NINETEEN SIXTY FOUR – PART 10
Milk Trains (3)
Michael L. Roach
In Part 9 (click here), I posed a question as to the location of the last photograph in that part and the answer was Carmarthen Station looking north in October 1964. A similar view is included with this part. Carmarthen was the hub of railways serving the two great dairying counties of Carmarthenshire and Cardiganshire, where at that time there were several dairies and milk depots served by rail sending liquid milk to London daily. There was always great excitement at Plymouth Station on Summer Saturdays in the 1950s when a Carmarthen engine turned up occasionally; but things might not bes quite what they seemed, as if it had come all the way from Carmarthen or Swansea on a Summer Saturday it might well have run out of coal after all the traffic delays en-route so could have been serviced at Bristol and sent further west due to a shortage of tender engines at Bristol.
The line that headed north from Carmarthen in West Wales went through very pleasant, but sparely populated, countryside with distant views of the Cambrian Mountains before turning and heading down to the coast at Aberystwyth on the coast of Cardigan Bay. This is a land of small towns, villages and dairy farms. Passenger trains took two and a half hours to cover the 56 miles from Carmarthen to Aber. Because the line served no large towns there were never more than 5 trains each way, even on a summer Saturday in the 1930s (when the line was at its peak of popularity, after the GWR publicity machine had been busy promoting the line). In the last few years there were just 3 passenger trains each way Monday to Friday, with more on Summer Saturdays. However, there was a substantial freight traffic originating on the line with hundreds of live cattle and thousands of gallons of liquid milk making their way eastwards towards London every day until the 1950s.
My first trip over the line was on the 6.10am off Carmarthen on 22 July 1963. After travelling overnight from Plymouth diesel-hauled all the way, it was great to see 7810 Draycott Manor of Oswestry Shed at the head of four coaches and one truck – a true mixed train. The return from Aber at 11.55am was behind 7826 Longworth Manor of Carmarthen Shed with three coaches. During a five minute stop at Pont Llanio Station, one loaded milk truck was attached to the rear of the train from the milk depot alongside the station.
My second trip over the line was 15 months later on 10 October 1964. I was staying at Gloucester for the weekend and left there very early to motor to Cardiff to meet a friend and catch the 7.35am dmu to Carmarthen. We arrived to find two coaches up against the buffers in the north-facing bay platform with 7826 Longworth Manor doing some shunting of empty milk tanks. 7826 was now based at Llanelly Shed, involving a 20-mile light engine movement at the beginning and end of the working day, because Carmarthen Shed had closed between my two visits. 7826 proceeded to add no less than eight empty milk tanks in front of the passenger coaches in the bay platform to form the 10.35am Carmarthen to Aberystwyth - the second train of the day. The engine was way off the end of the bay platform and the train consisted of 7826 plus 8 milk tanks and 2 coaches – quite a load, but no problem for the Manor. Four tanks were detached at Lampeter Station and would later be tripped down to Green Grove Siding and milk depot on the Aberayron Branch. The remaining four tanks were dropped off at Pont Llanio where there was a Creamery and milk depot alongside the station set in a tiny hamlet beside the River Teifi. More about Lampeter and Pont Llanio in a later part of the series.
In September 2024 I purchased the latest book about the line by Geraint Roberts (Lightmoor Press ISBN 9781 915069 405) and it's very good – it brought back a lot of memories. The book has 300 pages and perhaps 400-500 photographs but there are only a handful of photos showing milk tanks attached to a passenger train. Of those handful, the largest number of milk tanks in a passenger train is four, and there is not a single photo showing a passenger train with eight milk tanks, so I was very lucky that day to have such a number. I thought it was a regular occurrence that would have been captured by other photographers, but obviously that was not the case. My friend and travelling companion in October 1964 worked for BR in the Divisional Office at Cardiff at the time and perhaps used his position to ensure we had a worthwhile load. No matter how it came about, it made a most memorable trip, complete with steam haulage, at a time when the diesels were taking over all trains in West Wales. Within a few months of my trip, on 10.10.1964, the Carmarthen to Aberystwyth line would close to passengers and dieselisation would be completed west of Swansea.
