.47s.

.

Brian R

They were also somewhat stuck when they got that far east as no London Division men knew them and I'm not sure if Swindon knew them either.

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7 hours ago, Enterprisingwestern said:

 

I went to Reading specifically to see Falcon on it's Bristol - Paddington afternoon turn and D146 turned up instead!

 

Mike.

You have my deepest sympathy.  I went with a group of friends to Retford on the ECML one Saturday, and saw NO Deltics, mostly Cl 47's instead between 1500-1520. Apparently the Deltics were all being held back for heavily loaded trains the next day, for a  Rugby League Final at Wembley. !

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The perils of working the South Wales valleys.

.

6886 has come adrift at Abertridwr, whilst shunting at Windsor Colliery; and the Canton breakdown gang are in attendance. (photographer unknown)

.

In 1971-1972 the crew of Radyr based duty, C79, visited the following beauty spots during their day:- 

.

image.png.5f4a7574ba325052d623f27b2bdf071c.png

I think this extract needs editing......

 

Windsor Colliery was eventually linked underground with Nantgarw, and rail traffic ceased on what were the remains of the Senghenydd Branch  in the mid-70s.

.

There is some interesting, home footage, on YouTube showing the shunting procedures at Windsor during the last weeks of rail operations entitled:- 

"Aber Valley Last Coal Train" 

.

Brian R

6886-unknown-undated-1.jpg

6886-unknown-undated-2.jpg

 

 

Edited by br2975
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10 hours ago, Enterprisingwestern said:

 

I went to Reading specifically to see Falcon on it's Bristol - Paddington afternoon turn and D146 turned up instead!

 

Mike.

 

I only saw Falcon twice, once in Swindon Works and once on that same train at Didcot, where the train stopped; If only I had been able to afford a day return to Reading to travel behind it ! 

 

 

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1 hour ago, caradoc said:

 

I only saw Falcon twice, once in Swindon Works and once on that same train at Didcot, where the train stopped; If only I had been able to afford a day return to Reading to travel behind it ! 

A benefit of living in South Wales was seeing 'Falcon' every time we went to Newport.

.

The downside, was watching a 100mph loco becoming run down and shabby, working unfitted freights.

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Posted (edited)

Tony's original post asked after GSYP Class 37s.

 

Through the offices of my good friend Bob Masterman, here is just one of Bob's countless images of South Wales in in the 1960s.

 

Watched by a young lad, D6924 is captured bringing an 'up' freight into the yard alongside Ystrad Mynach station,  19th July, 1966, unfortunately, a few years before Tony's era.. 

.

The half a dozen or so roads that made up Ystrad Mynach 'yard' was just one of the many, many small yards or groups of sidings that existed where pre-grouping companies, or different branch lines came into contact with each other.

.

Ystrad Mynach dealt with traffic to/from the Cylla Branch, the 'Taff Bargoed' line and previously, some transfer traffic for the Vale of Neath line at Hengoed.

Coal was the principal, but throw in some wagons for the scrap merchant here, and some household coal............together with wagons of engineering equipment to/from the NCB (formerly Powell Duffryn) Tredomen workshops, and ingot moulds travelling in/on a great variety of unusual wagons to and from the BSC Dowlais Foundry.

.

'Yards'  large and small,  such as 'Bird-in-Hand' - 'Maesycwmmer Junction' - 'Stormstown' - 'R&SB Junction' - 'Quaker's Yard' - 'Cymmer Afan' - 'Hengoed'  - 'Branches Fork' - 'Penar Junction' and 'Aber Junction' are now all consigned to history.

.

The policy of the post Beeching and Raymond era saw virtually all the remaining small yards, even Pontypool Road, swept away, with no consideration for the 'knock-on effect' at the yards to which the traffic was diverted, resulting in places like Radyr and 'ADJ' becoming "one out, one in" - this being the driving force behind the late 1960s reorganisation of freight working in South Wales, aka 'Blockplan'

.

Sorry to hijack your thread Tony.

 

Brian R

6924-Ystrad Mynach-190766-Robert Masterman.jpg

Edited by br2975
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18 hours ago, br2975 said:

The perils of working the South Wales valleys.

.

6886 has come adrift at Abertridwr, whilst shunting at Windsor Colliery; and the Canton breakdown gang are in attendance. (photographer unknown)

.

In 1971-1972 the crew of Radyr based duty, C79, visited the following beauty spots during their day:- 

.

image.png.5f4a7574ba325052d623f27b2bdf071c.png

I think this extract needs editing......

