Friday 5 January 2024

Review of the Year 2023

It would be nice to preface this year's report with a more optimistic outlook than last year's (which you can see here) but I'm not sure that would be justified. Although the special measures imposed during the Covid 19 Pandemic are no longer in force in the UK, new variants of the Coronavirus and 'Long Covid' remain a threat. 'Working from Home' remains popular and, whilst inflation has reduced under the effect of raised bank borrowing costs, the UK economy struggles with low growth. Energy costs, food prices and continued high taxation lower the mood. The UK experiences various poorly-performing public services, not helped by continuing strike action. Whilst initially many counties, including the UK, provided support to Ukraine as Russia attempted to annexe its neighbour, the continuing attrition is causing this support to wane. This year in Israel, the Hamas organisation launched a lethal, bloody attack on Israelis which has provoked a violent response (ongoing at present) with an increasing death toll. Other counties and organisations in the Middle East are also implicated in this conflict. I'm very glad to still be here but my health has definitely deteriorated over the last year. This is the 18th annual review since I started this blog.

FORD ELECTRONICS LIMITED

I'm still running the small electronics business I set up a long time ago. It normally doesn't feature much in this blog although there are currently 36 posts under the heading 'Work' (you can find them all here). But in 2023, quite a lot of my energy was taken up in organising the completion of five equipment cubicles for a Transport for London order to provide emergency traction discharge facilities on the London Underground. Happily, this equipment was tested and delivered on schedule.


Five cubicles during Factory Acceptance Testing

OVERSEAS TRAVEL IN 2023

Alas, none (unless you count trips to the devolved country of Wales, (currently asserting its independent powers through all sorts of legislative distinctions). To find more about overseas visits I've made in earlier years, see:-
Jan Ford's Travels (2001 onwards).
Jan Ford's Travels - The early trips (before 2001).
Jan Ford's Travels: Around the World in pictures
(alphabetic list of countries with links to pictures).
Myanmar (Burma)

My last visit was in 2019 (described here), after which Covid 19 prevented travel and then the powerful army in Burma, the Tatmadaw, seized power from the democratically elected representatives in a cruel and continuing putsch. With peaceful protest met by violence, many groups have turned to armed struggle against the junta. Western countries and international organisations have expressed disapproval of the army junta and imposed some sanctions but the civil war continues and the junta receives some support from Russia and China. Western investment in Burma has reduced, for instance, luxury tour company Belmond have disposed of the river cruise ship 'Road to Mandalay' and the hotel 'The Governor's Residence' in Yangon, both of which have given me many happy memories.

TRAVEL IN THE UK BY TRAIN

The situation on the railways deteriorated further. With the franchise model failing, a number of services have been re-nationalised by the U.K. in a crazy manner which still allows train operators to remit profits to foreign government owners (Germany, Holland). Cancellations with short- or no-notice seem commonplace and various railway Trades Unions have carried out strikes in 2023 (with further strikes being planned for 2024). After my winter hibernation, my first railway trip in 2023 was to Liverpool on 23rd March. The success of this trip (despite suffering a fall) encouraged me to use rail to Liverpool again on 15th April, to attend the OLCO A.G.M. (although this trip, by London North Western Trains EMUs didn't produce a post). Just four posts chronicle the trips I made during the year:-
Merseyside in March posted 13-May-2023
Trade Show at the NEC (Railtex 2023) posted 21-May-2023
By Train to Newport posted 28-Aug-2023
More Train Travel posted 21-Dec-2023

Merseyside in March: View from 'Snowdrop' approaching the re-opened Seacombe Landing Stage, showing one of the new linkspans connecting the pontoon to the land.


Newport Station: Platform 2 buildings viewed from Platform 1


Euston Station Concourse following introduction of new Passenger Information system, viewed from Avanti First Class Lounge on 28-Nov-2023. Note Christmas tree


Bangor Station: View looking east from Up platform (No. 1) with signal box in background

RAILWAYS AND PRESERVATION

Although less active in 2023, I continued as a member of the Old Locomotive Committee and The Battlefield Line and also attended a most interesting Open Day at the embryonic Global Centre of Rail Excellence in South Wales.

The Old Locomotive Committee

On Saturday, 15th April 2023 the Old Locomotive Committee (OLCO) held its 36th Annual General Meeting at the Museum of Liverpool where the locomotive 'Lion' is on public display. A full report on the A.G.M. itself has been circulated to OLCO Members.

In May, OLCO was shaken by the unexpected death of its energetic and knowledgeable Chairman, John Brandrick. The denuded Executive Committee agreed to carry out the two events planned by John for later in 2023 but the future of the organisation is in some doubt and will be determined by the Membership in 2024.


John Brandrick at 'Lionsmeet', Worcester, in 2022.