Finally, in Part 9, I ended by posing the question was our train a passenger or a mixed train. The answer is that it was a passenger train also conveying milk tanks, and not a mixed train of passenger coaches and freight wagons. The reason is that milk and milk tanks are passenger-rated traffic. A wholly milk train, like the 12.20pm Penzance to Kensington, appeared in the Plymouth District Working Time Table of Passenger Trains but not in the Plymouth District WTT of Freight Trains.
The line that headed north from Carmarthen in West Wales went through very pleasant, but sparely populated, countryside with distant views of the Cambrian Mountains before turning and heading down to the coast at Aberystwyth on the coast of Cardigan Bay. This is a land of small towns, villages and dairy farms. Passenger trains took two and a half hours to cover the 56 miles from Carmarthen to Aber. Because the line served no large towns there were never more than 5 trains each way, even on a summer Saturday in the 1930s (when the line was at its peak of popularity, after the GWR publicity machine had been busy promoting the line). In the last few years there were just 3 passenger trains each way Monday to Friday, with more on Summer Saturdays. However, there was a substantial freight traffic originating on the line with hundreds of live cattle and thousands of gallons of liquid milk making their way eastwards towards London every day until the 1950s.
My first trip over the line was on the 6.10am off Carmarthen on 22 July 1963. After travelling overnight from Plymouth diesel-hauled all the way, it was great to see 7810 Draycott Manor of Oswestry Shed at the head of four coaches and one truck – a true mixed train. The return from Aber at 11.55am was behind 7826 Longworth Manor of Carmarthen Shed with three coaches. During a five minute stop at Pont Llanio Station, one loaded milk truck was attached to the rear of the train from the milk depot alongside the station.
My second trip over the line was 15 months later on 10 October 1964. I was staying at Gloucester for the weekend and left there very early to motor to Cardiff to meet a friend and catch the 7.35am dmu to Carmarthen. We arrived to find two coaches up against the buffers in the north-facing bay platform with 7826 Longworth Manor doing some shunting of empty milk tanks. 7826 was now based at Llanelly Shed, involving a 20-mile light engine movement at the beginning and end of the working day, because Carmarthen Shed had closed between my two visits. 7826 proceeded to add no less than eight empty milk tanks in front of the passenger coaches in the bay platform to form the 10.35am Carmarthen to Aberystwyth - the second train of the day. The engine was way off the end of the bay platform and the train consisted of 7826 plus 8 milk tanks and 2 coaches – quite a load, but no problem for the Manor. Four tanks were detached at Lampeter Station and would later be tripped down to Green Grove Siding and milk depot on the Aberayron Branch. The remaining four tanks were dropped off at Pont Llanio where there was a Creamery and milk depot alongside the station set in a tiny hamlet beside the River Teifi. More about Lampeter and Pont Llanio in a later part of the series.
In September 2024 I purchased the latest book about the line by Geraint Roberts (Lightmoor Press ISBN 9781 915069 405) and it's very good – it brought back a lot of memories. The book has 300 pages and perhaps 400-500 photographs but there are only a handful of photos showing milk tanks attached to a passenger train. Of those handful, the largest number of milk tanks in a passenger train is four, and there is not a single photo showing a passenger train with eight milk tanks, so I was very lucky that day to have such a number. I thought it was a regular occurrence that would have been captured by other photographers, but obviously that was not the case. My friend and travelling companion in October 1964 worked for BR in the Divisional Office at Cardiff at the time and perhaps used his position to ensure we had a worthwhile load. No matter how it came about, it made a most memorable trip, complete with steam haulage, at a time when the diesels were taking over all trains in West Wales. Within a few months of my trip, on 10.10.1964, the Carmarthen to Aberystwyth line would close to passengers and dieselisation would be completed west of Swansea.
Finally, in Part 9, I ended by posing the question was our train a passenger or a mixed train. The answer is that it was a passenger train also conveying milk tanks, and not a mixed train of passenger coaches and freight wagons. The reason is that milk and milk tanks are passenger-rated traffic. A wholly milk train, like the 12.20pm Penzance to Kensington, appeared in the Plymouth District Working Time Table of Passenger Trains but not in the Plymouth District WTT of Freight Trains.
