NEWS 2010 – page 1

News 2009 - page 3 | News 2010 - page 2 | News Archive (news from previous years)

Steam Department on Tour (uploaded 13 July 2010)

Throughout July and August our Steam Dept will be on tour with two locomotives. Firstly our flagship locomotive 71515 ‘Mech Navvies’ has arrived at the Foxfield Railway near Stoke-on-Trent to take part in their Industrial Superpower Gala, the loco will be representing the railway over the two day event this coming weekend the 17^th/18^th July. The locomotive is in good company with another two ‘Austerity’ locomotives plus a further five Industrial locomotives. Keep an eye on the locomotive’s website www.mechnavviesltd.co.uk for photographs and news. The engine will arrive back in Blaenavon on Monday 19^th ready for service on the 24^th. No.19 is then off to Ebbw Vale to take part in the National Eisteddfod. No.19 will be in steam on a short demonstration line throughout the eight days (31^st – 7^th) of the event on the old steelworks site in Ebbw Vale, she is expected to arrive back at the railway on the 13^th August shortly after the arrival of Peckett 1555 ‘Ivor the Engine’.

‘Hinckley’ footbridge nears completion (uploaded 12 June 2010)

The development page on this topic has been substantially updated. To view progress, click HERE and scroll down.

DMU Centre Car sent to Dartmoor (uploaded 10 June 2010)

Privately owned DMU centre car 59520 has been sold for use on the Dartmoor Railway, in order to relieve a critical shortage of passenger-carrying rolling stock there. Originally transferred to PBR in October 2001 as a component of three-car class 117 set including London division Driving Motor Brake Second 51351 and London division Driving Motor Second 51397. Trailer Composite Lavatory (later downgraded to Trailer Second Lavatory) 59520 was also once a London Division vehicle, but later found employment in Bristol and Tyseley Divisions. During its last few years it gained some minor notoriety be being one of the cars of the three-car set that was painted in brown and cream in readiness for the ill-fated GWR150 celebrations. It left on 8 June, and arrived at Dartmoor the following morning. We wish it full and gainful employment in its new home.

Opened at last – in the rain (uploaded 29 May 2010, amended 31 May 2010)

Wet it may have been, but it was no less an historic occasion when after more than 69 years (since 5 May 1941 to be precise) the PBR run its first public train over the 1 ¼ mile extension from Furnace Sidings to Blaenavon (High Level). A well-filled first train (though, we must admit, probably half were our own volunteers), left Furnace Sidings at 1040 to arrive at Blaenavon (High Level) just over ten minutes later when the arrival was duly celebrated with the opening of champagne and lots of photo calls. The train was ‘top and tailed’ throughout the journey with ‘Devenport Dockyard No.19’ at the down end and ‘Austerity’ 71515 at the up end. Despite the celebrations the train left Blaenavon less than a minute late, and barked sure-footedly up the wet rails to reach Furnace Sidings at 1110. This novel journey was then followed by the familiar leg up to the Whistle Inn and back to Furnace Sidings by 1125. And then, in a slightly unreal sense, it was all over, history had been made, and the train stood ready for the 1140 circuit. Trains then continued for the remainder of the day in slightly improving weather and with gratifying numbers of passengers. The same train will work over the Bank Holiday Sunday and Monday. Trains will be worked ‘top’n’tail’ on the following weekend 5^th and 6^th June, when all steam is scheduled again.

It’s almost 1100am, and nearly time for the return journey. A useful photo is ruined by a monstrous orb left of centre caused by the flash from the camera reflecting on a drop of rain. 71515 stands in the downpour at Blaenavon (HL) , looking decidedly steamy, waiting for the’ right away’ for the first journey back up to Furnace Sidings.. 1291 - 29 May 10

A couple scurry away from the train after it had arrived at Furnace Sidings having completed the first Blaenavon (HL)-Whistle round trip – but not before another usefully sized bunch of passengers had joined the train for the second trip of the day. Passenger numbers continued to increase during the day, despite the gloomy weather. 1292 -29 May 10.

