Bristol to Cardiff
We are most grateful to Guy Vincent for providing us with a guide to the works involved with the re-quadrupling of the track between Dr. Days Junction and Filton Junction.
This was received on Friday, 11 May 2018, 16:13, guy vincent <guyvncnt@yahoo.co.uk> wrote:
Afternoon Keith,
Thanks for the above, all read and digested with much interest as always. I looked at Roger's shots on the features section so I shan't need you to send them separately thank you. The 'Filton Bank Project', including preliminary ground investigation works, has now been going on for at least six years but should be more or less complete by spring 2019. The best information on the project I have come across is via Network Rail's own site, type in 'Filton four track' to any search engine for access to Network Rail's site then the 'City of Bristol' and 'South Gloucestershire' sections. Very interesting reading indeed.
I have taken many photos of the work over the past few years and will try to sort a few out and send them to you.
I'll now try answering your questions as far as I am able to, based on what I have read elsewhere:
1) Lawrence Hill will remain with only it's two current platforms, as will Stapleton Road. Both stations will be served as present by Bristol-South Wales & Parkway/Gloucester/Severn Beach trains and the 'down' platforms will be fenced off from the new 'fast' lines.
2) Current lines will be for Severn Beach/South Wales trains and local stopping services towards Bristol Parkway. The new faster lines will be used by Bristol-Padd'n via Parkway and Cross Country services plus, presumably, some freight.
3) A new platform (4) is currently being constructed at Filton Abbey Wood on the far left of the site and will serve South Wales bound trains.
4) Pointwork at Filton will presumably be by ladder connections for higher speeds. I am sure that trains from either route will, in practice, use the new or old lines depending on operating circumstances /requirements at any given time.
5) Dr Day's Junction will be adjusted to allow the new 'fast' lines to be installed. The junction was completely renewed/relayed 5 or 6 years ago but much of that pointwork will have to be replaced!
6) Other than crossovers at Dr Days and Filton, most of which already exist and might just need modifications, I don't think there are any further crossings planned.
New stations have been mentioned, to be built close to Horfield and Ashley Hill but no signs of construction yet.
The total cost of putting back what was removed in 1984 is around £33,000,000. Two major landslides have had to be corrected and the embankments totally rebuilt, several bridges have had to be repaired and made good, and Stapleton Road Viaduct has been removed, partially infilled and a new concrete bridge is under construction.
Do look at the NR sites regarding Filton and the Bristol area in general. You will learn much, as I have done and I suggest putting links onto the CRS site for readers to follow.
With all good wishes
Guy Vincent, Many thanks Guy.
We hope to show you through this section updates of the Bristol to Cardiff section.
This was received on Friday, 11 May 2018, 16:13, guy vincent <guyvncnt@yahoo.co.uk> wrote:
Afternoon Keith,
Thanks for the above, all read and digested with much interest as always. I looked at Roger's shots on the features section so I shan't need you to send them separately thank you. The 'Filton Bank Project', including preliminary ground investigation works, has now been going on for at least six years but should be more or less complete by spring 2019. The best information on the project I have come across is via Network Rail's own site, type in 'Filton four track' to any search engine for access to Network Rail's site then the 'City of Bristol' and 'South Gloucestershire' sections. Very interesting reading indeed.
I have taken many photos of the work over the past few years and will try to sort a few out and send them to you.
I'll now try answering your questions as far as I am able to, based on what I have read elsewhere:
1) Lawrence Hill will remain with only it's two current platforms, as will Stapleton Road. Both stations will be served as present by Bristol-South Wales & Parkway/Gloucester/Severn Beach trains and the 'down' platforms will be fenced off from the new 'fast' lines.
2) Current lines will be for Severn Beach/South Wales trains and local stopping services towards Bristol Parkway. The new faster lines will be used by Bristol-Padd'n via Parkway and Cross Country services plus, presumably, some freight.
3) A new platform (4) is currently being constructed at Filton Abbey Wood on the far left of the site and will serve South Wales bound trains.
4) Pointwork at Filton will presumably be by ladder connections for higher speeds. I am sure that trains from either route will, in practice, use the new or old lines depending on operating circumstances /requirements at any given time.
5) Dr Day's Junction will be adjusted to allow the new 'fast' lines to be installed. The junction was completely renewed/relayed 5 or 6 years ago but much of that pointwork will have to be replaced!
6) Other than crossovers at Dr Days and Filton, most of which already exist and might just need modifications, I don't think there are any further crossings planned.
New stations have been mentioned, to be built close to Horfield and Ashley Hill but no signs of construction yet.
The total cost of putting back what was removed in 1984 is around £33,000,000. Two major landslides have had to be corrected and the embankments totally rebuilt, several bridges have had to be repaired and made good, and Stapleton Road Viaduct has been removed, partially infilled and a new concrete bridge is under construction.
Do look at the NR sites regarding Filton and the Bristol area in general. You will learn much, as I have done and I suggest putting links onto the CRS site for readers to follow.
With all good wishes
Guy Vincent, Many thanks Guy.