 

Windsor Colliery was eventually linked underground with Nantgarw, and rail traffic ceased on what were the remains of the Senghenydd Branch  in the mid-70s.

.

There is some interesting, home footage, on YouTube showing the shunting procedures at Windsor during the last weeks of rail operations entitled:- 

"Aber Valley Last Coal Train" 

.

Brian R

6886-unknown-undated-1.jpg

 

 

 

Fortunately (??) Canton and Landore breakdown gangs were very accomplished in dealing with such derailments - a consequence of such things occurring far too often.  goodness only knows hoe the Bath road gang would have coped with anything like that - at one time they were frightening bunch to work with.

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5 hours ago, br2975 said:

Tony's original post asked after GSYP Class 37s.

 

Through the offices of my good friend Bob Masterman, here is just one of Bob's countless images of South Wales in in the 1960s.

 

Watched by a young lad, D6924 is captured bringing an 'up' freight into the yard alongside Ystrad Mynach station,  19th July, 1966, unfortunately, a few years before Tony's era.. 

.

The half a dozen or so roads that made up Ystrad Mynach 'yard' was just one of the many, many small yards or groups of sidings that existed where pre-grouping companies, or different branch lines came into contact with each other.

.

Ystrad Mynach dealt with traffic to/from the Cylla Branch, the 'Taff Bargoed' line and previously, some transfer traffic for the Vale of Neath line at Hengoed.

Coal was the principal, but throw in some wagons for the scrap merchant here, and some household coal............together with wagons of engineering equipment to/from the NCB (formerly Powell Duffryn) Tredomen workshops, and ingot moulds travelling in/on a great variety of unusual wagons to and from the BSC Dowlais Foundry.

.

'Yards'  large and small,  such as 'Bird-in-Hand' - 'Maesycwmmer Junction' - 'Stormstown' - 'R&SB Junction' - 'Quaker's Yard' - 'Cymmer Afan' - 'Hengoed'  - 'Branches Fork' - 'Penar Junction' and 'Aber Junction' are now all consigned to history.

.

The policy of the post Beeching and Raymond era saw virtually all the remaining small yards, even Pontypool Road, swept away, with no consideration for the 'knock-on effect' at the yards to which the traffic was diverted, resulting in places like Radyr and 'ADJ' becoming "one out, one in" - this being the driving force behind the late 1960s reorganisation of freight working in South Wales, aka 'Blockplan'

.

Sorry to hijack your thread Tony.

 

Brian R

6924-Ystrad Mynach-190766-Robert Masterman.jpg

Lovely pic, despite the hijacking  LOL

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23 hours ago, br2975 said:

The perils of working the South Wales valleys.

.

6886 has come adrift at Abertridwr, whilst shunting at Windsor Colliery; and the Canton breakdown gang are in attendance. (photographer unknown)

.

In 1971-1972 the crew of Radyr based duty, C79, visited the following beauty spots during their day:- 

.

image.png.5f4a7574ba325052d623f27b2bdf071c.png

I think this extract needs editing......

 

Windsor Colliery was eventually linked underground with Nantgarw, and rail traffic ceased on what were the remains of the Senghenydd Branch  in the mid-70s.

.

There is some interesting, home footage, on YouTube showing the shunting procedures at Windsor during the last weeks of rail operations entitled:- 

"Aber Valley Last Coal Train" 

.

Brian R

6886-unknown-undated-1.jpg

6886-unknown-undated-2.jpg

 

 


Off topic but didn’t one of these class 37s slide a considerable way down a steep embankment in one of the Welsh Valleys, not being recovered (with some difficulty) for many months? I think it was green syp IIRC (but may have misremembered that)!!

 

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13 minutes ago, MidlandRed said:


Off topic but didn’t one of these class 37s slide a considerable way down a steep embankment in one of the Welsh Valleys, not being recovered (with some difficulty) for many months? I think it was green syp IIRC (but may have misremembered that)!!

 

 37143 was the loco in question, and it ran through catch/trap points south of Marine Colliery, Cwm, Ebbw Vale.

.

I don't think it was in GSYP livery.

.

The loco was teetering above the river and required specialist 'Kelbus' gear to recover it, using locos to draw it up the embankment on a prepared, wooden roadway..

.

The photo below has been seen several times, and shows a certain 'celebrity' loco was also used in the recovery operation.

.