OLCO has a day of running live steam models of 'Lion' at a different venue each year. In 2023, the event was overshadowed by the death of the Chairman, John Brandrick. However, since the Birmingham club had been John Brandrick's 'home club' some years ago, it was considered appropriate to proceed with the arrangements John himself had made for our visit which took place on 1st July at the Illshaw Heath Road site of the Birmingham Society of Model Engineers. There's a report on the event here.


Lionsmeet 2023: The Steaming Bays at Birmingham Society of Model Engineers

OLCO also booked a stand at the Warley National Model Railway Exhibition on 25th and 26th November 2023 at the National Exhibition Centre in Birmingham, displaying a 7.25 inch gauge live-steam model of 'Lion' owned by John Hawley, a working oval of '00' gauge track showing both the Rapido 'Lion' (in 1930 livery) with an appropriate train and the Rapido 'Thunderbolt' with the train from the film 'The Titfield Thunderbolt' and archive video of the full-size 'Lion' in steam in 1988. My pictures are here.


Warley National Model Railway Exhibition 2023: John Hawley on the OLCO Stand.


Warley National Model Railway Exhibition 2023: OLCO Stand public view, with 7.25 inch 'Lion', video of full-size 'Lion' in steam in 1988 and Rapido 'Lion' head-to-head with Rapido 'Thunderbolt'.

All my posts about the Old Locomotive Committee are here and you can find more information on the OLCO website here.

The Battlefield Line

Days operating the Diesel Multiple Unit are always enjoyable and I had turns on 6th May (Coronation of King Charles III), 20th May and 3rd June. You can find all my posts about Diesel Multiple Units here (or refer to the 'Index' here).


Coronation Day service at Shenton 6-May-2023 (Battlefield Line 2022 and 2023)

The railway held an excellent Models Weekend on 19th and 20th August at Market Bosworth. I attended with Dean on the second day and my report is here. There was a splendid range of layouts on display, in various scales. I found the layout featuring Birmingham Railway Museum very evocative, having previously been a volunteer there for many years.


Birmingham Railway Museum Layout: This detailed 4mm layout of the Museum was displayed as a static exhibit: Battlefield Line, Models Weekend 2023

Global Centre of Rail Excellence

The Nant Helen Opencast Mine and associated Onllwyn Washery in South Wales finally closed in 2022. The Welsh and English governments, together with Councils in the area, developed an ambitious scheme to convert the site into a world-class test site for railway rolling stock and advanced railway infrastructure construction techniques called the Global Centre of Rail Excellence (GCRE). The ambitious plan calls for a single, high-speed, overhead-electrified, standard-gauge continuous circuit. On 12th June I had a fascinating (if exhausting) tour of the site, which is described here. The truncated Neath and Brecon branch is currently mothballed and will connect GCRE to the South Wales Main Line, via indirect connections at Neath. There's a short history of this railway here.


GCRE: View from bridge over the railway serving Nant Helen and Onllwyn Washery.


The continuous circuit will be built around the former opencast mine site.

Myanma Railways

As explained in 'OVERSEAS TRAVEL' above, my last visit to Myanmar allowing study of the interesting railway system there was in 2019 and no new posts on the topic were added in 2023.

You can find all my earlier posts about Myanma Railways (in reverse date-of-posting order) here or refer to the 'Index' here.

BREWOOD HALL

On 25th July 2023, Brewood Garden Party was held, for the ninth time, in the garden at Brewood Hall. In 2023 we had heavy, intermittent rain throughout the day so visitor numbers were somewhat down but most people seemed determined to enjoy the event, rain or no rain! There's a report here.


Not all rain! In the background (L-R) Coconut Shy, Hot Dog Stall, Beer Tent: Brewood Hall Garden Party 2023

There's an album of pictures showing the 1-acre garden at Brewood Hall through the seasons in 2023 here with a separate album (covering a number of years) showing the fungi which appear annually here.


Brewood Hall Garden 2023: June brought prolific roses

During the year, as every year, various repairs were carried out around the property. External repainting, started in 2022, continued in 2023, with a small album of pictures here. Various posts exist in draft but I'm afraid completing and issuing them currently eludes me.


Brewood Hall: The 2022-2023 repainting successfully used a portable access tower.

You can find all the posts about Brewood Hall which I have managed to complete (in reverse date-of-posting order) here.

TY GWYN

Ty Gwyn is a small commercial woodland around 27 hectares in area near Corwen in Wales. I made a brief visit on Monday, 21st August with Alex and Steve, who'd not previously seen the woodland. This visit is mentioned in the post here.


Alex and Steve at Ty Gwyn

I made a second visit to Ty Gwyn with Dean on 25th October to discuss the maintenance plan for 2024 with the forest manager, Matthew Whitehead. Pictures of both these visits are here.


