tag:blogger.com,1999:blog-44852941246072227412024-03-06T05:23:27.479+00:00Railway Photography by Phil Trotter - BlogPhil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.comBlogger24125tag:blogger.com,1999:blog-4485294124607222741.post-35440405039299851712014-12-06T20:55:00.001+00:002014-12-14T22:05:09.156+00:00The Mumbles Railway Interviews.<h3><span style="font-weight: normal;">1: Recorded on 28th June 1954, the day before the 150th Anniversary celebration. </span></h3><br />
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<h3><span style="font-weight: normal;">2: Recorded in November 1959.</span></h3><h3><br />
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<h3 style="text-align: center;"><span style="font-size: small;"><span style="font-weight: normal;"><span style="font-family: Arial;"><span style="font-size: small;"><span style="font-family: Arial; font-size: x-small;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiz7N48Sf58WyVf-KGb0IkRPwnkQ3pcIdyWnsBpGz3ykZecyhnoEhD43hAMtGp5Udr95kM8kOjl4F13Z3aBijNQXIcpBggzCf_jjUm_pXzYstugVNe8xczfGDMpR-fjUx-hQqPsr9D5Uy8/s1600/trainani.gif" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiz7N48Sf58WyVf-KGb0IkRPwnkQ3pcIdyWnsBpGz3ykZecyhnoEhD43hAMtGp5Udr95kM8kOjl4F13Z3aBijNQXIcpBggzCf_jjUm_pXzYstugVNe8xczfGDMpR-fjUx-hQqPsr9D5Uy8/s1600/trainani.gif" /></a></span></span></span> </span></span></h3>Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-37738739054605482372014-12-05T19:09:00.001+00:002014-12-12T12:19:11.241+00:00Changing Stations<span style="font-size: small;"><br /></span>
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<span style="font-size: small;">Looking back at 30 years of music radio presentation.</span><br />
<span style="font-size: small;">Original audio produced in 1997. </span></div>
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Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-82097301862740034272014-11-30T08:52:00.004+00:002014-12-12T12:07:03.363+00:00What's Left of the Mumbles Railway?<div class="separator" style="clear: both; text-align: center;">
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<b><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">(Main article first
published in the South Wales Evening Post, 'Back on the Tracks'
supplement, Saturday 21 February 2004 and in edited form in the main
paper, Monday 15th March, 2004.)</span></span></b> </div>
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<span style="font-family: Arial; font-size: small;">The Mumbles Railway was incorporated as the Oystermouth Tramroad, which began operating in 1806 and became the World’s first passenger-carrying line when a contractor was permitted to run a horse-drawn coach a year later. </span> </div>
<span style="font-family: Arial; font-size: small;">The Oystermouth Tramroad, of course, eventually became the Swansea & Mumbles Railway which closed at the beginning of 1960 amongst much wailing and gnashing of teeth - sporadic outbursts of which continue to this day. </span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0KO8wtu3mNZEkE_QEQw4tmPgtIwFhiZ5O41FK0uwS8NzjLfeoVZ5igdLvuehcJS9hkJcOAMqUR1uIcXJrP_vs4AIkADWGC3aXHZg2jPOEc6juwFZYeZ0thL2rJC-gtfO1gOuRS2JrhI4/s1600/rut.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0KO8wtu3mNZEkE_QEQw4tmPgtIwFhiZ5O41FK0uwS8NzjLfeoVZ5igdLvuehcJS9hkJcOAMqUR1uIcXJrP_vs4AIkADWGC3aXHZg2jPOEc6juwFZYeZ0thL2rJC-gtfO1gOuRS2JrhI4/s1600/rut.jpg" height="400" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i><span style="font-family: Arial;"><span lang="en-gb">Electrification of the Mumbles Railway took place in March, 1929.</span></span></i></span><br />
<span style="font-size: x-small;"><i><span style="font-family: Arial;"><span lang="en-gb"> It is believed that this photograph was taken on the first day.</span></span></i></span></td></tr>
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<span style="font-size: small;"><b><span lang="en-gb"><span style="font-family: Arial;">Emotions</span></span></b></span> </div>
<span style="font-family: Arial; font-size: small;">If one considers the emotions which are stimulated in Swansea by mention of the words “Mumbles” and “Railway” in the same sentence, it is perhaps surprising that so little of it has been preserved, particularly in comparison with similar situations elsewhere in the UK.</span><br />
<span style="font-family: Arial; font-size: small;">In January 1960, however, the transport preservation movement which has given rise to splendid organisations such as the Severn Valley Railway and the National Tramway Museum, was still very much in its infancy. And Richard Beeching was still eighteen months away from being appointed Chairman of the British Railways Board; abandoned railways were a relatively unusual concept.</span><br />
<span style="font-family: Arial; font-size: small;">Contemporary press cuttings confirm that there was very little interest locally in preserving anything substantial, not even by local museums. One of the electric cars eventually found a short-lived home at a fledgling preservation site in Leeds, but it was only relatively minor items which gravitated to local museums and, inevitably, to private collections.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhh2-FCGPXRjAFsW_VIQvU0GhmbQ32jYsx1-5DVeNoh-ID8l0-GkoKw8C4EEEfkL-UP07g0lz4N-JHlXr1n60CsmDAPDrej2hyphenhypheni0rYiHFZvmwtll4zD4wdSB8AmAtGDMK82mw3epyWIWtk/s1600/retired.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhh2-FCGPXRjAFsW_VIQvU0GhmbQ32jYsx1-5DVeNoh-ID8l0-GkoKw8C4EEEfkL-UP07g0lz4N-JHlXr1n60CsmDAPDrej2hyphenhypheni0rYiHFZvmwtll4zD4wdSB8AmAtGDMK82mw3epyWIWtk/s1600/retired.jpg" height="640" width="425" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i><span style="font-family: Arial;">Retired: Three gents contemplating the downward path of civilisation </span></i></span><br />
<span style="font-size: x-small;"><i><span style="font-family: Arial;">since the Mumbles Railway closed. </span></i></span><br />
<span style="font-size: x-small;"><i><span style="font-family: Arial;">(Swansea Museum, 22nd January 2006).</span></i></span></td></tr>
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<span style="font-size: small;"><b><span lang="en-gb"><span style="font-family: Arial;">Surviving</span></span></b></span><br />
<span style="font-family: Arial; font-size: small;">Those items which have survived now take on greater significance and a convenient place to start tracking down relics of the line is Swansea Museum. Exhibits include the end section of electric railcar no.7 which was operated the last service all those years ago and which later was left abandoned for over a decade at the rear of Swansea’s Royal Institution. Thankfully, it is now in excellent condition and can be seen daily in its proper context as the last surviving part of a fleet of thirteen similar vehicles.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi76vmVy-z38ZyYQCUuS_79Y4abjpgGYIgSfvrQIPrcJFgFjIEB49PMTNOxm1lbPyzEdo8h4GQs4Jteamr_51O4Q9XC-pYMMKVI3kU463AaR3j4vWJeH5Ne0HNc7k2sFF4WyMe3ZtsuXdQ/s1600/horsecar.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi76vmVy-z38ZyYQCUuS_79Y4abjpgGYIgSfvrQIPrcJFgFjIEB49PMTNOxm1lbPyzEdo8h4GQs4Jteamr_51O4Q9XC-pYMMKVI3kU463AaR3j4vWJeH5Ne0HNc7k2sFF4WyMe3ZtsuXdQ/s1600/horsecar.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">The 1954-built replica horse car at Rutland Street depot. </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">The car is now housed in the annexe of Swansea Museum.</span></span></i></td></tr>
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Also at Swansea Museum is a replica of the first passenger vehicle of 1807. This yellow and black horse-drawn coach is itself of some vintage, having been constructed in 1954 as part of the railway’s 150th anniversary celebration. It was built at South Wales Transport’s Ravenhill depot and the underframe was part of a Hardy four-wheel petrol locomotive purchased in 1929 to shunt the electric cars at Rutland Street depot. The museum also has a number of smaller exhibits, such as a pantograph current collector, tickets, signs and photographs.</div>
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<span style="font-size: small;"><b><span lang="en-gb"><span style="font-family: Arial;">Plaque</span></span></b></span><br />
<span style="font-family: Arial; font-size: small;">Older readers will be aware that the start of the Mumbles Railway’s route to the pier was from Rutland Street Terminus, alongside what is nowadays Swansea Leisure Centre. This fact is commemorated by a plaque on the seaward pillar supporting Oystermouth Road footbridge. The depot was on the site now occupied by St. Davids multi storey car park. </span><br />
<span style="font-size: small;"> </span> <br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqYXeh3jlHpBvotiYYmOR62cO4Lw5Fx5BNIMilX0XsVaeSxgnZD9exJv8nxjIOwbZRAqaE4Rm2iNJhzik8LhnCHxS75HVrmwz9Iks_T-Eiv6oEKmIGV3Y-sXmImgGHZoYEQ6Lq34s9X9g/s1600/depota.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqYXeh3jlHpBvotiYYmOR62cO4Lw5Fx5BNIMilX0XsVaeSxgnZD9exJv8nxjIOwbZRAqaE4Rm2iNJhzik8LhnCHxS75HVrmwz9Iks_T-Eiv6oEKmIGV3Y-sXmImgGHZoYEQ6Lq34s9X9g/s1600/depota.jpg" height="256" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">In its heyday - </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">the Mumbles Railway as it will be remembered;</span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"> a line up of cars at Rutland Street depot.</span></span></i></td></tr>
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<span style="font-family: Arial; font-size: small;">From Rutland Street to St. Helens, the central reservation of the Oystermouth Road dual carriageway marks approximately the position of the railway with the only remaining structure being the short underpass opposite the Tesco store through which once ran the lines connecting the Mumbles Railway to the South Dock rail network. </span><br />
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<span style="font-size: small;"><b><span lang="en-gb"> <span style="font-family: Arial;"> </span></span></b></span><br />
<span style="font-size: small;"><b><span lang="en-gb"><span style="font-family: Arial;">Slip</span></span></b></span></div>
<span style="font-family: Arial;"><span style="font-size: small;"> At St. Helens (the ‘Slip’) the Bay View pub - itself a landmark of some history - for a while acknowledged the railway in its<span lang="en-gb"> </span>overhanging sign. The Mumbles Railway formerly along what is now centre of the road here, with the LMS<span lang="en-gb"> </span> Victoria to Pontarddulais line between it and the beach. <br />
A remnant of the railway can be found here on the landward side of the road where two old electricity control boxes exist alongside the footbridge. One bears the legend ’SWT Co. Ltd.’ and was once part of the power system of the railway.<br />
There is little to be found between here and Blackpill, the trackbed having been totally consumed beneath the roadway until that point. It is worth mentioning, however, that Swansea University Library houses SWT and tramway minute books which give a significant insight into the operation of the railway. Included in the collection is a cash book from the very early days of the Oystermouth Tramroad.<br />
On the approach to Blackpill, those with sufficient motivation to go exploring in the undergrowth alongside the service station will find evidence of the Clyne Valley tramway, formerly a branch off the Mumbles Railway and used to extract minerals from the Rhydydefaid area.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUj4YYMPq-45YanzIuBTMI-LXGaoghGMlYyRFmeS213x9sZIB5Mc6xPDH2LIGjx0LqZ9QJhWquN9kerluqBV32M0-_tbeZ8xGmc6qPnk6La4XPMhN9cXf2CezQsvw8oVvPRnQbEAVQPNc/s1600/mr11.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUj4YYMPq-45YanzIuBTMI-LXGaoghGMlYyRFmeS213x9sZIB5Mc6xPDH2LIGjx0LqZ9QJhWquN9kerluqBV32M0-_tbeZ8xGmc6qPnk6La4XPMhN9cXf2CezQsvw8oVvPRnQbEAVQPNc/s1600/mr11.jpg" height="246" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Electric car 11 at Blackpill during the final years of the railway </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">with the electricity sub-station that converted power for use on the line.</span></span></i></span></td></tr>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg84FkqqoCfzGAs2PVS0cIt52ZqtFsQ971XVc94jQ9PV3LY_NS1EyFtekuWuYTTDBxkJ5aP0RasIR74JtegjbF7FuxJFHPtS_USsLpIGpEceL5bp4tV5Nn5A-8osvrLur6ABHc12cLoygw/s1600/bpill.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg84FkqqoCfzGAs2PVS0cIt52ZqtFsQ971XVc94jQ9PV3LY_NS1EyFtekuWuYTTDBxkJ5aP0RasIR74JtegjbF7FuxJFHPtS_USsLpIGpEceL5bp4tV5Nn5A-8osvrLur6ABHc12cLoygw/s1600/bpill.jpg" height="262" width="400" /></a><br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Blackpill today, with the substation now converted to 'The Junction' cafe.</span></span></i></span></td></tr>
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<span style="font-family: Arial;"><span style="font-family: Arial; font-size: small;"><b><span lang="en-gb">Substation</span></b></span><span style="font-size: small;"><br />
<span style="font-family: Arial;"><b><span lang="en-gb"> </span></b></span>After many years as a storage unit, the one time Blackpill substation now has found use as the commendable ‘Junction’ café. This largely red brick building was constructed in 1927 and formerly converted power to 600 volts DC for supply to the railway’s overhead wires. The concrete ‘Blackpill’ name above the canopy still exists and from a distance on the seaward side the remains of wartime camouflage paint can just be made out. <br />
The greatest legacy of the Mumbles Railway is the footpath-come-cycleway between Blackpill and Mumbles which is one of the finest short walks anywhere in the UK. Sharp-eyed walkers will spot evidence of the occasional traction pole footing in the sea wall. The traction poles were use to support the overhead wires, or catenary.<br />
The whole raison d’etre of the Mumbles Railway was to collect the products of mining in the Mumbles area. There is ample evidence of quarrying to the rear of the guest houses on the approach to Oystermouth and, later, in the cliffs between Southend and Mumbles Pier. The remains of wooden sleepers dating back to steam days can be found in the grassy bank at the rear of the present Oystermouth bus shelter.</span></span><br />
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<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Car 3 departing from Oystermouth with </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">the wooden station building much in evidence. </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">The railway connected with bus services to and from Newton,</span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"> Caswell and Langland at this point.</span></span></i></div>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">The present scene at the same spot as the previous picture. </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Note the two remaining traction poles and the last vestige </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">of the station building.</span></span></i></span></td></tr>
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<span style="font-family: Arial;"> </span><br />
<span style="font-family: Arial;"> <span style="font-family: Arial; font-size: small;"><b>Vestige</b></span><span style="font-size: small;"><br />
The wooden building at Oystermouth car park is the last vestige of the station structure. One hears a lot about bus-rail interchanges these days, but prior to 1960 we had an excellent example here at Oystermouth with a spinal light rail route feeding into local bus services! Also nearby are two white traction poles dating back to the 1920s.<br />
Approximately opposite the former station building is a plinth bearing a plaque commemorating the various stages in the Mumbles Railway’s history. The same story is told by a stained glass window unveiled in March 1982 at All Saints Church, Oystermouth.<br />
Beyond Oystermouth most of the trackbed is still identifiable, although developments at Knab Rock have obliterated part of it. Incidentally, between Oystermouth and Southend a considerable amount of land was reclaimed from the sea when the railway was built and so the small park at this point is yet another legacy of the railway. At Southend, where the footpath widens, is the location of the former Southend Station. </span></span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQy6TvbigBy64NZeGz1vHjhTjkKHYaxC-3UUeiCS9M_shTb8HanudjlbiM-k0INWSza2SJsHewJz4ajZQA-QumE-du2uoIzRnURQ0an-a4-WAKy3E846qTEyXJm-GMBmWywyLXjWGD3hI/s1600/mr9.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQy6TvbigBy64NZeGz1vHjhTjkKHYaxC-3UUeiCS9M_shTb8HanudjlbiM-k0INWSza2SJsHewJz4ajZQA-QumE-du2uoIzRnURQ0an-a4-WAKy3E846qTEyXJm-GMBmWywyLXjWGD3hI/s1600/mr9.jpg" height="242" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Car 9 leads a twin set at the Pier terminus. </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Note the section of rail acting as a marker for drivers.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: center;">
<div style="text-align: left;">
<div style="text-align: center;">
<span style="font-family: Arial; font-size: small;"><span style="font-family: Arial;"><b><span lang="en-gb"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5iH3z4OuvBqw5uiPVV-wFquoo6z5kGEdUbGpRiF2Zq8ZWKgS-QOxN1IzYaDTDDwiG0_qpr53YCuY1MYIkBCEvHlOLkVvMnucEkg_MMS8oIoO7iRGZUzWq0zBRE9clBl5HA0fA3M4UFyE/s1600/mumz.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5iH3z4OuvBqw5uiPVV-wFquoo6z5kGEdUbGpRiF2Zq8ZWKgS-QOxN1IzYaDTDDwiG0_qpr53YCuY1MYIkBCEvHlOLkVvMnucEkg_MMS8oIoO7iRGZUzWq0zBRE9clBl5HA0fA3M4UFyE/s1600/mumz.jpg" height="300" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><i><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">The same spot today. </span></span></i><br />
<i><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">The traction poles remain in situ, now acting as lamp posts!</span></span></i></span></td></tr>
</tbody></table>
</span></b></span></span></div>
<span style="font-family: Arial; font-size: small;"><span style="font-family: Arial;"><b><span lang="en-gb">Cutting</span></b></span></span><br />
<span style="font-family: Arial; font-size: small;"> On the approach to Mumbles Pier the former trackbed passes through a short cutting and ceases just before reaching the Pier Restaurant and the terminus of the railway. Many of the lamp standards at this point are former traction poles from the railway and the Pier itself, opened in 1898, once was owned by the same company.</span></div>
</div>
<div style="text-align: center;">
<span style="font-family: Arial;"><span style="font-size: x-small;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGZdaRsUOC0cCDS5gehXB68P_WFT3BCccRm5cZKry8EX7X6vrobJxmP4gYxDdWDNirBgmGfb40Bf1BK_0ikg9s4C7tAtpDkGMsdTMCth-BdTLfHSgy6I0hEDHAebZvWwvIPfNiZuaeuO0/s1600/swt+boundary.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGZdaRsUOC0cCDS5gehXB68P_WFT3BCccRm5cZKry8EX7X6vrobJxmP4gYxDdWDNirBgmGfb40Bf1BK_0ikg9s4C7tAtpDkGMsdTMCth-BdTLfHSgy6I0hEDHAebZvWwvIPfNiZuaeuO0/s1600/swt+boundary.JPG" height="300" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial;"><span style="font-size: x-small;"><span lang="en-gb">One of the boundary markers situated in the roadway at Mumbles Hill.</span></span></span></i></td></tr>
</tbody></table>
</span></span></div>
<div align="center">
<span style="font-family: Arial;"><a href="https://www.blogger.com/null" title="Click to Enlarge"> </a></span></div>
<span style="font-family: Arial;"> </span> <span style="font-family: Arial;"> <span style="font-size: small;">The final relics of the line can be found at the top of Mumbles Hill, the steep climb which leads from the Pier towards Bracelet Bay. At the top of the hill on the pavement is a small marker bearing the initials SWT which indicated the limit of the land owned by the company in railway days.</span></span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmQJdfZ7bjyYb5ZmkF5Ep7PMp3-o03KUgMxdvSskW583TimJCNyPRhNS_AneE5MLnc9_b5anz3sdAPhu5x51AT4KLXmHZOymgVGbXIgBWdk1-CC-Hl5GddZZxyCeyXSnnJ-_HLKicih_M/s1600/carno2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmQJdfZ7bjyYb5ZmkF5Ep7PMp3-o03KUgMxdvSskW583TimJCNyPRhNS_AneE5MLnc9_b5anz3sdAPhu5x51AT4KLXmHZOymgVGbXIgBWdk1-CC-Hl5GddZZxyCeyXSnnJ-_HLKicih_M/s1600/carno2.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i>Car no.2 abandoned at the Middleton Railway, Leeds in about 1966. RIP.</i></span></td></tr>
</tbody></table>
<div style="text-align: center;">
</div>
<span style="font-family: Arial;"><span style="font-size: small;"><span style="font-family: Arial;"><b><span lang="en-gb">Memorabilia</span></b></span></span></span><br />
<span style="font-family: Arial;"><span style="font-size: small;"> As with all railways, total obliteration following closure is a process which can take many years and there is still plenty of evidence of the Mumbles Railway’s existence. One suspects that a great number of relics of the Mumbles Railway also survive in private collections; indeed, some emerge at auctions from time to time. Although they are not of any great monetary value, the surviving artefacts still remind us of a once very popular railway which continues to stimulate animated discussion whenever the subject is raised.</span></span><br />
<table style="width: 100%;"><tbody>
<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEZ4VEpPuHl1WBYf3eGt7U9-CeralEXJqZF4blyyS6mqZPG7Mbty-KFGMvYPAtWJ98wgDrM4pxV3xbCI2BDTPejhWTGo9KrQCxtAum2z9mPlYWte8gLn4haXiQnEpMLoHfLMu2vjESmS4/s1600/mrarch1.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEZ4VEpPuHl1WBYf3eGt7U9-CeralEXJqZF4blyyS6mqZPG7Mbty-KFGMvYPAtWJ98wgDrM4pxV3xbCI2BDTPejhWTGo9KrQCxtAum2z9mPlYWte8gLn4haXiQnEpMLoHfLMu2vjESmS4/s1600/mrarch1.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">Cover of a 36-page souvenir </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">brochure issued in 1928</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> to mark the electrification</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> of the railway.</span></span></span></span></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTFbMRF8ISuHpm0joVrIEQ7R9RKTf0-FWWAyiQhnWmpuZTWDTH34M6aqGUlcMagRC1sXoZ4QbC5BCjMyxY5mKq4My4UBRFaL_RvtPAOGymiCBiURIoyvH0gUCgzYw55CIiZY1RI4DOWX8/s1600/mrarch7.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTFbMRF8ISuHpm0joVrIEQ7R9RKTf0-FWWAyiQhnWmpuZTWDTH34M6aqGUlcMagRC1sXoZ4QbC5BCjMyxY5mKq4My4UBRFaL_RvtPAOGymiCBiURIoyvH0gUCgzYw55CIiZY1RI4DOWX8/s1600/mrarch7.JPG" height="136" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">1932 timetable and fares.</span></span></span></span></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhom_v5TkzPgEOaCHIKOeY87JnUX6OpjAgGuO64drOwUKHKPcOrZ4XbcME4t59ozpdJYJtjqt5gvwFy7xBzmfA2WjlbFXeQNNlTytfdBUuAJ-Do3-WD5Yx0sIMwwfcaRVAGQ7wisk2SD4I/s1600/mrarch8.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhom_v5TkzPgEOaCHIKOeY87JnUX6OpjAgGuO64drOwUKHKPcOrZ4XbcME4t59ozpdJYJtjqt5gvwFy7xBzmfA2WjlbFXeQNNlTytfdBUuAJ-Do3-WD5Yx0sIMwwfcaRVAGQ7wisk2SD4I/s1600/mrarch8.JPG" height="135" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">1932 fare table showing </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">through ticketing arrangements</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> between local bus services</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> and season ticket rates. </span></span></span></span></td></tr>
</tbody></table>
</td> </tr>
<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXXTJIvDl44S_uf-oudFIiTsbCRZMoRBOHhDNxdyf3a-YCAwR7tT8s7baWv4Mp-QJYOKm45BwDZVMDtoSCE6ue57XeozNM2YSHkeYfilMlsZZmehq1NHZGoLPg8NwUK4OI8HNpwaJEtZI/s1600/mrarch16.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXXTJIvDl44S_uf-oudFIiTsbCRZMoRBOHhDNxdyf3a-YCAwR7tT8s7baWv4Mp-QJYOKm45BwDZVMDtoSCE6ue57XeozNM2YSHkeYfilMlsZZmehq1NHZGoLPg8NwUK4OI8HNpwaJEtZI/s1600/mrarch16.jpg" height="200" width="136" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Summer 1947 timetable.</span></span></span><br />
<br />
<br /></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4KEC4I53FhBe_0uYVNm0-_c4rVhKBmx0B842PpqYvEahAqcg8Y02FA80sZ2o9XVYBuBI6GwlFytR0P1ngf_Sz6cEkwL82ZHD8G1y6blQVLSyQ-IbThCpdZMctheTD7Onl5urRwEetMm4/s1600/mrarch3.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4KEC4I53FhBe_0uYVNm0-_c4rVhKBmx0B842PpqYvEahAqcg8Y02FA80sZ2o9XVYBuBI6GwlFytR0P1ngf_Sz6cEkwL82ZHD8G1y6blQVLSyQ-IbThCpdZMctheTD7Onl5urRwEetMm4/s1600/mrarch3.JPG" height="200" width="133" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Cover of a timetable supplement </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">issued in 1960 detailing revised</span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb"> bus services as a consequence </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">of the line's closure.</span></span></span></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXjcsGbH97RSIH8qmxaHECgrD6KYEaZnXEaZF_ZwvIhIzNSto-iwI0DcmIXy0nUo8mx195Qd2v7VoX_yoXrKrXh_dmz9MQu1BxZtPVe70pboiPruTOeynIGMboxuSbsZh0myiN3Or9bHw/s1600/mrarch4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXjcsGbH97RSIH8qmxaHECgrD6KYEaZnXEaZF_ZwvIhIzNSto-iwI0DcmIXy0nUo8mx195Qd2v7VoX_yoXrKrXh_dmz9MQu1BxZtPVe70pboiPruTOeynIGMboxuSbsZh0myiN3Or9bHw/s1600/mrarch4.JPG" height="200" width="152" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Poster issued by the </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Light Railway Transport League </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">during their campaign to </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">prevent the line's closure.</span></span></span></td></tr>
