Leyburn Kid
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Posts posted by Leyburn Kid
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On 05/05/2021 at 13:46, br2975 said:
This may give an idea of the two dozen remaining local Cl.14 diagrams in 1967.
Cl.14 Trip workings - South Wales, Summer 1967.
86A Canton outbased, Newport Ebbw Jct.
(i) Uskmouth Branch trips incl. Uskmouth Power Station
(ii) Bedwas Colliery & Trethomas Coke Ovens..
Outbased Pontypool Rd.
(iii) Abergavenny trips
(iv) Glascoed (ROF) trips.
Outbased Aberbeeg
(v) Aberbeeg trips pilot
(vi) Aberbeeg banker.
Outbased Severn Tunnel Jct.
(vii) Chepstow and Tintern Quarry.
86A Canton
(i) Cardiff area - Barry, Barry Docks & Radyr Yd.
(ii) Cardiff area - Ely Paper Mill, Newtown Yard/Long Dyke & Radyr Yard
(iii) Cardiff area - Penarth Town & Penarth Cement Works..
Outbased Abercynon
(iv) Trips to Lady Windsor Colliery (Ynysybwl).
Outbased Aberdare
(v) Trips to Mountain Ash
(vi) Trips to Abercwmboi Phurnacite Plant.
Outbased Barry
(vii) Trips to Aberthaw.
Outbased Radyr
(viii) Trips to Aber Jct (via Taffs Well)
(ix) Trips to Cathays, Gabalfa Coal Yd. and Stanton & Staveley Ltd.
(x) Trips to Treforest, Pontypridd & Maritime Colliery.
Outbased Treherbert
(xi) Trips Rhondda Valley.
87E Landore outbased Margam
(i) Trips to Glyncorrwg
(ii) Trips to Cymmer (Afan)
(iii) Trips to Swansea Eastern Depot.
87E Landore
(i) Landore Steelworks and trips to Margam / Neath.
Outbased Swansea Eastern Depot
(ii) Trips to Felin Fran & Mond Nickel
(ii) Swansea Eastern depot Control, duties as required..
Brian R
Hi Brian. Which locos took over these diagrams? Were they all C.37s?
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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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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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19 hours ago, br2975 said:
I don't believe there was any particular rationale.
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The Westerns were very much 'mixed traffic' locos, just as the Cl.47s.
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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.
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Westerns could be found top 'n' tailed on Western valley iron ore workings from Newport Docks to Ebbw Vale
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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.
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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.
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Westerns also appeared popular on the Park Royal 'Steel Liner' a very interesting ABS working.
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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. !
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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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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.
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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..
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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.
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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.
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'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.
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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'
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Sorry to hijack your thread Tony.
Brian R
Lovely pic, despite the hijacking LOL
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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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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.
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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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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.
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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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Hi Brian
Coming back to your Hymek diagrams west of Swansea, given that loco reliability in those days was perhaps around 70-80% for most classes, there must have been around a dozen Hymeks potentially available west of Swansea each day.
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2 minutes ago, br2975 said:
Tony,
Did you mention you had a Pullman set ?
How about 5C99 (FO) 22:50 Swansea - Canton ECS which took the set to Canton for servicing.
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It has been known for only a 'half set' to run.
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It was also not uncommon to see the Canton carriage shed pilot towing a Pullman power car, from canton into Cardiff General, then around the Penarth Curve to Grangetown, then around the other side of the triangle to PCN (Penarth Curve North) before running back into the depot, thereby turning the power car.
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I have sightings of that in my books
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In early 1971, one lunchtime, I watched a Hymek towing the 'dead' Swansea Pullman set through Ely (Main Line) bound for Canton.
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There were two Pullman services a day between Swansea and Paddington, one was known as 'The South Wales Pullman' the other 'The Swansea Pullman' - not a lot of people know that !
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Brian R
On those afternoon's at Swansea station there was a set there each day, I was taken by just how stylish they were. When they came out recently it was a no brainer, and easily my most expensive purchase.
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8 minutes ago, br2975 said:
Early 1971 and 8F37 12:01 Severn Tunnel Jcn. – Margam passed through the former Ely (Main Line) station west of Cardiff just about 1:00pm, as I ate my sandwiches in the school lunch break.........
From my notes, some examples were:-
25/02/71 - 864, 865;
26/02/71 - 846;
27/02/71 - 846,
02/03/71 - 837,
03/03/71 - 808;
05/03/71 - 865
06/03/71 - 809;
10/03/71 - 844;
11/03/71 - 807;
13/03/71 - 857;
15/03/71 - 857;
16/03/71 - 833;
23/03/71 - 859;
05/04/71 – 841
STJ was a veritable melting pot! Two things come to mind, how many Warships would've worked deeper into South Wales, when they were increasingly concentrated on Devon/Cornwall, and increasingly unreliable when BR seemed to be skimping on maintaining them?
Also what a wonderful period we were spotting in, with great variety, but just how understandable it was that BR wanted to rationalise.
