Prototype PhilH's BR Photographs from circa1959

[PhilH]

The A495 overbridge at Blodwell Junction in September 1974. The bridge span has been provided with two support pillars since the removal of track beneath it, the track now terminates on the other side of the bridge. In the foreground is the end of the former Blodwell Junction platform.




Blodwell Quarry sidings. In the centre of the photo is the elevated platform where lorries tipped the ballast into the BR wagons.
The Nantmawr Branch curves away to the left in the distance.




A495 overbridge on the Nantmawr Branch. Note the variety of materials in its construction - dressed stone abutments with brick parapet walls and steel (or wrought iron ?) girders with timber framed corrugated iron parapets.





The level crossing on the Nantmawr Branch

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[PhilH]

In May 1984 25083 was working a ballast train to Blodwell Quarry:

25083 being flagged across the A495 road on the empty train at Porthywaen




Running round the train at Blodwell Quarry. The loop has been added since 1974.




The A495 level crossing at Porthywaen, view towards Llynclys







The returning loaded train crossing the road

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[PhilH]

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The remains of Porthywaen Halt platform
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Porthywaen Signal Box
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A rather blurred photo taken c1958/9 from the overbridge at Porthywaen, only included here because it makes a comparison with the following two photos taken from the same bridge. The Tanat Valley Line curves away to the left past the signal box; The original Porthywaen Branch is just to the right of the loco and climbs the hill to reach higher parts of the quarry. Originally it served several different quarries and limekilns which were later closed or incorporated into the main Whitehaven Quarry. The line the loco is standing on curved to the right beyond the signal box to pass under the Porthywaen Branch and join the line curving away on the extreme right to serve the Whitehaven Quarry's crushing plant and limekilns. On the left of the photo is the site of the 3ft gauge Crickheath Tramway which passed under the overbridge in a separate opening to the standard gauge lines, crossed the Tanat Valley Line on the level just before the signal box and joined the line curving right under the Porthywaen Branch as mixed gauge track. The provision of this crossing when the Tanat Valley Line was built probably explains the siting of the signal box, being provided principally to protect the crossing. The Crickheath Tramway roughly paralleled the standard gauge line to Llynclys Junction, then crossed the main Cambrian Line to the south of Llynclys Station to reach a canal wharf at Crickheath. It was worked by horse and gravity and closed in the early 1930's after a breach closed the canal which was never restored.

Photos of the crossing and mixed gauge track can be found here:
Oswestry Borderland Heritage - Crickheath Tramway

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A view from the overbridge in September 1974. The lower level lines into the quarry have been removed. The track in the right foreground terminates behind the camera just beyond the overbridge, so a double reversal is required to access the Porthywaen Branch and the higher level of Whitehaven Quarries.

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View from the overbridge in May 1984. The Porthywaen Branch has now been lifted and only the through line to Blodwell Quarry remains.​

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View of the overbridge looking towards Llynclys September 1974. The small opening on the right was once occupied by the Crickheath Tramway.

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[PhilH]

Llay Main Colliery near Wrexham was at one time the largest in Wales, employing over 3000 men at its peak. It was connected to the Wrexham to Buckley Line of the former Wrexham Mold & Connah's Quay Railway by a 1 mile branch normally worked by BR locos. A major feature of this line was the viaduct over the River Alyn.

The viaduct viewed from the east side, difficult to get a clear view because of the trees.
It was built on a curve to connect with the main line on the west bank of the river.




6604 leaves the viaduct with a train of empties in January 1964




9630 in the colliery sidings in August 1964, about to leave on a full train.




75047 in the colliery sidings on 8th March 1966, three days before coal winding ceased.

The railway was lifted by George Cohen, Sons & Co Ltd in 1966/7 and the colliery dismantled between 1966 and 1970.

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[PhilH]

The isolated Holyhead Breakwater Railway was probably more an industrial railway than part of BR, however it was the location of the last two BR Class 01 shunters - hence its inclusion here.