</tbody></table>
</td> </tr>
<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixMBKhRZuPJlw4f_xbPTZ685WY4Zx51gn2rEuGy4DDuoUWNo8izrH4igPwYxW5u6sNJoepBuM8BFyN9JK82DF5zqlbhwWJN_3KILxSOb_hIAz2bqQr58En2aisWToFTLN5YI8SsdNGszU/s1600/Swansea-1.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixMBKhRZuPJlw4f_xbPTZ685WY4Zx51gn2rEuGy4DDuoUWNo8izrH4igPwYxW5u6sNJoepBuM8BFyN9JK82DF5zqlbhwWJN_3KILxSOb_hIAz2bqQr58En2aisWToFTLN5YI8SsdNGszU/s1600/Swansea-1.jpg" height="200" width="106" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: xx-small;">1930s Bell Punch</span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: xx-small;"> style ticket, for a </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: xx-small;">child rate 3d. fare.</span></span></span><br />
<br /></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYaaZzCmldp8CQyUWfXyPNn-uR2HbLM8OawUSbRoberOCoqSoLrvCsIqkOlOlySEvDXNtCCk7MiI3ceVl41jDxwmsyF3dguB3DLx0RSEimyXo5hiyG4GopYW4ZulTjcrV4f75rJgvMzrU/s1600/Swansea-2.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYaaZzCmldp8CQyUWfXyPNn-uR2HbLM8OawUSbRoberOCoqSoLrvCsIqkOlOlySEvDXNtCCk7MiI3ceVl41jDxwmsyF3dguB3DLx0RSEimyXo5hiyG4GopYW4ZulTjcrV4f75rJgvMzrU/s1600/Swansea-2.jpg" height="200" width="106" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">1930s 1/- Bell Punch </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">style ticket for a return</span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb"> journey between </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Rutland Street </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">and Mumbles Pier.</span></span></span></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguGQO-O1Z-rJrT_ThGyjlCicWGCItFG_CVXMYy5Va9RD7iYUAco2awAF-dkwItXeXNkL1x_qkccFkSXiuR7ROD42E58AFOSqdRtM-Lxbf8Lzgijb6VkosDUFdM5gE0KQfweSxSaF-JqBM/s1600/trqns.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguGQO-O1Z-rJrT_ThGyjlCicWGCItFG_CVXMYy5Va9RD7iYUAco2awAF-dkwItXeXNkL1x_qkccFkSXiuR7ROD42E58AFOSqdRtM-Lxbf8Lzgijb6VkosDUFdM5gE0KQfweSxSaF-JqBM/s1600/trqns.jpg" height="200" width="110" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;">Integrated transport! </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;">Exchange ticket for</span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"> through journeys between</span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"> Craddock Street </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;">and St. Helens.</span></span></td></tr>
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<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzMBXQanfW5tDCr_BJWb57nIBaKRB2B6oZ7swwA5bmgPwCZ3ixYNx0YRbDXbJKB_ebmJl78ZU7uosBX8a1ksPlUvWWuxhSzR_YctHF6a8RYo5k_tuq77nUeqDZC-TqLxb0DnPbophpzCo/s1600/mrarch13.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzMBXQanfW5tDCr_BJWb57nIBaKRB2B6oZ7swwA5bmgPwCZ3ixYNx0YRbDXbJKB_ebmJl78ZU7uosBX8a1ksPlUvWWuxhSzR_YctHF6a8RYo5k_tuq77nUeqDZC-TqLxb0DnPbophpzCo/s1600/mrarch13.JPG" height="147" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Bell Punch 'Bellgraphic' style ticket.</span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb"> Journey and fare details were </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">handwritten by the conductor </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">and details stored on a counterfoil </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">ticket roll which was stored inside</span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb"> the ticket machine for auditing.</span></span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHxjvK9BbC3hyphenhyphen1VZ8J45UTDsSoLl_r9fd464UMC4c_3361onYKvdpRCIagTti6PXsGY0bDFRices095Rt8YE5e4eT45-qlGy4gYTgKuOcKWN4wrrrTGNP5zL6CZD4DSNrPIfMCqxZx-d8/s1600/mrarch14.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHxjvK9BbC3hyphenhyphen1VZ8J45UTDsSoLl_r9fd464UMC4c_3361onYKvdpRCIagTti6PXsGY0bDFRices095Rt8YE5e4eT45-qlGy4gYTgKuOcKWN4wrrrTGNP5zL6CZD4DSNrPIfMCqxZx-d8/s1600/mrarch14.JPG" height="200" width="108" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Destination blind from a Swansea </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">& Mumbles electric railcar. </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">This in fact is one of the smaller </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">side displays which were seldom </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">used in later years.</span></span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3Dfs8gy9lIY1kB7z-w0u-fNGIzdlUiVKbVaOYo2KIMdykM4j8yynVWxb_9YFi7qZ5Abv0o9skEFzhksN3ToKXCMX1psrpM0nUb_4rJd2VBDiCdmP3ZF-wiS_eGbn9XiX1dQSsU47eDjo/s1600/mrarch15.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3Dfs8gy9lIY1kB7z-w0u-fNGIzdlUiVKbVaOYo2KIMdykM4j8yynVWxb_9YFi7qZ5Abv0o9skEFzhksN3ToKXCMX1psrpM0nUb_4rJd2VBDiCdmP3ZF-wiS_eGbn9XiX1dQSsU47eDjo/s1600/mrarch15.JPG" height="200" width="85" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">Enamel notice listing principal stopping points.</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">These were fixed to the electric cars</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> on the rear of the drivers cab,</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> at the foot of each stairway</span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> - one at each end of the car.</span></span></span></span></td></tr>
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<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkHNNNcbih_jb1JUWetN16jV7MeH68ORtCTmCpftxca3ZPR_s4mhXi4_5sKObREDvPOYQRQal_D670rUoXZpJXE7h8xQ28UMNygruUV6X5XpWFNPYwt3QgvWRiNuKd7Oj7V56eAvLgI-s/s1600/mrarch11.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkHNNNcbih_jb1JUWetN16jV7MeH68ORtCTmCpftxca3ZPR_s4mhXi4_5sKObREDvPOYQRQal_D670rUoXZpJXE7h8xQ28UMNygruUV6X5XpWFNPYwt3QgvWRiNuKd7Oj7V56eAvLgI-s/s1600/mrarch11.JPG" height="200" width="143" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Adult (1/-) 150th Anniversary </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">souvenir ticket issued in 1954.</span></span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQDYxZrJ78uuEDz7qRWL0pk9HfBVVYcvifiPO8gmxZoFiWn0b3FyxLPD-u8KhGt6SmFU14TvwQ6MXEKANufwQLzcbb8wgiDoEY5PP_1zrnL3pwg2Q3AhD8ZuYKxAC-xdFTjGTUP5qnQRo/s1600/mrarch12.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQDYxZrJ78uuEDz7qRWL0pk9HfBVVYcvifiPO8gmxZoFiWn0b3FyxLPD-u8KhGt6SmFU14TvwQ6MXEKANufwQLzcbb8wgiDoEY5PP_1zrnL3pwg2Q3AhD8ZuYKxAC-xdFTjGTUP5qnQRo/s1600/mrarch12.JPG" height="200" width="146" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Child (6d) 150th Anniversary </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">souvenir ticket issued in 1954.</span></span></span></td></tr>
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</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrhyphenhyphenVDA-xru7kc3-O-d4bmz0b1SOCJhfnB2TONjidMQ55V0nsZIyXaMkC7s0iH1T0gZ5kCQPQFMw0pq9Gy2AOob3rv7cQzef2AtRKC0NEi9_pEFPV5glALcop4171VqIbmYzLyzXN-Wbc/s1600/mrarch6.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrhyphenhyphenVDA-xru7kc3-O-d4bmz0b1SOCJhfnB2TONjidMQ55V0nsZIyXaMkC7s0iH1T0gZ5kCQPQFMw0pq9Gy2AOob3rv7cQzef2AtRKC0NEi9_pEFPV5glALcop4171VqIbmYzLyzXN-Wbc/s1600/mrarch6.JPG" height="200" width="151" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Cover of a commemorative brochure</span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb"> issued in 1954 to mark the 150th Anniversary of the railway.</span></span></span></td></tr>
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<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbNlAQXpONBba2kKQKZXMyUnQ9aX3mvBOzlVauDr8K-K4MvfbyJt3VmXbJlLJRSFmbiyP_0Xp5HjwCu5cxhgXidGKftnEWCGib8MD2NgXySzae8jaHAmlAKcBsQQym4MIgNLHz2y8RHxM/s1600/mrarch9.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbNlAQXpONBba2kKQKZXMyUnQ9aX3mvBOzlVauDr8K-K4MvfbyJt3VmXbJlLJRSFmbiyP_0Xp5HjwCu5cxhgXidGKftnEWCGib8MD2NgXySzae8jaHAmlAKcBsQQym4MIgNLHz2y8RHxM/s1600/mrarch9.JPG" height="200" width="153" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">Child (10d) souvenir ticket </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">of 1960 issued in connection </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">with the closure of the railway.</span></span></span></span><br />
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</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxowmM-8xcZG5rZL-sLQSNHgKPe3I4k8G9YSeIAX_8l2N4a2HjR4NIWsgGuPRNUf3dLcK8NIPq7YQ5dC4P4UsYF5fxnHELnJcdSEyph53t-jpHQd0_qW_166Ke07K5cX2hExKTWNjz5Jg/s1600/mrarch10.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxowmM-8xcZG5rZL-sLQSNHgKPe3I4k8G9YSeIAX_8l2N4a2HjR4NIWsgGuPRNUf3dLcK8NIPq7YQ5dC4P4UsYF5fxnHELnJcdSEyph53t-jpHQd0_qW_166Ke07K5cX2hExKTWNjz5Jg/s1600/mrarch10.JPG" height="200" width="143" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Adult (1/8) souvenir ticket </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">of 1960 issued in connection </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">with the closure of the railway.</span></span></span></td></tr>
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</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFVSzL_RkSl4lR49QllTq_1mvfGV2oGxk7-N_j4eNLGQCuRFWxHaHuNRTufn8mey44dJ2MyZ0z9XW58kZYj4x8mkpRKmqox9477YMOZcOo7mRWLFHU5WbtFReTFEA4mv10W5ThD3X-mhw/s1600/mrarch5.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFVSzL_RkSl4lR49QllTq_1mvfGV2oGxk7-N_j4eNLGQCuRFWxHaHuNRTufn8mey44dJ2MyZ0z9XW58kZYj4x8mkpRKmqox9477YMOZcOo7mRWLFHU5WbtFReTFEA4mv10W5ThD3X-mhw/s1600/mrarch5.JPG" height="200" width="154" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">Cover of a commemorative brochure </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">issued in 1960 to mark the closure </span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"><span lang="en-gb">of the railway.</span></span></span></td></tr>
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<tr> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFUuVpw5AFd0EivafPtpxhapdgNmydfuIguFBobebivkflElCirTEEXdso_TFZjDxCLYEXYG4rXWW7LtC_J2okwosa6HxKmeEY2K50Qs4Vk9tVGgyiNqqfr2_VEBiv0leqHuRkMxr5uk4/s1600/mrarch2.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFUuVpw5AFd0EivafPtpxhapdgNmydfuIguFBobebivkflElCirTEEXdso_TFZjDxCLYEXYG4rXWW7LtC_J2okwosa6HxKmeEY2K50Qs4Vk9tVGgyiNqqfr2_VEBiv0leqHuRkMxr5uk4/s1600/mrarch2.JPG" height="126" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">Notice placed on buses </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">and trains advising travellers </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;"> of changes to bus services as a consequence of the closure </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">of the railway on 5th January 1960. </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">The morning 'peak' flow into </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">Swansea was operated </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">by the railway, with buses taking </span></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><span style="font-size: xx-small;">over from approximately 10.00am. </span></span></span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaQsnK6iYbcwYuOF66xJp1kvP_MxNDO-MqMaYDWmbXYoQpwY_QdbBPZvTQXEKW9R9HTQvJ8Ctl6293bi2Yaxt41j06K0sOEKLZQTVuxtN2V5K8tZAhSMJi5ncRw3wNFUEa22bQuk4v89g/s1600/Rutland+St.Sign.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaQsnK6iYbcwYuOF66xJp1kvP_MxNDO-MqMaYDWmbXYoQpwY_QdbBPZvTQXEKW9R9HTQvJ8Ctl6293bi2Yaxt41j06K0sOEKLZQTVuxtN2V5K8tZAhSMJi5ncRw3wNFUEa22bQuk4v89g/s1600/Rutland+St.Sign.jpg" height="141" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;">An incredible survival is</span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;"> this signwritten notice from the office</span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;"> at Rutland Street. </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;">It was recovered after the </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;">railway closed and was being </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;"> used for mixing cement! </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: xx-small;"><span style="font-family: Arial;">(Courtesy C. Riddle).</span></span></td></tr>
</tbody></table>
</td> <td><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi00gnMVXcbrclML6betcJpgySzdF6o1xUZoHo1EoJlGtHRH0TU_7gFFNOVzNDpxHdbbEGA9CfbFOw9B98iRzEDs-NYmbdNtvp_H1TmbxqVsLEet8VYUhCXGWcrKV6WM_TKNWI5tmRzXlc/s1600/steps.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi00gnMVXcbrclML6betcJpgySzdF6o1xUZoHo1EoJlGtHRH0TU_7gFFNOVzNDpxHdbbEGA9CfbFOw9B98iRzEDs-NYmbdNtvp_H1TmbxqVsLEet8VYUhCXGWcrKV6WM_TKNWI5tmRzXlc/s1600/steps.jpg" height="135" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: xx-small;"><i>A set of steps from one of the electric cars</i></span><br />
<span style="font-size: xx-small;"><i>which was offered for sale online in 2007.</i></span></td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: center;">
</div>
<br />
<br />
<br />
<br />
<br /></td></tr>
</tbody></table>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com3tag:blogger.com,1999:blog-4485294124607222741.post-12954406521449844422014-11-29T21:51:00.003+00:002014-11-29T21:58:40.768+00:00Memories of SWT in the '50s and '60s.<!--[if gte mso 9]><xml>
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<![endif]-->My name is John Alun Evans and am now 73 years of age who at
this special time feels it appropriate to document some of my memories of the
South Wales Transport operation in the late forties, fifties and sixties when I
lived in Morriston during the first 20 years of my life.<br />
<br />
<div class="MsoNormal">
The information is based on observations by myself and a
late good friend Bill Joseph who spent many hours and sometimes days travelling
around recording mentally anything relating to SWT vehicles of the time.
Unfortunately cameras did not form a part of the pastime as such luxuries were
only available to children of more wealthy parents. Nevertheless, the following
represents observations between 1946 and 1960.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Both Bill and I lived in Morriston and I was fortunate to
live on a bend on Pentrepoeth Road
before the Vicarage Road
crossroads. In many cases buses slowed to walking pace at this good vantage
point. This was particularly true with the occasional double decker Renown
returning to the Depot at Ravenhill.</div>
<div class="MsoNormal">
The road served a range of routes such as 26 Neath to
Llanelli, 40 Sketty/Caswell Bay, 9 Swansea via
Treboeth, 90 Clase to Swansea in addition<span style="mso-spacerun: yes;"> </span>to the Swan Motor services to Swansea via Caemawr Hill
and Bryn Rock.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Morriston was also the terminus of route 71 to Swansea
Exchange. In addition, route 77 Guildhall to Cwmrhydyceirw/ Pontlasse
passed through Morriston Cross.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
My earliest memory was as an 8 year old waiting for the 71
bus in Waun Road and getting on one of the early 1937 High Bridge Weymanns ACY
4 with a producer gas trailer hitched to the rear. As this stop was one I frequently used to get to school at Martin St., other
vehicles of this era such as<span style="mso-spacerun: yes;"> </span>ACY 21 to
ACY 39 were all employed on the route in addition to some of the later AWNs
such as AWN 554 and 557.</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQrDz92r1vKRMLTkmYCK3ANj1er2kyYbyXnkQxvJ08DpcWi1FvrpvGxVvD6P3KHPu_MVrj45sfm8PXhd_UthKWlfLzxZmxjgPkW88xmrKLV7tK0Q8RivfRXufAQIdcs6JGHlkrupjA2kc/s1600/acy27.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQrDz92r1vKRMLTkmYCK3ANj1er2kyYbyXnkQxvJ08DpcWi1FvrpvGxVvD6P3KHPu_MVrj45sfm8PXhd_UthKWlfLzxZmxjgPkW88xmrKLV7tK0Q8RivfRXufAQIdcs6JGHlkrupjA2kc/s1600/acy27.jpg" height="253" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>AEC Regent/Weymann 228 (ACY 27) which had its body </i><br />
<i>destroyed (by enemy action?) in 1940 and was rebodied in 1942.</i></td></tr>
</tbody></table>
One of the ACY batch which always caused particular interest
was ACY 27. Outwardly, this vehicle was of the same design as the others in the
fleet but whilst the others had a protruding rectangular destination indicator this
bus had a flush display with access via a hinged flap to the front upstairs.
Furthermore, the vehicle had different seats which were brown in colour and an
upstairs ceiling that seemed to be continually pitted with rust despite many
attempts by SWT to eradicate the problem.<br />
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Even so the vehicle survived well
into the fifties long after the demise of ACY 24, 34 and 44 which were the first
of the remaining 30 vehicles to be withdrawn in 1953. Regarding this, we were
informed at the time that the rebuilding of these vehicles by Jefferies Garages
at Plasmarl was inferior to SWT rebuilding and hence their earlier scrapping.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
A vehicle in this group of considerable notoriety was ACY 35.
This vehicle was frequently despatched from Brunswick depot as a duplicate for the 4.05
pm 40 Morriston to cope with the extra pressure of students returning home from
Bishop Gore school. Never once did the bus get beyond the top of Broadway hill.
Steam used to issue from the cooling system in addition to loud ringing engine
bearing noise. It is true to say that all regular passengers would refuse to
board<span style="mso-spacerun: yes;"> </span>this bus if it turned up and wait for the scheduled
service bus which was either an FWN HB or a 7' 6" GWN such as GWN 77. We could
never understand why SWT persisted in sending this vehicle given its problems.
What was more surprising however was that this bus survived for another 4 years
being one of the last to be withdrawn in 1957 still with the same ringing
bearing noise.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhX6rDdmkojOmPOt92C0F-l3ducbA7gxcP_NxnevTjk8bIS9n2tZwz1-AC0AZTgY31XDRe_9_CYpe-urMdZJy_kzhBrwuJrvgzLmSyHMH1Zpc8JEl5kjCWXO2LbkCq5yKbBLoRcLfGmL-0/s1600/acy9.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhX6rDdmkojOmPOt92C0F-l3ducbA7gxcP_NxnevTjk8bIS9n2tZwz1-AC0AZTgY31XDRe_9_CYpe-urMdZJy_kzhBrwuJrvgzLmSyHMH1Zpc8JEl5kjCWXO2LbkCq5yKbBLoRcLfGmL-0/s1600/acy9.jpg" height="241" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>AEC Regent/Weymann ACY 9 which had been converted into </i><br />
<i>a towing bus/tree lopper in 1952.</i></td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
Other memories included FWN 361 breaking down on Chemical Road on
route 77 and being recovered by ACY 9<span style="mso-spacerun: yes;">,
</span>the vehicle which SWT had to hide for some reason when inspectors from
the Transport Ministry visited the company! This incident also proved to be ironic in that FWN 361
eventually was cut down in the same style becoming its replacement in 1961.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Another interesting observation involved the Swan fleet. In
addition to the double deck Daimlers FCY 730-734 and GCY 740 and 741 there were
two double deck HB AEC Regent vehicles with reg numbers FWN 636 and 637 which
followed on from the five single deck Regals of SWT with Longwell Green bodies.
We were never certain whether these two vehicles also with the same bodywork
were originally destined for SWT and were purchased by Swan from SWT before
delivery.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkogA5W7fQ0rcSHTwW7xjSRdTzm06Y1qMxirekHHGAI9DbQUvvUeHBcKtXOMGgtn2HieJDz8dpESF0yYQHfRC50UokdtWwEawuwEgrTiUgzJFVHTnfv6iC5siHaZ9hzYM9rboqb2kq8UE/s1600/ccy993.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkogA5W7fQ0rcSHTwW7xjSRdTzm06Y1qMxirekHHGAI9DbQUvvUeHBcKtXOMGgtn2HieJDz8dpESF0yYQHfRC50UokdtWwEawuwEgrTiUgzJFVHTnfv6iC5siHaZ9hzYM9rboqb2kq8UE/s1600/ccy993.jpg" height="400" width="368" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>1939 Leyland TD7 590 (CCY 993) which had previously carried</i><br />
<i> a wartime NCB body.</i></td></tr>
</tbody></table>
Returning to our observations on Pentrepoeth Rd Morriston,
and the vehicles used on routes 40 and 9, it is true to say that between 1946
and 1953 the routes were virtually all served by Lowbridge Leylands usually one
of the third batch CCY970-CCY 995. One regular performer up to about 1949 was
CCY 993 which carried an unfrozen<span style="mso-spacerun: yes;"> </span>High Bridge
utility body. Apparently, this was a replacement for its original body
destroyed in the Swansea
blitz. Imagine our surprise when casually looking out of my window one morning
in1952 to see the same vehicle on route 26 Neath with a conventional low bridge
body!</div>
<div class="MsoNormal">
We could only surmise that it had received its body from one
of the earlier batches BCY 576-611 or BWN 426-450 many of which had been
withdrawn by this time.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Regarding Route No 9, this was also served by LB Leylands up
to their demise in 1953.</div>
<div class="MsoNormal">
At no time during this period was an ACY or AWN used on
these routes which was surprising (except ACY 35 of course which as a duplicate
never reached Morriston when on Route 40).</div>
<div class="MsoNormal">
After 1953 high bridge vehicles such as 1949 Regents FWN 357 and FWN 360-375 in addition to
<span style="mso-spacerun: yes;"> </span>the <span style="mso-spacerun: yes;"> </span>narrow high bridge Regents GWN 73-81 were
commonly used on these routes. One in particular (known as "all the threes" by
drivers on the 40), FWN 371 always gave an outstanding performance on the hills
involved and was a favourite with drivers.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
With regard to the 26 route, post 1953, low bridge Regent IIIs such as GCY 521-524<span style="mso-spacerun: yes;"> </span>became the mainstays of the route.
If my memory serves me right I believe these four were based at the<span style="mso-spacerun: yes;">
</span>Llanelli depot.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghRQfuf7famgEFG1iG53t1gasX8DsR0O2OA_Gelhu725u39FgBP_nx_FHR7gAsyrCLpBkz3aBGmkhDrSGSnxMlZdin_MQqXe-UnsNd2TyU2iXKVrnc0BXCGR_JMvdsrUENLzY20i04nnY/s1600/ecy874.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghRQfuf7famgEFG1iG53t1gasX8DsR0O2OA_Gelhu725u39FgBP_nx_FHR7gAsyrCLpBkz3aBGmkhDrSGSnxMlZdin_MQqXe-UnsNd2TyU2iXKVrnc0BXCGR_JMvdsrUENLzY20i04nnY/s1600/ecy874.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>1946 AEC Regent II 273 (ECY 874) which had a complex pre-service history, </i><br />
<i>involving an identity swop and a 'missing' chassis which later appeared as no. 305.</i></td></tr>
</tbody></table>
Turning now to service 74 Alexandra<span style="mso-spacerun: yes;"> </span>Road
to Sketty, this service was almost entirely a DWN route involving vehicles from
the 1946 high bridge batch DWN 641- DWN 656 in addition to ECY 874 whose history
is well known to bus enthusiasts of that era. (DWN 657-660 are not included
since they were transferred to the Llanelli depot for local services on closure
of the Llanelli trolleybus system in 1952.)</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
As Sketty was the destination for pupils like myself
attending<span style="mso-spacerun: yes;"> </span>Bishop Gore school, extra
demand was placed on transport during the morning and afternoon. Brunswick depot always
supplied the relief vehicles which took many forms. Vehicles included ACYs or
AWNs or any other vehicles available such as LB EWNs (EWN 340-354).</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
On occasions a single decker would be provided in the form
of a Renown such as CCY 951-957 or CWN 395-398 (CWN 399 and CWN 400 had been
withdrawn in the early fifties).</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
A bus that frequently turned up was an ex Llanelli Regal ABX
80 which had been allocated to Brunswick
depot. Another vehicle often used for this work was the ex-Johns
single decker Leyland BNY 671. A real surprise however,in 1955 was a Leyland Tiger TS7 of
1935 vintage WN 7757 which seemed in immaculate condition given its age.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQwMvJKwlffSp-ECvrE4d9Pa9_RZKca-EJELEH7feKNWe242VwDYIecxgmZpVBSS1qCI1oKG_l_L0DMh7fbRt1NE847PmXF8QXsfqxI3qaFXqAQG2BFLAMK9dSljFzsImZ74IcxEnZcNo/s1600/jwn915.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQwMvJKwlffSp-ECvrE4d9Pa9_RZKca-EJELEH7feKNWe242VwDYIecxgmZpVBSS1qCI1oKG_l_L0DMh7fbRt1NE847PmXF8QXsfqxI3qaFXqAQG2BFLAMK9dSljFzsImZ74IcxEnZcNo/s1600/jwn915.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>1188 (JWN 915) waits to leave St. Mary's Square, Swansea </i><br />
<i>on service 28 to Brecon.</i></td></tr>
</tbody></table>
It is worth mentioning the Swansea Valley
routes, nos 1 Ystradgynlais and 28 Brecon. These routes were operated by LB Leylands in the early days
but these gave way to the new AEC low bridge Orion style vehicles. There were
15 buses of this type some of which were fitted with platform doors .These were
JWN 901-904, JWN 907, JWN 910, JWN 912, JWN 914. <span style="mso-spacerun: yes;"> </span>and earlier
LB Regents (HCY 831-845). Other vehicles also used on these routes were LB Regents of
1953 origin (HWN 899-909)</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
With regard to withdrawn buses, we often saved our pocket
money to finance our travel at weekends looking for abandoned vehicles in
farmyards and fields (no parent today would allow 9-12 year olds to do this
unsupervised).</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
One very productive Saturday in 1952 was spent in Pontlliw
and Grovesend. In Pontlliw we discovered Renown CWN 400 in Rosser`s yard.