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3 minutes ago, Phil Bullock said:
The Tunstead-Margam limestone working with CBAs was of the first AB Workings in the area and was a regular Peak turn.
Sm sure Brian will be along with more fantastic details,particularly on the Warships. STJ was the only place I copped the unique Paxman engined D830...
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
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4 minutes ago, Phil Bullock said:
Maroon too if D838 is anything to go by!The Maroon on my Bachmann D838 looks a bit too dark for my tastes!
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1 hour ago, br2975 said:
Of course, it wasn't all coal in South Wales; as this image shows.
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A dozen or so miles west of Cardiff on the SWML was a mini-universe with Llantrisant Yard as its' hub.
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Branches from Llantrisant (which was actually in Pontyclun) served several local industries, including Coed Ely colliery and coke ovens on the Ely Valley Branch, and Cwm (Llantwit) colliery and coke ovens on the former TVR line to Treforest.
These plants produced foundry coke for local steel works, predominantly Margam, but for many years a train ran each evening from Llantrisant to Kingswinford (for Pensnett) using a pool of modified 20 ton coke hoppers; and initially a Hymek, and later a Cl.37 as power.
Two Canton Cl.37s outbased at Llantrisant shuttled back and forth along these branches, and to Creigiau Quarry q.v.
When first married in 1978, the throaty roar of a 'six-eighter' climbing through Cross Inn and Common Branch Junction towards Cwm Colliery at 7:45am told us it was time to leave for work !
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From the latter branch, a twig ran from Common Branch Junction to Creigiau Quarry which supplied lime and limestone, in hoppers, to British Steel East Moors works (formerly GKI&S New Dowlais Works), until just before East Moors closed in 1978.
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Another twig left the Treforest Branch at Maesaraul to reach the ICI explosives magazines at Brofiscin, onetime a pannier tank, latterly a Cl.08.
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Finally, another short branch left the SWML at Llantrisant to reach the Glamorgan Haemetite Mine at Llanharry, on a stub of the former Cowbridge Branch.
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Llanharry was served by the Llantrisant pilot, a Class 08 until the mine closed circa 1976.
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A daily trip from Radyr to Llantrisant was unusual in that the WTT allowed for a stop at Miskin Crossing SB , to collect empty water churns from the bobby. These were filled at Llantrisant, and another entry in the WTT allowed for a stop on the return to drop off the water.
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During the day/night both Llantrisant Cl.37s ( diagrams O96 and O98 ) would work ore and limestone to Cardiff East Moors and return with the empties.
A reversal was required at Pengam to reach Cardiff Docks via Tidal Sidings.
The one duty involved a night time trip to Severn Tunnel Junction, the return of which conveyed loaded 'GPVs' from Penrhyndeudraeth to Brofiscin.
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The iron ore and limestone workings along the mainline were for years unfitted, until redundant banana vans became available for use as 'fitted head' and were renamed 'Tadpoles'
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Which brings us to tonight's photo, a well worn, but in typical condition 6990 is seen at Pengam, Cardiff.....having arrived with iron ore from Llantrisant, the loco has run around its' train and is setting off on the last mile or so of its journey, probably to the Dingle Sidings near Tidal.
The fitted head is now at the rear, so the train has dropped from Class 8 to Class 9.
As was common with this job, the train ran with two brake vans to speed up the run round.
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Photographer unknown.
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Brian R
I've had my rail atlas out again! LOL. Yet more great info.Talking about STJ, I imagine the majority of WR freight workings to/from would be Cl.37s in 1970/1, and perhaps the majority of inter-regional freight would be Cl.47s. Were there any regular workings for Cl 42/3, or Peaks (whether WR/LMR or ER)?
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1 hour ago, br2975 said:
Nothing shouts "The Valleys" louder than a GFYE "Ingi".
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On Saturday 1st May, 1971 those of us who frequented Cardiff General were amazed when 8 (eight) Healey Mills (55C) allocated Cl.37s passed through as follows;
6918+6923+6929, followed by 6917+6939, then bringing up the rear came 6914+6927+6930.
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All eight were in the process of being transferred to Canton.
As they were all former WR locos that had been transferred around 4 years earlier, to the North East to eliminate the Q6s and J27s, I didn't 'cop' any.
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They were all fitted with "EQ" brakes, and were intended for use in the Western Valleys, from Ebbw Junction and Aberbeeg.
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That didn't preclude their turning up elsewhere.
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The photo shows one of the eight, 6923, at Newport Ebbw Junction depot shortly after their transfer; still displaying its red and white 55C shed stencil and local (Newport area) 9A77 headcode..
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Photographer unknown.
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Brian R
With 8 Cl.37's being transferred in one go it's exceptional. But when there are perhaps two or three locos being transferred between depots it always amuses me when you look at the pattern, because some locos seem to pass back and forth. Presumably these are ones with poor maintainence records. You can almost hear the depot managers, when there's a request for extra locos from a neighbouring depot, let them have X,Y and Z, they're always causing problems.