Brian R

6843-37143-Marine Colliery,Cwm-1975.jpg

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4 hours ago, br2975 said:

 37143 was the loco in question, and it ran through catch/trap points south of Marine Colliery, Cwm, Ebbw Vale.

.

I don't think it was in GSYP livery.

.

The loco was teetering above the river and required specialist 'Kelbus' gear to recover it, using locos to draw it up the embankment on a prepared, wooden roadway..

.

The photo below has been seen several times, and shows a certain 'celebrity' loco was also used in the recovery operation.

.

Brian R

6843-37143-Marine Colliery,Cwm-1975.jpg

 

IIRC it spent most of 1975 down there - January to August? Didn't do it much harm in the long run though as it was refurbished as 37800, spent time abroad in France and Spain and is currently still running in Europhoenix's impressive livery!

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Posted (edited)

One aspect we've explored, particularly with Brian's excellent posts, is the way that Hymeks tended to work in west Wales, and Cl 37's in East Wales in the last couple of years before the Hymek cull.

Was there any particular rationale behind the usage of Cl. 47s or Cl.52s on freight work in South Wales, beyond the fact that Cl.47s were more likely to be selected for inter-regional freight? In Shrewsbury for instance, in 1970-72 virtually all WR freight coming through was Cl.47 hauled, Waterston-Albion being one of the obvious exceptions.

Edited by Leyburn Kid
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1 hour ago, Leyburn Kid said:

One aspect we've explored, particularly with Brian's excellent posts, is the way that Hymeks tended to work in west Wales, and Cl 37's in East Wales in the last couple of years before the Hymek cull.

Was there any particular rationale behind the usage of Cl. 47s or Cl.52s on freight work in South Wales, beyond the fact that Cl.47s were more likely to be selected for inter-regional freight? In Shrewsbury for instance, in 1970-72 virtually all WR freight coming through was Cl.47 hauled, Waterston-Albion being one of the obvious exceptions.

I don't believe there was any particular rationale.

.

The Westerns were very much 'mixed traffic' locos, just as the Cl.47s.

.

When  the reorganisation of the South Wales freight operations took place, a pair of Landore 'Westerns' were based at Margam and shuttled as required between Margam and Severn Tunnel Junction on a sort of mopping up exercise.

.

Westerns could be found top 'n' tailed on Western valley iron ore workings from Newport Docks to Ebbw Vale

.

It was not uncommon to see 'Westerns' or 'Hymeks' on long haul household coal trains from Jersey Marine / Radyr to West Drayton / Acton, in fact my recollection is that hydraulics were more common on such workings than Cl.47s.

.

Cl.47s were the designated power for the Aberthaw MGR workings which took them to a variety of valleys beauty spots, such as Ocean & Taff Merthyr, Stormstown, Black Lion (Merthyr Vale Colliery), Cymmer Afan etc.

.

Westerns also appeared popular on the Park Royal 'Steel Liner' a very interesting ABS working.

.

Cl.47s were, as mentioned more popular on inter-regional workings due to traction knowledge................... when the Cardiff Division started running 'Mystery Excursions' those services were invariably Cl.47 hauled, if your 'Mystex' turned up with a 'Western' on the front, your heart sank on the assumption you were off to Teignmouth, Torquay, Paignton or Plymouth......unless it was a rare occurrence where your destination was London.

I once did a Cardiff-Blackpool 'Illuminations Excursion' one of three that ran on the day................from Blackpool we doubled back to Preston, where amongst other delights, we saw all three of our Cl.47s run through the station light. Some bright spark suggested a bus ride to Lostock Hall "they still stable locos there"............yes they did, three Cl.47s, our three again, from Canton/Landore. !

.

Brian R

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19 hours ago, br2975 said:

I don't believe there was any particular rationale.

.

The Westerns were very much 'mixed traffic' locos, just as the Cl.47s.

.

When  the reorganisation of the South Wales freight operations took place, a pair of Landore 'Westerns' were based at Margam and shuttled as required between Margam and Severn Tunnel Junction on a sort of mopping up exercise.

.

Westerns could be found top 'n' tailed on Western valley iron ore workings from Newport Docks to Ebbw Vale

.

It was not uncommon to see 'Westerns' or 'Hymeks' on long haul household coal trains from Jersey Marine / Radyr to West Drayton / Acton, in fact my recollection is that hydraulics were more common on such workings than Cl.47s.

.

Cl.47s were the designated power for the Aberthaw MGR workings which took them to a variety of valleys beauty spots, such as Ocean & Taff Merthyr, Stormstown, Black Lion (Merthyr Vale Colliery), Cymmer Afan etc.