Rosser operated a fleet of quite antiquated AEC vehicles used mainly to
transport coils of tinplate from Port Talbot
to Velindre for cold rolling. We could only conclude that Rosser had secured
the bus from SWT for its 9.9 litre engine which was missing.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
On moving on to Grovesend in the afternoon, we first came
across the high bridge Regent ACY 10 in a back garden of a house. We were
invited in and shown the inside of the bus whose downstairs had been converted
into a dress making workshop. We were told that the bus had been acquired in
1950 from SWT. It was significant that the rear of the bus still possessed the
post war British Buses motif.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Walking further along some deserted woodland we came across
a farm with an SWT bus used to house chickens. We again knocked the door and
were invited in and shown around a Dennis Lancet, CCY 960 which was acquired in
1949 from SWT.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
On we walked through fields until we came across a deserted
LB Leyland BCY 610. This struck us as rather surprising at the time as BCY 611
the last member of the batch was still very mach in service having only
recently been overhauled.</div>
<div class="MsoNormal">
<br />
Our final discovery however, was rather intriguing. In the
distance we could see a rather faded red single decker with an oval rear
window. By its appearance it had been there for quite a long time. On closer
approach we were able to clearly identify the vehicle as a Dennis Lancet Reg no
WN 8983 which was delivered to SWT in 1936. What puzzled us then was that we understood that all this
fleet was acquired by the War Dept. in 1940 and were not seen by SWT again.</div>
<div class="MsoNormal" style="text-align: center;">
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZsZZjbSHVpPpkCXqQ8xHM-uKoquSRu05pTKrS0cNXIyJmpVrfODsCXL26JubWINPHIC8H1V2alK80d0MyKkGY15TnA4MycrmewJUcaXCHz10Jq6mZBuqrwnPxGJ-dWOdpPKORGVIw2Us/s1600/ll44.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZsZZjbSHVpPpkCXqQ8xHM-uKoquSRu05pTKrS0cNXIyJmpVrfODsCXL26JubWINPHIC8H1V2alK80d0MyKkGY15TnA4MycrmewJUcaXCHz10Jq6mZBuqrwnPxGJ-dWOdpPKORGVIw2Us/s1600/ll44.jpg" height="261" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Llanelly 44 (CBX 910) a 1946 Karrier W/Park Royal H30/26R passes </i><br />
<i>SWT AEC Regent ACY 7 which was engaged on retraining drivers </i><br />
<i>to work on motorbuses prior to the closure of the system in 1952.</i></td></tr>
</tbody></table>
<div style="text-align: left;">
On another Saturday in 1952 we decided to<span style="mso-spacerun: yes;"> </span>take the 26 to Llanelli as we had been told
by a mechanic at Ravenhill that a large number of the fleet had been
transferred to Llanelli garage to replace the trolleybuses on local routes. We
did not know Llanelli had trolleybuses! We were therefore determined to find
out which buses were at Llanelli.</div>
</div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal">
When we got to the garage entrance the first bus we saw
was<span style="mso-spacerun: yes;"> </span>AWN 561 which we had never seen
before. It also had a long DWN radiator fitted as opposed to the short
traditional ACY/AWN radiator. Furthermore we did not have to wait long before
DWN 657 appeared with a short AWN radiator! On seeing other buses we had never seen before, we put our
heads together to compile a list of all the transferred vehicles These were as
follows:</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
ACY 40 ACY 50 (although ACY 40 was returned to Ravenhill in
1955).</div>
<div class="MsoNormal">
AWN 560-562</div>
<div class="MsoNormal">
DWN 657-660</div>
<div class="MsoNormal">
FWN 352-356 and FWN 358-359 (for some reason FWN 357
remained a Ravenhill bus all its life.</div>
<div class="MsoNormal">
GWN 82-85 (these were the first of the 8 ft wide vehicles in
the number series GWN 82-95).</div>
<div class="MsoNormal">
WN 7759 a sister Leyland single decker to WN 7757 based at Swansea was also spotted
in very poor condition.</div>
<div class="MsoNormal">
In addition to these there were, we were told of eight new HB AEC
Regents although we did not see any of them. These turned out to be HWN 837-844.</div>
<div class="MsoNormal">
With regard to single deckers none other than WN 7759 seemed
to have been transferred.</div>
<div class="MsoNormal">
This visit turned out to be the most exciting experience of
our bus spotting days.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi405th8d67b9If3-oVbk-w5mQjmOBW8RL0oeqQAvh91Njz8d0IX8WPFoQ7GwZKVTQqHPxLiGRbLutz4aIKQvV9BZ0cSqgLf4g3TYwJTewcJRsaY87KfxINEIjPIQQM-pMozcuzB-UM3fM/s1600/wn7757.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi405th8d67b9If3-oVbk-w5mQjmOBW8RL0oeqQAvh91Njz8d0IX8WPFoQ7GwZKVTQqHPxLiGRbLutz4aIKQvV9BZ0cSqgLf4g3TYwJTewcJRsaY87KfxINEIjPIQQM-pMozcuzB-UM3fM/s1600/wn7757.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>1935 Leyland TS7/Weymann357 (WN 7757) in service at Llanelli.</i></td></tr>
</tbody></table>
It is now an appropriate point to describe my own
experiences as a temporary conductor with SWT during the Summer of my student
days at Swansea University between 1960 and 1961. At the
time it was a policy of SWT to take on students to help with the extra
passenger demand particularly on coastal routes such as routes 77, and 40.</div>
<div class="MsoNormal">
I was based at Ravenhill depot and worked on many
routes such as 71 Exchange-Morriston, 77 Guildhall/ Mumbles Pier/Limeslade to
Cwmrhydyceirw and Pontlasse (by this time the much lamented Mumbles Railway had
closed and the track bed from Southend to the Pier had been converted to a 'buses only thoroughfare' enabling buses to carry out a three point turn at the
Pier for the return trip).</div>
<div class="MsoNormal">
Other routes I worked included 79 Gorse Avenue-Exchange, 23
Penlan-Exchange, 84 Blaen-Y-Maes-Exchange, 40 Morriston-Sketty or Caswell Bay,
24 Swansea-Porthcawl, 42 Swansea- Margam. In addition I was called to fill in as a relief or cover an
absence of a regular member of staff on a particular route at short notice. I have many pleasant memories of this period in my life some
of which were quite humorous.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
One of the former was accompanying a very good and helpful
driver Jack Hughes on No 77 Pontlasse to Mumbles Pier early one morning. It was
fortunate that Jack had warned me in advance regarding the severity of the
brakes on our virtually new 1961 front entrance AEC Regent YCY 901! Nevertheless it was a pleasant experience at the Pier
watching the sun rise over the bay at 5.30 in the morning. </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
An amusing situation occurred on my first day out when I had
to relieve a crew at the Exchange on the no 23 Penlan. I remember the bus well, a 1956 Regent with exposed rear
platform NCY 455 a Weymann of the batch NCY 451-471. My driver Cyril Jones was
forced to make an unscheduled stop outside Lewis Lewis<span style="mso-spacerun: yes;"> </span>in the High Street to come to my rescue and
ask the eight or so people who were standing upstairs to get off. This taught
me a salutary lesson in passenger control very early on.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Another very amusing but embarrassing incident took place at
the traffic lights outside Woolworths on the High St. Apparently as I found out to my
cost, it was customary for the conductor of a bus with rear entrance to lean
out and change the destination indicator of a following bus to save time doing
it at the<span style="mso-spacerun: yes;"> </span>Exchange.</div>
<div class="MsoNormal">
Well, this I attempted but whilst I was trying to find 79
Gors Avenue, my driver pulled away when the lights turned green leaving me
hanging on to the destination indicator handle of the bus behind! Needless to
say this bus had two conductors for the last stage of the journey!<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiT0Saz293cv4CLJb2fwJXcew312_oCUdCqaiKBAwJWnWxvBG3ytOEs3pr5P-mmUbzmaEayppz4HVI8Q8ivdPwXEVMR4g54NhZnVIHBWB8ceUmy1-sbCGR5KU7-onsbSBhWfMGfrOxdy58/s1600/cbx910a.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiT0Saz293cv4CLJb2fwJXcew312_oCUdCqaiKBAwJWnWxvBG3ytOEs3pr5P-mmUbzmaEayppz4HVI8Q8ivdPwXEVMR4g54NhZnVIHBWB8ceUmy1-sbCGR5KU7-onsbSBhWfMGfrOxdy58/s1600/cbx910a.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>A second view of trolleybus CBX 910, this time in service at </i><br />
<i>Bradford after rebodying by East Lancs..</i></td></tr>
</tbody></table>
My memories of SWT would not be complete without some
reference to the<span style="mso-spacerun: yes;"> </span>Bradford
connection. In 1966 I moved to the<span style="mso-spacerun: yes;"> </span>University of Bradford to take up a lecturing post in
Chemistry. Little did I realise at that time that SWT had forestalled me. My
first encounter was with an immaculately turned out ex Llanelli trolleybus CBX
910 which seemed to be in good company with a number of its brothers although
some were not in such good condition. This fleet had obviously been re bodied
on acquisition in 1952.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg2JpJZSoJLX-wOal5xp1rAO5GOOUxYTfjKhNXDB6ShVknbLEPc4xw7bILgGoSgB-ze_E17OM3ivkNR3CENjRpPt0_hXYrvnOuujt1Y9n35ekt7UiOoPricrdRQ2D8pHcIPesMGGjQYvdY/s1600/ncy455.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg2JpJZSoJLX-wOal5xp1rAO5GOOUxYTfjKhNXDB6ShVknbLEPc4xw7bILgGoSgB-ze_E17OM3ivkNR3CENjRpPt0_hXYrvnOuujt1Y9n35ekt7UiOoPricrdRQ2D8pHcIPesMGGjQYvdY/s1600/ncy455.jpg" height="258" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i>AEC Regent V/Weymann 464 (NCY 455) which had passed to </i></span><br />
<span style="font-size: x-small;"><i>Ledguard, Leeds in 1967 and thence to West Yorkshire.</i></span></td></tr>
</tbody></table>
My second surprise which I could hardly believe my eyes
involved a visit to the shops at Leeds in
1967. On casually walking along the Headrow, a rear entrance HB AEC Regent
caught my eye. This was ex SWT <span style="mso-spacerun: yes;"> </span>NCY 455
in red West Yorkshire livery which was the very bus on which I started my SWT conducting.
Although I had been aware that the Leeds firm Samuel Ledgard<span style="mso-spacerun: yes;"> </span>had purchased many ex SWT vehicles in the
past, I felt it to be quite fortuitous that I should see not only the vehicle I
had known so well, but to witness it at a time shortly after Ledgard had been
absorbed into West Yorkshire.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
In 1968 I moved to Leicester
and have remained there ever since. Although my interests switched to the
Leicester City Transport operation and its buses of the past, I have always
kept in touch with developments on the SWT front particularly the sterling work
currently being carried out by the South Wales Transport Preservation Society
based at Swansea.</div>
<div class="MsoNormal">
In this respect a continual source of disappointment to me
is the fact that despite its very large post war fleet no vehicles prior to the
preserved ex Llanelli based HB Regent 5 MCY 407 seem to have survived.</div>
<div class="MsoNormal">
I therefore live in hope that one day I will hear that ACY 25 or BCY 585 will have been discovered languishing on a farm or field
and was scheduled for preservation!</div>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com6tag:blogger.com,1999:blog-4485294124607222741.post-6752791086953099942014-11-27T21:30:00.000+00:002014-11-28T10:50:30.493+00:00Fleet Notes & Observations, 1980-1983<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">An illustrated review of the SWT fleet, 1980-1983. </span></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">(Scrollable pdf file - please allow time for pages to load).</span></span><br />
<br />
<center>
<iframe height="840" src="https://docs.google.com/file/d/0B8JARI1W7s-Ca1VQVDRBM3JiSlE/preview" width="594"></iframe></center>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-90994053384923947842014-11-27T21:20:00.001+00:002014-11-29T08:23:47.034+00:00Some Tramway Relics<br />
With Britain's new generation of tramways now well established, here are a handful of reminders of Britain's 'first generation' of tramways.<br />
<div style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpyPGP0f1z1uZknqGHQACm_kuq_M8VeR8_y_8T84Q4J4gLVZRg-hlkE66hZo0ip8qYH3j-pBcJWLxMnO-Kt9muDiJLUQFw-c5bxz_pMykc9DBvkeYjrUGZVzWUhh5W2BoOFpHRoZrl5Qk/s1600/bct1lr.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpyPGP0f1z1uZknqGHQACm_kuq_M8VeR8_y_8T84Q4J4gLVZRg-hlkE66hZo0ip8qYH3j-pBcJWLxMnO-Kt9muDiJLUQFw-c5bxz_pMykc9DBvkeYjrUGZVzWUhh5W2BoOFpHRoZrl5Qk/s1600/bct1lr.jpg" /></a></div>
<b>Rednal, Birmingham.</b> Once the terminus for trams on route 70 from the City Centre, this section of track and pointwork survives. Rednal was an extremely busy terminus on high days and holidays as thousands of people headed for a day out in the Lickey Hills. An intensive service was operated on such occasions, with trams drafted in from several depots. The route to Rednal, along with other Bristol Road services, was withdrawn on 6th July 1952.<br />
<i>Photo: 29th January 1990.</i><br />
<i></i><br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhW_hMFtbZwiIPDWGccbVxikC24lLKQOTPX4v8eyL4QcdVbgt-8coAcqErDxUhI5Lf8JZI9THCz3Kxc4oJQyXcl2u2e2xs0L6HSB1B-JUvakdAzXxDRs0GSMGDvttuBYSKyqptX47Zvu9U/s1600/bct2lr.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhW_hMFtbZwiIPDWGccbVxikC24lLKQOTPX4v8eyL4QcdVbgt-8coAcqErDxUhI5Lf8JZI9THCz3Kxc4oJQyXcl2u2e2xs0L6HSB1B-JUvakdAzXxDRs0GSMGDvttuBYSKyqptX47Zvu9U/s1600/bct2lr.jpg" /></a></div>
<div style="text-align: center;">
<b></b></div>
<b>Edmund Street, Birmingham</b>. A short section of rail which has been relaid near to its original position in Birmingham City Centre. From here, trams ran in the direction of Lodge Road and Ladywood. Birmingham ran an extensive 3ft 6ins gauge system, with over 500 cars operating from eleven depots. Routes were closed from 1947 onwards with the last routes to Short Heath, Pype Hayes and Erdington ceasing on 4th July 1953. The last car was no. 616, but the only complete surviving car is no. 395 now housed at Birmingham 'ThinkTank' (They used to be called museums...).<br />
<i>Photo: January 1989.</i><br />
<br />
<div style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlHk4ywMNUoCCBKb3uTSj-ZyOvBUIsZq3drJyRZDCQmuAe4zYqUZxzuF_-1cQ-P2HXXU3HMrvJ8P0g9mRSDob_30QCqh9FtgnRipRQu6yNbBr6QZvVra-cBk3opMSNubcCtkaL1eygUGA/s1600/mcrlr.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlHk4ywMNUoCCBKb3uTSj-ZyOvBUIsZq3drJyRZDCQmuAe4zYqUZxzuF_-1cQ-P2HXXU3HMrvJ8P0g9mRSDob_30QCqh9FtgnRipRQu6yNbBr6QZvVra-cBk3opMSNubcCtkaL1eygUGA/s1600/mcrlr.jpg" /></a></div>
<b>Piccadilly, Manchester.</b> When work was under way to construct the new Metrolink network in Manchester, roadworks in Piccadilly uncovered several sections of rail from the city's previous tramway network, as shown here. Manchester's network once boasted 1000 cars at its peak and the system closed on 10th January 1949. Happily, that was not the end of the story as the first Metrolink public services commenced in April 1992. (Construction of the new NET tramway in Nottingham also uncovered sections of first generation tram rail.).<br />
<i>Photo: 30th September 1989.</i><br />
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<b>Kingsway Subway, Holborn, London.</b> The Kingsway tram subway was opened in 1908 to link the services of North London to those of South London which passed over Westminster Bridge. The subway had two stations at Holborn and Aldwych which were reached by stairs from the street.The original tunnel was built to carry single deck cars, but in 1930 the tunnel was enlarged to enable double-deck cars to be used. The trams picked up their electricity supply through a conduit laid in a groove between the running rails, which was the common practice within Central London where there were sensitivities about the aesthetics of overhead wiring. Trams last ran through the subway on the 5th July 1952 and part of the tunnel was subsequently used as a flood control centre for London. (A flood control centre - in a tunnel?). </div>
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<i>Photo taken in 1989.</i></div>
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<b>Kingsway Subway, London</b>. Some activity at the remains of the Southern portal of the tunnel, from Victoria Embankment under Waterloo Bridge, seen on 27th April 1991. All there is to see normally is a locked metal door and a narrow driveway in front of it. More about Kingsway Tramway subway here.<br />
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<b>Midland Road, Derby. </b>Another example of roadworks exposing a long-forgotten section of tram rail. Derby's trams ran on a 4ft 0in gauge system which closed on 2nd July 1934. At its maximum, the fleet comprised 78 cars, of which no.1 is preserved as a static exhibit at Crich. <i>Photo taken 20th June 2004.</i><br />
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<b>Bath.</b> The former eight-road tram depot just off Walcot Street near the City Centre still remains in good order. Nowadays the building serves as a bar-restaurant with an appropriately named annexe (left) called 'The Tramshed'. Bath's trams - the fleet once numbered about 40 - were replaced by buses on 6th May 1939.</div>
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<b>Weaste, Salford. </b>Another surviving former tram depot, this the
former Salford Corporation Tramways building at Weaste, near Manchester,
photographed on a characteristically poor day! (26th June 2004). The
tracks in the foreground are those of a present day tramway, for
Metrolink services between Manchester and Eccles. There is some
interesting trackwork from an earlier age in the roadway alongside and
behind the depot; click thumbnails below to view. Salford's trams ceased
running on 31st March, 1947<br />
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Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-3668341366186452022014-11-27T20:15:00.004+00:002014-12-16T11:05:04.015+00:00The Constitution Hill Tramway<div class="separator" style="clear: both; text-align: center;">
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With no connection - either physically or commercially - to the Swansea tramway network, this short 3ft 6ins gauge cable tramway ran up the steep Constitution Hill to Mount Pleasant between 27 August 1898 and 1902. <br />
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The line was operated by The Swansea Constitution Hill Incline Tramway Company. It climbed Constitution Hill between the lower terminus at St. George Street/Hannover Street and the upper terminus at Terrace Road. There was
an average gradient of 1 in 5 with a maximum of 1 in 3.5. The total
elevation was 185 ft.<br />
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Two counterbalanced cars built by the Brush Electrical Engineering Company were fixed to the steel cable, guided by pulleys in a conduit. At the top of the hill the winding house contained twoTangye Gas Engines. The funicular used overhead wires for signalling purposes only.<br />
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In 2005 Constitution Hill was restored to a pseudo 'Victorian' condition with an investment of £764,000 including the replacement of pavements and the roadway as well as the introduction of new lighting, signposts and handrails cast in Victorian style.<span style="font-family: Times New Roman, Times, serif;"> </span><br />
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<span style="font-family: Times New Roman, Times, serif;">The line was not a success
due to low receipts and the high running costs of two crew on each tram
plus the winding house staff. The line closed for traffic in early 1902
and in 1903 was offered for sale as a whole, but had no takers. The
track was then taken up, the assets were sold and the company was wound
up in 1905.</span><br />
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This picture shows the hill on 23rd January 2005; regrettably, reinstatement of the tramway didn't form part of the restoration!</div>
<br />Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com2tag:blogger.com,1999:blog-4485294124607222741.post-82260768008882118252014-11-27T19:56:00.002+00:002014-11-29T08:01:33.680+00:00JWN 908: Found in the USA.Advertised on eBay on 30th June 2005 was this open top double decker, situated in Bayonne, New Jersey, USA. Pictures courtesy Alex Hall, NY.<br />
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Closer inspection of the photographs revealed that it is the last survivor of fifteen Weymann L30/26RD bodied lowbridge AEC Regent IIIs supplied to South Wales Transport in 1954; (425 - 439 JWN 901 - 915), later renumbered 1174-88. These distinctive vehicles had 'new look' tin fronts, based on a Birmingham City Transport design.<br />
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This amazing survivor is former 1181 (JWN 908) which was reported as sold to an owner in New Jersey, USA in 1969 and hadn't been heard of since!<br />
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The bus left New York by ship on 16th August, arriving back in the UK approximately 7 days later. The vehicle is now in store at Swansea Bus Museum pending restoration.<br />
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Now, thanks to the efforts of Alex Hall in New York, it has been possible for the first time to piece together some of the gaps in 1181's history:<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJYpvScpppD3K2TSS_-401Oync2vQINrWPOC9WXnlf8eF1rs_-BgrMeZ_n40YhKfd6yaaMaiwwz0qZqQaBfjFjriKEC-qE3UHOQPLIaENeY0cpSv6G7zDDwgSMQaF3nTbO8RJTvAEpq0A/s1600/432lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJYpvScpppD3K2TSS_-401Oync2vQINrWPOC9WXnlf8eF1rs_-BgrMeZ_n40YhKfd6yaaMaiwwz0qZqQaBfjFjriKEC-qE3UHOQPLIaENeY0cpSv6G7zDDwgSMQaF3nTbO8RJTvAEpq0A/s1600/432lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;">JWN 908 in better days.