The 10.35am Carmarthen to Aberystwyth on 10 October 1964 looking north from the end of the platform. On the left, out of picture, are three further milk tanks and two passenger coaches up against the buffers. Time did not permit me to walk up on to the road bridge. Copyright Michael L. Roach.
My first view out the window from the front of the first coach. Copyright Michael L. Roach.
We are now 9 miles into the journey and half a mile south of the station at Llanpumpsaint. Copyright Michael L. Roach.
I have now moved to the rear of the last coach for this view out of the window. Copyright Michael L. Roach.
7826 heads the train out of Llanybyther 22½ miles into the 56 mile journey at 11.47 (8L) one hour after leaving Carmarthen 11 late. Copyright Michael L. Roach.
Also leaving Llanybyther which had one of several crossing loops on the route. Llanybyther is a small town with a major livestock market which survives to this day and which is famous for its monthly horse sales attracting buyers from all over Britain and Ireland. Copyright Michael L. Roach.
Many thanks Michael - and well done to those of you who emailed in with the answer to the question posed in Part 9.
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
Memories of the North Cornwall Line
March 1977
By Roger Winnen
Part 7
02.04.1977 - Bridestowe Station. Copyright Roger Winnen
02.04.1977 - Bridestowe Station. Copyright Roger Winnen
02.04.1977 - Bridestowe Station. Copyright Roger Winnen
02.04.1977 - Remains of Lydford Station. Copyright Roger Winnen
02.04.1977 - Remains of Lydford Station. Copyright Roger Winnen
02.04.1977 - Remains of Lydford Station. Copyright Roger Winnen
02.04.1977 - Remains of Lydford Station. Copyright Roger Winnen
02.04.1977 - Remains of Lydford Station. Copyright Roger Winnen
SVR Autumn Diesel Gala 2024
Andrew Triggs
Although out of our area, Andrew has provided a number of photographs of former western-region locomotives taking part in last weeks Severn Valley Railway diesel gala, which I'm sure will be enjoyed.
D1062 'Western Courier' departing Kidderminster working 16.15 Kidderminster-Bridgnorth 3.10.2024. Copyright Andrew Triggs.
50033 'Glorious' running round at Bridgnorth prior to working 10.50 Bridgnorth-Kidderminster 4.10.2024. Copyright Andrew Triggs.
46045 passing Kidderminster TMD working 15.15 Kidderminster-ridgnorth 3.10.2024. Copyright Andrew Triggs.
'Blue is the Colour' with 20048 and 20189, and 50007 'Hercules' stabled at Kidderminster 3.10.2024. Copyright Andrew Triggs.
40106 awaiting departure from Kidderminster working 19.03 Kidderminster-Highley 4.10.2024. Copyright Andrew Triggs.
Star of the show 58023 'Leicester Depot' on display at Kidderminster Yard 3.10.2024. Copyright Andrew Triggs.
Visiting Class 25s D7628 'Sybilla' and South Devon Railway based 25262 with 50007 at Kidderminster 3.10.2024. Copyright Andrew Triggs.
Recently repainted 50007 'Hercules' on display at Kidderminster 3.10.2024. Copyright Andrew Triggs.
D1015 'Western Champion' on Kidderminster Turntable 3.10.2024. Copyright Andrew Triggs.
Many thanks Andrew - looks like it was a great event, and the sun came out for you too!
Newquay Palm Trees
Re-homed!
From Lappa Valley:
A set of palm trees which have been welcoming thousands of railway passengers to one of Cornwall’s top resorts, are enjoying a new home.
The palm trees, which stood proudly next to the station were removed as part of the works to reinstate a second platform at Newquay Railway Station. They have now been transferred to Lappa Valley, a tourist attraction near St Newlyn East where they adorn the railway of the Newlyn Downs Branchline.
“We’re really pleased to be in a position to give these palm trees a new home.” said Ben Harding, Lappa Valley’s Operations Director.
“From our research, we believe the trees have been welcoming visitors to Newquay for over 30 years. Their new home is very fitting, as our railway runs along the trackbed of the former Chacewater branchline, which ended at Newquay station.”
Lappa Valley is one of Cornwall’s most popular family attractions, offering three railways and activities in the heart of the Cornish Countryside.