BR took over responsibility for the Holyhead Breakwater from the Ministry of Transport in 1948, and with it the Breakwater Railway which ran the full length of the breakwater, then to the maintenance depot at the former 7ft gauge loco shed, a total distance of approximately 2 miles, and a further 1/2 mile to the Breakwater Quarries, where stone for the breakwater foundations had been obtained. The quarries had been taken over around the turn of the century (1900) by William Wild & Sons Ltd, who established a brickworks to manufacture firebricks from the silica rock. Wilds also supplied stone for breakwater maintenance.

The railway served three main purposes during the BR period:
1. Transport along the breakwater for BR personnel maintaining the breakwater and lighthouse at the seaward end, initially using a Drewry petrol railcar which was later replaced by a Wickham permanent way trolley.
2. Transport of stone from the Breakwater Quarries to maintain the breakwater foundations when required.
3. Internal shunting at the quarries and brickworks, and also transport of bricks and crushed silica down to the quay at the inland end of the breakwater for shipment by sea.

The last two operations were carried out by Wilds using a Peckett 0-4-0ST ordered by the Ministry of Transport in 1934 and supplied to Wilds as part of the contract to supply stone for the breakwater maintenance. When this loco required replacement in 1966 BR supplied (presumably under the terms of the existing contract) ED6, a departmental Fowler 0-4-0DM from the Ditton Sleeper Depot. This was found to be unreliable in service and was soon replaced by D2954 and D2955, later designated Class 01 001/002. The locos were in effect on hire to Wilds and driven by Wilds own driver, but unlike the steam loco, which was kept in a small shed at the brickworks, the diesel locos were stabled in the former 7ft gauge loco shed.

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D2955 working in the quarry with an antique 'ship canal' type wooden tip wagon, September 1967.
Perhaps one of the most unusual items of rolling stock to be shunted by a BR diesel loco in commercial service.
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D2955 was fitted with a length of timber below each buffer beam for use with the timber flat wagons employed for taking stone down to the breakwater​

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The stone was carried in three sided steel skips placed on these wagons, which were lifted off by the travelling crane on the breakwater and tipped where required​

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Interior of the former 7ft gauge loco shed with D2954. The standard gauge rails were carried on timber baulks supported on stone blocks within the 7ft gauge inspection pits. One of the old 7ft gauge rails still remained on the left side of the nearest pit. I doubt if D2954 was ever used in service on the Breakwater Railway, not being fitted with the timber below the buffer beams like D2955. It was certainly not used after 1971, when it was dismantled for repairs which were never completed and after that it was used as a source of spares for D2955.

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The Wickham permanent way trolley used by BR workers for transport along the breakwater
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The brickworks closed in 1974, but Wilds continued to supply stone for the breakwater and latterly stone was brought in by road from another of Wilds' quarries and loaded onto rail wagons near the brickworks where it could be weighed before being transported down to the breakwater. The contract with Wilds was terminated in 1975 and slate blocks were then brought in by road from Penrhyn Quarry. The blocks were transferred to rail wagons on the quay area at the inland end of the breakwater and the loco was then operated by a BR driver.

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BR also provided their own wagons after 1975 - Two Conflats DB709304 and DB710155, and two flat wagon conversions (from vans ?) M 418362 and E311393​

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01 002 (D2955) with 01 001 (D2954) inside the shed, July 1980. The railway had last been used for stone transport the previous year, since when the stone was carried direct to where required on the breakwater by lorries. The two locos were scrapped on site in February 1982.
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The reason given by staff for abandoning the railway for stone transport was the condemning of the travelling crane which ran the length of the breakwater on its own rails and was used to unload the rail wagons and place the stone where needed. It was later toppled off the breakwater and cut up on the beach at low tide. A mobile crane was later used when required.

In July 1980 the railway still showed signs of recent use by the Wickham trolley. I was told by staff in 1981 that it had been sent away in August or September 1980 for use on the Conwy Valley Line after flood damage, then taken to Bangor and scrapped. Track on the breakwater railway was lifted in late 1980 and completed by Christmas leaving just the track in the shed and a few yards outside.

