Early 1970's South Wales freight workings

[BR traction instructor]

6 hours ago, The Johnster said:

As a further comment on class 6 working, possibly not a particularly helpful one in sorting out the 6V55 conundrum, is that the rear 4 axles had to be fitted and the brake tested and confirmed as working as part of the guard's train preparation.  The driver blew the brakes off and you removed the vacuum bag from the dummy on the rear wagon, there was a sucking noise, and then you kicked the brake blocks to ensure that they were tightly up against the wheel rim, then replaced the bag on the dummy, then kicked the blocks again to make sure they'd released.  So piped only coke hoppers would have had to rely on the loco and at least 2 fitted at the rear for sufficient brake force.  My memory of 6V55, which as I say I never actually worked, was that it had a brake van and worked as a part-fitted train whatever the headcode said.  A class 6 timing would have allowed it to be timed to run at the 50mph the hoppers were rated for.

 

…surely, with a fitted 20-25 ton brakevan in rear there would be no requirement to check any brake blocks other than on the brakevan?

 

BeRTIe

Edited September 1, 2022 by BR traction instructor

[The Johnster]

The requirement applied to all fully fitted freight and parcels trains IIRC, BeRTle, the four axles in front of the brake van if there was a brake van.  The van was of course piped only, not fitted (in an 8-year railway career, I never encountered a fitted goods brake van), so pulling the vacuum bag off the dummy or opening the air cocks would not affect the brake blocks on the brake van.

 

The principle was that, should the train part for any reason, the brakes would automatically apply on the fitted vehicles of both portions of the train.  If the brakes were not working on the last 4 axles, that is the last two or the last bogie vehicle, and one or both of those became separated, they would run freely until momentum ran out, they were derailed at trap or catch points, or they hit something.  If a brake van with a guard riding in it was present, of course he could bring the detached portion to a safe stop and protect it in rear.  When fully fitted trains customarily have brake vans, pre-1969, up to 4 axles could be coupled behind the van, but the brakes had to be working.  Guards on very fast freight traffic such as the ECML fish trains would marshall the train in this fashion to steady the ride, which on some vans even at moderate speeds could be, um, interesting...

[BR traction instructor]

…ok…so we’re back to the likelihood of a rake of piped only coke hoppers with fitted wagons in front of the brake van for the return working, in order for the train to run class 6. This being the case sufficient may have been provided for the brake tender to not be required.

 

I’m well aware of the need to have fitted wagons with working brakes at the rear of fully fitted freights without a brake van but needed to find the appropriate instruction to confirm the situation when a brakevan was provided in rear.

 

BeRTIe

Edited September 2, 2022 by BR traction instructor

[Phil Bullock]

Funnily enough was only thinking …. Whilst riding on the Severn Valley yesterday…. about the use of a brake tender. As that is possibly a logical explanation I will use it to quell my curiosity and run 8M64/6V55 on the new layout with one. 
 

Thanks for all the input. A photo of the prototype will appear one day for sure!

[BR traction instructor]

…this is a good exercise in winding back regulations Phil. Automatically, the later ones spring to mind but trying to unravel when they were issued and creating scenarios without some or all requires consideration.

 

It also allows the formation of some freight consists to be specific to era.

 

BeRTIe

Edited September 2, 2022 by BR traction instructor

[br2975]

2 hours ago, Phil Bullock said:

Funnily enough was only thinking …. Whilst riding on the Severn Valley yesterday…. about the use of a brake tender. As that is possibly a logical explanation I will use it to quell my curiosity and run 8M64/6V55 on the new layout with one. 
 

Thanks for all the input. A photo of the prototype will appear one day for sure!

.

My first reciollection of brake tenders in South Wales was seeing a pair at radyr, circa May 1971. 

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I have the numbers somewhere.

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 In the early 70s they occasionally appeared at STJ, East Usk and Radyr on coal/empties to/from Acton, but not daily.

Always marshalled between the loco and train in South Wales, never propelled in front (at least I never saw it) as in the North East and occasionally the Midlands.

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I then saw B964012 at Radyr on 7th Oct. 1972, and again at Cardiff General in a train with B964027, on 3rd Novembet 1972.....but my notes don't say what the train was; albeit it would not have been 8M64 / 6V55 due to the times of day, and location i.e. Radyr.