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6 hours ago, Phil Bullock said:
You sound like a man after my own heart Tony. Operation of Abbotswood is based on the 71/72 wtt with stock and locos as close as we can get it. A lot of our freight was to/from S Wales hence my interest in your postCheers
Hi Phil. I will see if I can get that picture of 1912 to you, even if it's just a photo from my phone, at the moment my scanner is not working properly.
I've seen Abbotswood in mags, and on the internet before now and it looks absolutely fab. Very much my era.
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18 hours ago, br2975 said:
Hello again,
Sunday, 2nd. January, 1972.
All Cl.35 ‘Hymek’ duties in West Wales become Cl.37 duties from this date, except; 08:35 Margam – Fishguard Harbour freight and return, on Saturdays Only.
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Cl.37 Diagrams are as follows;
(i) 7C38 08:35 Margam-Fishguard Harbour and 7C04 14:15 return SX.
(ii) 4C00 03:15 Swansea-Milford Haven parcels, shunt Haverfordwest, then 7B82 18:15 freight to Margam.
(iii) 1C26 MX, 1C23 MO 04:12 Swansea-Carmarthen passenger, then Pembroke Dock branch freight, 16:38 Milford Haven freight, then 8C15 18:50 Milford Haven-Margam freight.
(iv) 8C01 01:30 Margam-Carmarthen freight, 1C23 (MO), 1C26 (MX) 05:12 Milford Haven passenger and 2C33 07:40 return to Carmarthen, then 11:00 freight and milk to Newcastle Emlyn & Pont Llanio and return, then 1A63 20:46 Carmarthen-Swansea passenger (19:15 Milford-Padd).
(v) 8O81 03:10 Margam-Haverfordwest freight, thence L/E to Fishguard to work Trecwn trip, then assisting 7C04 14:15 Fishguard-Margam freight as far as Carmarthen. 2C86 17:20 Carmarthen-Milford Haven passenger and 1A63 return, 2C94 20:02 Milford Haven passenger and 1A67 21:40 return to Swansea
(vi) 06:00 Margam-Milford Haven freight, and 6A15 16:15 Milford Haven-Cardiff parcels (Milford – Padd).
(ii), (iii), (iv), (v) and (vi) require boiler fitted locos, seeing 6837, 6896, 6913, 6922, 6925, 6948 added to Landore’s allocation to free up boiler fitted locos.
Llanelli – Margam freights taken over by Cl.37s from the same date.
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Information regarding oil workings to/from South wales will follow soon.
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Brian R
Thanks Brian. The detailed diagram info is really helpful, and the intention of my layout is to run it like real railway, with a proper sequence and diagrams for the locos. Also it's giving me a nice overview of the balance of freight operating within South Wales.
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7 hours ago, Phil Bullock said:
And a photo on Flickr has her in green FYE in 1971
Phil
Thanks Phil, that clears it up.
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Thanks both, so the picture of 6906 is in effect an optical illusion of sorts
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Coming back to the original topic, the book I've just quoted to Phil (Diesels Nationwide) has two pictures of 6906, which was a loco that Brian and I mentioned at the start of the thread in connection with GSYP.
One picture has 46 051 in the foreground on a mixed freight. In the distance is 37 206 (6906) leaving Newport tunnel, it appears to have a yellow panel, but this is just central, and doesn't cover the headlights. The photo is dated 13th April 1976.
There is another shot of 6906 in the book. Under the headline "Not a pretty sight", there is a picture of extensive accident damage to the rear cab, which happened at Margam, sadly killing the guard. The nose is covered by a tarpaulin, and dated 30th December 1973. In neither photo is it clear whether it's blue or green.
It does raise some interesting questions. Has 6906 survived into 1976 in GYP, albeit with a central panel on the rear cab, when the last reported GYP was summer 1970? What state is the other cab in? Did this difference result from the accident in 1973? And if the livery was blue in 1973, why would you apply a yellow panel? And retain that yellow panel until 1976? Or maybe an optical illusion?
All very strange!
TONY
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3 hours ago, br2975 said:
As promised in my earlier post, an overview of oil trains to/from South & West wales, 1971/1972
.
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
Many thanks for the extra Hymek and Oil tanker workings, it's a fascinating level of detail. Apologies my thread is not loading properly at times, I'm new to RmWeb, so not certain if this is normal
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19 minutes ago, Phil Bullock said:
Many thanks Tony. Would be interested in a look at that photo ... is it somewhere accessible please?
Cheers
It's from a book called Diesels Nationwide by Keith Montague (Oxford Publishing Co 1977)
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Green Yellow Panel, Western Region Class 37's surviving into late '69 and 1970
in UK Prototype Questions
Posted
Hi Phil. Going through some old rail mags from this era, I've managed to find another location for that picture of 1912 on the Waterston tanks. It's also in Railway Magazine, March 1971, p149. Hope this is helpful.