 

[PhilH]

I only made one trip along the Amlwch Branch c1958/9 when the passenger services were worked by DMU. Photos on that trip are limited to just two rather blurry views at Amlwch. Later steam was reintroduced for the last few years before the line closed to passengers in December 1964 but evidently it didn't have the same interest for me as ex GWR lines covered during the early 1960s.

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Amlwch Station​

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The Associated Octel Company's Ruston & Hornsby 165DS 0-4-0 diesel loco crosses the main road in Amlwch en route to the exchange sidings at the rear of the station.

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[PhilH]

The 3/4 mile line from Amlwch Station serving the new Associated Octel Co.Ltd. works was first used towards the end of 1952. It was originally operated by the works own locomotives - an 88DS 4wDM and the 165DS 0-4-0DM shown in the previous post, both supplied new by Ruston & Hornsby in 1952. In 1977 Hunslet supplied a new 0-4-0DH, the 165DS was transferred to the company's Ellesmere Port Works and the 88DS retained as spare. From 1972 BR locos began operating through to the works entrance and this continued until rail traffic ceased in 1993. Interchange at the works was effected with the aid of a short siding outside the entrance and required a co-ordinated effort by the BR and works locos. On two occasions in 1980/81 I photographed this operation. At that time incoming traffic was sulphur from Mostyn Docks in hopper wagons and outgoing traffic liquid chlorine and ethylene dibromide in tank wagons to the same company's Ellesmere Port Works.

On 25th July 1980 there was no incoming traffic and 25285 arrived at the works with only a brakevan, stopping short of the siding points outside the works entrance.

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Associated Octel's 0-4-0DH Hunslet 7460/77 draws the outgoing train of 4 grey ethylene dibromide tanks, one white liquid chlorine tank and 5 empty sulphur hoppers out of the works, uncouples and runs into the siding.​

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The BR loco uncouples from the brakevan and runs forward to couple onto the train.​

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The Associated Octel loco runs out of the siding, couples onto the brakevan and draws it into the siding
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The BR loco draws the train forward past the siding points​

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The Associated Octel loco places the brakevan at the rear of the train​

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25285 crossing the main road in Amlwch. The lorry was used by the Associated Octel workers who operated the gates on the three level crossings. (there is a fourth level crossing on a new bypass which cuts across the former station site, this has rails set in the road but the line each side is permanently fenced off so I assume this has been provided after the line was closed)

 

[PhilH]

On 31st July 1981 40057 arrived with an incoming train of 10 loaded sulphur hoppers from Mostyn Docks and a van - the van being provided for the wagon tarpaulins on the return journey.




The BR loco uncouples and runs into the siding. The Associated Octel loco couples onto the train and draws it forward detaching the brakevan on the works side of the siding points.




The Associated Octel loco continues into the works with the incoming train




The BR loco runs out of the siding, places the brakevan in the siding and couples onto the outgoing train, comprising 8 empty hoppers, which in the meantime has been propelled out of the works by the Associated Octel loco.




After collecting the brakevan the outgoing train departs, seen here at the first level crossing from the works
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After rail traffic ceased in 1993 the works reverted to road transport until production ended in March 2004. The works has since been demolished and the site cleared.

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[PhilH]

Gatewen Colliery to the northwest of Wrexham operated from 1877 with rail connections to the adjacent GWR Moss Valley Line and the Wrexham Mold & Connah's Quay Railway at Stansty until its closure in 1932. In 1957 the disused colliery site was reopened as an opencast coal disposal point, loading coal to rail brought in by road from nearby opencast sites. It was operated by Sir Alfred McAlpine & Sons Ltd until 1966. The site had a resident NCB Opencast Executive Austerity 0-6-0ST but occasionally BR locos were hired in when required.

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as in January 1964, when BR 0-6-0PT 1628 was in use.​

From 1966 the site was idle until operations recommenced in 1973 with operators Lindley Plant Ltd using an ex BR Class 03 No.D2182 obtained via dealers A.R.Adams Ltd. of Newport.