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Later their use in South Wales altered, 

eg

" In the Aberdare supervisors log dated Feb 24th 1977 it was noted that 4 brake tenders were at Aberdare for use with traffic to Swansea Docks. The numbers were 964014,964050,964088 & 964114."

 B964114 was one of a batch of 6 distinctive angular / square bodied versions built at Stratford. I never knew they got to South Wales, let alone Aberdare.

[br2975]

Reposted from a different, former thread

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Something that may be of interest, albeit a year or two earlier than this thread;

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WARNING !

 ( Those of a certain age, wearing rose tinted specs and easily saddened, may wish to look away now )

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South Wales allocations as at 31/12/68

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86A Cardiff, Canton. ( 192 )                                                                                                         

1584, 1585, 1586, 1588, 1589, 1590, 1591, 1592, 1593, 1595, 1597, 1598, 1599, 1603, 1605, 1606, 1752, 1753, 1901, 1902, 1903, 1904, 1905, 1906, 1907, 1908, 1909, 1910, 1911, 1912, 1913, 1914, 1915, 1916, 1917, 1918, 1919, 1920, 1921, 1922, 1923, 1924, 1925, 1926, 1927, 1924, 1936,                                                                                         

3256, 3257, 3258, 3259, 3260, 3261, 3262, 3263, 3264, 3265, 3266, 3267, 3357, 3358, 3419, 3420, 3421, 3422, 3423, 3424, 3523, 3594, 3595, 3603, 3604, 3607, 3747, 3748, 3749, 3753, 3759, 3807, 3819, 3822, 4011, 4012, 4125, 4126, 4127, 4128, 4170, 4179,                                                                                                  

6600, 6601, 6602, 6603, 6604, 6875, 6876, 6878, 6879, 6885, 6886, 6906, 6907, 6908, 6909, 6913, 6921, 6938, 6941, 6943, 6944, 6954, 6955, 6956, 6957, 6958, 6969, 6970, 6971, 6972, 6973, 6974, 6975, 6976, 6977, 6978, 6979, 6980, 6981, 6982, 6984, 6985, 6986, 6987, 6988, 6989, 6990, 6991, 6992, 6993, 6994, 6995, 6996, 6997, 6998, 6999,                                           

7018, 7050, 7051, 7052, 7053, 7054, 7055, 7063, 7064, 7067, 7068, 7069. 7070, 7073, 7074, 7075, 7076, 7077, 7078, 7079, 7080, 7081, 7082, 7083, 7084, 7085, 7086, 7087, 7088, 7089, 7090, 7091, 7092, 7093, 7094, 7095, 7096, 7097, 7098, 7099,                                                                                                                       

9500, 9502, 9514, 9518, 9527, 9528, 9538,

.

 86B Newport, Ebbw Junction  ( 32 )                                                                                           

3102, 3103, 3104, 3188, 3189, 3190, 3809, 3810, 3811, 3812, 3813, 3814, 3815, 3816, 3817, 3818, 3820, 3821, 4171, 4172, 4173, 4174, 4175, 4176, 4177, 4178, 4180, 4181, 4182, 4183, 4184, 4185,

.

87A Swansea, Landore  ( 106 )                                                                                                       

1000, 1001, 1002, 1003, 1004, 1005, 1006, 1007, 1013, 1015, 1026, 1031, 1055, 1061, 1062, 1063, 1066, 1069,                                                                                                    

1596, 1600, 1601, 1602, 1604, 1643, 1644, 1645, 1646, 1647, 1651, 1654, 1655, 1656, 1657, 1658, 1659, 1660, 1661, 1662, 1663, 1664, 1665, 1666, 1667, 1668, 1669, 1678,                                      

2120, 2121, 2122, 2141, 2142, 2144, 2145,                                                                      

3195, 3196, 3268, 3356, 3515, 3593, 3605, 3606, 3743, 3744, 3758, 3760, 3804, 3823, 3825, 3826, 3827, 3828, 3829, 3830, 3986, 3987, 3998, 4001, 4002,                                   

6605, 6606, 6607, 6608, 6877, 6880, 6881, 6882, 6883, 6884, 6887, 6888, 6889, 6890, 6891, 6892, 6910, 6912, 6924, 6931, 6932, 6933, 6934, 6935,                                               9521, 9524, 9536, 9555

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87B Margam   ( 17 )                                                                                                                      

3429, 3430, 3431, 3432, 3433, 3434, 3435, 3436, 3437, 3438, 3520, 3596, 3745, 3746, 3808, 3824, 4027,

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From the above list, the following were ‘fitted’ as follows.

