br2975

Well, the occupying forces ( relatives from north of Hadrian's Wall ) have withdrawn, leaving "Mrs. br2975" and myself shellshocked. . Being told 'no' by a 5yrs old child in your care; one that knows no boundaries, and who has learned to play one (weak) parent against the other (stronger) parent has left us both drained. . So tonight armed with a signalling diagram for my 'Aberflyarff' layout set in the Efflew Valley of South Wales, and kindly drawn up by HH, I have started scanning some of the signalling photos I took back in the 70s......... . For those who are interested, here are a few.................. I'll let you guess ? .

. You're such a smooth talker. . In fact I parked outside the 'small show' venue and walked the last 400 yards to the former Swalec Stadium.

Attended the 'Cardiff Show' today, at the Glamorgan County Cricket Ground. . Mildly disappointed. . An excess of traders, when compared to so few layouts, of which the Cardiff 4mm Group's "Three Cocks Junction" was the stand out. . I suppose it was worth the £10 entry, just to catch up with so many old friends. .

. Yes (on some) and no (not on others). . There were two sets of interlaced rails across some weighbridges, one set were the 'dead' rails used by trains passing over the bridge and not being weighed (and could include the loco) and also a set of 'live' rails which were used to weigh the wagons. . Regardless of type, there was always a speed limit for traffic using the weighbridge eg 4mph.

One's head is 'buzzing'. . Due wholly to visiting family, thoroughly modern parents, and ill mannered, rude, abrupt children that know no boundaries, and have no concept of strangers' personal space. . Normally service will be resumed after counselling sessions.

A Dowlais Co. "colliers cwb" circa 1875

. A bit OTT for just me and the wife tho'

. The signalling is being dismantled, but I'd like to know where it would have been i.e. What there was, and where ?

Firstly there were two distinct types of Paddy Trains or Workmen's Services here in South Wales. . Traditionally a 'Paddy Train' was run by a private company eg colliery or iron / steel works (eg Dowlais) . However, the national railway network (Pre-grouping, Big Four and BR) also ran seperate 'Workmen's services' or attached Workmen's Coaches onto timetabled public services. . Most famous was probably those services based upon Cymmer Corrwg / Glyncorrwg, which ran, steam pushed, until around 1964/1965. . The last Workman's Services I recall were on the Bridgend - Treherbert line via Cymmer Afan, to serve Duffryn Rhondda washery. These were DMU worked unti, at least 1966. . My notes below refer to NCB operated Paddy Trains . (1) - they ran to coincide with shift changes, which in South Wales was usually 0600-1400, 14:00-22:00 and 22:00-06:00 - if the pits operated on a three shift basis. Therefore the first train of the day would need to get the men to the pit head in order for them to start at 06:00 / 14:00 or 22:00. The train would then wait for the miners coming off shift and then take them home (or to wherever the Paddy Train service ended) . (2) - the starting points varied, as to local needs. None in South Wales started from 'mainline' stations Taking Pontardulais - Graig Merthyr as an example, the train didn't (normally) start at the exchange sidings (but did apparently collect and drop off miners there), but there was a simple wooden platform further along the NCB line just past 'Siding Fach' (the loco shed) in Pontardulais alongside the A48 level crossing, and a further stone platform with waiting shelter was located about a half mile further along the line at Banc-y-bo. I cannot recall what facilities if any existed at the Graig Merthyr mine. . Similarly, the Paddy Train that served Blaenserchan Colliery in Gwent didn't (to my recollection) have platforms at either the starting point near the 'Big Arch' at Talywain, or at the varied stopping points eg Golynos, 'The English' etc . I cannot comment about other NCB areas outside South Wales, as I never visited any that ran Paddy Trains.

. As you no longer have any rugby to divert your attentions, those fingers will be holding a pencil later this week, when you signal the diagram I'll be sending you

. Here is the Railtour referred to above, organised by the R.C.T.S. (West Midlands Branch), it was the "Midlands Locomotive Requiem Rail Tour" and ran on 16th. October, 1965. 4F 0-6-0 43953 was brought from Workington to haul the excursion. D8613 & 43953 worked the excursion together only between Seymour Jcn. and Glapwell Colliery.

. 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 were fitted with EQ brakes and were for exclusive use on Newport Ebbw Junction and Aberbeeg duties. . From the start of the 1971-1972 WTT on Monday, 3rd. May, 1971, (i) Newport, Ebbw Junction (86B) had 17x Cl.37 workings, 5x outstabled at Aberbeeg, 1x outstabled at Severn Tunnel Junction (ii) Ebbw Jcn allocated Cl.25 duties included, Lydney and Parkend branches, 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 following is an extract from the informative "Derby Sulzers" site:- . ".... D5179 - 5182 went to Ebbw Junction for testing in multiple on the 63 mile Port Talbot - Ebbw Vale iron ore trains, which included the six mile 1 in 80 gradient between Aberbeeg and Ebbw Vale, often requiring a restart at Aberbeeg. These services highlighted known weaknesses with the Class 25's traction motors especially when worked in multiple. The 25/1 & 2 subclasses had field weakening controlled by the engine governor and main generator field strength whilst the 25/3 subclass had speed induced field weakening. Should a trailing unit have improperly functioning field weakening it was possible for the motors to sustain major damage without the driver's knowledge. In addition the margin between the continuous and short time ratings for the motors was minimal. Remedies for this involved strict maintenance, driver education, avoiding mixing 25/3's with earlier machines or reducing trailing loads if that happened. As a result on these workings the 25/1's had their maximum tonnage reduced from 930 tons to 810 tons. Tests using 7569 & 7676 in June and October 1972 specifically identified the sub-class variations as the main weakness. This was especially true in the field divert relays and their poor adjustment. Other areas of concern were faulty traction motor blowers, overly high engine governor settings, load regulator switches failing in the closed position, thus giving fluctuations and excessive current. Whilst the small motor may have been easy to work on it still required a lifting of the body to change it out. As motors were connected in series parallel flashovers might occur in sympathy and could lead to a main generator failure. In 1976 an attempt to resolve the problems involved 25088 being fitted with a redesigned field divert contactor and adjusted field divert resistor with the main generator altered to Class 25/3 specifications. (Such were the results of the testing of 7569 & 7676)......"