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photographed in March 1977 with the coal loader in the background​

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and 12 months later apparently recently repainted but still with its Swindon 1962 works plate. After closure of the site in 1980 it was transferred to the Bennerley Opencast Disposal Point in Nottinghamshire and its now on the Gloucestershire Warwickshire Railway.

In 1983 the site was reopened, but now with coal being brought in to the site for storage by I.C.I. Ltd, presumably in connection with the impending miners strike.

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25315 and 25320 approach the site along the ex GWR Moss Valley Line with a loaded train in August 1983, with the end of the first wagon of the outgoing empties just visible bottom left.​

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25320 and 25315 on the empty train depart for the junction with the Chester to Shrewsbury line at Croesnewydd.

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[PhilH]

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47048 backs empties into Bersham Colliery Sidings in March 1977. The colliery was situated alongside the Chester to Shrewsbury Line south of Wrexham. The brakevan has been previously detached from the train and run by gravity onto the rear of the outgoing full train, just to the right of the lamp post. After placing the empties, 47048 will run forwards on to the up line (nearest the camera) then reverse over the single slip onto the down line and run to the far end of the exchange sidings to pick up the full train.
Full details of the rail operations at the colliery were given here:
https://www.rmweb.co.uk/community/index.php?/topic/71150-bersham-colliery-sidings-an-ideal-subject-for-a-model/&tab=comments - comment-1027244

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Little and large - contrast between NCB and BR motive power​

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After the BR loco has cleared the sidings the NCB's Peckett 0-4-0ST HORNET propels the empty wagons to the top end of the yard (not all in one go of course !). HORNET was supplied new to Black Park Colliery near Chirk, then transferred to Ifton Colliery before arriving at Bersham. Its now preserved at the Ribble Steam Railway, Preston. The unusual replacement chimney on HORNET was apparently added by a fitter at Ifton to imitate an early American spark arrestor .

 

[PhilH]

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The return to steam on the Shrewsbury to Chester line brought a large crowd to Ruabon Station when 6000 made a stop on the Midland & Great Northern Railway Society's "The Mayflower" special on 26th April 1975.​

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Likewise when 35028 arrived later on the same day with the Merchant Navy Locomotive Preservation Society's "Return to Steam No.3" train. The locos were swapped between the two trains for the return from Chester.​

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On a later occasion 6000 climbs Gresford Bank with the 6000 Locomotive Association's "Mercian Venturer" train on 2nd October 1976. The screening plant of Gresford Colliery in the background is in the course of demolition and the high level bridge over the track carried a conveyor carrying material to the colliery waste tip.

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6000 at Chester after arriving on the Severn Valley Railway Association's "The Severn Valley Limited" train on 23rd April 1977.​

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From Chester it worked the return leg of the Midland & Great Northern Railway Society's "Cathedrals Express" shown leaving the Cefn Mawr Viaduct, south of Ruabon.​

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6201 worked the "Cathedrals Express" to Chester and returned with "The Severn Valley Limited", seen here during the stop at Ruabon.

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[LarryG]

Phil, judging by your photo of King George V near one of Chester's signal boxes, we were stood quite close, but we didnt know each other at that time.

You should see Ruabon today! It's a forest.

 

[PhilH]

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4498 passing Gobowen with the return leg of "The Midland Jubilee" train on 8th October 1977​

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LMS 5000 crossing the 19 arch Cefn Mawr Viaduct across the Dee Valley south of Ruabon with the northbound "Welsh Marches Pullman" on 23rd October 1982. The return from Chester was behind 46229.​

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On 10th August 1983 6000 crossed the arch of the viaduct spanning the River Dee with the northbound "Welsh Marches Pullman".
Pity I didn't take this in colour ​

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For the return from Chester 40063 was added in front of 6000, due to the fire risk I believe on Gresford Bank. The train is pictured near Bersham Colliery south of Wrexham.

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[PhilH]

At an early age I can vaguely recall the work being carried out for the electrification of the Woodhead Line before the family moved from Manchester to North Wales in 1954, as the line passed under the end of our road in Abbey Hey. Sunday trips to visit my parents relatives and friends in Oldham sometimes involved a diversion up the Longdendale Valley to view the work in progress at the west end of the new Woodhead Tunnel. However I didn't take much interest in the line itself until a couple of years before its closure although I did make several visits to what was on the opposite side of the Longdendale Valley (see last photo)

At Torside Level Crossing in July 1979, 76008 + (76029 ?) pass on a loaded westbound MGR coal train.