Fitted dual AWS;                                                                                                                  

1013, 1015, 1025, 1031, 1062, 1063, 1066                                                                                                                           

1583-1599, 1600-1615, 1643, 1644, 1645, 1646, 1647, 1650, 1651, 1654, 1655, 1656, 1657, 1658, 1659, 1660, 1661, 1662, 1663, 1664, 1665, 1666, 1667, 1668, 1669, 1752, 1756, 1757, 1901-1907, 1909-1927, 1934, 1936,                                                                                                         

6600, 6603-6606, 6608, 6875-6892, 6913, 6921, 6924, 6932-6935, 6938, 6943, 6954-6958, 6970, 6977, 6981, 6982, 6984, 6985, 6987, 6989, 6992, 6996,                                                  

 Fitted dual brakes;                                                                                                                      

1013, 1015, 1025, 1031, 1062, 1063, 1066                                                                                                                         

1583, 1643, 1644, 1645, 1646, 1647, 1650, 1651, 1654, 1655, 1656, 1657, 1658, 1659, 1660, 1661, 1662, 1663, 1664, 1665, 1666, 1667, 1668, 1669, 1901-1907, 1909-1927, 1934, 1936,                   

6605, 6885, 6943, 6969, 6985, 6989 

                                                           

Fitted headlights;                                                                                                                     

6889, 6931- 6934                

                                                                                                       

 Fitted radio telephone;                                                                                                            

2120, 2121, 2122, 2125                                                                                                          

3102, 3103, 3104, 3188, 3189, 3190, 3256-3266, 3419-3424, 3429-3438, 3809-3818, 3820, 3821, 3825-3830, 3986, 3987. 

                                                                            

Fitted with bell; (for Swansea Docks)                                                                                                               

2120, 2121, 2122,         

                                                                                                        

 “Cut down cab” for B.P.G.V. working;                                                                                

2141, 2142, 2144, 2145                                                                                                                                   

Fitted snowplough brackets;                                                                                                       

3258, 3744, 3748, 3758, 3819, 3821

Edited September 2, 2022 by br2975

[br2975]

As "The Johnster" mentioned block oil trains, here is a brief overview of oil trains to/from South & West Wales, 1971/1972

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UP

 

6M33 1715 Hebrandston – Shrewsbury & 6V18 0240 MX  Shrewsbury – Hebrandston both via the North & West.                                                                                                                                                                       * both shown as discontinued from 03/05/1971

6M34 2325 MX Tidal Sidings – Soho Pool amended to ‘Q’  from 03/05/1971

6M37 2100 Llandarcy – Rowley Regis BP

6M38 0600 Llandarcy – Rowley Regis BP

6M39 1840 Llandarcy – Rowley Regis BP                                                                                 

* shown as ‘suspended’ – delete entries from 03/05/1971                                                     

 Outward working of 6V83

6M40 0335 MX Llandarcy – Rowley Regis, Witton, Wednesbury or Spring Vale. & 6V79 1444 Witton, 1454 Spring Vale, 1506 Wednesbury or 1539 Rowley Regis – Llandarcy BP

6M41 1140 Llandarcy – Rowley Regis BP

6M49 0955 WO Waterston – Albion Gulf ‘Special’ via North & West

6M50 1510 Waterston – Albion Gulf via North & West

6M51 0500 Waterston – Kingsbury & 0052 WO Kingsbury – Waterston Gulf

6M52 2025 MX Waterston – Albion Gulf

6M53 0048 MX Waterston – Albion Gulf

 

DOWN

 

6V80 0728 MX Soho Pool – Cardiff Marshalling Sidings,  amended to ‘Q’  from 03/05/1971                                                                        

6V38 1350 Rowley Regis – Llandarcy BP

6V64 0230 MX Albion – Waterston, Gulf                                                             

* amended to 02:10 MX from 04/05/1971

6V70 1215 MX Albion – Waterston, Gulf

6V83 0230 MX Rowley Regis – Llandarcy, BP                                                          

* shown as ‘suspended’ – delete entries from 04/05/1971                               

Return working of 6M39            

6V85 1925 MX Rowley Regis – Llandarcy, BP

6V88 0715 MX Albion – Waterston, Gulf via North & West

6V90 0445 MX Rowley Regis – Llandarcy, BP

6V92 2112 MX Albion – Waterston, Gulf via the North & West

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In addition, there was;

6V71 2140 WO Fawley – Penarth Curve North (ThO) & 6O41 Penarth Curve North – Fawley.