.

Westerns also appeared popular on the Park Royal 'Steel Liner' a very interesting ABS working.

.

Cl.47s were, as mentioned more popular on inter-regional workings due to traction knowledge................... when the Cardiff Division started running 'Mystery Excursions' those services were invariably Cl.47 hauled, if your 'Mystex' turned up with a 'Western' on the front, your heart sank on the assumption you were off to Teignmouth, Torquay, Paignton or Plymouth......unless it was a rare occurrence where your destination was London.

I once did a Cardiff-Blackpool 'Illuminations Excursion' one of three that ran on the day................from Blackpool we doubled back to Preston, where amongst other delights, we saw all three of our Cl.47s run through the station light. Some bright spark suggested a bus ride to Lostock Hall "they still stable locos there"............yes they did, three Cl.47s, our three again, from Canton/Landore. !

.

Brian R

Thanks again Brian. 

I suppose I was imagining that their usage could be linked to the braking systems on certain types of freight, or perhaps one class coping better with some difficult incline in the Valleys. But often these things were down to drivers,  and their loco and route knowledge. Plus general availability.

 

Given that Cl.47's were more numerous in South Wales than Cl.52s, it's safe to assume that there were more Cl.47 hauled freight turns. As a rough idea though, for both Classes, what proportion of diagrams would be passenger or freight in your opinion?

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1 minute ago, Leyburn Kid said:

Thanks again Brian. 

I suppose I was imagining that their usage could be linked to the braking systems on certain types of freight, or perhaps one class coping better with some difficult incline in the Valleys. But often these things were down to drivers,  and their loco and route knowledge. Plus general availability.

 

Given that Cl.47's were more numerous in South Wales than Cl.52s, it's safe to assume that there were more Cl.47 hauled freight turns. As a rough idea though, for both Classes, what proportion of diagrams would be passenger or freight in your opinion?

On the comparative trials in the Valleys the EE Type 3 (later Class 37) had one big advantage over the D70XX Hymek - it was a lot heavier and it had more wheels = more brake blocks and that made them more suitable for stopping heavy loose coupled trains.  The Hymek had te advantage of almost being an 8 coupled loco which gave it some starting advantages over thh diesel electric but the big thing was stoppong.  Plus generally at the time the decision was made the reliability of the EE design was better than that of the Hymek.

 

As for D10XX on inter-regional working they had one huge advantage over the Brush 4 - you could be guaranteed that you would get them back because nobody else could drive them.

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7 minutes ago, The Stationmaster said:

On the comparative trials in the Valleys the EE Type 3 (later Class 37) had one big advantage over the D70XX Hymek - it was a lot heavier and it had more wheels = more brake blocks and that made them more suitable for stopping heavy loose coupled trains.  The Hymek had te advantage of almost being an 8 coupled loco which gave it some starting advantages over thh diesel electric but the big thing was stoppong.  Plus generally at the time the decision was made the reliability of the EE design was better than that of the Hymek.

 

As for D10XX on inter-regional working they had one huge advantage over the Brush 4 - you could be guaranteed that you would get them back because nobody else could drive them.

 

Of course, the whole point of lightweight, high revving locomotives with good tractive effort was to work all the fully fitted vacuum braked trains that BR were introducing at the same time.

Something got lost in translation and application!

 

Mike.

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16 minutes ago, The Stationmaster said:

As for D10XX on inter-regional working they had one huge advantage over the Brush 4 - you could be guaranteed that you would get them back because nobody else could drive them.

Love that!! In a way that comes back to the discussion we had a few days ago, about the WR being very canny hijacking locos like the Cl.46 or Cl.47s. Seems the WR wins this game both ways!

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Posted (edited)

50 years ago today, Monday 3rd. May, 1971....saw the commencement of the 1971-1972 WTT

.

The following  may be of interest ?

.

(1)     

From the start of the 1971-1972 WTT, Ebbw Jcn allocated Cl.25  duties included the

(a) Lydney and Parkend branches, the Pontypool Road shunt and the heavier iron ore workings between Newport Docks and Ebbw Vale or Llanwern steelworks.

The Parkend branch saw considerable mineral traffic necessitating as many as three daily trips, usually on Mondays, providing much ballast for the permanent way department.

The Parkend duty was....