We hope to show you through this section updates of the Bristol to Cardiff section.
Bristol & South Wales Union Railway Plaque ex Patchway now at Bristol Temple Meads. Copyright Guy Vincent
Dr. Days Junction
Dr Days Junction Bristol Temple Meads to the right. Copyright Roger Winnen.18th May 2018.
Lawrence Hill One Mile from Bristol Temple Meads.
The main road crosses the railway at Lawrence Hill. Lawrence Hill station is just beyond the road bridge. Work on the formation in progress to the right. Copyright Roger Winnen 18th May 2018
Looking back - Lawrence Hill in November 1964. Copyright Mike Roach
Looking back to Lawrence Hill when it was previously four track though only two were served with platforms as will be the new arrangement. Copyright Roger Winnen.
Just after Lawrence Hill the line coming in from the left provided a connection with the LMS route and to the Avonside branch. Laterly used for Bin Liner services. Lawrence Hill platform in the distance. 7th May 2018 Copyright Roger Winnen
Lawrence Hill A class 47 passes. In the foreground the quadruple main line is being reduced to a double track. What a shame it wasn't kept. 27th October 1984 Copyright Roger Winnen
Bristol Cycle Ramble From the Midland bridge at Lawrence Hill, looking towards Stapleton Road. 29th September 2018 Colin Burges
South of Stapleton Road. 18th May 2018. Copyright Roger Winnen.
Stapleton Road One and a half miles from Bristol Temple Meads.
Stapleton Road in four track days. Viewed from a local train bound for Severn Beach. 13th August 1967 Copyright Keith Jenkin
Stapleton Road in 4 track days - 11th November 1978 Copyright Roger Winnen
The currently disused formation leading to the original four track platforms. 18th May 2018. Copyright Roger Winnen.
Work in progress on Stapleton Road New Viaduct May 2018 Guy Vincent. Note the new bridge in it's rust proof paint lying a short distance away.
North of the new Stapleton Road Viaduct the former formation has been cleared. 18th May 2018. Copyright Roger Winnen.
Narroways Hill Junction.
A view from the pedestrian footbridge which crosses the new four track arrangement just north of Narroways Junction - the line to Avonmouth and Severn Beach diverges away to the right. Stapleton Road and Bristol is in the distance.
29th September 2018 Copyright Colin Burges.
From the same footbridge but facing Filton Junction we see the new track formation to the left. Also to be seen is one of the abutments which supported a bridge carrying the Midland Railway extension line from Mangotsfield to Avonmouth Docks - this joined the Avonmouth line at Ashley Hill Junction.. 29th September 2018. Copyright Colin Burges.
Narroways Another view of where the Midland LIne crossed making the point by Colin Burges that the trackbed has been raised. . This view on the 27th October 1984 Copyright Roger Winnen
Dropping down to Stapleton Road as the trackbed awaits track. Copyright Roger Winnen. 18th May 2018
Ashley Hill Two and a half miles from Bristol Temple Meads. Closed 1964
Horfield Three and three quarter miles from Bristol Temple Meads
The station was opened in 1927 by the Great Western Railway. The station passed to the Western Region of British Railways on nationalisation in 1948. It was closed by the British Railways Board in 1964.
The station was opened in 1927 by the Great Western Railway. The station passed to the Western Region of British Railways on nationalisation in 1948. It was closed by the British Railways Board in 1964.
Filton Abbey Wood railway station serves the town off Filton in South Gloucestershire, inside the Bristol conurbation. It is 4.4 miles from Bristol Temple Meads. Its three letter station code is FIT. There are three platforms (Soon to be four) but minimal facilities. The station is managed by the GWR the seventh company to be responsible for the station, and the third franchise since privatisation in 1997. They provide most train services at the station, with two trains per day operated by Cross Country. The general service level is eight trains per hour - two to South Wales, two to Bristol Parkway, two toward Weston super Mare and two toward Westbury.
Filton Abbey Wood is the third station on the site. The first station, Filton, was opened in 1863 by the Bristol and South Wales Union Railway. The station had a single platform, with a second added in 1886 to cope with traffic from the Severn Tunnel. The station was closed in 1903, replaced by a new station, Filton Junction, 0.15 miles further north, which was built at the junction with the newly constructed Badminton Line from Wotton Basset. The new station had four platforms, each with waiting rooms and large canopies.
Filton Abbey Wood is the third station on the site. The first station, Filton, was opened in 1863 by the Bristol and South Wales Union Railway. The station had a single platform, with a second added in 1886 to cope with traffic from the Severn Tunnel. The station was closed in 1903, replaced by a new station, Filton Junction, 0.15 miles further north, which was built at the junction with the newly constructed Badminton Line from Wotton Basset. The new station had four platforms, each with waiting rooms and large canopies.