Train training (uploaded 23 May 2010)

Although we are all volunteers, we hope you don’t think that we just operate our trains willy-nilly. The images show volunteers receiving training ready to operate the extension. In the class is one of three groups of ‘operations’ volunteers. The other two groups will receive their training in the next few days. Amongst the group are shunters, guards, second men, firemen, drivers, station staff and crossing keepers, several of whom are in what are referred to legally as Safety Critical Roles, and who carry a heavy legal responsibility for safe working of trains. The syllabus included introduction to the modified Rule Book, explanation of the expanded Emergency Plan, and a detailed explanation of the extended route, its features, signs and signals, and one of the three classes seen here is due to undertake practical training on the route in the next day or two.

‘Oi – wake up at the back’. Here they are, the operational staff, taught through the medium of old lags and new PCs, and all studying their own personal rulebooks. Amazingly they appear quite alert considering the heat, made possible by a pleasant breeze through the proceedings. Spare a thought for the ‘maintenance staff’ (those greasy apparitions that are occasionally seen on the platform), and whose training in brush, hammer and spanner is on the job and by personal study of faded photocopies of ancient BR publications. 1277 - 22 May 10

After the three sessions of classroom training, the class are introduced to the newly commissioned ground frame (which has taken over a decade to finally get working!). This frame has three levers – one to set the points for the extension, one to lock the points in place, and one to operate the shunting signal in the yard. There have been suggestions that we build a little hut over the ground frame – its not always this sunny at Blaenavon, and we can’t have the apparatus getting wet, can we? 1282 22 May 10

New development pages (uploaded 23 May 2010)

There are two new pages, a new update in the Development section, and a third new page expected in the next seven days. Click HERE for details.

A real red letter day (uploaded17 May 2010)

We are pleased and more than a little proud to say that today, 17 May, one of Her Majesty’s Principal Railway Inspectors has seen fit to grant the railway approval to run passenger trains, over the full two-miles of line with a few very minor conditions which we can comfortably wrap up in the next fortnight. So, short of volcanic ash clouds, major marine oil spills, war or civil commotion we WILL be opening for passengers over the full two miles on Saturday 29 May.

Extending the railway south to Blaenavon (High Level) has been a long and sometimes frustrating journey. The first step was to secure lease over which the railway ran, and this was secured in September 2003, by June 2006 the all important Transport and Works Act Order had been secured through WAG (Welsh Assembly Government). After four years of applications for funding, during which WAG discovered itself, and WDA disappeared, a case finally seemed to have struck home in April 2006. Even then it was another two years – in April 2008 that cash appeared to enable the real physical work to begin. Outside the extension a further tranche of funding became available to rebuild the Big Pit branch, and to build a small platform there in April 2009 – and three month later was mysteriously and abruptly stopped. After much burning of midnight oil it was finally January 2010 that funding was restored. Then came an extended period of bad weather, which prevented physical work, so the opening date was perforce delayed by eight weeks whilst contractors were brought in to speed up the work – and here we are.

Where? Well, we have four Rolls-Royce standard bridges, with another one to come further down the line, plus a nicely rebuilt culvert. A smooth platform, which still needs detailing with correct fencing and gas lamps, and a half built station building – we apologise for this latter, and we are doing all we can to accelerate matters. But perhaps most of all, we have diverted funding from elsewhere to have built track that would put Network Rail to shame, and we invite you to take an immaculately smooth ride down the line on 29^th at our maximum line speed of 15mph – after all WAG are going to want to know how we’ve spent their money.