Ty Gwyn 2023: Matthew assisted in collecting a young, rooted spruce to be installed in a large pot at Brewood.

To see all my posts on Ty Gwyn, click here.

PREVIOUS ANNUAL REVIEWS
2022
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
[Date of Models Weekend corrected 8-Jan-2024]

Thursday 28 December 2023

The Neath and Brecon Railway

My visit to the Open Day of the Global Centre for Rail Excellence in June 2023 (described here) led to curiosity about the story of one of the minor standard-gauge railways of South Wales, the Neath and Brecon.

A very brief history

The geology of Wales gave the country massive deposits of coal and other minerals. The Dulais Valley north of Neath had a number of mines which, in turn, prompted the establishment of a number of iron and copper works in the area. Initially, tramroads were used to assist mineral extraction but the growth of steam power (in manufacturing, railways and steamships) increased demand for coal and this led to the building of a number of railways in Wales with virtually each valley producing its own railway. The Dulais Valley spawned the standard gauge Neath and Brecon Railway (N&B). At Neath, the railway ended in a junction with the broad gauge Vale of Neath Railway (VoN) from where a third rail was added for a short distance so that N&B trains could terminate at the VoN station initially called Neath Low Level. This station also formed an end-on connection with the broad gauge Swansea and Neath Railway which in 1863 merged with the Vale of Neath. The first ten miles of the N&B route, from Neath to Onllwyn, was a reasonable proposition because of the established mining industry. But continuing to Brecon, via an arduous route through largely barren uplands made matters problematic. The line opened in 1864 from Neath to a colliery at Onllwyn and in 1867 was extended initially to Brecon Mount Street station, then, in 1874, to an end-on connection at Free Street joint station with the Brecon and Merthyr Junction Railway which also served the Mid Wales Railway (giving connections to the Cambrian Railway) and, via the junction at Three Cocks, the Hereford, Hay and Brecon Railway. There are links to articles on these other railways in the 'Related articles on other websites' below.

The early days of the Neath and Brecon were not unusual amongst many railways of the period in being associated with various enthusiastic amateurs and dishonest men, resulting in bankruptcy narrowly averted. Improbably, an agreement with the Midland Railway was to provide a lifeline. The Midland was seeking a route from the Midlands to Swansea and this was achieved by a complex web of agreements. The Swansea Vale Railway (SVR), a standard gauge line, was seeking investment and their terminus at Swansea St. Thomas with access to the docks appealed to the Midland. The SVR line passed through Ynysgeinon and the construction of a new Neath and Brecon Junction line from here for seven miles on a rising gradient of 1 in 50 and 1 in 55 to join the N&B at Colbren Junction gave the Midland Railway a route from Swansea to Hereford and beyond. The Junction line opened in 1867 (and was finally closed to all traffic in 1967). Through traffic from the Midland Railway secured the railway's future but local passenger traffic remained poor. The demand for coal and anthracite allowed the Neath and Brecon to continue as an independent company until absorbed into the GWR in 1922 by the Grouping. In the 1920s Neath Low Level was first renamed Neath Bridge Street and finally, a couple of years later, Neath Riverside.


Click for larger view
Neath and Brecon Railway Map in 1871. The N&B Junction line is shown dotted (National Archives)



Click for larger view
Neath and Brecon Railway Gradient Diagram (Tudor Watkins Collection)



Click for larger view
Map of Swansea Vale Railway, 1875, showing how the Swansea Vale Railway (in red) paralleled the Neath and Brecon Railway (shown in green) and part of the N&B Junction line which joined the two routes. (By Afterbrunel - Own work, CC BY-SA 4.0)


The Railway after Nationalisation

The railway was the haunt of the various classes of 'Pannier' tank. Although demand for coal remained strong, by 1954 there were only two passenger round trips daily from Neath to Brecon, worked by one locomotive based at Neath. In 1958 this had reduced to one round trip on weekdays. By 1961, passenger services beyond Colbren Junction ceased with three round trips daily between Neath and Colbren Junction. The line between Craig-y-Nos and Brecon was closed to all traffic in 1962 and the remaining passenger services were withdrawn in 1964. From 1970, the quarry at Craig-y-Nos started to supply limestone to Llanwern steelworks.


