NINETEEN SIXTY FOUR – PART 50
Day Trip to Barmouth
Michael L. Roach
This instalment is the first of a number describing a day trip to Barmouth, not from Plymouth as that would probably have been impossible then, but from Gloucester where we were staying for the weekend. It was still a long day but worth the effort because it turned out to be my one and only chance to do the route from Ruabon to Barmouth Junction on the Cambrian Coast before it closed completely just six months later. I travelled to Gloucester on Friday 3 July 1964 with my parents to stay with my mother's brother and his wife at Twigworth for those who know Gloucester. On Saturday 4 July I was up early to drive to Hereford and park up. Although the Gloucester to Hereford passenger service continued to operate for another four months before closure to passengers the first train of the day would not have got me to Hereford in time to catch the 8.10am dmu to Shrewsbury; from where I had an eight coach train hauled by Black 5 no. 45305 of 6A Chester Shed. The engine survived to the very end of steam in August 1968. I alighted at Ruabon at 10.39am.
It was 54 miles from Ruabon to Barmouth through the very best of Welsh scenery. Although the line had been built by small local companies they were soon taken over by the Great Western Railway and the whole route westernised; and in 1964 it was still very much as it had been handed over by the GWR upon nationalisation in 1948, but in 1963 all these ex-GWR lines in north-east Wales had been transferred to the London Midland Region. The first six miles from Llangollen Line Junction to Llangollen Goods were double track but the rest was single throughout with many passing loops. The line followed the valley of the River Dee for many miles through absolutely superb scenery. Luckily you may still enjoy some of the best scenery by travelling on the Llangollen Steam Railway.
Ruabon to Barmouth Junction was the route to the Cambrian Coast from many places in north west England and this was reflected in an enhanced passenger service on Summer Saturdays mainly from mid-morning to mid-afternoon going down to the coast. My train was the 11.00am SO limited stop service from Ruabon to Pwllheli. One of the interesting aspects of the passenger service along the line was that the trains had a number of starting points off the route at both ends. When the passenger service was withdrawn on and from 18 January 1965 all passengers to the Cambrian Coast then had to travel south to Shrewsbury and on via Welshpool and Machynlleth.
My train of five coaches was hauled by Standard 4MT 4-6-0 no. 75006 of 6C Croes Newydd Shed, and the trip was notable for the huge disparity in speeds. The line to Barmouth started at Llangollen Line Junction ¾ mile south of Ruabon Station where the route forked off the main line to Shrewsbury. The first few miles after the junction were then highly industrialised and there was a bank lasting just one mile at 1 in 54 and 1 in 80. I started timing the train because of the unbelievably laboured progress; and timed the worst quarter mile at 110 seconds. This is a speed of just 8mph and the lowest speed that I have ever recorded on a train anywhere, except for crossing the Crumlin Viaduct where the speed limit was 8mph. In the 45 miles to Dolgellau our train passed three trains going in the opposite direction and saw another operating the shuttle from Bala Junction to Bala. Our first stop was at Corwen (16¼ miles) where our engine took water while waiting for a train in the opposite direction, which turned out to be class mate 75021 also of Croes Newydd. 75021 would later be transferred to Shrewsbury Shed and haul the very last down steam-hauled Cambrian Coast Express on 4 March 1967. Our train left Corwen 4L; on through single platform Cynwyd (18½) where the well-known trailer manufacturer Ifor Williams was, and still is, based. At the next station Llandrillo (21) we were kept waiting outside the station for two minutes while a train passed the other way. It was 75029 also of Croes Newydd but when brand new it was one of a batch of five sent to Laira Shed in May 1954, but it may have received a frosty reception there as it only lasted four months before moving on.
On from Llandrillo through the loop at Llandderfel (23¾) to a three minute stop at Bala Junction (27¼) where Ivatt 2-6-0 46442 of Croes Newydd Shed, with one coach, was making the connection from and to the town of Bala just half a mile up the former branch to Blaenau Ffestiniog. There was now a clear run of 18 miles to the next stop at Dolgellau but passing through crossing loops at Llanuwchllyn (32¼), Garneddwen (35), Drws-y-nant (38½) and Bontnewydd (42) at the regulation 15mph, in theory, to change tokens, plus no less than five other stations and halts. Now I do not like to see speeding vehicles on the road, but just as bad is aggressive acceleration on urban roads subject to a 20 or 30mph limit. What I witnessed that day on the railway between Bala Junction and Dolgellau can only be described as aggressive acceleration by an engine driver like nothing I have seen before or since. The engine may have passed the signalman at 15 but I think it was more like 20mph and the driver then accelerated rapidly out of each loop. Like most crossing loops the rails led in straight but then described a reverse curve at the far end exit over a cross-over.