Photographed at St. Mary's Church, Swansea </span></i><br />
<i><span style="font-size: x-small;">when still quite new and
displaying its original fleet number, 432. </span></i><br />
<i><span style="font-size: x-small;">The bus was allocated to
Pontardawe depot for most of its life with SWT </span></i><br />
<i><span style="font-size: x-small;">and was used on Swansea Valley services.</span></i></td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWXhB7y0Uy6NTtrrOMzl5WfvYYJWIeUG6kEkrp5iq5LYfezbTbJAMPLkLYQBRn4WLcO8jb7dC4eVe0yV8EKAbFgxVTZaSLW7jDLMMQ3Wt_d77Geyx5FLRU11jakJnEMlfTVG64KrmAxKQ/s1600/1181lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWXhB7y0Uy6NTtrrOMzl5WfvYYJWIeUG6kEkrp5iq5LYfezbTbJAMPLkLYQBRn4WLcO8jb7dC4eVe0yV8EKAbFgxVTZaSLW7jDLMMQ3Wt_d77Geyx5FLRU11jakJnEMlfTVG64KrmAxKQ/s1600/1181lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;">JWN 908 a few years later at
Kingsway Roundabout, Swansea, carrying fleet number 1181. </span></i><br />
<i><span style="font-size: x-small;">All of SWT's
lowbridge double deckers were renumbered in the 11XX series </span></i><br />
<i><span style="font-size: x-small;">from 1958
onwards. </span><span style="font-size: xx-small;">Picture: R.H.G.Simpson</span></i></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_-OaBAM8iOlN16uA6u5jWA1ZdAZusW4ywcQZbThyphenhyphencDCeZ7JlLIj4nw96XGmGRofU7vo_uE_ETChyU_xHOHPp1W3VG5IgZUqx7zGr0PsXyoS67IBsigqAzJi297vpFd6TJAnZa7e9Xdeg/s1600/1182lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_-OaBAM8iOlN16uA6u5jWA1ZdAZusW4ywcQZbThyphenhyphencDCeZ7JlLIj4nw96XGmGRofU7vo_uE_ETChyU_xHOHPp1W3VG5IgZUqx7zGr0PsXyoS67IBsigqAzJi297vpFd6TJAnZa7e9Xdeg/s1600/1182lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;">Sister bus 1182 (JWN 909) during
its final days with SWT </span></i><br />
<i><span style="font-size: x-small;">illustrating the later condition of these
vehicles, with a modified radiator grille.</span></i></td></tr>
</tbody></table>
<div style="text-align: center;">
</div>
JWN 908 was withdrawn from service in 1965, being sold to Safford & Son, Little Gransden (Cambridgeshire)in December of that year. In December 1968 it passed to dealer Passenger Vehicle Sales at Canvey Island and from there it was exported, being acquired by Nancy Taylor Career Courses, Watchung Avenue, Plainfield, New Jersey, USA by August 1969.<br />
<br />
By June 1978 it had passed to Jane Boehmer, General Learning Press, Morristown, New Jersey and then in April 1979 to Eric A Friis, Oak Ridge, New Jersey.<br />
<br />
By March 1980 it was in the ownership of Don J. Roe, of Landing, also New Jersey. It was used as a shuttle bus for an Irish bar named Muldoon's Saloon somewhere in the Lake Hopatcong area. It was probably at this time that it was painted green. Latterly it was apparently laid up as an 'eyecatcher' for the bar by the side of Route 10, probably from about 1988 which was when the licence plate expired.<br />
<br />
In May 1996 it passed to George Dolan of Gasoline Alley, Kennedy Boulevard, Bayonne, New Jersey. Under this ownership the roof and upper window pillars were removed, the intention was to replace it with a canvas roof. The rear window was also replaced with a larger sliding one.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipHo-vy2v_v5J2NRwZloYkm8lV54o0QHheinNvd5PoTCW549S967KxEk0yzJosABv_kc-xw1PL98K0d33OkNhyphenhyphenZNvOl0ERzRFw_-JD_Hup0LFyt5F6OwPC6Iet6VYvRZfwBWs44SCEpoo/s1600/JWN9085.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipHo-vy2v_v5J2NRwZloYkm8lV54o0QHheinNvd5PoTCW549S967KxEk0yzJosABv_kc-xw1PL98K0d33OkNhyphenhyphenZNvOl0ERzRFw_-JD_Hup0LFyt5F6OwPC6Iet6VYvRZfwBWs44SCEpoo/s1600/JWN9085.jpg" height="300" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"> JWN 908 is
loaded onto a truck at Southampton </span></i><br />
<i><span style="font-size: x-small;">by somewhat unconventional means...</span></i></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuAOoWxx5bGRSbxIdGwZXGhwmw4q0Fy2LcjqZr00fI-pLLpp1-8792B03WeqQDATjfcEGdP8nWya_CQz2651CiBG_tGqer-td_8Zos3YLR9HUXS6kiLlxo-F-jLvsq80iRp4n6FApBxI0/s1600/JWN9086.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuAOoWxx5bGRSbxIdGwZXGhwmw4q0Fy2LcjqZr00fI-pLLpp1-8792B03WeqQDATjfcEGdP8nWya_CQz2651CiBG_tGqer-td_8Zos3YLR9HUXS6kiLlxo-F-jLvsq80iRp4n6FApBxI0/s1600/JWN9086.jpg" height="300" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div align="left">
<i><span style="font-size: x-small;">..and arrives safely at its new home
in South Wales, </span></i><br />
<i><span style="font-size: x-small;">19th September 2005. </span>
<span style="font-size: xx-small;">Pictures courtesy Ray Evans.</span></i></div>
</td></tr>
</tbody></table>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-70365106026159586932014-11-27T19:23:00.003+00:002014-12-12T12:05:13.266+00:00The Famous 400s<div style="text-align: center;">
<b><span style="font-family: Arial; font-size: small;"><span lang="en-gb">(First
published in the South Wales Evening Post, Monday January 12 2004.)</span></span> </b></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhFBZO8qofhKKwOuJaeH6eT_tZlowxogoJOg_04z8Q2lVvfwz3MZqyrpKdrrpcir5_2dxPUBu30c02MfTT0cv-bo-NKL8x7_ULwAFxtOrIsl2tEYiOIx2qanzPclZfzS7ZU3Rl5u3CHBn0/s1600/400+4a.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhFBZO8qofhKKwOuJaeH6eT_tZlowxogoJOg_04z8Q2lVvfwz3MZqyrpKdrrpcir5_2dxPUBu30c02MfTT0cv-bo-NKL8x7_ULwAFxtOrIsl2tEYiOIx2qanzPclZfzS7ZU3Rl5u3CHBn0/s1600/400+4a.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">A rare colour shot of
one of the 400s in action. </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">This is 487 passing Singleton Park on Sketty
Road en route for Langland Bay on service 87.</span></span></i></td></tr>
</tbody></table>
No former commercial vehicle manufacturer has a greater following amongst the transport enthusiast community than the Middlesex based AEC company. Even though it was eventually absorbed into the giant Leyland group -itself now history - AEC had a long heritage not only as "Builders of London’s Buses" but as the manufacturer of many thousands of vehicles worldwide, providing reliable daily transport for the citizens of Lisbon, Teheran and Sydney, amongst others.<br />
<br />
The AEC legacy lives on in the many hundreds of vehicles now in preservation and in the substantial number of 1960s built ‘Routemaster’ buses still to be seen on the streets of central London.<br />
<br />
<b>Difficult</b><br />
South Wales once was part of the AEC empire. In particular, South Wales Transport often tried out new designs in service on its difficult operating territory in Swansea; the steep hills were found to be an excellent proving ground! SWT also was often amongst the forerunners when it came to purchasing large numbers of new designs having, it can be assumed, seen the prototypes operating successfully!<br />
<br />
Of the many AEC bus designs which operated in this area, the ‘400s’ are well remembered. The name refers to a batch of AEC Regent Mark Five double deckers numbered in the 400 series and whose most distinctive trademark was the growling AV470 engine, often heard several streets away! Perhaps they weren’t really that loud; there was less traffic in those days...<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhA-FqhIwC_gwJnx0upOKCRgXHe_BqzoAtMobMyxYlvofx2puPQtIcnxWHqFMnMyPpg3rOEyfXp-1_pDssLZmkvqS-kbLTso1fu7ZBftkyNwApF162nBYIy3TQ_1ertXfZFVSOa59ku3CA/s1600/400+3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhA-FqhIwC_gwJnx0upOKCRgXHe_BqzoAtMobMyxYlvofx2puPQtIcnxWHqFMnMyPpg3rOEyfXp-1_pDssLZmkvqS-kbLTso1fu7ZBftkyNwApF162nBYIy3TQ_1ertXfZFVSOa59ku3CA/s1600/400+3.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">482
at rest at Brunswick Street garage, Swansea.</span></span></i></td></tr>
</tbody></table>
The buses first came into the SWT fleet in 1955 with deliveries continuing until 1957. The earliest examples were amongst the first production Regent Mk.Vs, carrying chassis numbers 003 upwards, underlining SWT’s willingness to purchase new designs.<br />
<br />
There were three basic varieties of ‘Four Hundreds’; normal height with Weymann bodywork, normal height with Willowbrook bodywork and the low height Weymann design. All had their entrances at the rear.<br />
<br />
<b>Smart</b><br />
The first deliveries were the normal height Weymann type (numbered 440 to 449, MCY 400-409), looking very smart in their deep red and cream livery. Indeed, the type was the last to carry the cream waistband which was a feature of the 1960s fleet.<br />
<br />
The earliest examples were allocated to Llanelli and some had platform doors at the rear - unusual in the SWT fleet and reportedly for use on the Llanelli to Swansea service 2.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgewKBWtFRvwt4fwHQOqSGQKfB7qbC177AwCWSxsbY9D_Yjuv6WworNXLY55nCVSI_4SjY-h29VieIY2y2DlMUZ5T3RAJaRxA3zNPx9nh2En77euxlWmcy17sQxDYoLrfFjF_4aSFaT-Tk/s1600/447a.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgewKBWtFRvwt4fwHQOqSGQKfB7qbC177AwCWSxsbY9D_Yjuv6WworNXLY55nCVSI_4SjY-h29VieIY2y2DlMUZ5T3RAJaRxA3zNPx9nh2En77euxlWmcy17sQxDYoLrfFjF_4aSFaT-Tk/s1600/447a.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Recreating a scene from yesteryear, </span></span></span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">447 waits at the bus shelter near
Llanelli Rail Station. </span></span></span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Incidentally, the blue post was a survivor from Llanelly (sic) trolleybus days</span></span>.</span></span></i></td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi74eoDV_1JTBib0zbzCsr40C2c0P8_4GI7lOppW52EULEek9K62NcFuj4XrBYrulPdPto2yAM1sK_HGcV49bZPGlrjI2DZjlclUzTv_Yub6ZdYhMF2CFzSUUmSYSe402qhHPyB5v_kLGg/s1600/447b.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi74eoDV_1JTBib0zbzCsr40C2c0P8_4GI7lOppW52EULEek9K62NcFuj4XrBYrulPdPto2yAM1sK_HGcV49bZPGlrjI2DZjlclUzTv_Yub6ZdYhMF2CFzSUUmSYSe402qhHPyB5v_kLGg/s1600/447b.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Sole survivor, 447 (MCY 407) on its old stamping ground at Llanelli.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: center;">
</div>
Fortunately number 447, complete with platform doors, has been preserved in original livery, appropriately in its old stamping ground at Llanelli.<br />
<br />
Coinciding with the delivery of the first batch were 450-459 (MCY 410-419). These had low height bodies with a sunken gangway and bench-type seating on the upper deck. Generally they were used on interurban services between for example, Swansea and the Swansea Valley. They were renumbered in the low height series as 1189-1198 in 1958.<br />
<br />
Further high bridge examples were delivered in 1956 (460-480, NCY 451-471) and 1957 (481-500, OCY 664 -683). These were all of the Weymann type except 491-500 which were of the rounder appearance Willowbrook design.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQzBHx6ALyUI2-mdOt4NUGXZ0MlEFOle63hDFiNyuunMA9S1jKtvS_Jbga-1Mnu7IHoEz441b78_946bCyPt4CP0p8wXA8YOpcWgURdJ8HhsVqTun6EexuHEzjpsdujXGaOJLlmYpNV_U/s1600/400+2.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQzBHx6ALyUI2-mdOt4NUGXZ0MlEFOle63hDFiNyuunMA9S1jKtvS_Jbga-1Mnu7IHoEz441b78_946bCyPt4CP0p8wXA8YOpcWgURdJ8HhsVqTun6EexuHEzjpsdujXGaOJLlmYpNV_U/s1600/400+2.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">A
wet day in Caer Street, Swansea. 487 illustrates the Weymann bodied
variety,</span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"> followed closely by 494 with Willowbrook behind.</span></span></i></td></tr>
</tbody></table>
By now the Four Hundreds formed a sizeable part of the SWT fleet and could be found on a variety of work. In Swansea they will be best remembered for shuttling back and fore between Alexandra Road and Sketty (later Sketty Park) on route 74 or crawling across Townhill on crowded summer services from Morriston to Caswell Bay.<br />
<br />
<b>Film</b><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEfY9Jz_yJ7fxlvq35nWqXudXQhzeY7q15JzO4eC65NX2kO5Vjnf0gx5MGOpcOkskbbWDiEk9UP5lxIaXENrNTMpIlUVT1O0cV5XiFLLwUnsGbln1f_SOmE0O0JLUukzsLYAL6Jz5kjd8/s1600/400+1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEfY9Jz_yJ7fxlvq35nWqXudXQhzeY7q15JzO4eC65NX2kO5Vjnf0gx5MGOpcOkskbbWDiEk9UP5lxIaXENrNTMpIlUVT1O0cV5XiFLLwUnsGbln1f_SOmE0O0JLUukzsLYAL6Jz5kjd8/s1600/400+1.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Celebrity 476 when new. It later appeared in the 1961 film, '</span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">Only Two can Play' starring
Peter Sellers, scenes for which were shot in Swansea.</span></span></i></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggr_R5toxIfYPyUzwBc97C3XDeztdwcZLswax5BwM1COnZK0N-R-uUdrsTHgIv0cJRavAnZfG7sr1xsAEgwS1exFBYomOAZ46bdMH8nQjRiEJZiJWpXcwivo_bmdH9bUZHx15G3yXTVc8/s1600/476f.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggr_R5toxIfYPyUzwBc97C3XDeztdwcZLswax5BwM1COnZK0N-R-uUdrsTHgIv0cJRavAnZfG7sr1xsAEgwS1exFBYomOAZ46bdMH8nQjRiEJZiJWpXcwivo_bmdH9bUZHx15G3yXTVc8/s1600/476f.jpg" height="640" width="299" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb"> Stills of 476 (NCY 467) taken from the 1961 film, '</span></span></i><span style="font-size: x-small;"><i><span style="font-family: Arial;"><span lang="en-gb">Only Two can Play' starring
Peter Sellers.</span></span></i></span></td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1FGMV_ZPupeS3QiEdu8579X-nDBG9atRlbFgj_J2nRuG2skCaDlEj-LyzFGDTQb_TaLXZbGJgq5OL1KsK-zZHthSJMvCCJj7FjcygroW0moqajrhECZUdY6DQ11rq416Mg2rcNsZ3aO8/s1600/NCY467.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1FGMV_ZPupeS3QiEdu8579X-nDBG9atRlbFgj_J2nRuG2skCaDlEj-LyzFGDTQb_TaLXZbGJgq5OL1KsK-zZHthSJMvCCJj7FjcygroW0moqajrhECZUdY6DQ11rq416Mg2rcNsZ3aO8/s1600/NCY467.jpg" height="204" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: x-small;"><i>NCY 467 once again - by now a training vehicle at Brunswick Street depot.</i></span></span></td></tr>
</tbody></table>
As is often the case, one of the batch (476, NCY 467 of 1956), became something of a celebrity when it appeared in the 1962 Peter Sellers film, ‘Only Two Can Play’. For some reason, the same bus also appeared in a company promotional film and in 1967 was chosen for continued service as a driver training vehicle. After all this the bus passed to Port Talbot Borough Council as a mobile workshop where it lasted until the mid seventies - it was later scrapped, but would have been an excellent preservation candidate!.<br />
<br />
The Willowbrook bodied examples, having spent their early years in Swansea were later transferred en bloc to Llanelli. At around the same time they each lost their cream waistbands and saw out their days in overall red, 496 and 498 lasting until 1974 as driver training buses. The pair were last seen on the scrap line at Neath, eventually being towed to Yorkshire for breaking.<br />
<br />
<b>Withdrawn</b><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYeF891KXEXgfg7GY_s6sQbp2_G3XXmyIAX-aYVYukDMV5UEO6u6FlemUl9B-ZJ_c4KzWWSmXfvCddPQweO_8yico_QK3bf9ndlyO3NvteGLuW10rWO_ndaf0lLt7VlcHP14VnpQDPDfg/s1600/483.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYeF891KXEXgfg7GY_s6sQbp2_G3XXmyIAX-aYVYukDMV5UEO6u6FlemUl9B-ZJ_c4KzWWSmXfvCddPQweO_8yico_QK3bf9ndlyO3NvteGLuW10rWO_ndaf0lLt7VlcHP14VnpQDPDfg/s1600/483.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">Its
working days at SWT over and with fleetnames and numbers painted out, </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">483
and a sister await their fate at Ravenhill Depot, Swansea, in 1967. </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">483
was later sold to S. Margo of Croydon and subsequently</span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"> to Scutt of Owston
Ferry. </span></span></i></td></tr>
</tbody></table>
<div style="text-align: center;">
</div>
The Four Hundreds were taken out of service by between 1966 and 1968. The writer remembers seeing lines of these vehicles awaiting disposal at Ravenhill in 1967-68. In those days, buses were withdrawn as batches based on age, rather than because of the condition on particular vehicles.<br />
<br />
Many of them therefore had several years of life left in them and were soon snapped up by operators such as Smiths of Reading or Ledgard of Leeds and once again found themselves in front line service. Others passed to contractors and a variety of minor operators including one who used ran hop-pickers’ services in Kent.<br />
<br />
And so, a well-loved type passed into history with 447 now as the last known survivor of the SWT ‘Four Hundreds’.<br />
<br />
It is worth noting that when SWT had purchased early examples of AEC Regent Vs in 1955, it would clearly, eventually, become amongst the first to take them out of service. SWT was totally unique at that time in replacing one batch of Regent Vs with a more modern version of the same marque; these were to become known as the ‘Six Hundreds’ and remain a story for another day!Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-34489594509305863142014-11-27T18:35:00.002+00:002014-12-03T15:34:42.387+00:00Beating the Bridges<div style="text-align: center;">
<span style="font-size: small;"><b><span style="font-family: Arial;"><span lang="en-gb">(Main article first
published in the South Wales Evening Post, 'Time Travels' supplement, 29th
April 2000.)</span></span></b></span></div>
The current trend towards low-floor buses brings back memories of a similar trend in the 1950s and ‘60s, when manufacturers were seeking to reduce the height of buses.<br />
<br />
At that time it was the need to negotiate low bridges, rather than assist mobility impaired customers, which was the reason for the new designs. South Wales Transport had developed in the 1960s a strong policy of purchasing AEC vehicles. Indeed, Swansea’s hilly territory seemed an ideal testing ground for new vehicles and strange-liveried prototypes could often be seen in action in Swansea, working alongside SWT’s fleet.<br />
<br />
<b>Bridgemaster</b><br />
When, in 1956, AEC began to trial a new low-floor, low-height double decker – named the Bridgemaster – it was almost to be expected that SWT would take one on trial.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQAzILJlGtt78w2hE6m4B-_fKm6Jb1gYuUqGJUHOXNJunwNf_bi3i3_-ZXKDai1_iTcvKwb5xmEEs3t1JbdszLlZeLZX0cn5rJ7rz0NVdsMWNZxOK2KnY2BO8qmLHB6uivHYbZTHHul5U/s1600/60mmdlr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQAzILJlGtt78w2hE6m4B-_fKm6Jb1gYuUqGJUHOXNJunwNf_bi3i3_-ZXKDai1_iTcvKwb5xmEEs3t1JbdszLlZeLZX0cn5rJ7rz0NVdsMWNZxOK2KnY2BO8qmLHB6uivHYbZTHHul5U/s1600/60mmdlr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">Bridgemaster
prototype and demonstrator 60 MMD. </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">This Crossley bodied example was
eventually absorbed</span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"> into the SWT fleet as no. 1213, having carried SWT
livery from new, </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">as shown here. </span></span></i></td></tr>
</tbody></table>
In fact, the third prototype, registered 60 MMD, was finished in SWT livery and, having toured other operators around the country, eventually was absorbed into the SWT fleet as number 1213. This unique vehicle had a Crossley body and many detail differences from the fleet of 22 ‘standard’ Bridgemasters which SWT subsequently purchased.<br />
<br />
The type became quite popular amongst enthusiasts, if not always drivers, and for those who lived on the Tycoch and Brynmill to Port Tennant to Grenfell Park services (33, 35, 75 and 76) the Bridgemasters were an everyday sight.<br />
<br />
They even strayed as far as Neath and Aberavon Beach on services which also required low-height vehicles because of low bridges at St. Thomas.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgju4EyI52gpGAg1LtBk1GDw0I0pl_yp6c1if8Z9oPJb6LnLY9KTtO2ZhqPqXDbkae1Dy2QQtLxvjA4uxGVQImjXgyIlheywQhdXJZPDrpjbMyQKcZGWFuScOJpQHHMPafMKWPQbPayQmY/s1600/1202.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgju4EyI52gpGAg1LtBk1GDw0I0pl_yp6c1if8Z9oPJb6LnLY9KTtO2ZhqPqXDbkae1Dy2QQtLxvjA4uxGVQImjXgyIlheywQhdXJZPDrpjbMyQKcZGWFuScOJpQHHMPafMKWPQbPayQmY/s1600/1202.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">Park Royal rear entrance example 1202. </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">The side destination indicators were eventually
panelled over.</span></span></i></td></tr>
</tbody></table>
The first batch, numbered 1199-1207 were of the rear entrance design and were built in 1959. All previous ‘low bridge’ buses had consisted of a sunken upper deck gangway and bench seats in order to keep the vehicle height down.<br />
<br />
<br />
A green and cream interloper also appeared on the scene in 1959-60.