At this overbridge the line passes the site of Horfield Station (closed 1964) with Banner Repeater B Copyright Roger Winnen..18th May 2018
Filton Abbey Wood
Construction work for Filton Abbey Wood platform 4 looking north. 14.15 on the 5th May 2018. Copyright Roger Winnen
Filton Abbey Wood. Taken from a train heading for Bristol and Bath. We are looking south and this view it gives a good idea of the platform arrangement at Filton Abbey Wood station set as it is in a shallow cutting. The platforms numbering left to right 1, 2, 3, and the works for constructing 4 on the right hand side. 5th May 2018. Copyright Roger Winnen.
Monday 19th November 2018 saw the first trains calling at the additional platform, number 4, at Filton Abbey Wood.
Fortunately for us David Field was at the station to witness the first train to call there. David wrote :- This morning Monday 19th November 2018, saw the return of rail traffic through Filton Abbey Wood station after the 3 week closure to enable the four tracking of Filton Bank. It also heralded the first use by a passenger train of the newly constructed Platform 4 at Filton Abbey Wood. The honour was bestowed on GWR's 150248 on the 2U00 0552 Bristol Temple Meads to Cardiff Central service, which arrived around 9 minutes late. Many thanks to David for being at the station at this very early hour to see the very first train.
Filton Abbey Wood Platform 4 access ramp from existing Footbridge 19th November 2018 Copyright David Field
Access Steps and Ramp - Platform 4 Filton Abbey Wood 19th November 2018 Copyright David Field
'Hullo Is there anyone there!' Filton Abbey Wood Platform 4 19th November 2018 Copyright David Field
Platform 4 of Filton Abbey Wood Station looking towards the footbridge 19th November 2018 Copyright David Field
150248 Arrives at Platform 4 of Filton Abbey Wood Station with the 2U00 Bristol Temple Meads to Cardiff Central 19th November 2018 Copyright David Field
150248 Stands at Platform 4 of Filton Abbey Wood Station with the 2U00 Bristol Temple Meads to Cardiff Central 19th November 2018 Copyright David Field
Filton Junction Four and three quarter miles from Bristol Temple Meads
North Filton Five and three quarter miles from Bristol Temple Meads The railway line between Stoke Gifford Junction and Holesmouth Junction (Avonmouth), now known as the Henbury Loop Line, was opened by the Great Western Railway on 9th May 1910, together with the Filton West Loop (Filton Junction to Filton West Junction).[2] Among the stations on that line which opened the same day was one originally known as Filton Halt. It closed less than five years later, on 22 March 1915.
It was reopened either on 12 July 1926[4] or on 20 September 1926, and was now known as North Filton Platform.
Regular passenger services ceased from 23 November 1964, but workman trains continued until 12 May 1986.
It was reopened either on 12 July 1926[4] or on 20 September 1926, and was now known as North Filton Platform.
Regular passenger services ceased from 23 November 1964, but workman trains continued until 12 May 1986.
The closed Filton Junction Station looking towards Bristol Parkway. Copyright Roger Winnen
Patchway 114 FROM Paddington
Patchway railway station first opened on 8 September 1863 when services began on the Bristol and South Wales Union Railway (BSWUR), which ran from Bristol Temple Meads to New passage Pier, north of Bristol on the banks of the River Severn. At New Passage, passengers were transferred to a ferry to cross the Severn to continue on into Wales. The line, engineered by Isambard Kingdom Brunel, was built as single track 7 ft 1⁄4 in (2,140 mm) broad gauge. Patchway was 6 miles 37 chains (10.4 km) from Temple Meads, adjacent to the Bristol to Gloucester road, what is now the A38 Gloucester Road.The station was only a small structure, and very little is known about it.There were initially six trains per day on weekdays in each direction, with three trains per day on Sundays.The BSWUR was amalgamated with the Great Western Railway (GWR), which had from the beginning operated all BSWUR services, in 1868; and in 1873 the line was converted to 1,435 mm (4 ft 8 1⁄2 in) standard gauge. Although the line made travel from Bristol to Wales easier, the change from train to ferry to train was inconvenient, and so a tunnel was built under the Severn. To cope with the anticipated increase in demand, it was decided that the line should be increased to twin track. However, the gradient between Pilning and Patchway, 1 in 68, was considered undesirably steep for trains heading up the hill towards Bristol, particularly for heavy coal trains, and so a three-mile deviation was built with a 1 in 100 gradient between Pilning and a point south of Patchway. Trains uphill towards Bristol would use the new line, while trains downhill towards Wales would continue to use the steeper, original track.The deviation left the two tracks at Patchway at significantly different levels, and so made the original site impractical for a station.[8] The station was rebuilt 40 chains (0.80 km) south along the line at its present site, 5 miles 77 chains (9.6 km) from Bristol Temple Meads.[6] A boulder and information board marks the site of the original station.