The one station that I have never forgotten was at the next to last crossing place going downhill at a gradient of 1 in 65 through Drws-y-nant from the summit of the whole line at Garneddwen Halt. Most of the crossing loops were about 20 chains long (equals a quarter of a mile). In the case of Drws-y-nant the signal box was 5 chains before the end of the loop and the train itself was 5 chains long so the train had 10 chains to accelerate after changing tokens before I went over the cross-over. I was at the very rear of the train standing at the last window over the last bogie and it was frightening the speed the train was travelling over the reverse curve of the cross-over estimated to be 35 to 40 mph. The proof is in the timings as the train arrived at Dolgellau Station 12 minutes early having covered 18 miles in 29 minutes. In that 29 minutes tokens had been changed four times and the train had passed through nine stations and halts. A 41 minute allowance from Bala Junction to Dolgellau had been cut to 29 minutes. Frightening. The train spent 16 minutes at Dolgellau instead of the scheduled 4 minutes leaving on time at 12.54 Working the two coach shuttle of extra trains between Dolgellau (45¼) and Barmouth (54½) was 46520 of Machynlleth Shed. I have spent a lot of words on that half hour of rail travel because it was simply so out of the ordinary, unexpected and memorable.
The real highlight of any trip along the Cambrian Coast is the 800 yards crossing the estuary of the River Mawddach on Barmouth Bridge just before arriving at Barmouth itself and looking east at the superb views of the estuary with the mountains beyond. Barmouth Station was then an important railway centre but with the arrival of the dmus and the end of loco haulage it lost a lot of its importance. The nearest engine shed was the small sub-shed at Penmaenpool (47¼) west of Dolgellau.
In 2025 it is possible to make a day trip from Plymouth to Barmouth by train and return with just one change of trains in each direction at Birmingham New Street. You would not get long at Barmouth – just one hour. Leave Plymouth at 06.20 and get back at 22.50 The next part of the story devoted to this day out on 4 July 1964 is called “An Hour at Barmouth.”
To be continued..
It was 54 miles from Ruabon to Barmouth through the very best of Welsh scenery. Although the line had been built by small local companies they were soon taken over by the Great Western Railway and the whole route westernised; and in 1964 it was still very much as it had been handed over by the GWR upon nationalisation in 1948, but in 1963 all these ex-GWR lines in north-east Wales had been transferred to the London Midland Region. The first six miles from Llangollen Line Junction to Llangollen Goods were double track but the rest was single throughout with many passing loops. The line followed the valley of the River Dee for many miles through absolutely superb scenery. Luckily you may still enjoy some of the best scenery by travelling on the Llangollen Steam Railway.
Ruabon to Barmouth Junction was the route to the Cambrian Coast from many places in north west England and this was reflected in an enhanced passenger service on Summer Saturdays mainly from mid-morning to mid-afternoon going down to the coast. My train was the 11.00am SO limited stop service from Ruabon to Pwllheli. One of the interesting aspects of the passenger service along the line was that the trains had a number of starting points off the route at both ends. When the passenger service was withdrawn on and from 18 January 1965 all passengers to the Cambrian Coast then had to travel south to Shrewsbury and on via Welshpool and Machynlleth.
My train of five coaches was hauled by Standard 4MT 4-6-0 no. 75006 of 6C Croes Newydd Shed, and the trip was notable for the huge disparity in speeds. The line to Barmouth started at Llangollen Line Junction ¾ mile south of Ruabon Station where the route forked off the main line to Shrewsbury. The first few miles after the junction were then highly industrialised and there was a bank lasting just one mile at 1 in 54 and 1 in 80. I started timing the train because of the unbelievably laboured progress; and timed the worst quarter mile at 110 seconds. This is a speed of just 8mph and the lowest speed that I have ever recorded on a train anywhere, except for crossing the Crumlin Viaduct where the speed limit was 8mph. In the 45 miles to Dolgellau our train passed three trains going in the opposite direction and saw another operating the shuttle from Bala Junction to Bala. Our first stop was at Corwen (16¼ miles) where our engine took water while waiting for a train in the opposite direction, which turned out to be class mate 75021 also of Croes Newydd. 75021 would later be transferred to Shrewsbury Shed and haul the very last down steam-hauled Cambrian Coast Express on 4 March 1967. Our train left Corwen 4L; on through single platform Cynwyd (18½) where the well-known trailer manufacturer Ifor Williams was, and still is, based. At the next station Llandrillo (21) we were kept waiting outside the station for two minutes while a train passed the other way. It was 75029 also of Croes Newydd but when brand new it was one of a batch of five sent to Laira Shed in May 1954, but it may have received a frosty reception there as it only lasted four months before moving on.