For many years I thought this was diesel fuel for the adjacent Canton Depot, but it appears it may have been for the Esso tank farm on the Ferry Road Branch. .

I have no idea what worked it as it arrived and left in the wee small hours but every possibility that it could be

(i) Hymek (ii) Warship or (iii) Eastleigh Cl.33 as they worked summer dated trains to Cardiff from Pompey.

There had been a Fawley – Cardiff Tidal working in the late 1960s, Cl.33 hauled and of which we spotters were blissfully unaware as it never reached Cardiff General !

NOTE

Amndments shown * are taken from Supplement No.1 to the WTT Section 7 commencing 3rd May 1971.

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Brian R

[D860 VICTORIOUS]

Radyr must have been an absorbing location for train-watching back then,no waiting hours for something to happen...Am guessing from your comment that just about all of the locations listed no longer have rail activity.

Didn't realise Canton's allocation was that extensive,theirs and Landore's Brush 4's were common enough on passenger work to Paddington,but we had to make trips to South Wales to see the higher-numbered (D7070-D7100 approx) Hymeks.The EE3's didn't really stir the interest back then like they have done in recent times,but as you say their contribution in Wales was considerable.

The oil workings were extensive,excuse my ignorance but am not familiar with Hebrandston or Llandarcy,am assuming they were refineries.The workings from Fawley may have given you a surprise or two had you been able to see them! As another aside,the only WR London area oil trains that I can vaguely remember did pass westbound through Southall,even on a Saturday (hazy memory time...),possibly North Thameside to Micheldever,but I digress...

Just to hopefully further this great topic,was there much in the way of chemicals traffic,and at which Cardiff depot was general freight handled? And,I think there was milk traffic from Whitland-Kensington,would that have featured in this era? Terrific info again.

 

[BR traction instructor]

…not forgetting the various block LPG workings to/from Herbrandston e.g. supplying Anglesey aluminium, Holyhead as 6M33. 6V18 was the return empty working and is seen in this Flickr picture by Jamerail passing Hereford with the work stained white tanks/orange band…

 

BeRTIe

Edited September 2, 2022 by BR traction instructor

[Fat Controller]

21 minutes ago, D860 VICTORIOUS said:

Radyr must have been an absorbing location for train-watching back then,no waiting hours for something to happen...Am guessing from your comment that just about all of the locations listed no longer have rail activity.

Didn't realise Canton's allocation was that extensive,theirs and Landore's Brush 4's were common enough on passenger work to Paddington,but we had to make trips to South Wales to see the higher-numbered (D7070-D7100 approx) Hymeks.The EE3's didn't really stir the interest back then like they have done in recent times,but as you say their contribution in Wales was considerable.

The oil workings were extensive,excuse my ignorance but am not familiar with Hebrandston or Llandarcy,am assuming they were refineries.The workings from Fawley may have given you a surprise or two had you been able to see them! As another aside,the only WR London area oil trains that I can vaguely remember did pass westbound through Southall,even on a Saturday (hazy memory time...),possibly North Thameside to Micheldever,but I digress...

Just to hopefully further this great topic,was there much in the way of chemicals traffic,and at which Cardiff depot was general freight handled? And,I think there was milk traffic from Whitland-Kensington,would that have featured in this era? Terrific info again.

 

Llandarcy, near Swansea, was a long-established refinery, dating to just after WW1; it was operated by BP

On Milford Haven were to be found Herbrandston (Esso), Robeston (Amoco) and Waterston (Gulf).

Chemical traffic included BP at Baglan Bay, BP and Dow-Corning at Cadoxton/ Barry, Monsanto on the East Usk branch, Imperial Smelting at Llansamlet.