The original Patchway railway station was 40 chains (0.80 km) west of the current site. It was abandoned when a new, less steep, track (left) was built for trains from Wales towards Bristol.The new station opened on 10 August 1885, and was originally known as "Patchway & Stoke Gifford", but reverted to "Patchway" from 27 October 1908. The station was on a north/south alignment and had two platforms, separated by two running lines, with a third line, a goods loop, behind the western platform. There was a goods yard to the south of the station on the eastern side, with an adjacent signal box. As now, the eastern platform was for trains towards Bristol, the western platform for trains towards Wales. The station buildings were of a standard 1880s GWR design, with tall chimneys and fretted wooden canopies. The main building was on the eastern platform, containing the booking office, toilets, and waiting rooms. A matching brick shelter with canopy was built on the western platform. The eastern platform also had a "bicycle house" at the northern end. A large covered and glazed footbridge linked the two platforms. The goods yard included two sidings: a short, south-facing one adjacent to a loading dock; and a longer north-facing one. There was also a weigh bridge, coal office. At the north end of the station was a south-facing siding and an oil store. The station did not have a dedicated approach road as it was adjacent to the road between Gloucester Road to the west and Gypsy Patch Lane to the south. The road subsequently became known as Station Road. At the time of construction, the station was mostly surrounded by fields, with the Bristol conurbation almost 3 miles (4.8 km) away.
In 1900, almost all trains from London to Wales travelled via Bath and Bristol, with some still routed via Gloucester. However, the final 15 miles (24 km) to Bristol were relatively slow and congested, so a new route was built further north, the GWR's Badminton Line, now part of the South Wales Main Line, running from Wootton Bassett to a junction just south of Patchway. The new line opened in 1903, and allowed faster services to Wales. There was a new triangular junction between Patchway and Filton, with the new line coming in from the east. As part of the work, the station signal box was closed, replaced by a larger one closer to the junction on 19 October 1902. The signal box would later become one of only a few to be double glazed, due to the noise from jet engine testing from the Bristol Siddeley Aero-Engines factory (now the Rolls Royce factory) opposite the box. The Henbury Loop Line opened in 1910, connecting Avonmouth to the main lines south of Patchway. From 1928, some trains from Bristol would travel in loops via Patchway and Severn Beach.
A passenger train passes west through Patchway in 1958. In the background on the right, a freight train can be seen using the goods loop.When the railways were nationalised in 1948, Patchway came under the aegis of the Western Region of British Railways. In 1949, there were 11 trains towards South Wales and 13 towards Bristol each weekday, with three trains per day in each direction on Sundays. However, by 1965 this had reduced to eight trains on weekdays towards South Wales and six towards Bristol, with no Sunday service.Traffic levels fell - the station was closed to goods traffic on 5 July 1965, and subsequently had all staff withdrawn on 14 October 1968. The goods loop was taken up and the station buildings demolished, replaced by small brick shelters. The structure of the footbridge remained, but the roof was removed. The goods yard was repurposed as vehicle storage.
In 1974, when the Local Government Act 1972 came into effect, the southern part of Gloucestershire, including the district of Patchway, became part of the new county of Avon. Avon was disbanded in 1996, with the region now governed by South Gloucestershire council.
South of Patchway is Patchway Junction, where the lines from London, Bristol and Avonmouth converge. British Rail was split into business-led sectors in the 1980s, at which time operations at Patchway passed to Regional Railways. When the railway was privatised in 1997, local services were franchised to Wales & West, which was succeeded by Wessex Trains, an arm of National Express, in 2001. The Wessex franchise was amalgamated with the Great Western franchise into the Greater Western franchise from 2006, and responsibility passed to First Great Western, a subsidiary company of FirstGroup, and rebranded as Great Western Railway in 2015. From December 2006, Virgin CrossCountry began operating a single daily service Newcastle to Cardiff Central via Bristol Temple Meads and Patchway. This service was taken over by Arriva CrossCountrywhen the CrossCountry franchise changed hands in 2007, and then replaced by a daily service each direction between Cardiff Central and Manchester Piccadilly.
Since the mid-2000s, the Severnside Community Rail Partnership have been working to enhance Patchway station. One of the first acts was installing new community notice boards. A local working group was formed to "adopt" the station, and the group negotiated with Rolls Royce to use their CCTV system to cover the station. A successful bid was made to the Department for Transport's "Access for All" scheme, which provided for improved signage, lighting and seats. A station garden was created in partnership with nearby Patchway Community College, and two decorative mosaics were installed. The disused railway land adjacent to the station was cleared through a Community Paybackscheme.
The above extensive notes are courtesy Wikipedia.