This was 80 WMH, a further demonstrator and similar in layout to the
earlier rear entrance vehicles.<br />
<br />
<b>Integral</b><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgn7t7XHKN8uZta1uZM7gwLjl_VO_i6-m3IBTw8_NfS6F-X7reCAt9bAHIE76WUm27Lv2PySI0f1x6VxZt087HXN7ti45yGYhlOzm0VxMP71h5dxHYl_GF2hqT5ZnUh3ByjBbA9AhHr3_k/s1600/1212.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgn7t7XHKN8uZta1uZM7gwLjl_VO_i6-m3IBTw8_NfS6F-X7reCAt9bAHIE76WUm27Lv2PySI0f1x6VxZt087HXN7ti45yGYhlOzm0VxMP71h5dxHYl_GF2hqT5ZnUh3ByjBbA9AhHr3_k/s1600/1212.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">One
of the very square-looking front entrance examples, </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">this is 1212 (WCY 892).</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
Bridgemasters were of an integral design; chassisless and with front and rear running units arranged in a similar fashion to the London Routemasters which are still to be seen today.</div>
<br />
Air suspension produced some lively rides, especially over poor roads! The second batch of SWT Bridgemasters, built in 1960-61, were of a very square, front entrance design and entered the fleet as 1208-1221. 1214 had been exhibited at the Commercial Motor show and boasted, amongst other detail differences, fluorescent interior lighting – considered to be very advanced on a road vehicle in the early 1960s.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYvt4N8aWKj8weWZTgoNeI2GD-idITvjDCweT61ZrhCtPJWgVzbB711ZXPIEZZcZ9FLudKvfTahu8yzp2xi7GdEroR-4KRpiO1nUntUDv24mR8HzxUmBpttUc2ALAl_vio9OArVzoTe0k/s1600/bmint.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYvt4N8aWKj8weWZTgoNeI2GD-idITvjDCweT61ZrhCtPJWgVzbB711ZXPIEZZcZ9FLudKvfTahu8yzp2xi7GdEroR-4KRpiO1nUntUDv24mR8HzxUmBpttUc2ALAl_vio9OArVzoTe0k/s1600/bmint.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">Interior lower deck view of one of the SWT Park Royal rear entrance
Bridgemasters.</span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"> Note the low-slung gangway and the rear facing front seats; </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"> passengers always resisted sitting on these until the bus was absolutely
full!</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
<b>Withdrawal</b></div>
The fleet spent most of its working life on the routes mentioned above, although towards the end of their careers some were transferred away from Swansea and numbered in the 872-880 series.<br />
<br />
Withdrawal came between 1969 and 1971 and thereafter the vehicles appeared with a number of dealers and other operators, notably a sister company to SWT, Yorkshire Woollen. Numbers 1204 and 1213 were later exported to the USA and may even still exist. 1209 and 1211 were exported to Canada, and reports indicate that they were eventually burnt out.<br />
<br />
<b>Postscript </b><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNMxCoX7q0FoaWHyto0M_ToHaZbJsBtNvC3zmc3jB6hWj_T0sJ-stB9-N-riCqKGh4yyyIUA7ppwWypBeEbQb9i3dd7rid5PZqNtVVXxfgIwrvMbh8sRBeM1LjdsmkanjxqorZh7gxiHo/s1600/261014+003.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNMxCoX7q0FoaWHyto0M_ToHaZbJsBtNvC3zmc3jB6hWj_T0sJ-stB9-N-riCqKGh4yyyIUA7ppwWypBeEbQb9i3dd7rid5PZqNtVVXxfgIwrvMbh8sRBeM1LjdsmkanjxqorZh7gxiHo/s1600/261014+003.JPG" height="425" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Preserved 1959 AEC Bridgemaster/Park Royal H41/31R 1203 (UCY 837) at Swansea Bus Museum on 26th October 2014.</i></td></tr>
</tbody></table>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-69212372783036514092014-11-26T21:59:00.002+00:002014-11-26T22:00:43.881+00:00A Midland Red S15 on Townhill? Yes, it did happen!<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiD9QDfakxq5-mUYrYgJYjrjw1LvEUxLOeYBqnVERwTLEIrdv2PFqOA2PwLX7hSQ2aGAZvG_sWeABIKVMuOIwNTQgnA-C9PTiWTJ0t3YHS23g4hKMgkOVjy59TUJRSRW7e-PQchMtobwgo/s1600/S15.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiD9QDfakxq5-mUYrYgJYjrjw1LvEUxLOeYBqnVERwTLEIrdv2PFqOA2PwLX7hSQ2aGAZvG_sWeABIKVMuOIwNTQgnA-C9PTiWTJ0t3YHS23g4hKMgkOVjy59TUJRSRW7e-PQchMtobwgo/s1600/S15.JPG" height="412" width="640" /></a></td></tr>
<tr align="center"><td class="tr-caption"><i>Brunswick Street, depot 1957</i><u><br /></u></td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: left;">
This view of Brunswick Street depot, Swansea shows Regent V 481 OCY 664 ready for its next job. Nothing unusual about that.</div>
<br />
But look in the pit area! It's Midland Red S15 4644 (644 AHA), marked for service 12 (Townhill).<br />
<br />
So, did a Midland Red S15 really work to Townhill?<br />
<br />
The answer is yes. It has been recorded elsewhere that four S15s were loaned to BET companies as demonstrators when new in 1957/8 as BMMO was contemplating offering the type on general sale. Clearly, SWT was one of those companies and was well known for trialling new designs in the fifties and sixties.<br />
<br />
The photo would bear out a date of c.1957/8 (481, new in 1957, still has square wings) and the depot itself is in unrebuilt condition (this took place much later, in 1963).<br />
<br />
Further evidence comes from the following cutting from the SWT staff magazine, 'Ein Newyddion' of November 1957:<br />
<br />
<div style="text-align: center;">
<img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwjNrWUw6d98KBPgggCMpCy2hdnT4VXBRvsldjz9yjtBMoeqkXk6d8D8527RnCgtw5RQem5e8Ucaj67B41Uf-b3CBMAKesiD9ZnG-TyWPVjvlqCvSSjZPoxHVkOxq2E68a58H_5Z4rg08/s1600/S15%5B1%5D.JPG" height="254" width="400" /> </div>
<div style="text-align: center;">
<br /></div>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-29970384585603488272014-11-26T21:29:00.004+00:002014-11-29T22:39:29.783+00:00Townhill Trails<b>A look back at the buses which operated on 'The Hill'</b><br />
<br />
<span style="font-size: small;"><b><b>(First published in the
South Wales Evening Post, Monday 20 September 2004.)</b> </b></span><br />
<br />
In the rough and tumble of daily life, it is doubtful whether many people have the time to consider the origins and history of their local bus route. After all, most people’s interests in such matters are understandably utilitarian.<br />
<br />
One of Swansea’s busiest routes, however, does warrant special consideration – that serving the Townhill area via the very steep Mount Pleasant Hill.<br />
<br />
Exactly how to provide public transport on Swansea’s steepest hills had exercised minds for a number of years. At the turn of the last century a cable tramway on Constitution Hill had ended in financial failure and the electric street tramway network could only handle relatively easy gradients.<br />
<br />
Swansea Council’s substantial housing developments at Townhill and Mayhill put further pressure on transport operators and eventually, in the early ‘twenties, SWT identified a solution – in Switzerland.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbQj8uFj_xglRv7Ikvjt9Y6gv89fkPdzQip5JbfQ7mhBx5mgDVSPGYHkAcBcM4PluPrmLXDrGHGGgibzxaf8WrOtugsK2wBpjCZRRTCrY825ITqzDmKg0wqOMnpkH1UZoCG093EdtVNMo/s1600/hill+1a.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbQj8uFj_xglRv7Ikvjt9Y6gv89fkPdzQip5JbfQ7mhBx5mgDVSPGYHkAcBcM4PluPrmLXDrGHGGgibzxaf8WrOtugsK2wBpjCZRRTCrY825ITqzDmKg0wqOMnpkH1UZoCG093EdtVNMo/s1600/hill+1a.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">One of the
Swiss built Saurer buses near the bottom of Mount Pleasant Hill.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
In 1926 the company purchased a batch of Swiss-built Saurer buses which were fitted with ratchet brakes to prevent them running backwards. Public concerns over safety resulted in the company offering free travel for the first three days of the new service, in a bid to entice people to travel. Further similar vehicles were added into the fleet in 1930.</div>
<br />
From those days until relatively recently, the single deck buses used on Townhill have been types which have been specially modified to suit the gradient which varies from 1 in 13 to 1 in 5.6 at its steepest. These vehicles, therefore, hold special interest although the extra wear and tear on brakes and transmission units has always meant higher running costs.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEfDWCh_s_FDPAu7GtRH7vCOGzGlXPdXyf_2pOFfdSo2YpK4ghmeGTuw7DJp1mRS7kwK8iAnKyUCgi22YObjOcHeDVko3E6Pso7o5z_V-oAuiSiATyyYsHrTBBXT8NprLU7G4urAD3VNA/s1600/Hill+2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEfDWCh_s_FDPAu7GtRH7vCOGzGlXPdXyf_2pOFfdSo2YpK4ghmeGTuw7DJp1mRS7kwK8iAnKyUCgi22YObjOcHeDVko3E6Pso7o5z_V-oAuiSiATyyYsHrTBBXT8NprLU7G4urAD3VNA/s1600/Hill+2.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">An AEC
Renown six-wheeler. Poor road holding meant that Swansea Council</span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"> had to
grit the roads on wet days.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
Following on from the Swiss Saurers, British built AEC Renown six-wheelers were purchased in 1933 and 1934. These were the first diesels delivered new to SWT and were fitted with 8.8 litre “oil engines”. The lower axle weight of the six wheelers presented an additional problem in wet weather as they were prone to loss of traction on the greasy surfaces. The Borough Engineers Department attempted to resolve the issue by gritting the road on wet days!</div>
<div style="text-align: left;">
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEheY2QMX44Rn0A_hW-noNlqt3copXMH4eKTFvmoEh83ZhnfXpM48RfO2cMqR8-1XabpZWkRxamYKNaxscVonZWN532xjO3OhLi5ZjZ10xoCfoQHpmfjNdvnPV7nB2A56hm535Y9f6FqiSc/s1600/Hill+3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEheY2QMX44Rn0A_hW-noNlqt3copXMH4eKTFvmoEh83ZhnfXpM48RfO2cMqR8-1XabpZWkRxamYKNaxscVonZWN532xjO3OhLi5ZjZ10xoCfoQHpmfjNdvnPV7nB2A56hm535Y9f6FqiSc/s1600/Hill+3.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">A rare
shot of one of the Daimlers. This is a former demonstrator, </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">but these were
recorded to be reliable buses. </span></span></i></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYkZfsHJmvapv536_Mte4wJ55lIHZ8x_yEpUoRwMKns0An4bohaiTRUyHs_Qx-6VK5ofmoUqZOrmahJS6ZYMuAXrxanEnLn0n9SyPv5gqNpNWW-PRvgBtRA-Acfy4j4TmFdcRhK_orM7Q/s1600/Hill+4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYkZfsHJmvapv536_Mte4wJ55lIHZ8x_yEpUoRwMKns0An4bohaiTRUyHs_Qx-6VK5ofmoUqZOrmahJS6ZYMuAXrxanEnLn0n9SyPv5gqNpNWW-PRvgBtRA-Acfy4j4TmFdcRhK_orM7Q/s1600/Hill+4.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">A SWT AEC
Q. Note the single rear wheels – these also had problems gripping the
road.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
It is clear that further attempts were being made to find suitable buses for Townhill and several different types of vehicle were tried in subsequent years. In 1935, five Daimler single deckers with low axle ratios and five speed gearboxes arrived, accompanied by five ground breaking AEC Qs. The jury is still out on whether the design of the latter was ahead of its time, or a dismal failure. Either way, the side mounted engine meant that modified suspension was required and this type again was prone to losing its feet on damp roads. The Daimlers are reputed to have been very reliable, although expensive buses.</div>
<br />
More AEC Renowns appeared on the scene in 1939. This time, both rear axles were driven in a bid to resolve the traction problems. Preselective gearboxes had become standard by now, the philosophy being that this minimised the risk of a missed gear and therefore of the bus running backwards.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjAX8sQIsJqK0KWiyUw6v7XEWXmwoBvYUqszIJ6-vH8jmBhi4mUczKKcHf0GMd2xnoQ2GLmdbPuKeSoWR4VOQLl1w16PaUpr8tYSI1UdoTG-4qL7Gk5tX7K_ugYpU9UwpK30XlCcrgqiU/s1600/Hill+6.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjAX8sQIsJqK0KWiyUw6v7XEWXmwoBvYUqszIJ6-vH8jmBhi4mUczKKcHf0GMd2xnoQ2GLmdbPuKeSoWR4VOQLl1w16PaUpr8tYSI1UdoTG-4qL7Gk5tX7K_ugYpU9UwpK30XlCcrgqiU/s1600/Hill+6.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">FWN 506
was one of the 9.6 litre engines AEC Regals purchased in 1949. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">In the days
before Orchard Street was constructed, services terminated at Dynevor
Place </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">although at times this alternated with Trinity Place as postwar
reconstruction progressed.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
No further new vehicles for Townhill were purchased until well after the end of the war. In 1949 a batch of AEC Regal IIIs appeared on the scene. These were of a much more standard design when compared with the types that had been used hitherto, although when new their air brakes had a two-stage action for which drivers had to be specially trained. Poor driving usually led to fierce braking causing discomfort to passengers and heavy brake liner wear. Following an experiment with one vehicle in September 1949, all eighteen similar buses were subsequently modified to more conventional braking.</div>
<div style="text-align: left;">
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipHK86bCzZxJQBxtA1Q-vztpf4RGh5lm4jgk5X6GhUhvwewfFfSGyjDs8I42A80LRWhGuqNH2pkYwVb3jeKy1rpPhyphenhyphenq6g76P1ngM16Uq5367vVPAkSXwmtleM2Y0SuNiRYh75QyMTOTW4/s1600/Hill+5.JPG" style="margin-left: auto; margin-right: auto;" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">Another
demonstration vehicle, on trial on the Townhill route. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">NLP 635 was an AEC
Park Royal Monocoach, predecessor to the Reliance. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">Manufacturers were keen
to see how new models could stand up to conditions on Townhill.</span></span></i></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjK0wKPoZD7RqOV6m2TB_irVnUje8tMQcuepI-oCQH2-uFJQ5Ji95XzJMYyxHPfkr9Q0j4A9OQfkwrxHy43cpnABaIainaUl9DfCovQClalvftewKNwJt-E77tlQMmOCnZ8WUIBXZtQHGk/s1600/Hill+9.JPG" style="margin-left: auto; margin-right: auto;" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">A splendid
view across Swansea as 1955-built AEC Reliance 808 </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">(renumbered 1808 in
1961) grinds up the grade. These buses did sterling service on</span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"> the hill
day in and day out for many years and were a tribute to their
manufacturer. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">Note the lack of high-rise buildings in Swansea and the
white bridges of</span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"> the large number of ships being worked at Swansea Docks.</span></span></i></td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: left;">
In 1955 the new AEC Reliance design made its debut in the fleet. Eight were purchased and carried the distinctive cream Park Royal ‘wings’ on their fronts. These were of semi-automatic configuration, again, to allay fears about missed gear changes. These robust little 44-seat buses were arguably amongst the most successful ever operated on Townhill and became very much icons of the service; having battled up and down day in and day out, they lasted in the fleet until the early 1970s.</div>
<div class="separator" style="clear: both; text-align: left;">
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBopOdFepOozt1fewekl920OZoOQdNNnj9qVc26Ah7O7z1xhcyURpdK2zk-bnSZYAPvje3ERB0-WLAMivSd0a_PpWmNoy4kMYylSiqWptBI2_zclgdsldnT0VmKoX8VgwgSvU5FToyxFM/s1600/Hill+7.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBopOdFepOozt1fewekl920OZoOQdNNnj9qVc26Ah7O7z1xhcyURpdK2zk-bnSZYAPvje3ERB0-WLAMivSd0a_PpWmNoy4kMYylSiqWptBI2_zclgdsldnT0VmKoX8VgwgSvU5FToyxFM/s1600/Hill+7.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">TCY 665
was a 1962 AEC Reliance with Marshall bodywork. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">This was one of the last
30 footers built for Townhill.</span></span></i></td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: center;">
</div>
Updated versions of the AEC Reliance, but with a much more plain 45 seat bodywork design, followed in 1960, 1961 and in 1962. For the technically minded, these were fitted with what was known as ‘dry sump’ lubrication with a separate lubricating oil tank, to prevent oil starvation on the hill. Curiously, certain of these vehicles later carried advertisements for a furniture store pasted flat on their roofs.<br />
<br />
Also in 1961, the Reliances used on Townhill were renumbered in the 1800 series to distinguish them from similar buses not equipped for the hill.<br />
<br />
A change to the law in 1961 meant that future single deckers could be of 36 foot (11 metres) length, as distinct from the 30 footers which had been permitted since 1950. Although several of this length appeared elsewhere in the SWT fleet, the first bought specifically for Townhill appeared in 1968-69 and were numbered in the 1900s.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6SVxG1RnuJTsqRE2sEspzQR7-adnSSDf4Q1_5Cs1q3TSJNuwQ_LIdUjk_E-1aH1uof1hZlcwgRY4bSXeR9p1vxsZPbFnlCw6YUTUVLNoy_ACCtLJ-IGe_9-bQG-mWmQaFPz32WWaAjoU/s1600/Hill+8.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6SVxG1RnuJTsqRE2sEspzQR7-adnSSDf4Q1_5Cs1q3TSJNuwQ_LIdUjk_E-1aH1uof1hZlcwgRY4bSXeR9p1vxsZPbFnlCw6YUTUVLNoy_ACCtLJ-IGe_9-bQG-mWmQaFPz32WWaAjoU/s1600/Hill+8.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: blue; font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"><i><span style="color: black;">One of the
final batch of special vehicles built for Townhill; a 1968 Reliance 53
seater. </span></i></span></span><br />
<span style="color: blue; font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"><i><span style="color: black;">This vehicle displays the experimental livery and the grilles for
the ventilation system </span></i></span></span><br />
<span style="color: blue; font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"><i><span style="color: black;">can be seen in the roofline</span></i></span><span lang="EN-GB" style="font-family: Arial; font-weight: 700;">.</span></span></td></tr>
</tbody></table>
<div style="text-align: left;">
A total of fifteen of these attractive Reliances were purchased and all were equipped to a Townhill specification with heavy-duty axles, even though several of them were allocated to depots away from Swansea. Certain of this type were used for an experimental livery incorporating white into the window surrounds and an innovative heating and ventilation system.</div>
<br />
Modern refinements such as heating elements laminated in the windscreens were intended to make drivers’ lives easier and contribute to safety. Significantly, a couple of them later numbered amongst the last AEC single deckers in the fleet when withdrawn in the late 1970s.<br />
<br />
These also were the very last specially built buses for Townhill. The more powerful engines fitted to the Leyland Nationals and Dennis Darts which succeeded them made the requirement for unique braking and transmission systems unnecessary.Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-55526092407798422852014-11-26T21:07:00.000+00:002015-03-08T09:53:15.768+00:00Transported Back<span style="font-size: small;"><b><span style="font-family: Arial;"><span lang="en-gb">(First
published in the South Wales Evening Post, 'Time Travels' supplement, 16th May 1995.</span></span>)</b></span><br />
<br />
I have a confession to make. As a child, I was a train spotter. And a bus spotter. I even managed to squeeze in a couple of trams before the Mumbles Railway closed. My real problem was that nobody tried to stop me; if anything, I was encouraged!<br />
<br />
Quite how it all came about is unclear, but more than likely it resulted from a boisterous Sunday morning which culminated in my father “getting me out of the house for a few hours”. In search of peace he would take me either to the docks, Landore locomotive shed, a bus depot or (best of all) on a ride to Mumbles on what most people referred to simplistically as ‘The Mumbles Train’. All the evidence suggests that from an early age my interest in transport matters was more than simply utilitarian!<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghD9RjDt9ohXftHF6d1ywxUOdQb0QpnbYm8ctr99rWEf8EstJSph7Ni1mIJVLx_44z5EXds9RYfUupfGogegKUuJaaTu4xFBNYO3yU-_ekHSzZVsLLEDYVx1moCMV_jZIL2TZz1_nUpRI/s1600/5051LDElr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghD9RjDt9ohXftHF6d1ywxUOdQb0QpnbYm8ctr99rWEf8EstJSph7Ni1mIJVLx_44z5EXds9RYfUupfGogegKUuJaaTu4xFBNYO3yU-_ekHSzZVsLLEDYVx1moCMV_jZIL2TZz1_nUpRI/s1600/5051LDElr.jpg" height="300" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial;"><span style="font-size: x-small;">An early visit to Landore Shed in
1958; </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">I was aged about two at the time. </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">The loco in the background is,
interestingly, Castle class 4-6-0 </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">no 5051 'Earl Bathurst', now preserved
at Didcot </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">having survived the years better than I have! </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">Note the coal
piled high on the tender, </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">in readiness for a run to Paddington no doubt.</span></span></i></td></tr>
</tbody></table>
From our home, at that time in Manselton, we would catch what I later discovered was an SWT AEC Regent running on service 72 (from Penlan) to ‘the slip’. For the uninitiated this was the local, unofficial name given to the area near Swansea baths, beneath Mumbles Road footbridge, which in the early 1950s was a fairly important public transport interchange. Several SWT bus services from north Swansea passed here, and connected with the Mumbles railway at this point.<br />
<br />
Sometimes, however, we would spend an hour on the beach, where the occasional steam-hauled Central Wales line train heading to or from Swansea Victoria would pass, leaving behind it a swirling trail of sand. The locomotives hauling these trains started to fascinate me. Of course, I was too young then to identify locomotives individually, but I must have seen Stanier 8Fs, Jubilees and British Railways standard classes coming and going. Take a look at Mumbles road today and it’s hard to believe there was ever a railway there at all.<br />
<br />
The Swansea bay line, which closed in 1964, also passed through the suburbs of Killay and Dunvant along what is currently a cycle path. It had its ancestry with the London and North western Railway, later becoming part of the LMS. Indeed, the Clyne Valley cycle path is often referred to as ‘the old LMS line’.<br />
<br />
For Great Westernry, you had to go to High Street, where Castles, Manors, Halls and their smaller cousins abounded. I remember being quite keen on the small pannier tanks, which were the staple fare on lighter duties throughout the former GWR territory. I can’t actually remember much about visits to Landore shed, but I must have gone there; I have a somewhat embarrassing picture (above) to prove it! (I digress).<br />
<br />
I always preferred to travel onwards from the slip either to Oystermouth or to Mumbles Pier on the large, red 106 seat trams which, to a small boy, seemed enormous; more so when two were coupled together. The Swansea and Mumbles cars had a distinctive smell when you boarded them – some sort of cleaning fluid or disinfectant, probably.<br />
<br />
Motors would whine as they pulled away and the driver would sound the air whistle as the journey progressed. At speed, the cars would bounce and rattle to the accompaniment of the pantograph hissing along the wires.<br />
<br />
<b><span style="color: blue; font-family: Arial; font-size: x-small;"><span lang="en-gb"></span></span></b>On reaching the terminus the conductor would walk through the car, pushing over the seat backs two at a time; on each occasion there would be a loud crash as the seats found their position.<br />
<br />
We used to go to Mumbles on Thursdays, too, in those days. It was early closing day in Swansea and in common with many others, the family would go out for the afternoon. In summer there would be long queues for the trams, but they always coped and no-one moaned about waiting. If I was particularly good – or if I protested loudly enough – I would be taken to Rutland Street depot to see the trams lined up. There were only 13 but to me, in those days, there seemed to be many more.<br />
<br />
One day in 1959, my parents must have broken the sad news that the Mumbles Railway was to close; such a concept must have been difficult to impart – rather like losing a favourite friend, I suppose. I don’t expect I really understood what was happening, even when I was allowed to watch the closure on the evening news one night in January the following year. I can, however, recall being puzzled when subsequently I saw the track being lifted. The full realisation of what was going on finally came home to me when I saw those wonderful trams being cut up for scrap, on site outside the depot. I still wonder why those who protested (and who continue to protest) so loudly against the line’s closure actually did so little practically in terms of preserving any of it when the end finally came. We still went to Mumbles after this, of course, but even with those AEC buses which held so much fascination, it wasn’t quite the same.<br />
<br />
A minor diversion from the sad events of January 1960 was afforded by a fleet of silver AEC Regents. I suppose this must have been about the time of the Suez Crisis, when oil based products increased rapidly in price. To save money, several bus companies, including SWT, experimented with unpainted vehicles which, though cheaper on paint, became quite a liability in terms of appearance; complete aluminium body panels had to be replaced when only minor damage had been sustained.<br />
<br />
Later on, my father would lift me up to the gate at the rear of Swansea Museum to see the severed cab of Mumbles car no.7. In my teens, as a junior member of the Railway Club of Wales, I would earn my apprenticeship as a preservationist on this vehicle and help to save it from the inevitable fate. Happily, no. 7 is still with us, now safely displayed at Swansea Maritime and Industrial Museum. From those humble beginnings has developed a strong sense of our transport heritage and an irrevocable association with the transport preservation movement.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJTE4sRxApld0s42V1tntjOByRGmx0EWr6LCjHTmhDhdhl3Ag7wIhWEw7ojeXs2UoM5ZogmhEky0JaXNX-w7A-EVnCPaLnJBZJ7TIoiIZLAgE8pCaPpOfDMfLKY6Jtpv-oLcXUhtFEUWo/s1600/no7lr.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJTE4sRxApld0s42V1tntjOByRGmx0EWr6LCjHTmhDhdhl3Ag7wIhWEw7ojeXs2UoM5ZogmhEky0JaXNX-w7A-EVnCPaLnJBZJ7TIoiIZLAgE8pCaPpOfDMfLKY6Jtpv-oLcXUhtFEUWo/s1600/no7lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial;"><span style="font-size: x-small;"><span lang="en-gb">Restoring Swansea and Mumbles car 7 in 1972-73; I'm the
one in the cab! </span></span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;"><span lang="en-gb">Other lads had motorbikes...</span></span></span></i></td></tr>
</tbody></table>
Growing up in an environment in which transport, in all its forms, played such an important role during the impressionable years has, undoubtedly, had a lasting effect.Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-65468407145094418362014-11-26T18:47:00.002+00:002014-12-15T16:27:17.143+00:00Remembering 'The Flintstones'<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqf4bsKbyISWlb1HLbQoo37cIQs-PGGU-eV6nv1-JNhMU7bp6RkxWzSGeF-hWJ5pdTE9KQ1cmEjpg0lbWKi8IYUz_BZszNAfC9T9HrKMwT8JykEwosK9fvcqR6OD9JOXjyIENjUmqYMbo/s1600/SRt1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqf4bsKbyISWlb1HLbQoo37cIQs-PGGU-eV6nv1-JNhMU7bp6RkxWzSGeF-hWJ5pdTE9KQ1cmEjpg0lbWKi8IYUz_BZszNAfC9T9HrKMwT8JykEwosK9fvcqR6OD9JOXjyIENjUmqYMbo/s1600/SRt1.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i><span style="font-family: Arial;">SWT single deck AEC Regent V No. 34 pictured when new in 1959. </span></i></span><br />
<span style="font-size: x-small;"><i><span style="font-family: Arial;">These buses had seats for just 37 passengers.</span></i></span></td></tr>
</tbody></table>
<span style="font-family: Arial,Helvetica,sans-serif;">When, in March 1952, South Wales Transport took over the fleet of Llanelly & District Traction, it inherited an interesting, if ageing, bus fleet.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">Included were, of course, the double deck trolleybuses which ran on the principal town services in Llanelli and these have been well documented elsewhere.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;"><b>Bridges</b></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;">There was also a fleet of AEC Regal single-deckers, some dating back to the 1930s, with low-height bodywork for use on routes L7 and L8 (Penyfan to Morfa and Machynis) in the Llanelli Docks area which had several bridges with a clearance of only nine feet.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqcTlGqXIaJkulE8KnaxiCunaWRilS5C8WAPCbcKXR8iV8OeYPt-vPA5-KnsBokrpBshDwH5plVj_LfCtiXq3NxdbPFvOiz0URzRDON_MP3rRPjWjKwiJhnhPXmmahVMlqIbwx6dm4-Go/s1600/Srt2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqcTlGqXIaJkulE8KnaxiCunaWRilS5C8WAPCbcKXR8iV8OeYPt-vPA5-KnsBokrpBshDwH5plVj_LfCtiXq3NxdbPFvOiz0URzRDON_MP3rRPjWjKwiJhnhPXmmahVMlqIbwx6dm4-Go/s1600/Srt2.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i><span style="font-family: Arial;">No. 37 emerges from beneath one of the low bridges</span></i></span><br />