Ben continued: “We are based around the workings of the old East Wheal Rose Mine, and in a small way these trees continue our celebration of the area’s heritage. Thank you to Network Rail, and their contactors Colas for their help in transporting the trees to their new home”.
A set of palm trees which have been welcoming thousands of railway passengers to one of Cornwall’s top resorts, are enjoying a new home.
The palm trees, which stood proudly next to the station were removed as part of the works to reinstate a second platform at Newquay Railway Station. They have now been transferred to Lappa Valley, a tourist attraction near St Newlyn East where they adorn the railway of the Newlyn Downs Branchline.
“We’re really pleased to be in a position to give these palm trees a new home.” said Ben Harding, Lappa Valley’s Operations Director.
“From our research, we believe the trees have been welcoming visitors to Newquay for over 30 years. Their new home is very fitting, as our railway runs along the trackbed of the former Chacewater branchline, which ended at Newquay station.”
Lappa Valley is one of Cornwall’s most popular family attractions, offering three railways and activities in the heart of the Cornish Countryside.
Ben continued: “We are based around the workings of the old East Wheal Rose Mine, and in a small way these trees continue our celebration of the area’s heritage. Thank you to Network Rail, and their contactors Colas for their help in transporting the trees to their new home”.
The famous palm trees of Newquay station re-homed at The Lappa Valley Railway. Photo copyright Lappa Valley.
Visit the Lappa Valley website - click here.
Re: Laira Scrap 'Westerns'
Guy Vincent
Photo published 09.10.2024 - 10.08.1975 - The Laira scrap line - 2 Westerns (ID'd by Guy Vincent below) keep Hymek D7089 company. Copyright Paul Barlow (original photographer unknown).
From Guy Vincent:
The two withdrawn Westerns with D7089 at Laira are D1006 Western Stalwart and D1050 Western Ruler. By coincidence, exactly one year ago on 9th October 2023 a feature on these three locos was published on CRS. (click here)
The two withdrawn Westerns with D7089 at Laira are D1006 Western Stalwart and D1050 Western Ruler. By coincidence, exactly one year ago on 9th October 2023 a feature on these three locos was published on CRS. (click here)
Many thanks Guy - I was waiting for your email when I posed the question!
'Sharpshooter' Fire
Simon Howard
Just having a massive clear out and found this clipping… Copyright Simon Howard.
Many thanks for sending this in, Simon - it's very interesting. A bad day for poor 'sharpshooter'.
The Railhead Treatment Train at Exminster
David Tozer
66179 and 66154 top and tailing the 0846 3S13 Westbury to St Blazey L.I.P. 66179 was exported to France and returned to England some while ago and you should notice it has on the front a red/silver rectangle. 09.10.2024, copyright David Tozer.
Thank you very much, Dave
'Mayflower' heads West
Martin Scane, John Simons & Clive Smith
61306 Mayflower on the Golden Hind to Plymouth passing Dawlish Station. 09.10.2024, copyright John Simons.
61306 Mayflower on the Golden Hind heads on to Plymouth at Dawlish sea wall. 09.10.2024, copyright John Simons.
Mayflower on the sea wall for the last time this year (apart from the return trip later today) heading 1Z61 from Worcester SH to Plymouth this morning. 09.10.2024, copyright Martin Scane.
Autumn colours are just starting so I thought I'd go with some landscape shots for the second visit of 61306 'Mayflower' on the 'Golden Hind from Worcester to Plymouth, the last steam special of the season down our way. Sadly the sun didn't play ball. It was still bright as the down train passed through Bittaford. Copyright Clive Smith.
Shortly before the up was due the sun was shining and I was hoping for a backlit shot passing through the site of the old Ivybridge station and crossing Ivybridge Viaduct but a slab of grey cloud moved in and dulled the scene. Copyright Clive Smith.
61306 crosses Ivybridge Viaduct. This and the previous photo were taken from the Redlake Tramway on Dartmoor, which closed in the 1930s but the trackbed is still there. Copyright Clive Smith.
Many thanks Martin, John and Clive for your excellent images. 'Mayflower' has done her owners proud this year down here in the westcountry.
5 Minutes at Largin
Jon Hird
66179 and 66154 top and tail the railhead treatment train (as pictured by David Tozer at Exminster, above) over Largin Viaduct. Not the shot I wanted - I could hear the train approaching as I was faffing around with the drone and didn't have time to position as I'd hoped to. One to try again another day. 09.10.2024, copyright Jon Hird.