On from Llandrillo through the loop at Llandderfel (23¾) to a three minute stop at Bala Junction (27¼) where Ivatt 2-6-0 46442 of Croes Newydd Shed, with one coach, was making the connection from and to the town of Bala just half a mile up the former branch to Blaenau Ffestiniog. There was now a clear run of 18 miles to the next stop at Dolgellau but passing through crossing loops at Llanuwchllyn (32¼), Garneddwen (35), Drws-y-nant (38½) and Bontnewydd (42) at the regulation 15mph, in theory, to change tokens, plus no less than five other stations and halts. Now I do not like to see speeding vehicles on the road, but just as bad is aggressive acceleration on urban roads subject to a 20 or 30mph limit. What I witnessed that day on the railway between Bala Junction and Dolgellau can only be described as aggressive acceleration by an engine driver like nothing I have seen before or since. The engine may have passed the signalman at 15 but I think it was more like 20mph and the driver then accelerated rapidly out of each loop. Like most crossing loops the rails led in straight but then described a reverse curve at the far end exit over a cross-over.
The one station that I have never forgotten was at the next to last crossing place going downhill at a gradient of 1 in 65 through Drws-y-nant from the summit of the whole line at Garneddwen Halt. Most of the crossing loops were about 20 chains long (equals a quarter of a mile). In the case of Drws-y-nant the signal box was 5 chains before the end of the loop and the train itself was 5 chains long so the train had 10 chains to accelerate after changing tokens before I went over the cross-over. I was at the very rear of the train standing at the last window over the last bogie and it was frightening the speed the train was travelling over the reverse curve of the cross-over estimated to be 35 to 40 mph. The proof is in the timings as the train arrived at Dolgellau Station 12 minutes early having covered 18 miles in 29 minutes. In that 29 minutes tokens had been changed four times and the train had passed through nine stations and halts. A 41 minute allowance from Bala Junction to Dolgellau had been cut to 29 minutes. Frightening. The train spent 16 minutes at Dolgellau instead of the scheduled 4 minutes leaving on time at 12.54 Working the two coach shuttle of extra trains between Dolgellau (45¼) and Barmouth (54½) was 46520 of Machynlleth Shed. I have spent a lot of words on that half hour of rail travel because it was simply so out of the ordinary, unexpected and memorable.
The real highlight of any trip along the Cambrian Coast is the 800 yards crossing the estuary of the River Mawddach on Barmouth Bridge just before arriving at Barmouth itself and looking east at the superb views of the estuary with the mountains beyond. Barmouth Station was then an important railway centre but with the arrival of the dmus and the end of loco haulage it lost a lot of its importance. The nearest engine shed was the small sub-shed at Penmaenpool (47¼) west of Dolgellau.
In 2025 it is possible to make a day trip from Plymouth to Barmouth by train and return with just one change of trains in each direction at Birmingham New Street. You would not get long at Barmouth – just one hour. Leave Plymouth at 06.20 and get back at 22.50 The next part of the story devoted to this day out on 4 July 1964 is called “An Hour at Barmouth.”
To be continued..
75006 stands at Ruabon with five coaches on the 11.00am to Barmouth on Saturday 4 July 1964. connecting trains from Chester and mine from Shrewsbury had already dropped off passengers. Copyright Michael L. Roach.
75006 takers water at Corwen while waiting for a train to pass in the opposite direction. If I had been a month later I would have passed another train at Llangollen – the 9.20am Barmouth to Birmingham Snow Hill which only ran for a very few weeks. Copyright Michael L. Roach.