76054 light engine at Torside in July 1979




Dinting Viaduct in July 1980 with an eastbound mixed freight train.
The 7 additional strengthening piers were added in 1919, irregularly spaced to avoid the road and river passing underneath.




Westbound EMU crossing eastbound MGR empties








Torside Crossing again, in July 1980 with 76025 + ? on a loaded westbound MGR coal train.
The 'tide' seems to be out in Torside Reservoir.




76022 with BR lion and wheel emblem leading 76013 on eastbound coal empties




76047 light engine at Torside in July 1980



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The BR Woodhead Line was not the only overhead electrified line to occupy the Longdendale Valley. The Manchester Corporation Waterworks 3ft gauge line on the opposite side of the valley was originally build to facilitate construction of the series of 5 reservoirs and then retained for maintenance and inspection works. Originally steam powered it was electrified in 1904 and worked by a small 4-wheel centre cab loco. It was replaced by a diesel locomotive in 1949 and the overhead wiring removed about 5 years later. The chassis of the electric loco was used to build a workmen's coach and the body dumped beside the exposed upper reaches of the line as a shelter, pictured here in 1965.

 

[PhilH]

The 3'-6" gauge Nantlle Tramway was one of the more unusual parts of the railway network, but it was officially part of BR so its included in this topic. Motive power was normally horses but near the end of operations a farm tractor was used instead. It was officially closed in December 1963, together with the short Talysarn Branch from a junction with the Caernarfon to Afonwen line at Penygroes.

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Talysarn Station Yard looking east in February 1965. The former passenger platform is on the far left (passenger services ceased in 1932), to the right is the slate transhipment wharf with 3'-6" gauge track still in situ but overgrown and far right in the distance is the small timber goods shed. The Nantlle Tramway left the yard at the far left corner and crossed a road on the level. In earlier years a standard gauge siding also crossed the road to serve the Coedmadoc Slate Quarry, the only North Wales slate quarry with a direct standard gauge connection into the quarry itself. For a period at least this siding was mixed gauge and it is believed that at one time it was worked by a narrow gauge locomotive hauling the standard gauge wagons.

Tramway trackwork between the standard gauge sidings, used for transfer of coal from main line to tramway wagons.
Tracklifting on the Talysarn Branch and tramway began in piecemeal fashion later in 1965 and the last section of tramway track was lifted in 1968.




Tramway wagons loaded with coal in Talysarn Yard, photographed c1959. The Y in a circle indicated ownership by Pen-yr-Orsedd Quarry.




The tramway ran alongside the road through Talysarn, view looking eastwards in 1965




A similar view in 2007



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At the east end of Talysarn Village the tramway and road were crossed by a high stone embankment and this is the view looking west towards Talysarn Station from the top. The tramway emerges from the second of two tunnels under the accesses to houses and a chapel on the north side of the road. The embankment itself and all the slate waste and derelict property in the centre and foreground of the photo were cleared in a 1970s landscaping scheme and used to partly fill the flooded quarry pit on the left, leaving a tidier but rather featureless area and obliterating the tramway course.

The tramway and road passed through the embankment in separate arches.
Its recorded that a locomotive fell off this embankment in 1879 and a young boy riding on it was killed.



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View looking east from the top of the embankment. On the left is the flooded pit of Talysarn Quarry (closed c1930) and bottom right behind the car are the bottom of two inclines, which formerly connected to the tramway. The road was originally the main road through the Nantlle Valley until it was replaced by a new road on the south side of the valley following the collapse of part of it into the Dorothea Quarry Pit in 1924. Two of The Dorothea Pit's blondin ropeway towers can be seen in the right distance and left of centre beyond the pit are the ruins of Talysarn Hall. From this point to the end of the tramway most of the original route was diverted at various dates to permit quarrying operations. The original route here ran across the (later) quarry pit to enter a tunnel near the derelict building on the extreme left of the photo. The final course shown here was the fourth as the pit was extended. The car by the way is my father's Vauxhall Cresta and its probably just as well he didn't know where it got taken to when I borrowed it to visit derelict quarries like this !