Patchway railway station first opened on 8 September 1863 when services began on the Bristol and South Wales Union Railway (BSWUR), which ran from Bristol Temple Meads to New passage Pier, north of Bristol on the banks of the River Severn. At New Passage, passengers were transferred to a ferry to cross the Severn to continue on into Wales. The line, engineered by Isambard Kingdom Brunel, was built as single track 7 ft 1⁄4 in (2,140 mm) broad gauge. Patchway was 6 miles 37 chains (10.4 km) from Temple Meads, adjacent to the Bristol to Gloucester road, what is now the A38 Gloucester Road.The station was only a small structure, and very little is known about it.There were initially six trains per day on weekdays in each direction, with three trains per day on Sundays.The BSWUR was amalgamated with the Great Western Railway (GWR), which had from the beginning operated all BSWUR services, in 1868; and in 1873 the line was converted to 1,435 mm (4 ft 8 1⁄2 in) standard gauge. Although the line made travel from Bristol to Wales easier, the change from train to ferry to train was inconvenient, and so a tunnel was built under the Severn. To cope with the anticipated increase in demand, it was decided that the line should be increased to twin track. However, the gradient between Pilning and Patchway, 1 in 68, was considered undesirably steep for trains heading up the hill towards Bristol, particularly for heavy coal trains, and so a three-mile deviation was built with a 1 in 100 gradient between Pilning and a point south of Patchway. Trains uphill towards Bristol would use the new line, while trains downhill towards Wales would continue to use the steeper, original track.The deviation left the two tracks at Patchway at significantly different levels, and so made the original site impractical for a station.[8] The station was rebuilt 40 chains (0.80 km) south along the line at its present site, 5 miles 77 chains (9.6 km) from Bristol Temple Meads.[6] A boulder and information board marks the site of the original station.
The original Patchway railway station was 40 chains (0.80 km) west of the current site. It was abandoned when a new, less steep, track (left) was built for trains from Wales towards Bristol.The new station opened on 10 August 1885, and was originally known as "Patchway & Stoke Gifford", but reverted to "Patchway" from 27 October 1908. The station was on a north/south alignment and had two platforms, separated by two running lines, with a third line, a goods loop, behind the western platform. There was a goods yard to the south of the station on the eastern side, with an adjacent signal box. As now, the eastern platform was for trains towards Bristol, the western platform for trains towards Wales. The station buildings were of a standard 1880s GWR design, with tall chimneys and fretted wooden canopies. The main building was on the eastern platform, containing the booking office, toilets, and waiting rooms. A matching brick shelter with canopy was built on the western platform. The eastern platform also had a "bicycle house" at the northern end. A large covered and glazed footbridge linked the two platforms. The goods yard included two sidings: a short, south-facing one adjacent to a loading dock; and a longer north-facing one. There was also a weigh bridge, coal office. At the north end of the station was a south-facing siding and an oil store. The station did not have a dedicated approach road as it was adjacent to the road between Gloucester Road to the west and Gypsy Patch Lane to the south. The road subsequently became known as Station Road. At the time of construction, the station was mostly surrounded by fields, with the Bristol conurbation almost 3 miles (4.8 km) away.
In 1900, almost all trains from London to Wales travelled via Bath and Bristol, with some still routed via Gloucester. However, the final 15 miles (24 km) to Bristol were relatively slow and congested, so a new route was built further north, the GWR's Badminton Line, now part of the South Wales Main Line, running from Wootton Bassett to a junction just south of Patchway. The new line opened in 1903, and allowed faster services to Wales. There was a new triangular junction between Patchway and Filton, with the new line coming in from the east. As part of the work, the station signal box was closed, replaced by a larger one closer to the junction on 19 October 1902. The signal box would later become one of only a few to be double glazed, due to the noise from jet engine testing from the Bristol Siddeley Aero-Engines factory (now the Rolls Royce factory) opposite the box. The Henbury Loop Line opened in 1910, connecting Avonmouth to the main lines south of Patchway. From 1928, some trains from Bristol would travel in loops via Patchway and Severn Beach.
A passenger train passes west through Patchway in 1958. In the background on the right, a freight train can be seen using the goods loop.When the railways were nationalised in 1948, Patchway came under the aegis of the Western Region of British Railways. In 1949, there were 11 trains towards South Wales and 13 towards Bristol each weekday, with three trains per day in each direction on Sundays. However, by 1965 this had reduced to eight trains on weekdays towards South Wales and six towards Bristol, with no Sunday service.Traffic levels fell - the station was closed to goods traffic on 5 July 1965, and subsequently had all staff withdrawn on 14 October 1968. The goods loop was taken up and the station buildings demolished, replaced by small brick shelters. The structure of the footbridge remained, but the roof was removed. The goods yard was repurposed as vehicle storage.
In 1974, when the Local Government Act 1972 came into effect, the southern part of Gloucestershire, including the district of Patchway, became part of the new county of Avon. Avon was disbanded in 1996, with the region now governed by South Gloucestershire council.
South of Patchway is Patchway Junction, where the lines from London, Bristol and Avonmouth converge. British Rail was split into business-led sectors in the 1980s, at which time operations at Patchway passed to Regional Railways. When the railway was privatised in 1997, local services were franchised to Wales & West, which was succeeded by Wessex Trains, an arm of National Express, in 2001. The Wessex franchise was amalgamated with the Great Western franchise into the Greater Western franchise from 2006, and responsibility passed to First Great Western, a subsidiary company of FirstGroup, and rebranded as Great Western Railway in 2015. From December 2006, Virgin CrossCountry began operating a single daily service Newcastle to Cardiff Central via Bristol Temple Meads and Patchway. This service was taken over by Arriva CrossCountrywhen the CrossCountry franchise changed hands in 2007, and then replaced by a daily service each direction between Cardiff Central and Manchester Piccadilly.