75021 arrives at Corwen with the 10.25am Dolgellau to Wrexham local train. Copyright Michael L. Roach.
My train passes through Llandrillo Station as 75029 waits in the passing loop with the 8.45am Pwllheli to Birkenhead train. Copyright Michael L. Roach.
75006 has arrived at Barmouth, where I alighted but the train carried on to Pwllheli where it was due at 2.50. Copyright Michael L. Roach.
75006 runs across Barmouth Bridge to turn on the triangle. The two steel spans were replaced like-for-like in 2023 during a £30M restoration. Copyright Michael L. Roach.
Many thanks for another fascinating article, Mike - sounds like quite a white-knuckle ride you had there!
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
Re: It's A Namer Part 2
Karl Hewlett
Regarding Neil Phillip's article 'It's A Namer Part 2' (click here), I couldn't get the exact dates but the month and the year as per Neil's information. I can however fill in some of the other missing blanks which are:
Although I can't 100% confirm, it is likely that D1670, 72 to 76 were named without ceremony.
- D1665 TITAN named 3/66 at Cardiff Canton without ceremony.
- D1667 ATLAS named 6/66 at Cardiff Canton without ceremony.
- D1668 ORION named 10/65 at Landore Swansea without ceremony.
- D1670 MAMMOTH named 8/65 at Landore Swansea.
- D1671 THOR 1st (carried 9/65 to 12/65) named at Cardiff Canton.
- D1672 COLOSSUS named 8/65 at Cardiff Canton.
- D1673 CYCLOPS named 6/66 at Bristol Bath Road.
- D1674 SAMSON named 9/65 at Cardiff Canton.
- D1675 AMAZON named 11/65 at Cardiff Canton.
- D1676 VULCAN named 10/65 at Cardiff Canton.
Although I can't 100% confirm, it is likely that D1670, 72 to 76 were named without ceremony.
Many thanks Karl - much appreciated.
Lostwithiel - the early days of
Can you help?
An email from a reader:
I wonder if you might be able to assist me please, with a puzzle?
As I understand it, the Lostwithiel and Fowey Railway (LFR) opened in 1869, being worked from the outset by the Cornwall Railway (CR), which actually was itself worked by SDR-owned locomotives until 1876, then GWR-owned machines until closure of the L&FR in 1880. With the nearest CR sheds being Liskeard, 12.75 miles east and Truro, 23.25 miles west, it made sense for there to be a locomotive - or locomotives - based at Lostwithiel for working LFR trains. If so, where was that motive power stabled? The CR had a C&W Works at Lostwithiel, which presuambly required the services of a pilot at times, so was there a loco point in the works? Or, as has been mooted - at the station, where a south end bay platform was roofed over, a feature visible on the 1880 25-inch Ordnance Survey (OS), but not subsequent editions? The redoubable Messrs Lyons and Mountford did not mention a Lostwithiel shed in their book on GWR sheds 1837 - 1947, but neither did they for Fowey, where an engine shed is clearly visible on the 1880 6-inch OS map, so it could be they missed Lostwithiel too....
I wonder if you might be able to assist me please, with a puzzle?
As I understand it, the Lostwithiel and Fowey Railway (LFR) opened in 1869, being worked from the outset by the Cornwall Railway (CR), which actually was itself worked by SDR-owned locomotives until 1876, then GWR-owned machines until closure of the L&FR in 1880. With the nearest CR sheds being Liskeard, 12.75 miles east and Truro, 23.25 miles west, it made sense for there to be a locomotive - or locomotives - based at Lostwithiel for working LFR trains. If so, where was that motive power stabled? The CR had a C&W Works at Lostwithiel, which presuambly required the services of a pilot at times, so was there a loco point in the works? Or, as has been mooted - at the station, where a south end bay platform was roofed over, a feature visible on the 1880 25-inch Ordnance Survey (OS), but not subsequent editions? The redoubable Messrs Lyons and Mountford did not mention a Lostwithiel shed in their book on GWR sheds 1837 - 1947, but neither did they for Fowey, where an engine shed is clearly visible on the 1880 6-inch OS map, so it could be they missed Lostwithiel too....
A good puzzle indeed - do you know the answers? Please get in touch - [email protected]
Re: D1660 'City of Truro'
Phil 'Shattered' Smith
In the guise of 47749 'Atlantic College', the former D1660 'City of Truro' basks in the sun in Bristol Temple Meads platform 5 with a mail train back in 1996. Copyright Phil Smith.