Here at last – a genuine reproduction LMS ’Hawkseye’ style running in board This one is only temporary. A much heavier one is due to be planted in the next few weeks. We also plan to replace the el cheapo vinyl sign with a properly sculpted or cast one, but that might take a little longer. 1251 16 May 10

The night before – a final members only train for jittery members before the inspector’s visit the following day. How nice to see the loco in FRONT of the train – this will be the regular situation now. 1252 16 May 10

Another Day, another Diesel (29 April 2010)

We might not think that the humble shunter has much to write home about. Since Trevithick’s Penydarren loco way back when giant lizards ruled the earth, locomotive works throughout Britain have poured forth thousands upon thousands of ‘six-coupled’ 0-6-0 engines. In the case of steam, both with and without tenders, and in the case of diesels – well they don’t need tenders. But within this type, by far the largest single class was what was called then the 350hp Diesel Shunter. Amongst enthusiasts they were universally referred to, with a hint of derision initially, but later with some affection as numbers started to dwindle, as ‘Gronks’. Early, somewhat experimental versions of the type were first built by the LMS at Derby, and by the Southern at Ashford just before the second world war. An astonishing 1193 were built between 1953 and 1962 – and best part of 100 are still in work on the main line, with over 60 preserved. They were three groups built, fitted variously with the 350hp Crossley, the 370hp Blackstone, or, the 400hp English Electric 6KT engine (and with two EE506 electric traction motors). This latter group were by far the largest, totalling 996 locomotives.

As the years went by locos were modified and reclassified with the majority classified as Class 08 under the TOPS scheme, and the 08s became exclusively of the English Electric type. No.D4157, later numbered under the TOPS scheme 08 927 was one of the last to be built and has been hired from the Gloucs & Warks Railway to work with 71515 on most of our steam services when the extension opens. The lack of ‘run round’ facilities means that trains must be ‘top and tailed’, but we hope it will not be too long before this rather expensive measure can be abandoned.

Delivery of D4157 was a much lower-key event than yesterday’s shenanigans, with wet weather to match. But here she is, down by the side of the bottom shed. The small ‘927’ painted on her buffer beam alludes to her TOPS number 08 927, and she wears the 1956 green livery, which sits on these locos rather well. 1197 29 Apr 10

The classic three-quarter rear view shows of the loco’s number easily. Here her rather small buffers contrast with the much larger diameter ones used on ‘Llanwern’. But Llanwern was built to run on very uneven track, and would be prone to wobble about a bit. D4157 would be more at home in British Railways shunting yards where the track would be better laid. 1198 29 Apr 10

The railway enters a period of ‘Austerity’ (28 April 2010)

Today was yet another of those major steps forward in the railway’s fortunes, marked as it was by the arrival of 0-6-0ST Robert Stevenson and Hawthorns ‘Austerity’ No.71515. For the last year our regular steam trains have been worked with considerable distinction by the diminutive ‘Devonport Dockyard - No.19’. This small but modern engine has romped up our ¾ mile with ease when working our usual two coaches, but three coaches really is a bit too much for such a small engine, especially when the weather is a bit murky. The thought of such an engine trying to work over our extended two mile line convinced us that something a bit beefier was called for. Now it’s a fact that an Austerity tank and two or three coaches has been the staple diet of emerging heritage railways since the main line heritage business began in the early sixties, and there can be few enthusiasts who have not visited lines where the standard fayre of an Austerity gently puffing out of chocolate-boxy stations has not been the norm. But in our case, it’s a little different. This is where the Austerities are in their element – a raw industrial landscape, fearsome gradients, and trains heavy enough to retain locomotives ‘in the collar’ throughout the journey.

From the PBR’s standpoint 71515 marks a change in approach. This locomotive is not ‘hired in’ but is the privately-owned by of one of our members, and is subject to a long-term operating agreement. This means the PBR has access to regular steam traction for the foreseeable future without the need to continuously hire in locomotives with the cripplingly high overhead of delivery charges each time. We look forward to a stable and steamy future!