There was milk traffic from Whitland, and several other locations in Carmarthen's hinterland, to the London area; sometimes three workings per day. There was also a 'Perishables' working, often Hymec-hauled, which conveyed fish vans, fish and meat in containers, eggs and doubtless other perishables. It started at Fishguard Harbour, and attached traffic originating at Milford en-route. It was still running in the early 1970s, when I left Llanelli

[D860 VICTORIOUS]

Hi Brian,

that's informative and interesting,thank you. This is all adding to the picture of a thriving freight scenario in Wales back then...

Neil

 

[The Stationmaster]

I have little wish to be reminded of Llandarcy whereIi was called out to attend a derailment one evening in December 1973 and finally got there after being given some very misleading directions.  The derailed vehicle was a single 45 t Class A tank car loaded with loco fuel for Ebbw Jcn and it had runaway durin ga shunting move and come off at the traps at the east end of the loop,  All during an ASLEF work to rule (so the breakdown train Driver wanted relief within 5 minutes of arriving) and a very awkward place to re-rail anything.  The Landore breakdown gang finally got it back on the road but the Guard on the breakdown train couldn't couple the Class 37 to it and called on me to sort it out - simple, put a fishplate in the couplings.  I warned the Guard to be very careful going back along the loop and to put scotches under the tank car wheels before easing down the speed (from walking pace).  I was giving Control all the times over the 'phone when I heard a rumbling sound and then saw the tank car proceeding back along the loop to come to rest about 3 inches from where it had been the first time - the Guard forgot to scotch it before signalling the Driver to ease-off and (as was obvious) the fishplate dropped out).  Only bonus was that the gang were fully practiced by then and only took 20 minutes to re-rail that time.  And that time I walked it up the Loop for as far as was needed and scotched it before giving the Driver a green light to ease off.

 

Going back to Radyr - where I was for most of 1973 in charge of the yard, aignal boxes, and traincrew etc.  When I first went to the Valleys in late 1971 Gyfeillon was only being cleared by one trip each day - in the evening.  And contrary to all the ideals of Blockplan what came out was a total mess in terms of marshalling.  I think traffic from there might have ceased, or dropped to an irregular trickle by the time I got to Radyr in 1973.

 

The 37s, far more than the Hymeks ever had. been, were the principal power on South Wales Valleys workings.   They were incredibly tough machines for which I developed enormous respect during my first close operational involvement and their weight gave then a considerable advantage over Hymeks when working loaded trains dow the Valleys.  they also had a majot advantage over the Brush Type 4/Class 47 when going up the Valleys, especially on loaded trains, because they had sanders whereas the Brush needed very careful handling on loaded trains such as the West Wales - Ebbw Vale steelworks oil trains.  the lack of sanders didn't help the Brush when going downhill either particularly when working mgr trains with the very poor brakes on the HAAs in those days (see below fotr the consequences of an examplke of just how bad that combination could be when trying to control a train descending Welsh Inclines

 

The big news of 1973 was the conversion of various Canton Class 37s to twin fuel tanks by utilising the former boiler water tanks to also contain fuel.  This change enabled locos on the Radyr diagrams to go all week without going to Canton for fuel provided they worked more or less to diagram - we had, I think 16 diagrams for them at that time.  The idea was great but it had its flaws as brake blocks could still be consumed at a terrific rate on some turns.  You could reckon, if you were lucky,  on no more than 3 days of Cwmbargoed coal trips, which loaded to 1,000 tons a train, before a loco had to go to Canton for new brake blacks due to the rather fearsome falling gradients - the branch itself from Nelson had over 5 miles continuously of mainly 1 in 40.  

 

Similarly, although we could top them up locally, some turns would completely empty the sand boxes on a loco with a single out & back trip especially if there were damp rails on the steepest graded climbs.  Fortunately there were few trees on the higher climbs but the 'Big Hill from Walnut Tree Jcn to Aber Jcn had far too many of the darned things near the railway and leaf fall season could see a 37 slip to a stand on the climb when hauling no more than a dozen empty 16 tonners,

 

Fortunately we had very few mgr trains around at that time - a large tip was being recovered near Eirw Branch Jcn in the Rhondda and that was a Barry men's job and the train never seemed to give any trouble.  But there was also an occasional  train of mgrs loaded out of the Ocean/Taff Merthyr colliery complex at times which was routed to come down the Big Hill until a couple of runaways, fortunately without hitting anything, led to that route being banned and the trans were diverted via Caerphilly and the much easier gradients.