Since the mid-2000s, the Severnside Community Rail Partnership have been working to enhance Patchway station. One of the first acts was installing new community notice boards. A local working group was formed to "adopt" the station, and the group negotiated with Rolls Royce to use their CCTV system to cover the station. A successful bid was made to the Department for Transport's "Access for All" scheme, which provided for improved signage, lighting and seats. A station garden was created in partnership with nearby Patchway Community College, and two decorative mosaics were installed. The disused railway land adjacent to the station was cleared through a Community Paybackscheme.
The above extensive notes are courtesy Wikipedia.
Patchway, GWR 4965 Rood Aston Hall & 4936 Kinlet Hall on the 1Z50 1506 Newport-Tyseley VT 'Double Headed Hallage' 23rd March 2013 Copyright Guy Vincent
Footbridge replacement work at Patchway Many thanks to David Field.
43136 passes Patchway with the 1B81 London Paddington to Swansea on Friday 15 Jun 18 Copyright Dave Field
Patchway old footbridge viewed from new footbridge 1st July 2018 Copyright Dave Field
Patchway footbridge awaits the final cuts before the main span is lifted. 10.14 5th July 2018 Copyright Dave Field. Note the steps down to track level.
Patchway footbridge's main span is hoisted aloft. 11.13 5th July 2018 Copyright Dave Field
Patchway footbridge's main span is lowered onto a waiting lorry 11.15 5th July 2018 Copyright Dave Field
Patchway footbridge's up platform pedestal is removed. 11.55 5th July 2018 Copyright Dave Field
Patchway Temporary Footbridge 12.00 5th July 2018 Copyright Dave Field
Looking towards Patchway from a footbridge to the east of the station.
29th September 2018. Copyright Colin Burges.
Looking west from the footbridge. The main lines can be seen moving apart as they near Patchway tunnels. To the left the down line passes though the older shorter tunnels (1246 & 62 yards).. Whereas to ease the gradient from Pilning towards Patchway the approach for the up line is through a longer tunnel 1760 yards. Picture dated 29th September 2018 Copyright Colin Burges.
Support the Pilning Project. Footbridge for Pilning.
Colin Burgess, a constant campaigner for positive things on our railways writes:-
Dear Keith,
Talk of the soon to be redundant Totnes footbridge reminded me that Pilning, like Lostwithiel, is also in need of a such a structure.
On the Pilning group's web pages, there is another campaign song, this time to the tune of Lennon's Imagine.
http://www.pilningstation.uk/
Cheers, Colin
If you have a few minutes it's well worth clicking above - many thanks Colin and best wishes to the Pilning Footbridge Project.
Colin Burgess, a constant campaigner for positive things on our railways writes:-
Dear Keith,
Talk of the soon to be redundant Totnes footbridge reminded me that Pilning, like Lostwithiel, is also in need of a such a structure.
On the Pilning group's web pages, there is another campaign song, this time to the tune of Lennon's Imagine.
http://www.pilningstation.uk/
Cheers, Colin
If you have a few minutes it's well worth clicking above - many thanks Colin and best wishes to the Pilning Footbridge Project.
Pilning High Level 116 and a half from Paddington
Pilning High Level with a London bound HST Passing through. Note the CRS Minibus complete with headboard parked in the yard. 17th September 1983. Copyright Roger Winnen.
Pilning High Level 17th September 1983 Copyright Roger Winnen
Pilning Low Level Located on the former line through to Severn Beach and situated only yards from the High Level station but as the name suggests at a slightly lower level. This line en-route to Severn Beach crossed over the South Wales line at the south end of the Severn Tunnel.
The CRS Minibus stands at the level crossing adjacent to Pilning Low Level station. 17th September 1983 Copyright Roger Winnen.
60065 with the12.35 Theale to Robeston on its way back to Wales. Seen here near Piling. Saturday 28th August 1993 Copyright Roger Geach
The Severn Tunnel - the English End
The tunnel is 4 miles 674 yards long.
N.B. The views below were taken from safe places which were, at the time easily accessible. This is no longer the case and all notices and barriers must be obeyed.
Please use this link for further details of the tunnel and its history.
The tunnel is 4 miles 674 yards long.
N.B. The views below were taken from safe places which were, at the time easily accessible. This is no longer the case and all notices and barriers must be obeyed.
Please use this link for further details of the tunnel and its history.
A parcels train climbs out of the Severn Tunnel. 17th September 1983 Copyright Roger Winnen
An HST heads for the Severn Tunnel, next stop Newport. 10th June 1989. Copyright Roger Winnen
A Class 47 climbing from the Severn Tunnel with a coal train. 9th November 1974 Copyright Roger Winnen
The mouth of the Severn Tunnel. (Using a telephoto lens) 9th November 1974 Copyright Roger Winnen
The Severn Tunnel Air Vent. 9th November 1974. Copyright Roger Winnen This vent shaft lies in a securely fenced are some 670 yards from the tunnels west end and about 70 yards inland from the high water mark. In the days of steam traction steam could be seen issuing from this shaft! The location is alongside appropriately named 'Shaft Road'.