It’s a sunny evening at Furnace Sidings, the time 6:08pm as 71515 touches down in Wales, still in light steam after the relatively short journey from the Flour Mill in the Forest of Dean. Sparkling in an unusual livery of Russet Brown, she will be lettered and decorated in the next few days. 1187 28 Apr 10

Within the hour 71515 had had the fire made up, was steaming on the mark, and entered the main line, sounding her typical Midland ‘hooter’ whistle, for ‘initial trial runs’ up to the Whistle Inn – but who could resist the excuse to play with the new toy? 1192 28 Apr 10

The shop returns – with a vengeance (uploaded 29 March 2010)

After nearly six months in ‘the shop next door’, The Railway Shop has finally returned to its proper home – number 13a. But no mere annex is this, but a large airy and spacious shop, ready to receive visitors in large numbers. If you don’t believe us, have a look at the images below. So go on, pay us a visit, and see how things have changed, and this time, if you want, you can jump up and down on the floor, safe in the knowledge that you won’t disappear into the underworld. The distinctly dodgy floorboards and rather damp walls have been replaced by a waterproof membrane and a concrete floor. And if you think it all looks a bit raw and rather new, we’ve buried a lot of history in floor, since much of the rubble came from Blaenavon (High Level) station!

Come on in, give into temptation and damage your plastic! This is what the visitor sees on entering our palace of serious model railway stuff, with the magic cave stretching back into the distance. (photo: Alistair Grieve)

This is what the shop manager and his assistants, from behind the counter sees - boxes and boxes of the very finest model railway goodies for your delight and delectation. (photo: Alistair Grieve)

Happy Birthday to us (uploaded 8 February 2010)

We where rather surprised to learn, when doing some work on our server records, that the PBR website celebrated its tenth birthday on 5 February. In the aggressive, brittle ‘here-today, gone tomorrow’ world in which we find ourselves, its seems that the PBR website has become a bit of an institution, having survived for well over a third of the PBR’s existence. We don’t have total numbers during that time due to server problems a year ago, but an estimate of 275,000 would seem perfectly reasonable. We stress that this is the total visitor number, not page views, which we would imagine now exceed a million. It would be interesting to imagine just where PBR and this website might be in another ten years.

Lease for the Whistle platform signed (uploaded 23 January 2010)

We suspect that it is fairly well known that our line is leased from National Museums and Galleries of Wales, with a lease signed back in 2004. Well, most of it is. Perhaps less well known is that the stretch of line from midway up the platform north to the Whistle Inn bridge is owned by Cliff and Rose Herbert, our hosts at the Whistle Inn, who have always been kind enough to allow trains to run almost up to their front door, so to speak, on a ‘grace and favour’ basis. However this hardly seemed the right way for a professional railway to conduct itself .

We are pleased to announce that, a few weeks ago, after several years of trying to deal with lawyers and the Land Registry that a formal long-term lease has been signed, allowing us to run trains right up to the bridge – though, in reality, we’ll need to lay a bit more track before that can happen.

The final figures (uploaded 29 December 2009)

We normally leave the year’s passenger number figures till the first page of the new year, but our number crunchers have worked overtime this year and we’ve had the overall numbers to hand for several days

Here they are:

• Summer Season – 7253 – 11.7% up on last year’s 6496
• Santa Season – 2093 – 6.5% down on last year’s 2239
• Overall – 9346 - 7% up on last year’s 8735

The Summer season was good, and buoyed up by the unexpectedly (and frighteningly) successful Halloween Special services

The Santa Season was disappointing being the first year for several years that we have not made progress. Early signs were good, and it was only the snow of the final weekend that upset matters. We have suffered – but not as badly as Eurostar!

The overall outcome at 7% up on last year, despite a difficult final Santa weekend, an appallingly wet Summer, redirection of volunteers onto development work, and, most of all, the difficult financial situation that passengers are doubtless experiencing, all tell us that we are moving in broadly the right direction

It really does look as if breaking the 10,000 barrier will be possible when the extension opens next year. Please come and travel on our trains and help us break the magic 10,000!