 

As I mentioned previously, and as BR 2975 also mentioned,  Nantgarw coke ovens consumed a lot of coal from elsewhere due to the need to get the right blends of coke for the various steelworks.  Inevitably there was tendency for empties to bunch there because discharge rates didn't always match coal arrival quantities.  So occasionally we would do a Sunday clearance of empties and the most efficient way to do them was to forget about Length Limits and run trains of 100 wagons at a time with a bit of 'clever' work to deal with a train that long when it arrived at Radyr if it couldn't be dealt with via the obvious arrival route.

 

Another Blocplan flaw in practice was reflected in our yard pilot arrangement where we had an additional pilot in the Down yard for most of the late turn known to everyone as 'the coal bumper'.  Its job was to sort out the mixed rafts which had come out of collieries in place of what the plan intended should be block loads simply requiring joining up to form the long distance trains.

 

There were aways lighter moments in fairly busy yards and one of the more amusing ones was the tale of the dirty wagons.  Very few people realise that even coal wagons need to be clean to load traffic - yes, even to load coal.  This was esecially the case if the wagon had been used for carrying scrap metal.  Scrap could do considerable damage and one large piece on one occasions shut down coal deliveries at Uskmouth Power Station (at Newport) because it wasn't seen when the wagon was tipped and it git into the screw mechanism used to move the coal.  Any way for many years a chap had used a (BR) siding in the Cardiff Docks area to clean out wagons - he wasn't paid anything to do it and he didn't pay the railway any rent for using the siding - his profit came from what he got out of the wagons.  Anyway the massive Cardiff freight audit of 1973 brought this helpful situation to the attention of the men in accounting suits who demanded that the chap should pay Siding Rent so he told BR to go forth & multiply and gave up the job.

 

Hence we, and other yards, gradually began to collect 'dirty' mineral wgons.  a rumour went round that they could be cleaned at Margam so I sent ours - lkess than a dozen of them - off t Margam dult labelled for cleaning.  But teh rumour was wrong, nowhere at Margam was cleaning wagons - so they sent they so the Tunnel (Severn Tunnel Jcn) who didn't clean wagons either, so they sent them to us, and we obviously sent them on elsewhere.  Within a couple of weeks there was virtually a full train load of these wagons meandering their way around South Wales on whatever booked inter-yard service people could think of to put them on.  The final solution was simple - i knew the Area Manager at Cardiff Newtown on whose patch the wagon cleaner had been doing his helpful job and arranged with him that I would send the lot to Long Dyke the next time they arrived with me.  He in turn pointed out to the Divisional Office that he had (actually they hadn't reached him at that time) over 40 wagons needing cleaning and what should he do with them - he was told to use his own initiative.  So the wagon cleaner was  quietly back in business - on the same arrangement as previously.

 

Interfering busybodies from the more remote parts of ivory tower land could always be a problem, and sometimes a source of amusement.  The BRB kept two Wagon Inspectors in South Wales whose sole job was to go round looking for wagons left in strange places and to to get them back into traffic. (TOPS did for their jobs).  Anyway in early 1974 when I was Asst AM at Newport Maesglas one of these characters walked into my office one afternoon and demanded to know if I knew about a Shock Highfit in a siding up on Mon Bank (I told him that I did), and didn't  I know there was a shortage of such wagons(I told him that I did) and what was I doing to get it back into traffic?  I duly asked him if he had the necessary financial authority to pay for the Canton breakdown crane to be called out to get the wagon out?   He wanted to know why and if I was being funny?  So I told him that if he knew as well as I did where that wagon was the only way to get it out would be to lift it with a breakdown crane and I didn't have the authority to order one so he would have to order it  and he would have to stand the cost on whatever budget he had.   He then asked 'why? yet again.  So I asked him if he had noticed that the wagon was against the stop blocks and between it and the open end of the siding there were at least 4 piles of 60ft track sections stacked 5 high so either they would have to be moved by a crane or the wagon would have to be got out by a crane.  He muttered and left with nothing more to say - leaving me wondering if had ever been up there for a proper look before coming to see me?