<span style="font-size: x-small;"><i><span style="font-family: Arial;"> in the Llanelli docks area, illustrating the</span></i></span><br />
<span style="font-size: x-small;"><i><span style="font-family: Arial;"> reason why these vehicles were built.</span></i></span></td></tr>
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<div style="text-align: left;">
<span style="font-family: Arial,Helvetica,sans-serif;">Clearly, these buses would eventually need replacement but by the mid 1950s SWT's preferred supplier, AEC of Middlesex, had switched single deck bus production for the home market to the Reliance.</span></div>
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">This model had a high floor line to accommodate its underfloor engine and therefore was unsuitable for the low-height bodywork need at Llanelli.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;"><b>Height</b></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;">SWT therefore opted for a low height single deck body fitted to its then standard double deck chassis, the AEC Regent V. In July 1959 the company took delivery of two unique single-deck vehicles which had the appearance of double deckers which had lost their upper floors! Their 37 seat bodies were built by Charles H. Roe of Leeds. </span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">The two vehicles were numbered 33 and 34 (TCY 101-102) in the SWT fleet and their light body weight meant that they could show a good turn of speed! </span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">Clearly these vehicles, which became nicknamed 'Flintstones' by some crews, were a success and a further six almost identical buses, numbered 35-40 (279-284 DWN) were delivered in 1963 to replace further former Llanelly & District buses dating from the 1950s.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMEWoes6BKs_DFjNpiZYUIixkBhyphenhyphenj06Z_8YM1Xp8M6iDEd63VVtZZp3RFgq-M7WosiH8x6yTIKCbrJdiF8m8L83TMPzg7CRWdMjooDXwn3usH_6Yz1OPClhG2IY5WWTr5l8WYYJmkWEU0/s1600/SRt4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMEWoes6BKs_DFjNpiZYUIixkBhyphenhyphenj06Z_8YM1Xp8M6iDEd63VVtZZp3RFgq-M7WosiH8x6yTIKCbrJdiF8m8L83TMPzg7CRWdMjooDXwn3usH_6Yz1OPClhG2IY5WWTr5l8WYYJmkWEU0/s1600/SRt4.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">Three of the single-deck Regent Vs lined up </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">at Llanelli depot. Left to right: nos. 39, 35 and 36.</span></span></i></td></tr>
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<div style="text-align: left;">
<span style="font-family: Arial,Helvetica,sans-serif;"><b>One-man</b></span></div>
<span style="font-family: Arial,Helvetica,sans-serif;">These low-height buses became totally unique and were the only eight of their kind produced,.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">It should be remembered that at that time one-man operation of buses in the UK was comparatively rare and so all the Llanelli vehicles ran in service with a driver and a conductor on board. In 1967 one of them, number 37, was converted to one-man operation as an experiment but it allegedly failed to gain acceptance by the trades unions.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">Later, several of the Llanelli routes were converted to conventional single-deck operation as bridges were removed or services rerouted. In consequence certain of the single deck Regents were transferred away to Pontardawe, Ammanford or Brunswick Street (Swansea) depots. In 1970, as part of the nationalization process, all were later given new fleet numbers 209/210 and 255-260 as part of the combined SWT and United Welsh fleets.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;"><b>Sold</b></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;">The buses remained in the SWT fleet until 1972 after which they were sold to smaller operators and contractors including one which operated in London’s docklands. The first two, however, were retained by SWT as staff buses, painted in blue and yellow liveries.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">
</span><span style="font-family: Arial,Helvetica,sans-serif;">
</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhA7s3EJiTWKMlUfBDm-eOSBDqCAyzfXGVNA5WCuR0czw0CVY8mpTJzyhIJEm2DXVMqhK1rTQBFiQUXWKSfZEB81RMuuqm91uxHM5hBY9tD4oVB3d_yex4ymZfvFMSeUguxMKA-yuRLDy4/s1600/SRt5.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhA7s3EJiTWKMlUfBDm-eOSBDqCAyzfXGVNA5WCuR0czw0CVY8mpTJzyhIJEm2DXVMqhK1rTQBFiQUXWKSfZEB81RMuuqm91uxHM5hBY9tD4oVB3d_yex4ymZfvFMSeUguxMKA-yuRLDy4/s1600/SRt5.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"><span style="font-family: Arial,Helvetica,sans-serif;">T</span>CY 102 in use as a staff bus at Gorseinon depot in July 1974.</span></span></i></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgL_PMDdhk10qRZFMxjYDTvngHKDTHlWhPyL_vKypHvW5-ttmQ4B_GoBd1epgz75QDTfH3FRNGqYMt-ySafImKpR3xS3t8aMOpWu9rDxV-95-U71oST1BvrK6tMlqaMEGS8Ihri4WV4z8/s1600/SRt6.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgL_PMDdhk10qRZFMxjYDTvngHKDTHlWhPyL_vKypHvW5-ttmQ4B_GoBd1epgz75QDTfH3FRNGqYMt-ySafImKpR3xS3t8aMOpWu9rDxV-95-U71oST1BvrK6tMlqaMEGS8Ihri4WV4z8/s1600/SRt6.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">Sad end: TCY 102 derelict and awaiting the scrap man at Port Talbot depot. </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">The vehicle alongside is the remains former United Welsh 1952 Bristol </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">KSW 1203 (HWN 339) which had been in use as a towing vehicle </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">and which was cannibalised for spare parts for SWT open topper</span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;"> 500 (WNO 484).</span></span></i></td></tr>
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<div style="text-align: center;">
<span style="font-family: Arial,Helvetica,sans-serif;">One of these interesting little buses still survives; number 38 has been preserved and is part of the Swansea Bus Museum collection. </span></div>
<div style="text-align: center;">
</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSmUf-L4MczqpB9_v8FTJsw6aPMmpWpQkw5mcLSRVKED50BUV1DXxahKT2CPLb7ggYSgmAQbCf3vTAhmA0gmFeC0U9zWh5YvmPpfzuGzYQDWnyxcbp5XHKkb3Es2lZLfJ68vtxlzAzJJE/s1600/SRt3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSmUf-L4MczqpB9_v8FTJsw6aPMmpWpQkw5mcLSRVKED50BUV1DXxahKT2CPLb7ggYSgmAQbCf3vTAhmA0gmFeC0U9zWh5YvmPpfzuGzYQDWnyxcbp5XHKkb3Es2lZLfJ68vtxlzAzJJE/s1600/SRt3.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span lang="en-gb"><span style="color: blue; font-family: Arial; font-size: x-small;"><i><span style="color: black;">Happy ending: 38 has been preserved and is seen here at Ravenhill </span></i></span></span><br />
<span lang="en-gb"><span style="color: blue; font-family: Arial; font-size: x-small;"><i><span style="color: black;">following a repaint as part of SWT's 75th Anniversary celebrations in 1989. </span></i></span></span><br />
<span lang="en-gb"><span style="color: blue; font-family: Arial; font-size: x-small;"><i><span style="color: black;">It is now part of the Swansea Bus Museum collection.</span></i></span><b><span style="color: blue; font-family: Arial; font-size: x-small;"></span></b></span><br />
<span lang="en-gb"><b><span style="color: blue; font-family: Arial; font-size: x-small;"><br />
</span></b></span></td></tr>
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<br />
<div style="text-align: left;">
<b> <span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">Northern Sisters</span></span></b><br />
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<tr><td style="text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhCp8iurAowK6zknG7290vkauRk56nJvBhY1SuWtg_haOyXRsFZ1WWdyosJmPwx1hFy4jyaQx3V6JN2PElD0zoEZnsPQAppuyjXhzMeMoi1aZ7I9lle7_29tOPpjwX6cnWbkDPEffHFWbY/s1600/leedsrtvlr.jpg" height="188" style="margin-left: auto; margin-right: auto;" width="320" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><b><span style="color: blue; font-size: x-small;"> </span></b><span style="color: blue; font-size: x-small;"><i><span style="color: black;">Northern sister: AEC Regent V MD3RV 8895 UB </span></i></span></span><br />
<span style="font-family: Arial;"><span style="color: blue; font-size: x-small;"><i><span style="color: black;">which was built for the Leeds City Welfare Services. </span></i></span></span><br />
<span style="font-family: Arial;"><span style="color: blue; font-size: x-small;"><i><span style="color: black;">(Photo<span style="color: blue;">: </span>E. R. Ward).</span></i></span></span></td></tr>
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<b><span style="font-family: Arial,Helvetica,sans-serif;"></span></b><span style="font-family: Arial;"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-family: Arial,Helvetica,sans-serif;">Leeds Corporation operated a single deck AEC
Regent V MD3RV (8895 UB) in its Welfare Services fleet.</span><span style="color: blue; font-size: small;"><span style="color: black;"> This was originally a 20 seater but was later reduced to 16 seats. Bodywork, as you might expect in Leeds, was also by Roe. The Coal <span style="font-family: Arial;">Industry's Social Welfare Organisation had a Roe B37F bodied MD3RV, 2690 UG. Both of these were built in 1960 with successive chassis numbers.</span></span></span></span></span><br />
<br />
<span style="font-family: Arial;"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: blue; font-size: small;"><span style="color: black;"><span style="font-family: Arial;">Meanwhile, Pilkingtons Glass in St. Helens had two AEC Regent V 2D3RA 'vans' built in 1961 and registered 0DJ 670/1.</span></span></span></span></span><br />
<br />
<span style="font-size: small;"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-family: Arial,Helvetica,sans-serif;">Some AEC <u>Regal</u> Vs were
produced for Bengal, having a similar frontal appearance to the Regent
models.</span></span></span><b><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;"> </span></span></b><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">These were of chassis type </span></span><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">MS3RV, an export-only version. </span></span><br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghpO9g7HAGYtscEr6kmUEujKVAXaBiHI5SeTzUD6tq0x6vqA_kQIlkQByYueAqDRyeRU4Wyiu62AakqxsGKuS43Y6FWUwXZSSg5gH3OdCQhyOgpEh4xCVrSDj4yFJHYVGfJPhE5dxCnLw/s1600/bengal.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghpO9g7HAGYtscEr6kmUEujKVAXaBiHI5SeTzUD6tq0x6vqA_kQIlkQByYueAqDRyeRU4Wyiu62AakqxsGKuS43Y6FWUwXZSSg5gH3OdCQhyOgpEh4xCVrSDj4yFJHYVGfJPhE5dxCnLw/s1600/bengal.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: x-small;"><i>One of the Bengal AEC Regal Vs, built in 1955</i></span></span></span></td></tr>
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<span style="font-family: Arial,Helvetica,sans-serif;"><b>The SWT Single-deck Regents:</b></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;">1959 AEC Regent V 2D3RA723/4 with Roe 37-seat bodywork, nos. G04905/6: </span></div>
<div style="text-align: left;">
<span style="font-family: Arial,Helvetica,sans-serif;">33 (TCY 101) 34 (TCY 102)</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">1963 AEC Regent V 2D3RA1155-60 with Roe 37-seat bodywork, nos. G05580/3/2/1/4/5:</span></div>
<div style="text-align: left;">
<span style="font-family: Arial,Helvetica,sans-serif;">35 (279 DWN), 36 (280 DWN), 37 (281 DWN), 38 (282 DWN), 39 (283 DWN), 40 (284 DWN)</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">Renumbered 209/210 and 255-260 in November 1970.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">Known disposals:</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">33, 34: SWT staff buses (nos. 9 & 10) 12/71 and 9/71 respectively. Withdrawn approx. 1974. 34 later dumped at Port Talbot.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">35-40: PVS (dealer), Silver End 2/72 (36-40) or 9/72 (35).</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">35, 37 & 38 later to Bedlington & District, Ashington 5/72 (37/38) or 10/72 (35). 35 withdrawn by 5/74, 37, 38 withdrawn 11/74. 38 to the West Yorkshire Transport Circle for preservation, 1/75 and subsequently to the Swansea Bus Museum.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">36 & 39 later to Ensign, London N1 (nos. 101 & 102) 5/72.</span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><br /></span>
<span style="font-family: Arial,Helvetica,sans-serif;">40 later to Blueline, Upminster 2/72, Thompson Havering 11/73, Lempriere, Hornchurch 3/74 and Ensign, Hornchurch (no.103) 5/74. Withdrawn 7/75 and to a dealer at Carlton by 5/77 for scrap.</span></div>
<div style="text-align: center;">
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Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com1tag:blogger.com,1999:blog-4485294124607222741.post-43747609755114811162014-11-26T18:26:00.005+00:002014-12-03T12:00:05.398+00:00The Newport Transporter Bridge<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZ69IUUIpcUBfilesc714vzY8tAr15keoRwbNTb2aeJ3T782UVDJQGI8rWQ9C2bzIYUVqudFjbOUnGkANjAFpv_UwHqE32hIL9vJYGzlMWKE4uLm2xdH-1VdZkbj7qAfhwgItIih3MO9U/s1600/newp1lra.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZ69IUUIpcUBfilesc714vzY8tAr15keoRwbNTb2aeJ3T782UVDJQGI8rWQ9C2bzIYUVqudFjbOUnGkANjAFpv_UwHqE32hIL9vJYGzlMWKE4uLm2xdH-1VdZkbj7qAfhwgItIih3MO9U/s1600/newp1lra.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">A general view of the Newport Transporter Bridge. </span></span></i><br />
<i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">The span is 75 metres above the river and is 210 metres wide.</span></span></i></td></tr>
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Completed in 1906, this unique grade 1 listed structure was designed by the French engineer Ferdinand Arnodin.<br />
<br />
The bridge is effectively an aerial ferry to enable the River Usk to be crossed and in so doing enable the development of the Orb Steelworks on the east bank of the river.<br />
<br />
<b>Gondola</b><br />
The bridge comprises a suspended railway track running between two sets of lattice towers. running along the track is a traveller from which is suspended a platform or gondola which allows pedestrians and road vehicles to be transported across the river. The bridge is electrically operated and the gondola is pulled across the river by means of a cable which is wound around a drum located in the motor house situated on the east bank of the river. In the past, up to eleven crew operated the bridge, but today a total staff of seven are employed, comprising two sets of drivers and conductors, two maintenance men and a superintendent. The bridge operates approximately every 15 minutes and can carry up to six cars or light commercial vehicles.<br />
<br />
When opened, the bridge operated from dawn to dusk but although tolls were charged the bridge was never able to pay its way and by 1919 was costing the Council £6000 per annum. Tolls were discontinued in 1946 and in 1964 a second river crossing, George Street Bridge, was opened just a short distance upstream.<br />
<br />
<b>Listed</b><br />
In 1979 the bridge celebrated its 75th anniversary and at this time was given Grade II listed building status which was subsequently upgraded to Grade I in 1996. For some years it had been noted that deterioration of the structure was occurring and by 1985 strand breakages in some of the cables meant that the bridge had to be closed on safety grounds.<br />
<b><br />
Reopened</b><br />
The owners at the time, Gwent County council, obtained funds from CADW and also the European Architectural Heritage Fund and in 1992 work commenced on a major renovation programme. The first phase was the refurbishment of the towers and access ways which was completed in 1993, while the second phase tackled the replacement of the main anchor and catenary cables during 194. The final phase involved steelwork repairs, surface protection to the main boom, gondola and motor house. Other areas were also renovated including the electrical and mechanical systems and floodlighting which replaced the festoon lighting was installed in the mid 1980s. The bridge was reopened in December 1995 by Clare Short, MP, the shadow Secretary of State for Transport.<br />
<br />
<b>Toll</b><br />
In April 1996, the ownership of the bridge was transferred to the new Newport County Borough Council and in order to offset the running costs of £160,000 a year a 50p toll for vehicles was introduced although pedestrians and cyclists travel free of charge.<br />
<br />
The Council is embarking on a programme of regeneration of the river front area and the bridge will form an important part of this.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjECcK3-AtzeLSimEXMZo96v6fSRyl7PmAeYrsnDfJnJTW8sAZ5PlZ3YumDdlzkL4F9-IoQ7zskkCAj9V72ADlFJUrQS8GvcgmtauY_Y-bo48iOHE6r-xD2gqdD1W9odUzQZqTp3HoNSII/s1600/newp4lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjECcK3-AtzeLSimEXMZo96v6fSRyl7PmAeYrsnDfJnJTW8sAZ5PlZ3YumDdlzkL4F9-IoQ7zskkCAj9V72ADlFJUrQS8GvcgmtauY_Y-bo48iOHE6r-xD2gqdD1W9odUzQZqTp3HoNSII/s1600/newp4lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">A view of the gondola, stopped at the west bank of the River Usk. </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">With its cables, the gondola weights 35 tons and </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">can accommodate up to six cars.</span></span></i></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3kdva7-N07uDoCEk_orlWiInwKOjVSM6GJE7uNZ4KNoJGhYaJ3QPzLyIIfbm3qApwzaPb6CGP0zTIy0N_hbTnh3e76P4FbOM82iJnFXoP_qn1AnsI6afQs-zpNIhyZdz_ZWROZgGp_rw/s1600/newp5lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3kdva7-N07uDoCEk_orlWiInwKOjVSM6GJE7uNZ4KNoJGhYaJ3QPzLyIIfbm3qApwzaPb6CGP0zTIy0N_hbTnh3e76P4FbOM82iJnFXoP_qn1AnsI6afQs-zpNIhyZdz_ZWROZgGp_rw/s1600/newp5lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">The motor house located on the east bank of the river.</span></span></i></td></tr>
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<tr><td style="text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh55roHDpgFPH3YTOw3FlBpCs7EeKsCZeevQRj4wsV7l0UuW9Wu0jiRN60-p0qAIZiIVYJRCu2o5nuL8whu1YZCBFLC59F849zMr4gWQ4SuqbW9wosEQ_5qsLogNqUhxHe-8tDGnVug36E/s1600/newp6lr.jpg" style="margin-left: auto; margin-right: auto;" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">The gondola in action, approaching the east bank of the River Usk. </span></span></i><br />
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">The speed of travel is approximately ten feet per second.</span></span></i></td><td class="tr-caption" style="text-align: center;"></td><td class="tr-caption" style="text-align: center;"></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWX07Dh-G4hEFyIeeYze5PQyfWI-HrckuH-t2muLldMK0tWCaAu_8CJJjT__hboIonn746C2-iHG4Ns1M4dv0L5WPUvsYvKxoiq91pv14OsiwhsObqewofgPigAqNV0utpEsHb5a7Wl0I/s1600/newp2lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWX07Dh-G4hEFyIeeYze5PQyfWI-HrckuH-t2muLldMK0tWCaAu_8CJJjT__hboIonn746C2-iHG4Ns1M4dv0L5WPUvsYvKxoiq91pv14OsiwhsObqewofgPigAqNV0utpEsHb5a7Wl0I/s1600/newp2lr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial,Helvetica,sans-serif;"><i><span style="font-size: x-small;">A view of the detail of the lattice tower</span></i></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><i><span style="font-size: x-small;"> on the west bank of the River Usk.</span></i></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKtui2LjMWIf5butmbfqRP2lBkinionsBeUsQmJvG8M_2sPxMHyRbLKbPj1NuRRtCsKRpvPy5sDkoYm55k95OptpWsuLqYc2naVvv8zvhKdzXNlr90uCLdi1-HRBX0tR6RVmwFEbhOM78/s1600/newp13lr.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKtui2LjMWIf5butmbfqRP2lBkinionsBeUsQmJvG8M_2sPxMHyRbLKbPj1NuRRtCsKRpvPy5sDkoYm55k95OptpWsuLqYc2naVvv8zvhKdzXNlr90uCLdi1-HRBX0tR6RVmwFEbhOM78/s1600/newp13lr.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;">The Reina dell Pacifico on its way to be scrapped </span></i><br />
<i><span style="font-family: Arial; font-size: x-small;">at Cashmore's in 1958. </span></i><br />
<i><span style="font-family: Arial; font-size: x-small;">This was the largest ship to be broken up </span></i><br />
<i><span style="font-family: Arial; font-size: x-small;">by Cashmore.</span></i></td><td class="tr-caption" style="text-align: center;"></td></tr>
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<img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDw8AgpfedrpQ3thVXCcvFsIHj5P3obSVH845Fhi7MkBGhyiqOdRtVu_TecitKrvn1MgzSEcNsgruP40Euwv3EkVAun7WSObEeK1ceh1Oe0McYaZniKnVR3AejcraankioXf7qpWak3rs/s1600/newp12lr.JPG" /></div>
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<center>
<iframe allowfullscreen="" frameborder="0" height="375" mozallowfullscreen="" src="//player.vimeo.com/video/113378661" webkitallowfullscreen="" width="500"></iframe> <br />
<span style="font-size: x-small;"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black;">Newport Transporter Bridge in operation, 17th March 2005.</span></span></span></center>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-16369978196010117922014-11-26T07:55:00.003+00:002014-11-27T07:38:40.075+00:00A UW LS in OZ.<div style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgT8GCYdJz9hDy5HA-f2V9epfXo5Q7ASsUPZKkQAxZcxVlxtV1h-C1B9ZratWKOyALHQojwvQ-X5PetPpw2DV8yPz7Yk3dJRJ4W0WhATkvX0sfDj_kLn2geGRpvetyoCUT26urj93udJb0/s1600/NCY+627+x4.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><b><span style="font-size: small;"><span lang="en-gb"><span style="font-family: Arial;">A Lost United Welsh Coach turns up
in Australia.</span></span></span></b></div>
<span style="font-size: small;"><span lang="en-gb"><span style="font-family: Arial;"> </span></span> </span><br />
In 2004 a former United Welsh coach turned up in Perth, Western Australia, having been 'lost' for almost thirty years.<br />
<br />
1956-built Bristol LS6G coach NCY 627 was originally numbered 1 in the United Welsh fleet, later being converted for bus use and renumbered 355 when absorbed into the SWT fleet. Now owned by Marie Fennell in Perth, the vehicle is being restored as near as possible to United Welsh condition by John Revill.<br />
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<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;"><span lang="en-gb">NCY 627 at various stages in its UK history.</span></span></i></td></tr>
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<b>
<span style="color: blue; font-family: Arial; font-size: x-small;">
</span></b><span style="font-family: Arial; font-size: x-small;"><i><span lang="en-gb">Above: NCY 627 in 2004.</span></i></span></div>
<i>
</i><br />
<div align="center">
<i>
<span style="font-family: Arial; font-size: x-small;">
<span lang="en-gb">Photographs courtesy of John Revill,
Perth WA.</span></span></i></div>
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Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com3tag:blogger.com,1999:blog-4485294124607222741.post-55868606379028564522014-11-24T21:16:00.003+00:002014-12-02T22:09:48.779+00:00The Radio Caroline Story<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh26M_hxFdAxWI9ucPIesYQdqUoHkxJU8d2DZW5iqq-q4rdF0XX8_lJ-wZqPJ21lF78vQj5VVuRz2pvLiG1bo7bHOrfCZruttaC5ejN2ll8-q8i6fWP1oIqLeALk0ogx_ZI62jaZQYDge0/s1600/Car1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh26M_hxFdAxWI9ucPIesYQdqUoHkxJU8d2DZW5iqq-q4rdF0XX8_lJ-wZqPJ21lF78vQj5VVuRz2pvLiG1bo7bHOrfCZruttaC5ejN2ll8-q8i6fWP1oIqLeALk0ogx_ZI62jaZQYDge0/s1600/Car1.jpg" height="137" width="640" /></a></td></tr>
<tr align="center"><td class="tr-caption"><span style="font-family: trebuchet ms,arial,helvetica;"></span><br />
<div dir="ltr" style="text-align: center;">
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"> <i><span lang="en-gb"><span style="font-size: xx-small;">1970s Radio Caroline Car Sticker:</span><span style="font-size: xx-small;"> Under the Marine Offences Act, display of these was illegal while Caroline was still broadcasting from the North Sea.</span></span></i></span></span></div>
<span style="font-family: trebuchet ms,arial,helvetica;"> </span></td></tr>
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Like it or loathe it, we all take commercial radio for granted. With hundreds of stations now on air across the UK and an even wider choice available by satellite and the internet, it’s easy to forget that forty years ago the choice of stations was extremely limited.<br />
<br />
Then the BBC could only offer the ‘Light Programme’ (a precursor to the current Radio 2) as a source of popular music. There was Radio Luxembourg of course, but reception was often unreliable and many of its programmes were sponsored by the big record companies, limiting the opportunities for new artists’ music to be heard.<br />
<br />
<b>Frustrated</b><br />
Ronan O’Rahilly was a music promoter trying to find airtime for up and coming artists such as Georgie Fame. The BBC wouldn’t play his records, and neither would Luxembourg – both organisations preferring to air established artists. O’Rahilly became frustrated and hit on an idea which would give him as much airtime for new artists as he would ever need – his own radio station, playing pop music all day.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaWa9YYwQWUdzPgZDBb3er4LAd-oAfIryAbG76HX-JrYagg9TfjomHLvGWoGiHMhTctEw0K_SHkYK2zcEcSLxHWgOZrUoJ07T-8HFeV_OF3vtibS21USfQe1vYoLjK00pKX-WfnAcYxDw/s1600/Mi+Amigo+1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaWa9YYwQWUdzPgZDBb3er4LAd-oAfIryAbG76HX-JrYagg9TfjomHLvGWoGiHMhTctEw0K_SHkYK2zcEcSLxHWgOZrUoJ07T-8HFeV_OF3vtibS21USfQe1vYoLjK00pKX-WfnAcYxDw/s1600/Mi+Amigo+1.jpg" height="261" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">The Mi Amigo in better times. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">The vessel was originally a three-masted schooner, enlarged to a </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">motor vessel in 1927. Although very much a Caroline stalwart, </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">the ship saw service previously with Radio Nord and Radio Atlanta.</span></span></i></td></tr>
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<div style="text-align: left;">
The station, he decided, would break the BBC monopoly by broadcasting from a ship anchored off the Essex coast. Having convinced investors of the value of the idea, a redundant ferry was purchased and fitted out in Ireland as a floating radio station and renamed the M.V. Caroline. O’Rahilly had seen a picture of John F Kennedy’s young daughter Caroline disrupting proceedings in the US Government and felt that this was symbolic of what he was trying to achieve – hence the name.</div>
<br />
<b>Test</b><br />
After a short period of test transmissions, on Easter Saturday 1964, presenter Simon Dee opened the microphone and made the first announcement; Radio Caroline was on air and British broadcasting would never be the same again.<br />
<br />
The postwar change in youth culture with its new-found freedoms and musical soundtrack, plus the availability of a new invention, the transistor radio, meant that Radio Caroline had an audience hungry for its output. Audiences were soon measured in several millions and advertisers were keen to buy airtime to promote their products.<br />
<br />
Very quickly, more offshore stations came on the air, following Caroline’s example, and each of them broadcasting virtually non-stop pop music, although some also tried a ‘sweet music’ format. Stations such as Radio London, Radio England, Britain Radio, Radio 270 and Radio Scotland were immensely popular with their audiences and their presenters became household names; forty years on, some of them still are. Some stations were even set up in former wartime forts in the Thames Estuary, of which Radio City achieved infamy, as we shall see.<br />
<br />
<b>Merged</b><br />
Radio Caroline later merged with its competitor, Radio Atlanta – the original Caroline ship sailing to a point near the Isle of Man to broadcast as Radio Caroline North and the Atlanta ship, the M.V. Mi Amigo, taking up residence in the North Sea as Caroline South.<br />
<br />
But all was not well. The Government quickly became concerned about the number of ships – nicknamed the ’beat fleet’ – anchored off the UK coastline. Although not strictly illegal, the offshore stations fell outside the existing laws and there were issues surrounding non-payment of copyright fees. The ships also presented a danger to those on board and to the rescue services when they got into difficulties following long periods at sea; in June 1966 for example, the anchor chain of the Mi Amigo broke and the ship ran aground at Frinton-on Sea.<br />
<br />
The emergency services and foreign broadcasters also claimed that the unlicensed stations interfered with their radio frequencies, although this has never been satisfactorily proven to be the case.<br />
<b><br />
Gunpoint</b><br />