Many thanks, Phil - I always thought this livery sat very well on the '47's'.
Positive news for Portishead
11 June 2025 Portishead Railway Group Summary:
There’s a lot of comment going on about what the Chancellor of the Exchequer has been saying, so here’s a summary of all the transport funding announcements and what they mean for the Portishead & Pill railway:
1. The Portishead line reopening project has been waiting since last summer for the Chancellor’s spending review to complete. Work has continued in the meantime and all the comments we’ve heard about the likely outcome of the review have been positive.
2. Last week the Chancellor announced funding for 2028-2032 which included £800 million for the Bristol area. This is not directly relevant to the Portishead line, as its funding is already in place (but awaiting confirmation). However, the funding for the line to the Brabazon development is good news, as it would it make no sense to announce developing Brabazon in the future, whilst simultaneously cancelling Portishead.
3. Decisions about spending will have been made several weeks /months ago by the Treasury. Today was just the announcement of those decisions. No one expected Portishead to be mentioned in the Chancellor’s speech today, as we are only a few tens of millions in a speech about tens of billions of spending.
4. The Dept. for Transport capital expenditure budget has been increased by 3.9%, so there is now no reason why the DfT can’t release the funding for Portishead.
5. MPs, Dept. for Transport etc. will now be allowed to comment so we should have clarity very soon and confirmation that the funding is all now released and construction can start.
6. For anyone baffled by why it takes so long, it’s because UK planning laws are enormously complex and have to be followed. It’s taken 10 years or so and over £32 million to get this far, involving consultations with hundreds of interested parties and preparation of huge documents (27,000 pages) as required by UK law.
7. The idea that it is “just a little bit of railway, so just build it” is appealing, but completely impossible to do. The planning stage is probably more complicated and time-consuming than the construction stage.
This work has been essential to produce the detailed design and plan for the project, and to ensure that any risks that might derail(!) the project have been identified and addressed. It has given the sponsoring councils and central government the confidence they needed to satisfy themselves that the funds they are providing will lead to a successful outcome benefitting the region.
Click here for a Network Rail news article about the line.
There’s a lot of comment going on about what the Chancellor of the Exchequer has been saying, so here’s a summary of all the transport funding announcements and what they mean for the Portishead & Pill railway:
1. The Portishead line reopening project has been waiting since last summer for the Chancellor’s spending review to complete. Work has continued in the meantime and all the comments we’ve heard about the likely outcome of the review have been positive.
2. Last week the Chancellor announced funding for 2028-2032 which included £800 million for the Bristol area. This is not directly relevant to the Portishead line, as its funding is already in place (but awaiting confirmation). However, the funding for the line to the Brabazon development is good news, as it would it make no sense to announce developing Brabazon in the future, whilst simultaneously cancelling Portishead.
3. Decisions about spending will have been made several weeks /months ago by the Treasury. Today was just the announcement of those decisions. No one expected Portishead to be mentioned in the Chancellor’s speech today, as we are only a few tens of millions in a speech about tens of billions of spending.
4. The Dept. for Transport capital expenditure budget has been increased by 3.9%, so there is now no reason why the DfT can’t release the funding for Portishead.
5. MPs, Dept. for Transport etc. will now be allowed to comment so we should have clarity very soon and confirmation that the funding is all now released and construction can start.
6. For anyone baffled by why it takes so long, it’s because UK planning laws are enormously complex and have to be followed. It’s taken 10 years or so and over £32 million to get this far, involving consultations with hundreds of interested parties and preparation of huge documents (27,000 pages) as required by UK law.
7. The idea that it is “just a little bit of railway, so just build it” is appealing, but completely impossible to do. The planning stage is probably more complicated and time-consuming than the construction stage.
This work has been essential to produce the detailed design and plan for the project, and to ensure that any risks that might derail(!) the project have been identified and addressed. It has given the sponsoring councils and central government the confidence they needed to satisfy themselves that the funds they are providing will lead to a successful outcome benefitting the region.
Click here for a Network Rail news article about the line.
Many thank to Keith Jenkin for bringing this to our attention - we look forward to the reinstatement of the branch.
Class 99's - Further Delivery Information
Richard Giles
Thanks for the web-site and to the contributors as well as those compiling the submissions for reading.