Click for larger view
A Brecon train prepares for departure from Neath Riverside on 14 July 1962, a few months before closure. The South Wales main line crosses on the overbridge in the distance (Photo: Flying Stag, CC BY-SA 3.0, via Wikimedia Commons)


Change to Opencast Mining

Over time, underground mining in the area gave way to opencast mining. Excavators first remove topsoil which is stored in soil mounds to be reused in remediation work when mining is complete. Excavators then remove the unwanted material ('overburden') to access the coal-bearing layers beneath, resulting in a large pit or void. A network of roads allows the coal extracted by excavators to be hauled away. Remediation of areas once extraction ceases can start in some areas even as opencast mining continues in others. Opencast coal is frequestly "washed" to meet the customer's requirements by removing impurities. In a typical industrial Coal Washing process, water is added so that different particles in the coal sink to various depths depending on their densities, allowing separation. The Nant Helen Opencast Mine, near Onllwyn was authorised in 1985 and Onllwyn Wahery was built to process the product which was then transported by rail. The UK commitment to 'de-carbonise' the economy meant that fossil fuel burning needs to be eliminated and friction has arisen with the mining companies. More information can be found on the Coal Action Network site and a report specific to Nant Helen is here. A similar report on the nearby East Pit is here. The refusal by the Coal Authority (a non-departmental public body sponsored by the Department for Energy Security and Net Zero) to issue a license for continued extraction at Nant Helen precipitated closure of the mine and Washery and the railway was mothballed.

Recent history of the line to Onllwyn

Until 2022, coal from Nant Helen was loaded onto rail wagons at Onllwyn Washery and carried away using the former Neath and Brecon Railway via the remaining connections to the South Wales Main Line in the Neath area. In the future, it is intended that the branch to Onllwyn be used to provide a railway connection to the proposed Global Centre for Rail Excellence. Before closure at Onllwyn Washery, for a time coal was also brought from Gwaun-Cae-Gurwen (situated on the branch diverging from the Central Wales Line at Pantyfynnon which had served East Pit) to Onllwyn, as shown in the picture below.


Class 60 No. 60054 arrives at Onllwyn Washery on 26-Oct-2018 with the second train of the day of loaded coal wagons from Swansea Burrows sidings (the wagons having arrived the previous day from Gwaun-Cae-Gurwen opencast site). Once unloaded all the empty wagons will return to Swansea Burrows as one, long train (Photo: Gareth Jones)

Signalling

The Neath and Brecon was signalled following Great Western practice. All the signal boxes are abolished but the much-altered and modernised signal box at Neath Riverside was retained to control the remains of the Neath and Brecon (the 'long siding' to Onllwyn) and the remains of the Vale of Neath (the 'long siding' to Cwmgwrach). There's a very informative illustrated report by the Branch Line Society here describing their visit to Port Talbot Power Signal Box and the Neath Riverside Box.

Book references

[1] 'Track Layout Diagrams of the Great Western Railway: Section 52 Neath and Brecon 2nd edition'' by R A Cooke, published Lightmoor Press (ISBN 9781871674507).
[2] 'The Neath and Brecon Railway: A History' by Gwyn Briwnant Jones, Denis Dunstone & Tudor Watkins, published Gomer (ISBN 1-84323-452-1).
[3] ‘A Regional History of the Railways of Great Britain: Volume 12 South Wales' by D. S. M. Barrie, published by David & Charles (ISBN 0-7153-7970-4).

Related articles on other websites

Neath and Brecon Railway (Wikipedia)
Neath and Brecon Railway (and related lines) (Welsh Railways Research Circle)
Vale of Neath Railway (Wikipedia)
Swansea and Neath Railway (Railscot)
Brecon and Merthyr Tydfil Junction Railway (Wikipedia)
Mid-Wales Railway (Wikipedia)
(Wikipedia)
Hereford, Hay and Brecon Railway (Wikipedia)

Onlwyn No.1 Colliery (Railscot)
Branch Line Society Signal Box visit 12/12/2019 (Branch Line Society)

History of Onllwyn Collieries (Welsh Coal Mines)
Report on Nant Helen (Coal Action)
Report on East Pit (Coal Action)

Usual disclaimer: the above links worked when this post was published but may cease to work in the future if the site owner makes changes.

Related posts on this website

Global Centre for Rail Excellence Open Day

My pictures

GCRE: The Neath and Brecon Railway.


Thursday 21 December 2023

More Train Travel

In 2023, my rail trips have been reduced due to my poor mobility, but I thought I'd mention a recent flurry of activity.

25-Nov-2023: Wolverhampton-Birmingham International (return)

The 'Lion' supporters group 'The Old Locomotive Committee' (OLCO) took a stand at the Warley National Model Railway Exhibition on 25th and 26th November held at the National Exhibition Centre (NEC). There are a few random pictures of the event here which may trigger a post at some point. To reach the Exhibition on Saturday 25th November, I travelled with John H. and Geoff H. from Wolverhampton to Birmingham International to man the OLCO Stand. The outward journey was by TfW Diesel Multiple Unit (DMU), rather noisy and crowded but at least fairly fast. The connection from International station to to the NEC by a long, covered footbridge is quite convenient, particularly compared with access by road which I'd undertaken on the previous day (when we'd been setting up) and the following day (when we'd stripped down after the event). Road transport scores when you're transporting all the materials for a small stand (including a 7.25 inch gauge live-steam model!). On Saturday evening, the tired trio walked back to international and caught an Avanti 'Pendolino' service back to Wolverhampton.