Severn Tunnel - the west end.
Entering the Severn Tunnel - from the Welsh End. 5th May 2018 Copyright Roger Winnen
Severn Tunnel Junction 123 and a half from Paddington
A Cross Country Unit C503 passes Severn Tunnel Junction on route to Gloucester. 7th August 1978 Copyright Roger Winnen
253010 Heads for Newport Cardiff and Swansea. 7th August 1978 Copyright Roger Winnen
A Class 31 heads a coal train through Severn Tunnel Junction. In the background can be seen the Severn Tunnel emergency train. 7th August 1978. Copyright Roger Winnen.
253005 heads east through the station. The small engine shed is visible on the right. 7th August 1978 Copyright Roger Winnen
A Class 37 passes milepost 148.75 hauling a rake of cement wagons etc. Copyright Roger Winnen 7th August 1978
A Class 47 heads through Severn Tunnel Junction. 7th August 1978 Copyright Roger Winnen
An HST passes Severn Tunnel Junction. Copyright Roger Winnen 7th August 1978
25058 and 25106 on a return Cranmore to Stanlow bitumin train at Severn Tunnel Junction 25058 was a Plymouth loco based at Laira from May 1978 to the end of Oct 1980 so was seen on many occasions in Cornwall. This view taken on the 14th July 1981 Copyright Roger Geach A nice scene full of interest - though even in those days the platforms seem pretty barren.
37164 based at Canton heading east of Cardiff 15th March 1985. Later it became 37675 based at La from summer1987. Copyright Roger Geach
47611 passing Severn Tunnel Junction with 09.25 Swansea to Paddington service on the 28th May 1985 . Plenty of locos and vans in the background. Copyright Roger Geach
66109 Avonmouth to Aberthawe coal service seen at Severn Tunnel Junction. 19th March 2003. Copyright Roger Geach
The up side at Severn Tunnel Junction a service at Platform 4.. 7th May 2018. Copyright Roger Winnen.
The down side at Severn Tunnel Jct. Platform 1 7th May 2018 Copyright Roger Winnen There is an avoiding line which passes around the back of this platform.
158 837 calls at Platform 1 at Severn Tunnel Junction. 7th May 2018 Copyright Roger Winnen
It's 12.34 as an HST passes along on platform 4. 7th May 2018. Copyright Roger Winnen.
Severn Tunnel Junction Station seems to have exceeding long ramped footbridges which have no cover against the elements. 7th May 2018. Copyright Roger Winnen.
The ramp serving platforms 2 & 3. 7th May 2018. Copyright Roger Winnen.
Now lying completely isolated the former engine shed at Severn Tunnel Junction. 7th May 2018 Copyright Roger Winnen. N.B. This shed was active from 1948 until 1965. For further details see http://shedbashuk.blogspot.com/2016/08/severn-tunnel-junction-1948-1965.html
Another view of the shed on the 5th May 2018. Copyright Roger Winnen.
Looking back to 1986 - The Severn Valley Railtour
On the 7th May 1986 the CRS ran a very successful railtour to the Severn Valley Railway. On our return journey we were routed via Severn Tunnel Junction, here we were placed for the run round on a line without a platform. Hence only pictures grabbed through the windows.
On the 7th May 1986 the CRS ran a very successful railtour to the Severn Valley Railway. On our return journey we were routed via Severn Tunnel Junction, here we were placed for the run round on a line without a platform. Hence only pictures grabbed through the windows.
View of the loco stabling area by the shed at Severn Tunnel Junction - 7th May 1986. Copyright Roger Winnen
Severn Tunnel Juction 03141 viewed from Severn Explorer Railtour 7th May 1986 Copyright Roger Winnen
Another view of the well stocked sidings at Severn Tunnel Junction - viewed from the Severn Valley Railtour 7th May 1986 Copyright Roger Winnen.
Another view from the Severn Explorer - we were unable to leave our train - no platform. Copyright Roger Winnen. 7th May 1986.
Undy Halt 125 and a half from Paddington
33021 Portsmouth Harbour to Cardiff at Undy on Friday 3rd July 1987 Copyright Roger Geach
Magor 126 miles
60037 near Bishton with a Bristol to Alexander Dock Jct. 20th October 2005 Copyright Roger Geach
Bishton Flyover Approx 128 miles from London Paddington
Bishton. Running on the slow lines from Newport our train is crossing the Bishton Flyover.3rd July 2016 Copyright Roger Winnen
Newport 133 and a half from London Paddington
33009 hauling the12.10 Cardiff to Portsmouth crosses the River Usk at Newport on the 31st May 1986 Copyright Roger Geach
47292 runs into Newport with an Exeter to Newport train 27th April 1995 Copyright Roger Geach
Pride of place must go to this nostalgic picture taken by Mike Roach at Newport
- memories are made of this.
- memories are made of this.
Pannier tank 3661 of Ebbw Junction Shed waits to leave Newport in September 1962 with the 5.15pm to New Tredegar 21 miles away in the Rhymney Valley. There were only 3 trains a day making that journey from Newport to New Tredegar and they were all withdrawn at the end of 1962. 3661 was transferred to Cardiff East Dock Shed the following month and withdrawn in April 1965.