Just three minutes after taking the RHTT photo, a GWR Castle headed by 43189 (43093 on the rear) appeared heading in the opposite direction, with 2P16 - the 13:15 Penzance to Plymouth. 09.10.2024, copyright Jon Hird.
Re: HST Crew Training in Cornwall
Kevin Daniel
HST set 253005 with a crew training run passing Crugwallins on 04.11.1978. Copyright Roger Geach.
We published the above photograph from Roger Geach in yesterdays 'news'. Roger wrote and asked;
I would be interested to know the first time one worked on crew training runs down in the far west, does anyone know please?
We were delighted to receive the comprehensive reply from Kevin Daniel below.
Dear CRS,
Following on from Roger Geach's photo of HST set 253 005 at Crugwallins on 4/11/78 and his query about the HST crew training programme in the far west, I can add the following.
Roger's photo is quite historic as it is one of the earliest photos of a production HST set in Cornwall. Crew training from Penzance to Plymouth commenced W/C 3/11/78. I can't locate the relevant internal BR notice at the moment but the set was diagrammed for 2 round trips, Mondays-Fridays. The set was serviced at Penzance but on Friday evenings returned to St Philips Marsh for an A Exam and returned to Penzance in the early hours of the following Monday.
The set allocated to the crew training programme was the one next due works overhaul from St Philips Marsh's allocation. At the start of Cornwall crew training 253 005 with power cars 43010/11 was the designated set. This had in fact made its way to Cornwall on Thursday 27th October 1978, and stabled at Penzance over the following weekend. Interestingly, power car 43011 had acquired the nose end cover of 253 001 in August 1978, so it is very possible that there are other photographs of the set bearing the incorrect unit number during the period it was in Cornwall.
As the crew training programme progressed into 1979 it became more usual for shortened rake to be provided, consisting of 2 power cars and 2 or 3 trailers, however, they were usually from a set earmarked for overhaul.
Hope this helps. If I can find the BR document I mentioned I will send more precise details of the crew training paths.
I would be very interested to receive other sightings of crew training sets in Cornwall (and Devon) prior to the service introduction from Paddington in August 1979. Perhaps anyone with observations could send them to the web page editors for forwarding.
Best Wishes
Kevin
I would be interested to know the first time one worked on crew training runs down in the far west, does anyone know please?
We were delighted to receive the comprehensive reply from Kevin Daniel below.
Dear CRS,
Following on from Roger Geach's photo of HST set 253 005 at Crugwallins on 4/11/78 and his query about the HST crew training programme in the far west, I can add the following.
Roger's photo is quite historic as it is one of the earliest photos of a production HST set in Cornwall. Crew training from Penzance to Plymouth commenced W/C 3/11/78. I can't locate the relevant internal BR notice at the moment but the set was diagrammed for 2 round trips, Mondays-Fridays. The set was serviced at Penzance but on Friday evenings returned to St Philips Marsh for an A Exam and returned to Penzance in the early hours of the following Monday.
The set allocated to the crew training programme was the one next due works overhaul from St Philips Marsh's allocation. At the start of Cornwall crew training 253 005 with power cars 43010/11 was the designated set. This had in fact made its way to Cornwall on Thursday 27th October 1978, and stabled at Penzance over the following weekend. Interestingly, power car 43011 had acquired the nose end cover of 253 001 in August 1978, so it is very possible that there are other photographs of the set bearing the incorrect unit number during the period it was in Cornwall.
As the crew training programme progressed into 1979 it became more usual for shortened rake to be provided, consisting of 2 power cars and 2 or 3 trailers, however, they were usually from a set earmarked for overhaul.
Hope this helps. If I can find the BR document I mentioned I will send more precise details of the crew training paths.
I would be very interested to receive other sightings of crew training sets in Cornwall (and Devon) prior to the service introduction from Paddington in August 1979. Perhaps anyone with observations could send them to the web page editors for forwarding.
Best Wishes
Kevin
Many thanks for taking the time to answer Kevin, and in great depth. If anybody can shed any further light on the question, please do get in touch - our email address is: [email protected]