28-Nov-2023: Wolverhampton-London Euston

On Tuesday 28th November, I had a Trustee meeting in London so I had booked on-line to travel on the 09:45 Avanti service from Wolverhamton to London (Euston). Sadly, on arrival at Wolverhampton station, I learnt that the train was cancelled at short notice. As far as I could gather from a barely-audible platform announcement this was due to 'equipment failure' and travel to Birmingham by the next available service was recommended. This was the inevitable TfW DMU, noisy and fairly crowded. Birmingham New Street seemed to be fairly disorganised that morning and, failing to find any clear guidance, I reluctantly boarded a West Midland Trains Electric Multiple Unit (EMU) bound for Euston but via the Northampton Loop and stopping everywhere. When the lady train manager came round on ticket inspection, she suggested changing at Coventry as she'd already confirmed that the following Avanti service from Birmingham was running. For some reason, I'd failed to find mention of this at New Street, although I'd expected to find it. This meant about 45 minutes waiting on a rather cold Coventry station but, eventually, I was able to board First Class on a warmer Avanti 'Pendolino'. Of course, I was too late to take breakfast which, in any case, is a very diminished experience compared with a few years ago but with tea and a nicely-presented cheese platter, the day rapidly improved.


A nicely-presented cheese platter, Coventry-Euston by Avanti

Being used to the unreliability of British trains, I'd fortunately allowed a margin in my timings so my later arrival at London still allowed me time to walk the one mile to Victoria House in Bloomsbury Square where the Trustee meeting took place and arrive on time. Following the meeting, I retraced my walking route to Euston.

28-Nov-2023: London Euston-Bangor (Gwynedd)

I had some time to wait before my next booking - the 19:02 Avanti service to Holyhead, alighting at Bangor. I was able to wait in the Avanti First Class Lounge on the Mezzanine Floor, with views of the busy Concourse. It was the first time I'd seen the new Passenger Information System, white-glowing electronic screens arrayed in two banks in the centre of the concourse, at right engles to the north west wall which gives access to the 16 platforms. Previously, that north-west wall hosted a long array of yellow-glowing electronic screens (the black area on the right in the picture below).


Euston Station Concourse following introduction of new Passenger Information system, viewed from Avanti First Class Lounge on 28-Nov-2023. Note Christmas tree

Modest refreshments were available in the lounge and the staff were helpful so I was content to wait to be joined by Steve M. Late arrival of the incoming train to form our departure and the need for staff to perform some cleaning/servicing before passenger loading meant that no early announcement of departure platform had been made. With a clue from the lounge receptionist and the Railcam.UK 'app' on my mobile phone (there's a brief explanation of Railcam.UK here), I'd worked out the platform number and our train's reporting number (1D93). Steve and I were already en route when the announcement of platform was finally made, only a few minutes before scheduled departure. Steve and I became swept up in the all-too-common rush to join the train. As expected, the train was formed of two Diesel Multiple Unit (DMU) 5-car 'Voyagers' where one end carriage of each unit provides First Accommodation and a Kitchenette. We found our reserved seats fairly readily. I was sure departure would be late but, in fact, we were not more than one or two minutes adrift setting off up Camden Bank on a cold, dark evening. I remembered that, in 2008, I wrote a brief review of King's Cross, St. Pancras and Euston stations (here which was rather scathing about Euston. Over the following years many changes have occurred at Euston but I'm afraid a more up-to-date review would be no kinder.

Modest refreshments were provided during our journey. I was very tired so I was inattentive on the journey. We lost six or seven minutes to Tring but I couldn't work out why - we didn't seem to be following a slower train, as often happens. The lady Train Manager made an apology over the public address but without a full explanation. But, as we approached Milton Keynes, Railcam.UK revealed that we were now closing up to an earlier Euston-Manchester train We were about thirteen minutes 'down' passing Milton Keynes without a scheduled stop and I expected slow progress onwards to Rugby but the Manchester train scooted ahead and showed us a clean pair of heels (or, more accurately, a series of green signals). We didn't stop at Rugby either and picked up some lost time along the Trent Valley line. The train then made a series of scheduled stops at Tamworth, Lichfield and Stafford, arriving at Crewe's platform 12 only about five minutes late. Our diesel-powered train had just come 158 miles 'under the wires' of the 25kV a.c. electrification system. Whereas in some parts of the world even minor lines received some form of electrification following World War II, the particularly blinkered politics of the U.K. have resulted in vast deserts of non-electrified lines, including the whole of the North Wales route. I don't find the appearance of Overhead Line Equipment (OLE) attractive but the extensive use of diesel power when we are supposedly committed to reducing carbon dioxide emissions seems, at the very least, odd. The 'wheeze' of going 'bi-mode', providing trains which are both overhead electric and diesel power as in Class 800 does not appeal either, saddling designs with extra weight, complexity and costs.