Regards, Mike Copyright Mike Roach.
The time is 4.27pm on 6 September 1962 and the photographer has just arrived at Newport on this train from Brecon. The train left Brecon at 2.05 and arrived at platform 2 at 4.26pm, having taken 2 hours and 21 mins for the 47 miles. There were 21 intermediate stops and amazingly this was the last train of the day from Brecon to Newport Monday to Friday. It was possible to leave Brecon later at 4.10 to Hereford; 5.05 to Moat Lane Junction; 6.00 to Three Cocks Junction; and 6.20 to Neath. Copyright Mike Roach
Hello Roger, Hope you are well.Great pictures on the site,as ever.
I now send a picture taken on a cold, grey but very busy Newport on 17 December 1998.Great variety of locos and lots of freight.
We see 56095 on one of the then frequent coal trains from Grange sidings to Llanwern steelworks.In the background ,on the stabling point,you can see a class37.a 60 and one of the relatively new 66s.how things have changed.
Thanks ,Michael
I now send a picture taken on a cold, grey but very busy Newport on 17 December 1998.Great variety of locos and lots of freight.
We see 56095 on one of the then frequent coal trains from Grange sidings to Llanwern steelworks.In the background ,on the stabling point,you can see a class37.a 60 and one of the relatively new 66s.how things have changed.
Thanks ,Michael
Hello Roger,Thank you for dealing with my last picture,it made a nice contrast to the Collett Goods.
Photo of another 56 on the same day is attached,this time of 56034 in Load haul livery, with a working from Alexandra Dock to Mossend.
best wishes and thanks for all your work on the website.Michael
Photo of another 56 on the same day is attached,this time of 56034 in Load haul livery, with a working from Alexandra Dock to Mossend.
best wishes and thanks for all your work on the website.Michael
Newport Old and New
The Old station frontage. Taken on CRS visit to Wales etc 28th June to 9th July 2016 Copyright Roger Winnen. These premises have now been converted to offices.
Planned to enable the station to cope with passenger traffic associated with the 2010 Ryder Cup a second passenger bridge was built linking the whole station with a lift for all platforms. Network Rail claimed accessibility and safety are at the heart of the new design. The new bridge is clad in ethylene tetrafluoroethylene (ETFE), the material which protects the Eden Project in Cornwall.
The new station buildings and footbridge at Newport. 8th July 2016 Copyright Roger Winnen
The turnstiles at the New station at Newport. 7th May 2018 Copyright Roger Winnen
The division between platforms on the footbridge. 7th May 2018 Copyright Roger Winnen.
The way down to the platform. 7th May 2018. Copyright Roger Winnen.
Platform level. 7th May 2018 Copyright Roger Winnen
60 039 Taken on the CRS visit to Wales etc 28th June to 9th July 2016 Copyright Roger Winnen
66120 at Newport taken on the CRS visit to Wales etc 28th June to 9th July 2016 Copyright Roger Winnen
37146 1550 Gloucester to Radyr service , one tank at Newport station 15th May 1992 Copyright Roger Geach
Godfrey Road stabling point just to the west of the station at Newport, now just a memory. with 47774 37716 66006 66036 28th September 1999 Copyright Roger Geach
Marshfield Closed passengers 10th August 1959 Goods 4th January 1964
47231 on a freightliner from Pengam nr Coedkernew nr Marshfield between Cardiff and Newport going east 18th Sept 1991 Copyright Roger Geach
47234 on a short freight near Marshfield 8th April 1987 Copyright Roger Geach
Rumney
37158 at Rumney east of cardiff. 26th May 1990 Copyright Roger Geach
Pengham (Cardiff)
47714 Swansea to Paignton having left Cardiff seen at Pengam 26th May 1990 Cardiff Pengam freightliner terminal is behind me. Copyright Roger Geach.
Cardiff 145 and a quarter
Cardiff as it was - 33020 and 08481. Note water tower. Taken on 30th January 1984 Copyright Roger Geach
Cardiff 33031 has arrived with the 0620 Crewe to Cardiff service on a dull 26th August 1986 Copyright Roger Geach
47235 on a block oil train at Cardiff 8th September 1986 Copyright Roger Geach
47280 at Cardiff on an up parcels working on the 2nd July 1988 Copyright Roger Geach
60033 at Cardiff in Blue Steel Livery with a coil train. 19th June 1998 Copyright Roger Geach
Attractive concourse of Cardiff Central Station. John Gallagher, Mike Hitchens and Tony Brokenshire. 28th June 2016 Copyright Roger Winnen
The attractive frontage to the Great Western Station at Cardiff seen on a rather damp day.. 28th June 2016 Copyright Roger Winnen
Dual launguage signs in the Subway the 1930s style of lettering still serves its purpose. 28th June 2016 Copyright Roger Winnen
The evening light shows up the train on route to West Wales. 28th June 2016. Copyright Roger Winnen