Rumours circulated about ‘dodgy dealing’ by owners of the stations, brought to a head that same month in 1966 when a dispute at Radio City over transmission equipment resulted in the death at gunpoint of a former Radio Atlanta official.<br />
<br />
On 15th August 1967, the Marine etc. Broadcasting (Offences) Act became law, legislation which was intended to bring to an end this chapter of broadcasting history. As part of the overall plan, the BBC had woken up to the new audience and later reorganised its radio business, launching Radio 1 in September 1967 with many former offshore presenters and their slick presentation techniques. <br />
<br />
One by one, the offshore stations went off the air and by the evening of 14th August 1967 Radio Caroline, defiantly, remained on air with presenters Johnnie Walker and Robbie Dale on board the stalwart Mi Amigo, playing the civil rights anthem, ‘We shall Overcome’ at midnight.<br />
<br />
<b>Towed</b><br />
Caroline continued until March 1968 when, in a dispute over unpaid debts, the ships were towed to the Netherlands and that seemed to be the end.<br />
<br />
A new owner for the ageing M.V. Mi Amigo – originally built as a three-masted schooner in 1921 - emerged in 1972 and Caroline returned to the air, anchored off and supplied from, Holland. When the Dutch government passed its own offshore broadcasting act in 1974, the Mi Amigo sailed to an anchorage18 miles from the British coast, broadcasting from then onwards as ‘Europe’s first and only album station’ in contrast to many of the emerging UK commercial stations which relied on a repetitive top 40 format.<br />
By this time servicing the ship was difficult; tenders were sent out secretly in the dead of night and those on board often endured discomfort for long periods when supplies failed to arrive. Arrests were made on both sides of the channel as a succession of suppliers was tracked down and broadcasts were sometimes broken for lengthy periods as generators broke down.<br />
<br />
<b>Condition</b><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhS5TNJN8nDWdMbbztChW_5fISQOiBWw6y8i9QWuueavhlknp3c-YqJa3DpHke795A0w6tksgwSmOMk4BGQ75629vTn0j1WygXgcBKldPiBQ4taHSo5hkFZtU3MbxIoLD9N6xvt7BLxZNg/s1600/MM4.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhS5TNJN8nDWdMbbztChW_5fISQOiBWw6y8i9QWuueavhlknp3c-YqJa3DpHke795A0w6tksgwSmOMk4BGQ75629vTn0j1WygXgcBKldPiBQ4taHSo5hkFZtU3MbxIoLD9N6xvt7BLxZNg/s1600/MM4.jpg" height="265" width="400" /></a></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlbGA5vZ-hjT4G-wWL0u5FtJhb4KFmVWm1Hyz1FbdOD543gfdnFd1FYlVO7U8y30mn-yVHjooCESH3o8OVFOb7zt9lRXEKAMgfR3GSHGGFm7iqeV4l10gDfxUyjrzUrTl0ptD9yRhOcWo/s1600/MM3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlbGA5vZ-hjT4G-wWL0u5FtJhb4KFmVWm1Hyz1FbdOD543gfdnFd1FYlVO7U8y30mn-yVHjooCESH3o8OVFOb7zt9lRXEKAMgfR3GSHGGFm7iqeV4l10gDfxUyjrzUrTl0ptD9yRhOcWo/s1600/MM3.jpg" height="267" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">Above: Pictures of the M.V. Mi Amigo towards the end of its career </span></span></i><br />
<i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">when it was clearly in poor shape. </span></span></i><br />
<i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">The ship sank in a storm in March 1980.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
The Mi Amigo was clearly in very poor condition by January 1979 when it began to take water. Incredibly, it survived a force 7 gale on 17th January and eventually Radio Caroline began broadcasting again on 15th April. Throughout the troubled times, certain records and a series of code numbers were broadcast to inform those ashore of the condition of the ship and which provisions were in short supply.</div>
<br />
By March 1980, things had not improved and on the afternoon of the 19th it became apparent that the ship was drifting. By 9.30pm the ship had reached a sandbank and was being pounded by a force 9 gale, with water pouring in through holes in her hull. Those on board were taken off by lifeboat and by the following morning, 20th March 1980, the Mi Amigo had sunk, although the huge transmitter mast could be seen above the water for a further six years; a sad end to an amazing piece of radio and maritime history.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj12RfwEG9QbA4r7AhwLgqv80G2whZes-PrZ8xYqLhWeDPEqTe_K_RAdPUtxnNQPOruzYbucXHjnslOKWK7TCQIkfTo85Pou8WEEyuEe79v_MTwBJs4AI3LlNJQP_yYQj0M4w8_eowZwZQ/s1600/MM6.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj12RfwEG9QbA4r7AhwLgqv80G2whZes-PrZ8xYqLhWeDPEqTe_K_RAdPUtxnNQPOruzYbucXHjnslOKWK7TCQIkfTo85Pou8WEEyuEe79v_MTwBJs4AI3LlNJQP_yYQj0M4w8_eowZwZQ/s1600/MM6.jpg" height="270" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">G</span></span><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;"><i>oodbye, Caroline! </i></span></span><br />
<span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;"><i>Following its demise in the Thames Estuary, the Mi Amigo’s mast </i></span></span><br />
<span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;"><i>could be seen pointing skyward for a further six years. </i></span></span><br />
<span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;"><i>But it wasn't the end...</i></span></span></td></tr>
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As ever, and undaunted by the political odds being stacked against it, the Caroline organisation soon picked itself up. In 1981 a former Icelandic trawler the Ross Revenge was purchased and secretly fitted out in a Spanish port. Its most striking feature was a 300 foot mast, the tallest structure ever fitted to a ship.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgay06nhyphenhyphenDg9WPvqOFSVomRHBHJPqKpB-Xv8daOpn_194Oydrn66DCdHa6vbQQi0V0QaIn2OgyGeEeXxuRXnpieH9yiIaRHwqpX95kGFFIK03W9BgmG2IEJzkqEjXNM9jVRV2L2evEzCBE/s1600/RR2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgay06nhyphenhyphenDg9WPvqOFSVomRHBHJPqKpB-Xv8daOpn_194Oydrn66DCdHa6vbQQi0V0QaIn2OgyGeEeXxuRXnpieH9yiIaRHwqpX95kGFFIK03W9BgmG2IEJzkqEjXNM9jVRV2L2evEzCBE/s1600/RR2.jpg" height="640" width="413" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial;"><span style="font-size: x-small;">The <span lang="en-gb">MV </span>Ross Revenge moored at Chatham in 1996. </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">Originally an Icelandic trawler, the ship passed to Ross Trawlers Ltd., Grimsby, in 1963.</span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;"> It was sold to a breaker's yard at Teeside in 1977.</span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;"> It then passed to Coastal Marine Services, Plymouth, as a salvage vessel (1977) </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">and to the Caroline Organisation in 1981 as a replacement </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">for the Mi Amigo which had foundered the previous year. </span></span></i><br />
<i><span style="font-family: Arial;"><span style="font-size: x-small;">Overall length is 72.64 metres.</span></span></i></td></tr>
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<div style="text-align: left;">
<b>Prosecute</b></div>
Once back in the North Sea, Caroline returned to the air in August 1983, much to the chagrin of the authorities who managed to track down and prosecute certain key individuals.<br />
<br />
The weather, rather that the authorities, continued to cause problems for the station. The ship broke adrift in 1986 and the following year, on 24th November the 300 foot mast came crashing down, again putting Caroline off air. A more modest replacement system was later installed.<br />
<br />
The Dutch authorities raided the ship in 1989, destroying much of the on-board broadcast equipment – a minor setback compared with what had gone before.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCPYcz4iGgLe4iROCA-PNk-VAUq8A5-n4kVelM2quw063PWdQU2cMdQ8cwqrv452yqR2le8pv6wkBn7PYXPoEczx1g3cN9qNEJSWG0YXDp2P-hPiw0ESI5RBBVOOZWWjfAwTsrQkcPUDU/s1600/studio.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCPYcz4iGgLe4iROCA-PNk-VAUq8A5-n4kVelM2quw063PWdQU2cMdQ8cwqrv452yqR2le8pv6wkBn7PYXPoEczx1g3cN9qNEJSWG0YXDp2P-hPiw0ESI5RBBVOOZWWjfAwTsrQkcPUDU/s1600/studio.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">The main Caroline broadcast studio on board the Ross Revenge.</span></span></i></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgO8UqhZZv6UDFjgSfVCSI5LWOOw7cHmj5WBKxDgmPZtUqCy0x8dW3kwy5_KzEOyFkWIjCLNgvXl9lbp0opBxSB2K5DpDTQb73qidJnHqtGxDBOpeNp1f4LY4QphPCzymz69QdJVQ4uo1o/s1600/transmitter.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgO8UqhZZv6UDFjgSfVCSI5LWOOw7cHmj5WBKxDgmPZtUqCy0x8dW3kwy5_KzEOyFkWIjCLNgvXl9lbp0opBxSB2K5DpDTQb73qidJnHqtGxDBOpeNp1f4LY4QphPCzymz69QdJVQ4uo1o/s1600/transmitter.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="en-gb">Transmitter cabinets and Optimod.</span></span></i></td></tr>
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In 1991 the Ross Revenge went aground on the Goodwin Sands and, notably, became one of the few ships ever to be rescued from that perilous location. The ship was later towed to Dover where it was impounded.<br />
<br />
Today, as Radio Caroline continues, the station is still going. Not from the threatening and dangerous environment of the North Sea, but from a little land based studio at Maidstone. The spirit of Radio Caroline lives on, through the quality of its musical output and the dedicated team of broadcasters, several of whom are stalwarts from the days at sea.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<img alt="" border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3ZmGcGnu8BBwI3ZBf_GaTDxzZErijjYvqO5qr9MwQRrOPgJaPAeZMYHIXP7UBPE_JkyTaIxCZA6N6xdXselBEpvD1CNiJ9-Pxp9GOWj1Dn5ufyVRPCZPos7ZOUXPnjCVTCZQA2vMmi-Q/s1600/caroline_general_small_banner.jpg" title="" /> </div>
<div class="separator" style="clear: both; text-align: center;">
<i><span style="font-size: x-small;"><a href="http://www.radiocaroline.co.uk/" target="_blank">Radio Caroline Website</a></span></i></div>
<br />
<b>Technology</b><br />
New technology means that Caroline can now broadcast – perfectly legally – to a small but committed audience via Worldspace and the internet, without putting lives at risk. Plans are afoot to widen the scope of these broadcasts in the near future so we may well see Radio Caroline in the running as a ‘national’ station again.<br />
<br />
And the ship? The Ross Revenge survives, currently moored off Rochester, looked after by the Caroline Supporters Association. It is currently being restored and occasionally sees service on restricted service broadcasts. To go aboard is an awesome feeling, bearing in mind the history associated with this amazing radio station, which has survived against all the odds. What for many years was the symbol of defiance is now considered to be a national treasure.<br />
<br />
The legend lives on!<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3w86_EDUobc82kl62UpPAz4vjsntX8Iy-XYHUINQrOjzKzBq0uHEbSmxJew79o4D6mtNt5CvkqUb3m4ioO_WWSwTsjmPXrxNihcZh5h3pvPgxzsvhLF9gzjji8AawLIeB5Sn3muptUDs/s1600/Car2_small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3w86_EDUobc82kl62UpPAz4vjsntX8Iy-XYHUINQrOjzKzBq0uHEbSmxJew79o4D6mtNt5CvkqUb3m4ioO_WWSwTsjmPXrxNihcZh5h3pvPgxzsvhLF9gzjji8AawLIeB5Sn3muptUDs/s1600/Car2_small.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><i><span style="font-size: xx-small;">1970s Lapel Badge:</span><span style="font-size: xx-small;"> </span></i></span></span></span><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><i><span style="font-size: xx-small;">Promotional badge </span></i></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><i><span style="font-size: xx-small;">showing a silhouette </span></i></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><i><span style="font-size: xx-small;">of the MV MiAmigo and </span></i></span></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><i><span style="font-size: xx-small;">the wavelength of 259 metres.</span></i></span></span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaxkDMG82gxN0QhldBH17i3rPiiePcL0-PSlLney5QUkKCvxa6TXtDZNLpS1nVf65YmH5Li6730QeMxNKPqY3Ro_8pfY7yqIPznOe5czfqzy5o25T-JPs_xVpjqQdOKv3zXrzx7XzBeLU/s1600/badgelres.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaxkDMG82gxN0QhldBH17i3rPiiePcL0-PSlLney5QUkKCvxa6TXtDZNLpS1nVf65YmH5Li6730QeMxNKPqY3Ro_8pfY7yqIPznOe5czfqzy5o25T-JPs_xVpjqQdOKv3zXrzx7XzBeLU/s1600/badgelres.jpg" height="200" width="177" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;">Lapel Badge: More recent </span></span></i><br />
<i><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;">Radio Caroline </span></span></i><br />
<i><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;">promotional item, </span></span></i><br />
<i><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial; font-size: xx-small;"> featuring the Ross Revenge.</span></span></i></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiFcI1y_O3v1oL8gngn0MmKM5h_g8_LKrtwUbFFW6CI8qN3XCLONRq02cZB0_sQfiD7CYpS8tTrtkA-nwVLCo0yyGesrXMQIlrC8yQ5S5QRdSmlQCHZRxZigTAelaNJ0_m2I4-uZVWVh0/s1600/Car3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiFcI1y_O3v1oL8gngn0MmKM5h_g8_LKrtwUbFFW6CI8qN3XCLONRq02cZB0_sQfiD7CYpS8tTrtkA-nwVLCo0yyGesrXMQIlrC8yQ5S5QRdSmlQCHZRxZigTAelaNJ0_m2I4-uZVWVh0/s1600/Car3.jpg" height="200" width="150" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><i><span style="font-size: xx-small;">Liverpool Roadshow Poster:</span></i><i><span style="font-size: xx-small;"> </span> </i></span><i><span style="font-size: xx-small;"> </span></i></span></span><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><i><span style="font-size: xx-small;">One of those old '70s Liverpool </span></i></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><i><span style="font-size: xx-small;">Radio Caroline Roadshow posters. </span></i></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><i><span style="font-size: xx-small;">Note the reference to 259 metres - which dates it. </span></i></span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><i><span style="font-size: xx-small;">Ahhh....the good old days...! </span></i> </span></span></td></tr>
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</td> </tr>
<tr> <td></td> <td></td> <td></td> </tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUxLnFYkrVe8D0dYIyBUstXRlA0uKjRGgBYbYLSQUSqq5V32ihR8C-FgLQ4MlfcHAl8uNWfp4iy5pop8EbygK6M4cm3QNQfwqM6QH62tSxsRkZPU6PKtg7MIvzcbHohzWxgWWtlTbT_Hs/s1600/Car5.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUxLnFYkrVe8D0dYIyBUstXRlA0uKjRGgBYbYLSQUSqq5V32ihR8C-FgLQ4MlfcHAl8uNWfp4iy5pop8EbygK6M4cm3QNQfwqM6QH62tSxsRkZPU6PKtg7MIvzcbHohzWxgWWtlTbT_Hs/s1600/Car5.JPG" height="400" width="271" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb"><b> </b><i><span style="font-size: xx-small;">Mi Amigo Poster:</span><span style="font-size: xx-small;"> </span> <span style="font-size: xx-small;">1970s poster with a view of the MV Mi Amigo in the North Sea.</span></i></span></span></span></td></tr>
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<div style="text-align: center;">
<br /></div>
<br />
<center>
<iframe allowfullscreen="" frameborder="0" height="281" mozallowfullscreen="" src="//player.vimeo.com/video/113432347" webkitallowfullscreen="" width="500"></iframe> <span style="font-size: x-small;"> </span></center>
<center>
<span style="font-size: x-small;">Off-air recordings of Radio Caroline from the MV Mi Amigo in 1979.</span></center>
<br />
<center>
<iframe allowfullscreen="" frameborder="0" height="281" mozallowfullscreen="" src="//player.vimeo.com/video/113431523" webkitallowfullscreen="" width="500"></iframe> </center>
<center>
<span style="color: black; font-size: x-small;">Time to Meet Caroline: Promotional 7" produced by Bulova Watches in the 'sixties. </span></center>
<center>
<span style="color: black; font-size: x-small;">This primarily was to promote Bulova to the Jewellery trade and included several references </span></center>
<center>
<span style="color: black; font-size: x-small;">to Bulova's advertising and sponsorship on Caroline...thereby indirectly promoting the station!</span></center>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuTQQgFt-sDdFoMBOIfx9jWB-8UmORRw25iuYZLdatYnAEyB1-9LijPJ-XGy-5JajTvxs1kJuzacCBxQIQnhu28wOs_x1ZBD3PryMnoRcGCOg3qdSGVJl5cbMhBgHEwc-9ljkJCUQ9ydI/s1600/2regslres.jpg" style="margin-left: auto; margin-right: auto;" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;">Unpainted 516 (RCY 358) and one of its painted sisters, 520 (RCY 362)
posed at Ravenhill </span></i><br />
<i><span style="font-family: Arial; font-size: x-small;">shortly after delivery in 1958. Ventilators were
later added to the front </span></i><br />
<i><span style="font-family: Arial; font-size: x-small;">upper deck and lower saloon windows (see
below).</span></i></td></tr>
</tbody></table>
The late ‘fifties were difficult times for Britain’s bus companies. Rising wages, increasing car ownership and declining passenger numbers made for a difficult trading environment; reflecting the downward trend nationally, in 1957 SWT reported a loss of 500,000 passengers compared with the previous year.<br />
<br />
<b>Suez</b><br />
1956 had been the year of the Suez crisis bringing with it steeply rising oil prices and fuel rationing. The company had found it necessary to curtail some services.<br />
<br />
Cutting costs became the order of the day and a number of bus companies, including SWT, experimented with unpainted vehicles; Swansea’s famous ‘silver buses’ were born.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg6nh0M_LILJoFzFdlmj8FHpU9N6hJ1ndXasTlxh9XsgJLjbPxzEQ1gSQIjADucfcLUDdmdbEh5pp7_uAPotg0TiBff3muX7blWa-ZyRBvt6q57GDi438VpkPFTaVuwYVtw0tM-kYnwnDA/s1600/530ghlres.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg6nh0M_LILJoFzFdlmj8FHpU9N6hJ1ndXasTlxh9XsgJLjbPxzEQ1gSQIjADucfcLUDdmdbEh5pp7_uAPotg0TiBff3muX7blWa-ZyRBvt6q57GDi438VpkPFTaVuwYVtw0tM-kYnwnDA/s1600/530ghlres.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: Arial; font-size: x-small;">530
posed outside Swansea Guildhall. </span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
The first six were part of the 1958 intake of twenty six Weymann bodied AEC Regent Vs. Coincidentally, these were the first front entrance double deckers in the SWT fleet. They certainly looked impressive when brand new, with their polished aluminium exteriors reflecting the sunlight!</div>
<br />
<b>Identical</b><br />
A further seven almost identical buses were added to the fleet in 1959 and all were to be seen on routes throughout Swansea, working from Ravenhill and Brunswick Street depots.<br />
<br />
Similar experiments were carried elsewhere, most notably at Liverpool and even London Transport ran one of its famous Routemasters in unpainted condition for a while.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3DeIG9hS4thAui4yOqgdLNTroLFuz2MZ2lFbPy3AVgiu-zxfsvvPbKqP0V2LaV7tLHaPype5NQNdzvxNidFUZq34ZYv0bfze57Sf7czEfityeppHwDDjUiMni9E1JnU9E4UWsVo6TVHY/s1600/washlres.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3DeIG9hS4thAui4yOqgdLNTroLFuz2MZ2lFbPy3AVgiu-zxfsvvPbKqP0V2LaV7tLHaPype5NQNdzvxNidFUZq34ZYv0bfze57Sf7czEfityeppHwDDjUiMni9E1JnU9E4UWsVo6TVHY/s1600/washlres.jpg" height="400" width="305" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;">Keeping the 'aluminium Regents' looking good </span></i><br />
<i><span style="font-size: x-small;">never was the easiest of
tasks. Here, 531 passes</span></i><br />
<i><span style="font-size: x-small;"> through the wash at Brunswick St. depot.</span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
In the long term, the silver buses proved to be a false economy. While the unpainted vehicles offered certain cost advantages at the time of delivery, ongoing cleaning and maintenance costs were often higher. This was because small dents and scrapes which, on a red bus could simply be filled and painted, on an unpainted one involved totally replacing one or more body panels. A bus which had received several repairs would take on a patchwork appearance!</div>
<br />
<b>Test</b><br />
Swansea’s sea air was in fact a good test for the vehicles and the only severe long term corrosion was in the steel canopy above the bonnet which was treated with silver cellulose paint.<br />
<br />
Most alarmingly there was an unexpected safety hazard; in certain lighting conditions, presumably associated with foggy weather, the unpainted buses would be difficult to see.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizT0_Fb8i5MxpeG0I4YjjvBsn01NHSzHyMvlhTXiBzrhf2tSpO6vlhkQhBETGTN35GfROW0qt8IRIBwfn8P6wKhFabdEZb-5WPxzu7dEd_jqkcfpWY1ywFcvjF_cr1aMU5UKY724BW39k/s1600/Alum+1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizT0_Fb8i5MxpeG0I4YjjvBsn01NHSzHyMvlhTXiBzrhf2tSpO6vlhkQhBETGTN35GfROW0qt8IRIBwfn8P6wKhFabdEZb-5WPxzu7dEd_jqkcfpWY1ywFcvjF_cr1aMU5UKY724BW39k/s1600/Alum+1.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">Silver AEC Regent V no. 529 (SWN 992) built
in 1959 at Oystermouth bus station </span></span></i><br />
<i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">on its way to Newton on half hourly
service 86.</span></span></i></td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8DoDNksX4ZTlg01qnGtECE1xJZYg9dnBo4IG-H8hZShoTUuWQwB5bQn7-rVT-KHjkzlElq_sG2aH4YpR5G9CwtkRB7F2VoB1HqpoaXDVRLUrLUKzL3u6-gvKrjuHfU63GJEvRVlhXKyw/s1600/alum+2a.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8DoDNksX4ZTlg01qnGtECE1xJZYg9dnBo4IG-H8hZShoTUuWQwB5bQn7-rVT-KHjkzlElq_sG2aH4YpR5G9CwtkRB7F2VoB1HqpoaXDVRLUrLUKzL3u6-gvKrjuHfU63GJEvRVlhXKyw/s1600/alum+2a.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">A busy scene at Oystermouth as 529 loads up
with passengers for Newton.</span></span></i></td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3zKBN2T9HGUthsoMn644BLsBx_K93rXe5fnBcyxfW0Ug8Umi5k6SVafKKOzdaWyhzEuMb5TcTV9EzNejZQ1eBkYZicQ1CEpfyM7h__VI-3XHCMapelL_KV4NPdB9ydcHRJuaahIC90Kk/s1600/Alum+4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3zKBN2T9HGUthsoMn644BLsBx_K93rXe5fnBcyxfW0Ug8Umi5k6SVafKKOzdaWyhzEuMb5TcTV9EzNejZQ1eBkYZicQ1CEpfyM7h__VI-3XHCMapelL_KV4NPdB9ydcHRJuaahIC90Kk/s1600/Alum+4.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;">531 (SWN 994) at Caswell Bay terminus. </span></span></i><br />
<i><span lang="EN-GB" style="font-family: Arial;"><span style="font-size: x-small;"> Services were later extended to a terminus in Caswell Bay car park, nearer
the beach.</span></span></i></td></tr>
</tbody></table>
<div style="text-align: left;">
<b> saving</b></div>
In 1961 it was estimated that the cost saving was only about £300 per bus, spread over the 10-12 year life of the vehicle. By 1966 the buses were looking more than a little shabby and as overhauls became due, all thirteen silver Regents were consigned to the paint shop to receive a coat of red paint.<br />
<br />
The buses remained in the SWT fleet until 1970-71, after which some found further service with smaller operators, including Eynons of Trimsaran who used one of them on their Llanelli to Carmarthen service.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQkQf0ST7mqHuq9ErgYPb9qNaYObUk0xjx_Z_70zSAziLNY3z38-Ou8Q3d5We2hvtN02QCiOA_FzCx_vuzfqqpzowq95ZCmnc5QSthNUiB0sMuXnmlZ8__v8SfWtpTmVmsH-hMLBsV5hM/s1600/udecklres.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQkQf0ST7mqHuq9ErgYPb9qNaYObUk0xjx_Z_70zSAziLNY3z38-Ou8Q3d5We2hvtN02QCiOA_FzCx_vuzfqqpzowq95ZCmnc5QSthNUiB0sMuXnmlZ8__v8SfWtpTmVmsH-hMLBsV5hM/s1600/udecklres.jpg" /></a></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghdq9DHOaDxBP3JnX5jYkUO08kA7IlHz71QrqIg4t1hHKiC0fB77NajIZoez-xlrV5cmga5gqYORvw7A3dhYNq7nwQUHFxb-OOMncViY_WNP2tQo7AaEO2T_Z8ev14Gpvm9OGiZDh1aIM/s1600/ldecklres.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghdq9DHOaDxBP3JnX5jYkUO08kA7IlHz71QrqIg4t1hHKiC0fB77NajIZoez-xlrV5cmga5gqYORvw7A3dhYNq7nwQUHFxb-OOMncViY_WNP2tQo7AaEO2T_Z8ev14Gpvm9OGiZDh1aIM/s1600/ldecklres.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;">Upper and lower deck interior detail of the 1958 AEC Regents.</span></i></td></tr>
</tbody></table>
<div align="center">
<b><span style="color: blue; font-family: Arial; font-size: x-small;">
<span style="background-color: white; font-size: small;"><span style="color: black;"><span lang="en-gb">The
Unpainted Buses</span></span></span></span></b><span style="background-color: white; font-size: small;"><span lang="en-gb"><span style="font-family: Arial;"> </span></span></span><br />
<span style="background-color: white; font-size: small;"><span lang="en-gb"><span style="font-family: Arial;">1958 AEC Regent V LD3RAs with Weymann
71-seat bodywork: </span></span></span></div>
<div dir="ltr" style="margin-left: 2px; text-align: center;">
<span style="background-color: white; font-size: small;"><span lang="en-gb"><span style="font-family: Arial;"><b>504</b> RCY 346 <b>508</b> RCY 350 <b>511</b> RCY 353 <b>
516</b> RCY 358 <b>519</b> RCY 361 <b>526</b> RCY 368 </span></span></span></div>
<div dir="ltr" style="margin-left: 2px; text-align: center;">
<span style="background-color: white; font-size: small;"></span></div>
<span style="background-color: white; font-size: small;">
</span><br />
<div dir="ltr" style="margin-left: 2px; text-align: center;">
<span style="background-color: white; font-size: small;"><span lang="en-gb">
<span style="font-family: Arial;">1959 AEC Regent V 2D3RAs with Weymann
71-seat bodywork:</span></span></span></div>
<div dir="ltr" style="margin-left: 2px; text-align: center;">
<span style="background-color: white; font-size: small;"><span lang="en-gb"><span style="font-family: Arial;"><b>527-533 </b>SWN 990-996</span></span></span></div>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-35639870086389043812014-11-24T19:08:00.002+00:002014-11-27T07:50:59.899+00:00Aspects of Swansea's Forgotten History<span style="font-family: Arial;"><span style="font-size: small;">Like any city, there are aspects of Swansea's heritage which are often overlooked. Here are a few reminders of the past, many of which are in high profile locations, but are passed unnoticed by thousands of people daily.</span></span><br />
<br />
<b><span style="font-family: Arial;"><span style="font-size: small;">Sir Arthur Whitten Brown:</span></span></b><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1f07DiN_QD_W25hyphenhyphenrzawQz9THylC5_gQ6HSbVBJW0lFWCNz_YlGL9NGeFZ8jFPanMMsWZyEA46gs3VU06uUUhwQVFB29NzM42KAJ0LJGQ7oilX4opnlsI9uIz5wKNMly0QwyIHJrMIJw/s1600/bct.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1f07DiN_QD_W25hyphenhyphenrzawQz9THylC5_gQ6HSbVBJW0lFWCNz_YlGL9NGeFZ8jFPanMMsWZyEA46gs3VU06uUUhwQVFB29NzM42KAJ0LJGQ7oilX4opnlsI9uIz5wKNMly0QwyIHJrMIJw/s1600/bct.jpg" height="424" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><span style="font-size: small;"><span style="font-size: x-small;"><i>Plaque commemorating Sir Arthur Whitten Brown at Belgrave Court, Uplands.</i></span></span></span></td></tr>
</tbody></table>
<span style="font-family: Arial;"><span style="font-size: small;">It is not generally realised that Sir Arthur Whitten Brown lived at Belgrave Court in Swansea; he is believed to have had a home also at Langland. Sir Arthur Whitten Brown made history when he completed the first non-stop transatlantic flight from Newfoundland to Ireland in 1919 along with the late Sir John Alcock. The flight, which took place between St John's in Newfoundland, Canada, and Clifden in County Galway, Ireland, took 16 hours and 27 minutes and culminated in their Vickers Vimy biplane crash-landing on Derrygimla bog in Clifden. Both men were knighted after the flight.</span></span><br />
<br />
<span style="font-family: Arial;"><span style="font-size: small;"><b>Boundaries: </b></span></span><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhO689jekxoGrfoaDB5mlvolhdnxYpNcvyrt_ZxEMMrW25NLlMpkx__r2veuYt6SDEsrD_0yzwr0SFCmsprwQQJLtgtgYg31day_39DY_exXtoiLTZOAkDmGC5FgBQUldr_aSx7SkVDJDQ/s1600/boundarywalt.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhO689jekxoGrfoaDB5mlvolhdnxYpNcvyrt_ZxEMMrW25NLlMpkx__r2veuYt6SDEsrD_0yzwr0SFCmsprwQQJLtgtgYg31day_39DY_exXtoiLTZOAkDmGC5FgBQUldr_aSx7SkVDJDQ/s1600/boundarywalt.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Walter Road Boundary</i></td></tr>
</tbody></table>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgo6yNEzE7vh3RmSXmStwJULaPKKPSCKsqbzKLuIZrSALowJL-B1AwWl1fcM5mKKdga2iM-RNbVsfpyqFE7RZfL0OrYfB5Oef4lp1VB2xMIOj61yjKEmSOVRlL74xH6NClLP793Bux-IUQ/s1600/boundnich.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgo6yNEzE7vh3RmSXmStwJULaPKKPSCKsqbzKLuIZrSALowJL-B1AwWl1fcM5mKKdga2iM-RNbVsfpyqFE7RZfL0OrYfB5Oef4lp1VB2xMIOj61yjKEmSOVRlL74xH6NClLP793Bux-IUQ/s1600/boundnich.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Nicholson Place Boundary</i></td></tr>
</tbody></table>
<span style="font-family: Arial;"><span style="font-size: small;">These two boundary markers can be found embedded in the pavement in Walter Road. But who was Walter and, for that matter who was Nicholson? </span></span><br />
<span style="font-family: Arial;"><span style="font-size: small;">They were clearly very territorial...</span></span><br />
<br />
<span style="font-family: Arial;"><span style="font-size: small;"><span style="font-family: trebuchet ms,arial,helvetica;"><span style="font-family: Arial;"><span lang="en-gb">While
we're in Walter Road, this plaque on the front of a Solicitors' office at
no. 141 commemorates Poet David Vaughan Thomas.