Soon, we were off on the Chester line (non-electrified, except in the vicinity of Crewe) for the short 'hop' to Chester. The North Wales line is a fairly 'easy' route, as shown by the gradient diagram below.


Click for larger view
Historical Gradient Diagram: Crewe-Holyhead


With stops at Flint, Prestatyn, Rhyl, Colwyn Bay and Llandudno Junction, the train picked up and then lost occasional minutes along the way but was very close to right time when Steve and I left the train at Bangor after our 239 mile journey from London in reasonable comfort at an average speed of around seventy miles an hour.

Background to the TfW 'Premier Service'

At the end of 2008, Arriva Trains (Wales) introduced a locomotive-hauled 'Premier Service' from Cardiff to Holyhead funded by the Welsh Government. Originally, this operated via Crewe with a pair of Class 57 locomotives top-and-tailing four Mark 2 coaches. Later, a single 57 was used, replaced in 2012 by DB Schenker Class 67s when the coaches were upgraded to Mark 3.


Arriva Trains (Wales) Class 67 002 in between platforms 11 and 12 at the North end of Crewe on 11-Apr-2012

The addition of a Driving Van Trailer (DVT) to the formation later in 2012 allowed push-pull operation and the routing was changed to use the former Great Western route between Shrewsbury and Chester, introducing a reversal at Chester. The Covid pandemic caused suspension of the service between March 2020 and June 2021 when the service was re-introduced using Mark 4 coaches and DVT. A similar service between Cardiff and Manchester, operating via Crewe was also inaugurated.

I'd not managed to plan a journey on the Premier Service but, as explained in the post here, on 27-Jan-2022 I unexpectedly found myself a passenger from Rhyl to Shrewsbury on one of the trains.

30-Nov-2023: Bangor (Gwynedd) - Wolverhampton

Both Steve and I were keen to sample the TfW 'Premier Service' so, when our business was concluded on 30th November, a taxi took us the Bangor station to see what was possible.

It's many years since I passed through the main entrance to Bangor station on the North side of the line and I was delighted to see that the original features in the booking hall are largely intact, including two large, round L.M.S. monograms on the walls. Travel, however, remained rather problematic. Although the Holyhead-Cardiff service is nominally three 'Premier Service' trains a day each way, this does not always happen. The suggestion the lady booking clerk made was to travel First Class on the Avanti Holyhead-Euston service departing at 13:15 as far as Crewe where we could join a TfW 'Premier Service' from Manchester to Cardiff, in my case just for the short 'leg' to Shrewsbury, in Steve's case to Newport.

Tickets were booked and we made our way to the Up platform (now No.1). This involved leaving the booking office on the railway side at ground level, crossing the access road to station car parking via a zebra crossing markings and ascending a ramp to the platform itself. This really 'spooked' me because I'd known and been impressed by Bangor station from childhood. Then, the station had two island plaforms giving four main platform faces. Two through lines were provided for non-stop trains with loops serving the inner faces of the island platforms whilst additional tracks served the outer faces of the island platforms. Originally, the booking hall led to a footbridge across the additional track on the up side leading to steps down to the Up island platform or to a further footbridge across the through and platform loop lines with steps descending to the Down island platform. What confronted me was a mere ghost of what I remember. I get this sense of loss in many places on our emasculated railway system, I'm afraid.


Bangor station, showing Up platform. Cars now park in the area where an additional track formerly served the outer face of the Up island platform

I think the booking hall and footbridges date from the 1927 expansion of facilities (hence the 'LMS' monograms). I'd assumed the remaining station building on the Up platform was earlier but I'd not realised that, although modified over the years, it is the original 1848 Chester and Holyhead railway building designed by architect Francis Thompson of Derby in Italianate style with a hipped, slate roof. I'm pleased to report that the building is now listed Grade II: there are more details here. It was completed to serve the opening of the railway from Chester to Bangor in 1848. Two years later, with the opening of the Britannia Tubular Bridge, Bangor became a through station and facilities were expanded in 1852. I'm afraid I'd not spotted the various Chester and Holyhead monograms set in the outside walls of the building (although four are just visible in my 2014 picture below, snatched from a Down train).


Bangor station buildings on Up platform.

Steve introduced me to the Refreshment Room on the Up platform, with its magnificent wooden counter and fittings. Sadly, the various modernisations render the overall effect rather nondescript.