 

[PhilH]

The junction of original and later routes behind the ruins of Talysarn Hall, view towards Talysarn. The original route ran to the right, the tunnel being a later addition to enable a slate waste tip to be extended over the line. The later route was to the left round the base of the tip.




Further east there was another diversion from the original route to make way for an extension of the Dorothea Quarry Pit, which included this overbridge of standard gauge dimensions




In 2007 the scene had hardly changed except for removal of the rails




Beyond the junction of the branch serving Dorothea Quarry the tramway crossed the road by a lattice girder bridge




The same bridge from track level - note the transverse steel strips fixed to the timber deck to give the horses grip.
The tips of Pen-yr-Orsedd Quarry, the line's ultimate destination, are in the left distance.




The same location in 2007




Nearing the terminus the tramway occupied a ledge high above the houses of Nantlle Village. Just off the photo to the left is a flooded pit of the Pen-y-Bryn Quarry; Pen-yr-Orsedd Quarry is in the left distance with its top level mill just visible on the skyline; on the right the Nantlle Valley leads up towards Rhyd-Ddu with the summit of Snowdon hidden in the clouds beyond.



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The tramway terminus viewed from the first incline up to Pen-yr-Orsedd Quarry c1960. The building on the left was formerly a stables, converted for use to transfer slates from tramway wagons to road vehicles. The building beyond incorporated a weighbridge. Empty wagons on the right hand loop line are waiting to be taken up the inclines to be loaded with slates. By this date probably most slate from Pen-yr-Orsedd was transferred to road vehicles here rather than being taken down the tramway to Talysarn Station Yard.

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View up the Pen-yr-Orsedd inclines in April 1968. The sidings at the terminus are in the course of being lifted, completing the removal of all the tramway trackwork.


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[simond]

Thanks Phil, brings back memories, I used to scuba dive in Dorothea.

 

[Dog Star]

The 3'-6" gauge Nantlle Tramway was one of the more unusual parts of the railway network and possibly of limited interest here, but it was officially part of BR so like it or not its included in this topic.

Sorry to disagree... "more unusual parts of the railway network and possibly of limited interest here" means something of interest and worth consideration. The photos are full of interest, especially the unusual permanent way.

Thank you for the opportunity to be enlightened.

 

[Dave Holt]

Phil, thanks very much for posting these wonderful photos. I have driven from Rhyd Ddu to Penygroes several times in the last 10 years or so (during visits to the Ffestiniog and Welsh Highland Railways) and have been fascinated by the few industrial remains in the Nantlle valley and have often wondered about the tramway systems that supported the numerous quarries, so these photos really help put it all in place.
Enjoyed the Woodhead stuff, too.
Looking forward to further interesting views.
Dave.

 

[PhilH]

The railway system serving Birkenhead Docks was owned and maintained by the Mersey Docks & Harbour Board, but instead of providing their own locomotives to work it as in Liverpool Docks the shunting was carried out either by the mainline railway companies or private firms with premises on the docks. The larger firms operated their own locomotives, but smaller firms were served by shunting contractors using a variety of industrial locomotives, the principal two being W.J.Lee and Joseph Perrin. With the decline in general of rail-borne traffic after the Second World War, and the introduction by BR of a fleet of diesel locomotives with which they offered shunting services at competitive rates, all shunting round the dock system was latterly provided by BR.

On a October 1977 weekend visit 08078 was stabled near Duke Street on the Birkenhead side of the docks.







In May 1982 03189 was photographed in the same area.​

In July 1983 I followed 03162 working over to the Wallasey side of the docks
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Shunting empty hoppers in sidings alongside Corporation Road on the Birkenhead side




Crossing Duke Street at its junction with Corporation Road




Passing over the Duke Street bascule lifting bridge
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