I thought this account would be of interest as a follow up to Steve Widdowson's excellent looking away Class 99 loco view taken on 19th June showing their 'unpowered' Network-Rail debut. Have been away, but have gathered notes and observations in from several sources since returning.
Sadly, the story starts with 'mis-information' with the suggestion of the Stadler 'tri-mode' duo, both in operating condition (following testing at Velim, Czech Republic) had arrived at Royal Portbury Dock and were being road moved onwards from there to Avonmouth. As it stands, the MV Constence, loaded at Breman, Germany docked in Avonmouth Old Dock during the morning of 10th June (a day earlier than planned) and the locos off loaded by giant road cranes (99001 first) between the older 'L Shed' and newer 'J Shed' warehouses, the latter having been built on recently removed as not being in use grain towers. This area close to the Gloucester Road emergency gate, in recent times had been in use by Agricultural Company Openfield as a grain export location, the Bulk Terminal import coal conveyor belt to Portbury Dock also at one time crossing overhead at this point, which could have affected the loco unloading but removal (although the rail loading towers survive at St. Andrews Road) had taken place during recent years. The pair were then road lorry moved to the Royal Edward Dock area and the Hansons Cement (Bennett's stone) rail sidings (the Old Dock area had lost or had seen most of its track of the once extensive Port internal rail system taken out of use by the early 1970s), where 99001 was first lowered onto the track here followed by 99002 at the Holesmouth Junction end. It would appear a possible movement under their own power had taken place by the time restricted confirmation viewing had taken place at 20.15.
Hope of interest and tidies up the latest new loco Class delivery news,
I thought this account would be of interest as a follow up to Steve Widdowson's excellent looking away Class 99 loco view taken on 19th June showing their 'unpowered' Network-Rail debut. Have been away, but have gathered notes and observations in from several sources since returning.
Sadly, the story starts with 'mis-information' with the suggestion of the Stadler 'tri-mode' duo, both in operating condition (following testing at Velim, Czech Republic) had arrived at Royal Portbury Dock and were being road moved onwards from there to Avonmouth. As it stands, the MV Constence, loaded at Breman, Germany docked in Avonmouth Old Dock during the morning of 10th June (a day earlier than planned) and the locos off loaded by giant road cranes (99001 first) between the older 'L Shed' and newer 'J Shed' warehouses, the latter having been built on recently removed as not being in use grain towers. This area close to the Gloucester Road emergency gate, in recent times had been in use by Agricultural Company Openfield as a grain export location, the Bulk Terminal import coal conveyor belt to Portbury Dock also at one time crossing overhead at this point, which could have affected the loco unloading but removal (although the rail loading towers survive at St. Andrews Road) had taken place during recent years. The pair were then road lorry moved to the Royal Edward Dock area and the Hansons Cement (Bennett's stone) rail sidings (the Old Dock area had lost or had seen most of its track of the once extensive Port internal rail system taken out of use by the early 1970s), where 99001 was first lowered onto the track here followed by 99002 at the Holesmouth Junction end. It would appear a possible movement under their own power had taken place by the time restricted confirmation viewing had taken place at 20.15.
Hope of interest and tidies up the latest new loco Class delivery news,
Turbo 166220 nears St. Andrews's Road station with the 11.01 Severn Beach - Bristol Temple Meads local service on 17th June, with 99002, 99001 and 66307 all just visible (top left) beyond the gravel and stone tips, the 99s having being landed on track further to the left. Copyright Richard Giles.
Complementing Steve's picture (with a front end working view), this is 0Q66 13.53 Avonmouth Hanson's - Leicester Lip with 66307 + 99001 + 99002 which having just crossed Hallen Marsh Junction passes Chittening heading for Bristol Parkway and the north at a crawl as close behind 66567 working 6A83 13.45 Avonmouth Bennett's - West Drayton loaded stone on 17th June. Copyright Richard Giles.
A day earlier on 16th June, the ninth and second last Rail Operations Group Class 93 no. 93008 (93009 will be the last) was delivered having very unusually remained in the Auto-Terminal at Royal Portbury Dock for three days. A lull in steel deliveries by sea may have been the reason, the next load being not expected to mid-July. The loco is seen just after 12.00 at the outer port dock gate, heading for the nearby M5 motorway and the journey north to Worksop. Copyright Richard Giles.
Many thanks, Richard - great photos and a well researched article.