Bangor Station: Counter and fittings in Refreshment Room on Up platform


Bangor Station: View looking west from Up platform (No. 1) with signal box in background

My view looking east from the Up platform does gives a poor view of the imposing West Portal of Bangor Tunnel. The Resident Engineer for this section of the line, Mr. Forster, adopted an Egyptian style portal using coursed stone forming a square headed opening with tapered sides, a wide swept entablature and cornice. Happily this,too, is listed and you can find brief details here.


Bangor Station viewed from Up Platform (No. 1) looking east showing West Portal of Bangor Tunnel

Our train arrived, a 5-car 'Voyager', and we found accommodation in the leading First Class coach. Modest refreshments were provided during the journey. I tried the cheese and onion 'toastie' which I found excellent. Once east of Abergele, I was able to track our progress on Railcam.UK (our reporting number was 1A50). We made the usual stops and approached platform 3 at Chester very cautiously, which did not surprise me, but the final stop was very firm with a metallic 'clang' which suggested that we'd coupled to another set standing on front of us, using the Dellner autocouplers. This seemed to be confirmed as, on Railcam.UK, our reporting number flickered on and off for a few seconds, presumably as the driving cab next to us was closed and the driving cab now at the head of the train was opened. A brief 'sprint' took us to Crewe, where we arrived at platform 6.

The platform was very busy with people getting off, getting on and trying to work out their next train but I was able to confirm that we'd acquired another 'Voyager' trainset in front of us at Chester. We determined from the passenger displays that the Manchester - Cardiff 'Premier Service' was expected at platform 5, departing at 15:10, so we headed for the lift and made our way to the indicated platform. Before long, the headlights of a class 67 appeared, heading a short train of Mark 4 coaches looking quite smart in black livery. Railcam.UK gave the reporting number as 1V46 and arrival at Shrewsbury at 15:44. The last vehicle was the Driving Van Trailer (DVT) with the First Class/Kitchen car last but one. We were welcomed on board by a young, enthusiastic Chief Steward and settled into the comfortable seats as our train set off from Crewe on the Shrewsbury line. I didn't see much of the unfamiliar route as it was already dusk but mainly because, as I enjoyed a cup of hot chocolate, I chatted to the Chief Steward about the 'Premier Service' of which he was clearly proud. He agreed that the original Holyhead-Cardiff service had been affected by poor availability of trainsets but said that the Manchester-Cardiff service was establishing a strong following. TfW have eight trainsets to cover both routes with two trainsets out of service awaiting repairs on that date, he said.

All too soon, we arrived at Shrewsbury, ending my sampling of the 'Premier Service'. I said goodbye to Steve, who was continuing to Newport, and the Chief Steward, descending onto a cold, dark, windswept platform. I took a few pictures of the train as it left and then faced a wait until 16:34 when a West Midland Trains service from Crewe to Birmingham International (reporting number 1I22) would complete my journey back to Wolverhampton after an interesting, if exhausting, odyssey.


Shrewbury: 'Premier Service' 1V46 in platform 7 on 30-Nov-2023


TfW 'Premier Service' from Manchester to Cardiff at Shrewsbury: 1V46 in platform 7 on 30-Nov-2023


TfW 'Premier Service' from Manchester to Cardiff leaving Shrewsbury showing DVT at rear

Related posts on other websites

TfW Premier Service (Wikipedia)
Bangor Station Building (British Listed Buildings)
Bangor Tunnel Portal (British Listed Buildings)

Usual disclaimer: the above links worked when this post was published but may cease to work in the future if the site owner makes changes.

Related posts on this website

Rail Travel in January 2022

Historical Gradient Diagram, North Wales Line

BR Gradient Diagrams published by Ian Allen

My pictures

Whilst I added very few pictures on the journeys described above, there are a number of earlier pictures in albums covering areas passed through which are linked below:-



Crewe Area Rail
London & Birmingham Railway
London: Euston Station
North Wales Line (Llandudno-Holyhead)
North Wales Line (Crewe-Llandudno)
Nuneaton Station
Rugby Station
Shrewsbury Area Railways
Stafford area rail
Wellington, ex-Great Western Railway
West Midland Railways
Wolverhampton to Shrewsbury Line


Friday 10 November 2023

Battlefield Line, Models Weekend 2023

In 2023, the Battlefield Line held a Models Weekend on Saturday 19th August and Sunday 20th August. I attended on the Sunday with Dean and we were most impressed.

The venue was Market Bosworth station and, on arrival, we found the car park had 'spawned' a dedicated Bus Stop because a free bus service was being provided in connection with the event between Nuneaton Bus Station and Market Bosworth Station, calling at Nuneaton Railway Station.