. Two summers running, 1969 and 1970, we holidayed ( if that is the correct term ) at Butlitz, Minehead. . My dad couldn't drive, and with his being an anorak as well we just 'had' to go on the train, from Cardiff. . On both occasions we travelled by DMU from Taunton to Minehead, but returned the following Saturday on the 'summer dated , SO ' Hymek hauled Minehead - Paddington as far as Taunton. . D7100 was our power on 7th. September, 1969, with D7065 providing the horses on 8th. August, 1970.... whence we went forward to Bristol behind 'Peak' D141.

. . The first tranche of Cl.25s to hit the Western were D5179-5182 & D7624/25 in October, 1970. . They were fitted with EQ brakes, of which the locals were allegedly highly suspicious. . Then eight former Western EE Type 3s that had earlier 'gone north' (a cardinal sin in South Wales at the time) returned from Healey Mills in May, 1971 also equipped with this (alleged) 'satanic device' . An attempt was made by 'upstairs' to keep all these locos for Eastern & Western valleys jobs off Ebbw Junction and Aberbeeg. . However, the new 'Welsh' Cl.25s working off Ebbw Junction developed a tendency to suffer flashovers, which resulted in much research, and then requirements for mixing and matching when double heading, which involved a lot of their freight jobs at the time i.e. iron ore from Port Talbot / Newport to Ebbw vale / Llanwern and coal trains between East Usk, Llanharan and Margam as well as in the Gwent Valleys. . Perhaps these (perceived ?) issues set a jaundiced view of the class, from which they never recovered ? . Certainly, the later use of Southern Cromptons (Cl.33) on cyclic duties from the South Coast to West Wales, then North Wales, and back again showed the 33s to be the pick of the bunch on the North & West, first class performers.

. The fire service are reporting the cause of the conflagration was diesel powered car.

. So am I, a time in South Wales I've researched for many years, and am now (slowly) beginning model. . Late 60s / early 70s in South Wales were a period of great change in railway operations; sadly it was an area few enthusiasts visited, or recorded in detail. . There have been a few threads / topics that touch on the South Wales scene, such as:- . . Brian R .

. The predominant industry using vans in south west Wales was, as mentioned, the tinplate industry. . However, the tinplate industry mainly used 'Shocvans' and invariably in large numbers, almost block trains. . From the late 1960s, with freight workings in south Wales being reorganised, all empty Shocvans entering south Wales were to be directed to Briton Ferry, from where they were distributed to the remaining tinplate works, and warehouses, as required. . Oridnary 12 ton 'Vanfits' would be used for general traffic. . . Have you considered joining the Facebook Group "Railways in South Wales" (shameless plug) ?. . There are any number of knowledgeable members who could assist with your research, and a veritable goldmine of photos.

You may wish to conduct some personal, historical research by viewing Flickr and possibly some relevant Facebook Groups (should you be a FB user).

. The Drinnick Mill traffic eventually went over to HEA hoppers and lasted at least until the late 1980s

. My follow on was planned to be "we were going to visit Venice, but cancelled due to the the flooding " but it appears it would have been wasted, except, probably, on the numerous Brits crammed into the graffiti liveried Italian EMU.

Home after ten days around Sant'Agnello, Sorrento, Capri and the Amalfi Coast. . I have been beaten senseless by female tourists wearing backpacks - shades of Warley, but better looking and sweeter smelling. . Our train from sant'Agnello to Pompei Scavi saw us squeezed unhealthily close to a gaggle of US female teenagers; so close in fact that conversation was inevitable. . The conversation went something like; US teenager:- "So where are you guys going ?" br2975:- "Pompei" US teenager:- "Sounds cool, have you been before ?" br2975:- "Yes, 20 years ago and I hope they've repaired the place, it was in ruins the last time we went !" . Their vacant expressions were a sight to behold. . Italian food being one of my favourites, the following day we had lunch with a view (of the Amalfi coast) in Ravello - stunning. . Then there was the task of finding an appropriate spot to gleefully watch 'the torment of Eddie Jones' - as his descendants of those responsible for "19 Crimes" (see what I did there ?) were humbled. . And now, to paraphrase a 1960s tv programme. "To the Man Cave, Robin !"

My cousin (we're the same age) became BA cabin crew quite late in life (50+) and eventually ended up doing 'long haul' . Her war stories would see me cracking my ribs. . A favourite was when non-stop 747 flights from Oz touched down after 20+ hours, with some 400 souls locked inside.................. . The air bridge would be rolled into place, the cabin doors disarmed, and then opened - at which point the experienced airbridge ground crew would be stood well back from the cabin door, whilst the newbie standing right up close would wince, and turn a shade of peuce. . Her tales of flights to Riyadh on the other hand, left me in no doubt, I have no desire to visit the place.............. .

. " Here's hoping they'll see me in my shorts, flip flops and 'wife beater vest' with tan on show, and become instantly jealous ? "