 08:55 STJ – Parkend, 12:03 Parkend – Uskmouth, 15:52 Uskmouth – STJ EBV

(2)

Only one train per day is now required north of Carmarthen.                                      

Carmarthen Jcn. dep. 10:50 – Newcastle Emlyn arr. 12:40 MWFO

Carmarthen Jcn. dep. 10:50 – Lampeter arr. 12:10 TuThSO

Carmarthen Jcn. dep. 09:00 SuO ‘Q’

(3)                                                                                                                               

Commencing 3rd May, 1971;  two Waterston-Albion oil trains switched from 2x Cl.37 to 1x Cl.47. Cl.37s will return to the duty from October.

(4)                                                                                                                                     

BPGV coal train working has intensified to;                                                                  

Burry Port dep 00:35 MX returning at 03:19 MX,                                                            

Burry Port dep 06:22 returning at 10:14,                                                                               

Burry Port dep 13:05 returning at 16:07,                                                                           

Burry Port dep 1900 returning at 21:44

2119+2142, 2141+2145 are the usual twinned locos, with 2144 as banker. 2122 (not cut down) is used as Burry Port pilot.

(5)                                                                                                                                 

Commencing with the new WTT, 3rd May, 1971 DMU DTS 56293 was used to strengthen Central Wales services. Being attached to the last Swansea-Shrewsbury working of the day, returning on the first Salop-Swansea, carrying mail and news traffic

(6)                                                                                                                              

50090+50132 reported working west Wales services, especially on the Pembroke Dock branch

(7)                                                                                                                                      

Aberthaw – Highbridge PFA trains increased to six daily, with 2x Cl.37 haulage and 35 32ton MGR hoppers, an increase from the previous 26 (or was it 28 ?) hoppers.                  

(a)                                                                                                                                  

02:40 Aberthaw – Highbridge and 08:05 return,                                                                   

13:45 Aberthaw – Highbridge and 21:30 return,                                                                   

(b)                                                                                                                                  

 06:00 Aberthaw – Highbridge and 13:30 return,                                                               

14:53 Aberthaw – Highbridge and 01:10 return, SuX                                                                 

(c)                                                                                                                                 

11:28 Aberthaw – Highbridge and 17:40 return,                                                                        

22:20 Aberthaw – Highbridge and 05:40 return,

(8)                                                                                                                                  

 Newport, Ebbw Junction (86B) has 17x Cl.37 workings, including;                                                        

5x outstabled at Aberbeeg,                                                                                                             

1x outstabled at Severn Tunnel Junction

 

Cardiff, Canton (86A) has 38x Cl.37 workings,  including;                                                                  

6x Aberthaw-Highbridge PFA traffic,                                                                                     

 6x Waterston – Albion oil trains,                                                                                

17x outstabled at Radyr,                                                                                                                       

 5x outstabled at Aberdare,                                                                                                      

2x outstabled at Llantrisant,                                                                                                  

1x outstabled at Barry

 

6918+6923+6929, 6914+6927+6930 and also 6917+6939 arrived at Canton on Saturday, 1st. May, 1971 having been transferred from Healey Mills.

All eight fitted with EQ brakes and were for exclusive use on Newport Ebbw Junction and Aberbeeg duties.

.

As was the norm, on that first day of the new WTT, I ate my lunch whilst sat alongside the SWML at the site of the former Ely (Main Line) station, and during that lunch break recorded the following;

Ely (Main Line)

59,

1049, 1054,

1598, 1709, 1903, 1930,

6601, 6879, 6997,

7082,

7083+(60094+60644+60734+60746+60749+60739+60649+60099)

Presumably the eight car Pullman unit was a failure.

.

Brian R

 

 

Edited by br2975
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10 minutes ago, br2975 said:

Commencing with the new WTT, 3rd May, 1971 DMU DTS 56293 was used to strengthen Central Wales services. Being attached to the last Swansea-Shrewsbury working of the day, returning on the first Salop-Swansea, carrying mail and news traffic

I've got a sneaking feeling I've seen a picture of this. Thanks once again for a very detailed post.

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1 minute ago, Leyburn Kid said:

I've got a sneaking feeling I've seen a picture of this. Thanks once again for a very detailed post.

The DTS W56293 had to be shunted around on arrival at Salop, as it didn't have the required headlamp.

.

The twin set working West Wales, W50090 + W50132 were prone to being split apart and used as alongside the Pressed Steel 'bubble cars' as 'boosters' on the North & West Route, as the  Swindon Cross Country sets were found to be under powered.

.

Brian R

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