Dedicated Bus Stop: Battlefield Line, Models Weekend 2023

The service was being operated by a preserved bus in the azure blue and ivory livery of Midland Scottish, successors to W. Alexander and Son. The vehicle also carried the Bluebird Logo which originated in Alexander's coaching operations.



Near the bus stop, a group of live-steam model traction engines was on parade.


A handsome group of live-steam model traction engines: Battlefield Line, Models Weekend 2023

For a very modest charge there was an opportunity to ride behind live a steam live steam locomotive on the adjacent 5 inch gauge portable track.


Stephen Wallbank with his vertical-boilered live steam model on the portable track: Battlefield Line, Models Weekend 2023

The Goods Shed at Market Bosworth had been significantly expanded by erecting a large marquee end-on to the goods shed. Just inside this annexe was the admission desk and the Battlefield Line information and recruitment desk.





The marquee had an interesting mixture of trade stands (including John Sutton Models, Ravenstone Model Railways and Thunderbolt Models), special stands (including the 4-SUB Association and Railriders) and model railway layouts. Some stands also offered a variety of railway books. The far end of the marquee opened into the brick-built goods shed, through the large doorway which originally accommodated a rail siding. The goods shed housed more stands with an absorbing selection of working model railway layouts in various gauges together with the cafe run by the Battlefield Line which offered a wide range of hot food and drinks. In no particular order, I add my notes below.

Pen-y-Bont: Steve Howard's live-steam narrow gauge layout on 32mm gauge, very effectively using live plants for scenery.



Cowley Yard: William Plant's 7mm scale beautifully weathered, compact layout. The first time I've seen wooden shunting scotches appropriately dropped in the six foot.



Snowy River Rail Road: Daventry MRC showed this very detailed American-outline 0n30 layout ('0' scale using 16.5mm gauge track to represent narrow gauge). Full DCC control.



Ella Road: Alan Maclachlan exhibited this impressive modern-image Traction Maintenance Depot layout in 00 gauge with DCC control.



Marston Jabbett: This double-track mainline with a single-line branch in N gauge (1:148 scale) was shown by the Anker Railway Modelling Society which meets in Chilvers Coton, Nuneaton.



Roofers Lane: South Wigston MRC exhibited their N gauge (1:148 scale) layout.



Wheal Kist: Darren Carter's narrow-gauge granite and china clay quarry layout in 009 (4mm to the foot scale using 9mm gauge 'N' track).



North Rokeby: Heart of England Narrow Gause Modellers displayed their interesting steam-outline layout combining standard gauge (00) and narrow gauge (009) lines.



Norman Colliery: Geoff Brain's atmospheric 0 gauge layout depicting the dereliction common to mines towards the end of their lives.



Ashbridge: A Network South East station and yard layout in 00 gauge, carefully detailed with DCC control and some effective locomotive sounds, displayed by Mark Miller.



Rush Green Colliery: This very nicely-detailed colliery layout in 00 gauge was displayed by Alex Rushton.



Hornby Dublo: Ray Poxon and the Hornby Railway Collectors Association showed a third-rail table-top layout.



Triang: David White's layout featured Triang Railways in 00 gauge, Triang Minic Motorways and Triang Model-land figures and buildings.



: Birmingham Railway Museum Layout This very detailed (if a little careworn) 4mm model of the Museum was displayed as a static exhibit. I found it very evocative, having been an operating volunteer at the Museum for many years.



Further attractions included an elaborate layout for young people using sectional wooden track from the Swedish company Brio (now part of the German Ravensburger group), a working 'Thomas and Friends' layout in G scale and a large Lego Harry Potter display (complete with a Quidditch Match in progress). There was even the opportunity to pay for a short drive on the full-size battery electric locomotive 'Spondon No. 1' along the siding opposite the Goods Shed (the 'Turnback Siding' when some services terminate at Market Bosworth).

Finally, the normal Battlefield Line weekend service operated, hauled by a Class 33 diesel electric locomotive. This provided four trips from Shackerstone to Shenton and return during the day, calling at Market Bosworth in both directions. Overall, the various attractions provided a splendid and most enjoyable event.

Previous posts describing modelling events on the Battlefield Line

The 50th Gala in 2019 included a wonderful layout Gauge 1 layout which I briefly describe in my post Shackerstone Railway Society 50th Anniversary Steam Gala. Previously, I'd been to a couple of model weekends at Shackerstone, both enjoyable but neither on the scale of the 2023 event. In June 2017, working a 'split shift' on 'Cumbria' gave me a chance to study the Model Steam Weekend exhibition. My report is here, with links to pictures. During the May 2012 event, I was driving the DMU and I only managed a 'whistle-stop' tour of the models on display. My post is here, with a link to my pictures.

My pictures of the 2023 event

Battlefield Line, Models Weekend 2023.