[Fat Controller]

4 hours ago, D860 VICTORIOUS said:

Hi Brian,

that's informative and interesting,thank you. This is all adding to the picture of a thriving freight scenario in Wales back then...

Neil

 

It was busy. We' lived to the west of the really busy bits, and even then, an hour at Old Castle Crossing might produce half-a-dozen trains.

[br2975]

Radyr - the centre of my railway universe.

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This image has featured on RMweb previously.

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It has been stitched together ( by my son ) from two photographs taken in 1973 by the "Stationmaster" of this parish, during his time at Radyr in 1973, and is as good a panorama as you are likely to view.

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Taken from a lighting tower, Radyr station, and Radyr Junction signal box were directly behind Mike when he  captured this scene.

 

On the extreme left we have the four tracks of the Taff Vale main line, and we are looking toward Llandaff (for Whitchurch) and eventually Cardiff (Queen Street). 

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Moving to the right, we can see the PAD with the PWM(651) and a raft of wagons carrying concrete sleepers or new prefabricated track; the roads between the two 'goods shed' looking buildings all form part of the PAD.

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In the distance we can see the former GWR 'Loan Act' Radyr engine shed which by the time of Mike's photo was used by Powell Duffryn as a wagon repair facility, an adjunct to their main works further down the TVR mainline near Cathays C&W.

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I found Radyr shed immediately after steam ended, in the summer of 1965, and used to love wandering through the deserted shed on a Sunday morning, along rows of Cl.08s, Cl.37s, Cl.14s and the occasional BR (WR) 151xx 0-6-0DE shunter.

The only sound was the 'tick tick tick' of the 37s.

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In the middle of the photo is the 'van road' where an eccentric known as 'Johnny Chopsticks' would attend to the brake vans, cleaning them and stocking up on kindling ( which he obtained from the local woods ), and a supply of coal.

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After locos ceased to be stabled in the former engine shed, around 1967/1968, they would be stabled in the yard, usually on roads around, and above the Cl.37 seen in this image.

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For a few years, locos were stabled alongside Radyr station, but for several reasons eg complaints from residents in Heol Isaf the road above the stabling point, also leaking oil,  and out of sight of the only railwayman on duty on say Sundays , the Radyr Junction bobby, but exposed to the attentions of passing yobs  ( a then uncommon creature in Radyr ) saw loco stabling moved back into the yard around 74/75 and the station stabling roads eventually became an extended car park.

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To the right of the Cl.37 are the freight only lines of what was originally the Penarth Harbour & Dock Railway which curves around to pass Radyr Quarry Junction 'box, which can be seen in the distance.

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At Radyr Quarry the PH&D continued on, to reach Penarth Curve North Junction, wich was located between Canton depot and Ninian Park football ground......but, another line veered off to the left at Radyr Quarry, known as the 'Llandaff Loop' which rejoined the TVR mainline at Llandaff (for Whitchurch); allowing trains for

(i) Llantrisant, Margam and all points west to leave the yard and via Cardiff (Queen St)  access the (Down) South Wales Main Line at Cardiff General, and

(ii) Roath Line Sidings, the Roath Branch to Cardiff Docks and Cathays C&W to leave the yard without setting back at Radyr Junction ( behind the photographer ).

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The PH&D remains open, after passenger services were introduced along the line in 1987, and is marketed as 'The City Line' -

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The TVR mainline, now reduced from 4 lines to 2 also remains; everything else in this photo has disappeared, and is now a large housing development.

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Both routes are currently seeing the erection of OHLE in connection with the South East Wales metro scheme ( See this months Modern Railways - Sept. 2022 ).

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The 1971-1972 WTT showed 292 paths through this photo every 24hrs on a weekday, including freight, trips, parcels and DMU services between Barry Island/Penarth and Pontypridd, Treherbert and Merthyr.

There was nominally but one loco hauled passenger working, in the 'up' direction only at an ungodly hour on Sunday morning........and with first class accomodation.

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As we lived the other side of the wooded hill behind Radyr Quarry 'box, the continual sound of shunting was an ever present, but never intrusive.

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Brian R

Edited September 2, 2022 by br2975