Thousands of people pass this spot daily, but how many notice the plaque?</span></span></span> </span></span><br />
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<span style="font-family: Arial;"><span style="font-size: small;"><b><span style="font-family: Arial;"><span style="font-size: small;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEge7gwiP-HhZQMNMNpTfbXSOsO1Ni9Nx-G_osMJbStYFvd6SNdlUbaI_hX9MAGp2knoF59w1Al83BAf2JU9ATizrEPhahRYlS45aNylU8CGFSaY_T9XALU1RVSlRiq7bELeNfSohga0UkM/s1600/Vthom.jpg" /></span></span></b> </span></span></div>
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<b><span style="font-family: Arial;"><span style="font-size: small;">The Last Part of the Empire:</span></span></b><br />
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<img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi9RSch_oqkXSCUlGTl9BPz_gI0VejI7Vagk3OpwX7MdOJxCT5RghtmoQH-bz7-71Gj0_9e8m96XNyuY9pgfu7jXLPv13yc0oeOe8_iSl-11pQPQyiepHdRu2zNpIOmneDpVXM6g4hkZFs/s1600/empirelr.jpg" height="400" width="337" /></div>
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<img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgRsBs41uJNlZiu5KHFjQm5D4nWfdlreQgMQIKzpKqiTaOuEl6F7mPN6IQFvMyRxvrdjvPo4w4iONkEIQc_y9ARRcoiB6PYVM1Iva_SehHlXZ49Yy_eMuPglNIo-dqf5KzaiyGC2c0A4FY/s1600/emp1.JPG" height="150" width="200" /></div>
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<img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5AvqPYzXVuLfVNxJ1jrsS_dH2Agar3oS6x2t23KMSa2sOZIQ8p9qY6UuijzgoqRJJM2sqH-npljgSG7C5zbGn9A_tXXJEhF0Ftk7mExNB8S46giZjQDC3h0Wwv0plcBt9tdjQ4bn7LWg/s1600/emp1lres.jpg" height="400" width="225" /></div>
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<span style="font-family: Arial;"><span style="font-size: small;">In its day the Swansea Empire Theatre was legendary, attracting many big-name acts, including a youthful Morecambe & Wise who are reported to have established their double act while performing in Swansea.</span></span><br />
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<span style="font-family: Arial;"><span style="font-size: small;">Demolished in the 1960s, a very small part of one wall remains, including one of the roses from which the canopy was suspended.</span></span><br />
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<b><span style="font-family: Arial;"><span style="font-size: small;">Wartime reminders:</span></span></b><br />
<span style="font-family: Arial;"><span style="font-size: small;"></span></span><br />
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<span style="font-family: Arial;"><span style="font-size: small;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-uWFSXVGzBmm-ZvGb3h6LDWo7UN9G07Pvt8C2g4XrQp6O1qGtH3gRAVyH2gShiYWDQZepaT_MoLnW8FLBBvVhwMkqSR2GYU9nL0YtpaxmbD92ClMbRHYx_hLUChFTEw_stIhyphenhyphenoSgoPOo/s1600/Orch1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-uWFSXVGzBmm-ZvGb3h6LDWo7UN9G07Pvt8C2g4XrQp6O1qGtH3gRAVyH2gShiYWDQZepaT_MoLnW8FLBBvVhwMkqSR2GYU9nL0YtpaxmbD92ClMbRHYx_hLUChFTEw_stIhyphenhyphenoSgoPOo/s1600/Orch1.JPG" /></a></span></span></div>
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<span style="font-family: Arial;"><span style="font-size: small;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyY9QY5K1L7NqwVgKfb3BLqCRNQXxBmmcSitD8kTSAkB2F3AkJwfqm2yyqpS92Ibz1MobyfMq_C-5fNaiZzX7yIk-j1sTY1llUJamoyFypCqqLTRzB9DUAet7K-tZg4POw2RnIQgG4d3o/s1600/orchlres.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyY9QY5K1L7NqwVgKfb3BLqCRNQXxBmmcSitD8kTSAkB2F3AkJwfqm2yyqpS92Ibz1MobyfMq_C-5fNaiZzX7yIk-j1sTY1llUJamoyFypCqqLTRzB9DUAet7K-tZg4POw2RnIQgG4d3o/s1600/orchlres.jpg" height="400" width="302" /></a></span></span></div>
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<span style="font-family: Arial;"><span style="font-size: small;">Swansea was severely damaged in the blitz of 1941, with much of what is now the City Centre totally destroyed. Consequently, comparatively few pre-war buildings survive in the City Centre, but here are some reminders of wartime damage.</span></span><br />
<span style="font-family: Arial;"><span style="font-size: small;"> </span></span><br />
<span style="font-family: Arial;"><span style="font-size: small;">The former Police Station (above) still shows the scars of shrapnel from wartime bombing in this view taken in Orchard Street which serves as a reminder of an unfortunate era in Swansea's history.</span></span><br />
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<span style="font-family: Arial;"><span style="font-size: small;"><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiz3znwlIDvraMStxE5fVYLSyOKNZeBaUX5UbF08A1IVX_zwsGN7l_tE0UwYX3UFAmkgh17BkxHNAk5K_F-NsVvxiCjCCsJXW22yu6vvVm1qRRsn_78AJGy-sd8q5zDCaxqF2NXwWMqW68/s1600/collstlr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiz3znwlIDvraMStxE5fVYLSyOKNZeBaUX5UbF08A1IVX_zwsGN7l_tE0UwYX3UFAmkgh17BkxHNAk5K_F-NsVvxiCjCCsJXW22yu6vvVm1qRRsn_78AJGy-sd8q5zDCaxqF2NXwWMqW68/s1600/collstlr.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: x-small;"><i><span style="font-family: Arial;"> This plaque in College Street commemorates the bombing of a Wesley Chapel in February 1941</span></i></span></td></tr>
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<b><span style="font-size: small;"><span style="font-family: Arial;">Dynevor School:</span></span></b><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOdoYPv4L43-KgqYJtvgCsBafLAPWFOnUstimPhR9Ws2bYMTqquwOxhf39jTTMsNvV28Dp-Osm3MXpW1Rbd1buuY071kXqfsoHweBk1J5vBQhDRqDbc8cIm8gtgEVG7iZns3B-wjtHi8k/s1600/dyn1lres.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOdoYPv4L43-KgqYJtvgCsBafLAPWFOnUstimPhR9Ws2bYMTqquwOxhf39jTTMsNvV28Dp-Osm3MXpW1Rbd1buuY071kXqfsoHweBk1J5vBQhDRqDbc8cIm8gtgEVG7iZns3B-wjtHi8k/s1600/dyn1lres.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Dynevor School August 2004 - 1</i></td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZQLJawno-IoW1DpWJ4vjOm7DIJmqqVapJSxsjQ3qmPuSxiJYIjeDYvDa2i0j0BFpIo3H-Hl1yLlVFvUPeXCSGSR19HbJkZRYvnPcQ7DLn4nszH2weI7i17UpGIEjLl_fbt9G0JRIaUdg/s1600/dyn2lres.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZQLJawno-IoW1DpWJ4vjOm7DIJmqqVapJSxsjQ3qmPuSxiJYIjeDYvDa2i0j0BFpIo3H-Hl1yLlVFvUPeXCSGSR19HbJkZRYvnPcQ7DLn4nszH2weI7i17UpGIEjLl_fbt9G0JRIaUdg/s1600/dyn2lres.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Dynevor School </i><i><i>August 2004 - </i>2</i></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqKB8RxPD0YDN0JsuU6YmH-svwro1RJOYEn8Ru5kufHm48_Iz02MWHTsqCOa46gQbEi1sNY_DWegr6Jd0LmuGvMpck1VQrROOpt2MKlzJxTXeAL1rvkLq3TtEC_x4ZMCMGs6zIL-63aLA/s1600/dynevor.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqKB8RxPD0YDN0JsuU6YmH-svwro1RJOYEn8Ru5kufHm48_Iz02MWHTsqCOa46gQbEi1sNY_DWegr6Jd0LmuGvMpck1VQrROOpt2MKlzJxTXeAL1rvkLq3TtEC_x4ZMCMGs6zIL-63aLA/s1600/dynevor.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Dynevor School </i><i><i>August 2004 - </i>3</i></td></tr>
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<span style="font-family: Arial;"><span style="font-size: small;">Dynevor School in De la Beche Street (above) still looked like a bomb-damaged building until very recently. </span></span><br />
<span style="font-family: Arial;"><span style="font-size: small;">During 1941 the top floor was completely destroyed, hence the newer upper section to the main building. The centre photograph illustrates the cut-off window sills on this part of the structure. Recent work has seen this part of the building demolished for redevelopment as a state of the art media centre as part of Swansea Institute of Higher Education, obliterating forever the blitz-damaged section.</span></span><br />
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<b><span style="font-family: Arial;"><span style="font-size: small;">High Street:</span></span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMgz6EHn1ckNs5nYiNvMP5xFbUTmL-kYkQspe1h3QlyXZxhdxGhrAm9PszwoIenwgqPB5LwkyxSL6PItcte2Hj-emga6F7MnD1w0Qr4yb1CrFF8-9gB7OAgzm8Ok6u09L3uxDRcHOTl1k/s1600/highst.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMgz6EHn1ckNs5nYiNvMP5xFbUTmL-kYkQspe1h3QlyXZxhdxGhrAm9PszwoIenwgqPB5LwkyxSL6PItcte2Hj-emga6F7MnD1w0Qr4yb1CrFF8-9gB7OAgzm8Ok6u09L3uxDRcHOTl1k/s1600/highst.jpg" /></a></div>
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<span style="font-family: Arial;"><span style="font-size: small;"><span style="font-family: Arial;"><span style="font-size: small;">Recently refurbished buildings in High Street include that occupied in the 1930s by artists and photographers, Chapman's and a former cinema building.</span></span></span></span><br />
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<br />Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com2tag:blogger.com,1999:blog-4485294124607222741.post-51975569980571859292014-11-23T22:39:00.002+00:002014-12-15T19:10:19.528+00:00Around the Docks - for 3/3d!<span style="font-size: small;">Back in the spring of 1956, SWT launched a Swansea ‘Town Tour’ which gave residents and visitors the opportunity to “see the sights”.</span><br />
<span style="font-size: small;"><br /></span>
<span style="font-size: small;">The comprehensive itinerary included views across Swansea Bay from Townhill and Mayhill plus a visit to Swansea Docks, which of course was much busier then.</span><br />
<span style="font-size: small;"><br /></span>
<span style="font-size: small;">The tour ran twice daily on Mondays to Fridays, leaving Oystermouth at 9.45am and 6.15pm, picking up also in the town centre. Places of interest en route were pointed out by a qualified tour guide.</span><br />
<span style="font-size: small;"><br /></span>
<span style="font-size: small;">Using the company’s then brand new Weymann Fanfare coaches, each tour covered about 40 miles, lasted about two and a half hours and cost a mere 3/3d – or about 17p in today’s money!</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhAcpE7D2uZrIUmxoNTSOTC2aTH4ixS5zfP-P9QHrpd2hUXYy3sFPwWhcVmjXD_6GZDwH36wp018UaoSXNcduMfqitnx8edRbZtCBSjafHrq6tSd5XB49YWnPWTvuHH2RTS7aNXY7J0kog/s1600/mwn2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhAcpE7D2uZrIUmxoNTSOTC2aTH4ixS5zfP-P9QHrpd2hUXYy3sFPwWhcVmjXD_6GZDwH36wp018UaoSXNcduMfqitnx8edRbZtCBSjafHrq6tSd5XB49YWnPWTvuHH2RTS7aNXY7J0kog/s1600/mwn2.jpg" height="404" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial;"><span style="color: blue; font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"><i><span style="color: black;">One of the then new Weymann 'Fanfare' coaches in </span></i></span></span></span><span style="font-family: Arial;"><span style="color: blue; font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;"><i><span style="color: black;">the setting of Swansea Docks.</span></i></span></span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh79vcO0QYbIVn4aVZX4bf3YejV0KRnFYJHFK-wtU3RcQqYhKel2XVCLO3d2cztgKPSsXEfBtI64aoL_ciw2bbMi7_K61y2WLnrQh9pbYUw9VklHf4vIjINe7sCGjJOYaxuopXFEPVUwOY/s1600/mwn.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh79vcO0QYbIVn4aVZX4bf3YejV0KRnFYJHFK-wtU3RcQqYhKel2XVCLO3d2cztgKPSsXEfBtI64aoL_ciw2bbMi7_K61y2WLnrQh9pbYUw9VklHf4vIjINe7sCGjJOYaxuopXFEPVUwOY/s1600/mwn.jpg" height="417" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">The crews for the 1956 Tour of Swansea. </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">They were drivers W. G. Davies, and couriers D. M. Jones, L. T. Wallace </span></span></i><br />
<i><span style="font-size: x-small;"><span lang="EN-GB" style="font-family: Arial;">and R.G.Powell. On the step is A. Griffiths of SWT’s tours department.</span></span></i></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhAQTIrpq9yzlm7W9SntD5zEiRSAKoGF6qAxIlPYdLuGhWpGooHd1Sqb8r9jwcEqFeslsKfMwmjj_SW92em2xa08PAwH_mj6mmCUAZ-M1tzO3nkTfZDm-K5FDBzhOQ3u6NXkEXLZ5lslX4/s1600/PWN65lr.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhAQTIrpq9yzlm7W9SntD5zEiRSAKoGF6qAxIlPYdLuGhWpGooHd1Sqb8r9jwcEqFeslsKfMwmjj_SW92em2xa08PAwH_mj6mmCUAZ-M1tzO3nkTfZDm-K5FDBzhOQ3u6NXkEXLZ5lslX4/s1600/PWN65lr.jpg" height="472" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span lang="en-gb"><span style="font-size: x-small;"><span style="font-family: Arial;">1958 AEC Reliance/Weymann Fanfare 1034 (PWN 65), </span></span></span></i><br />
<i><span lang="en-gb"><span style="font-size: x-small;"><span style="font-family: Arial;">in a later version of SWT coach livery at Swansea Docks.</span></span></span></i></td></tr>
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Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-67318680444899415872014-11-23T22:13:00.002+00:002014-11-26T11:31:37.093+00:00I-Spy...<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrJyfN7eAZ-va39FftMeEDZy2hgb2eO2Uyj92gI7guMYYLrBDeMKSUBPt4ZlG34_g_wfQ9i9hSp9AoD1l2sHgrR4b2_eEAbwUJORXIpijFuOYvAXrlt0n9ie9C8yQ4X9xCN6Qjfi_QRXI/s1600/$(KGrHqRHJC4FCFPsthvLBQm%2Bz7ZEbg~~60_12.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrJyfN7eAZ-va39FftMeEDZy2hgb2eO2Uyj92gI7guMYYLrBDeMKSUBPt4ZlG34_g_wfQ9i9hSp9AoD1l2sHgrR4b2_eEAbwUJORXIpijFuOYvAXrlt0n9ie9C8yQ4X9xCN6Qjfi_QRXI/s1600/$(KGrHqRHJC4FCFPsthvLBQm%2Bz7ZEbg~~60_12.jpg" /></a></div>
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<span style="font-size: small;">The I-SPY books were/are spotters' guides written for British children, and particularly successful in the 1950s and 1960s in their original form and again when relaunched by Michelin in 2009 after a seven-year gap in publishing. </span><br />
<span style="font-size: small;"><br />
</span> <span style="font-size: small;">The I-SPY Tribe was based on the I-SPY Books, some forty small volumes that sold in hundreds of thousands. Each book covered a subject such as I-SPY Cars, I-SPY on the Pavement, I-SPY Churches, I-SPY on a Train Journey, etc. As children spotted objects such as coalhole covers, oak trees, semaphore signals, fire engines, whelks, and so on, they recorded the event in the relevant book, and gained points. Once the book was complete, it could be sent to Big Chief I-SPY for a feather and order of merit.</span><br />
<span style="font-size: small;"><br />
</span> <span style="font-size: small;">The company was supposedly run by a Red Indian chief called Big Chief I-Spy. The original Big Chief I-Spy was Charles Warrell, a former headmaster who created I-Spy towards the end of his working life. He retired in 1956, but lived on until 1995 when he died at the age of 106.</span><br />
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<span style="font-size: small;">The original books were originally self-published by Charles Warrell but, after a brief period when they were published by the Daily Mail, they were taken over by the now defunct News Chronicle newspaper and based in the paper's building in Bouverie Street. The regular I-SPY column, which appeared in the News Chronicle, reverted to the Daily Mail when the News Chronicle ceased publication, and continued to appear until the late 1980s. </span>Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com1tag:blogger.com,1999:blog-4485294124607222741.post-77956908921342132942014-11-23T20:42:00.002+00:002014-11-27T07:52:55.681+00:00Swansea's Guinness Clock<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixfGtzRMpcOh5jyFWiSde4Fyeal6zJL0icnGO4mxNJrYJrjpQAaTtS4vaS5OdergTOnVzBjtdc8wNnipDWGLpnEpUjFogvjRM52FW4yDNrIq6pJGz-wuNo6pXYByvZyQt9WtJXm1yTUm8/s1600/guinn.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixfGtzRMpcOh5jyFWiSde4Fyeal6zJL0icnGO4mxNJrYJrjpQAaTtS4vaS5OdergTOnVzBjtdc8wNnipDWGLpnEpUjFogvjRM52FW4yDNrIq6pJGz-wuNo6pXYByvZyQt9WtJXm1yTUm8/s1600/guinn.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><br />
<i>The Guinness Clock at the Slip in Swansea in July 1958.</i></td></tr>
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<span style="font-size: small;">It's strange, the things that stick in your mind from younger days.</span><br />
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">One of my earliest memories of childhood life in Swansea is, apart from the Mumbles Railway, the Guinness Clock which once stood near the footbridge at the Slip. It was opposite Victoria Park and just around the corner from another long-forgotten local timepiece, the municipal floral clock.</span></div>
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">The Guinness Clocks - or to give them their proper name, The Guinness Festival Clocks - originated with the 1951 Festival of Britain. The exhibition was intended to show Britain at its best and form an antidote to post-war gloom.</span></div>
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">The clock was exhibited at Battersea and was the idea of Guinness advertising manager, Martin Pick. He designed it to entertain the public as well as, of course, advertise his company's product. Ir became Guinness's contribution to the Festival.</span></div>
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">Construction was by Lewitt Him and took five months for clockmakers Baume and co. of Hatton Garden to construct the 25-foot high machine. The original Guinness Clock proved very popular with the public and Guinness received enquiries from a number of local authorities and exhibition promoters who all wanted to borrow it for display.</span></div>
<div style="text-align: left;">
<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">This prompted the construction of slightly smaller travelling versions of the clock - the first two of which were ready by September 1952. Others followed, mainly for display at seaside towns, including the one which found its way to Swansea.</span></div>
<div style="text-align: left;">
<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">Every 15 minutes the gathering crowd were entertained by the four and a half minute routine featuring well known characters from the various Guinness adverts. These included a series of animals which were created by artist John Gilroy of S. H. Benson's advertising agency. He produced a series of colourful posters in which different zoo animals made off with their keeper's Guinness!</span></div>
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">The menagerie included a variety of animals, the most famous of which was the Guinness toucan which became something of an advertising icon from 1935 until his final retirement in 1982. Guinness also made use of characters from Alice in Wonderland in its advertising in the 1930s to 1950s.</span></div>
<div style="text-align: left;">
<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">It may be somewhat unacceptable now to use characters from a children's book to advertise beer, but at the time it was perfectly normal. This explains why the Mad Hatter with his fishing rod appears on the Guinness Festival Clock, along with the zookeeper, toucans and other Guinness animals.</span></div>
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">Changing times spelled the end for the clocks. Guinness stopped using animals in its advertisements and spare parts for the clocks became difficult to obtain. They were finally withdrawn in October 1966 and sent for scrap - a sad end to a unique form of advertising.</span></div>
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<span style="font-size: small;"><br />
</span></div>
<div style="text-align: left;">
<span style="font-size: small;">There is, however, one clock still in existence - a miniature version at the Guinness Museum in Dublin.</span><br />
<br />
<span style="font-size: small;">(Main article first published in the South Wales Evening Post, Monday December 1 2003.) </span></div>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0tag:blogger.com,1999:blog-4485294124607222741.post-43352049532953885812014-11-23T18:38:00.000+00:002014-11-29T16:01:57.953+00:00The Porthcawl Miniature Railway by Doug Parfitt<i><span style="font-size: small;"><b><span style="font-family: Arial,Helvetica,sans-serif;">More of a curiosity than a serious railway, but with an interesting history, was the Porthcawl Miniature Railway. The quarter-mile, 15 in. gauge miniature railway opened in 1935, the year of the Silver Jubilee, using two steam-outline petrol locomotives. Rolling stock comprised new bodies based on former Romney, Hythe & Dymchurch Railway chassis. The locomotive illustrated below is no.1936 (of that year), 'Coney Queen'. The line closed and was dismantled at the end of the 1986 season.</span></b></span></i><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijPc3UlXN8S407L3_S9sU7Qctj4PGb8SLyMLKGDnWswB3XPN-eE4Pcs9D4CgoKRxZO_Hhnl8BSicrwOi9p6BPfZrAE7iG2bGdAcvzRgmnI059olZkpOo5JEGu0lLtGm5hSiteQd6xLhRY/s1600/pcawl4lr.jpg" imageanchor="1"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijPc3UlXN8S407L3_S9sU7Qctj4PGb8SLyMLKGDnWswB3XPN-eE4Pcs9D4CgoKRxZO_Hhnl8BSicrwOi9p6BPfZrAE7iG2bGdAcvzRgmnI059olZkpOo5JEGu0lLtGm5hSiteQd6xLhRY/s1600/pcawl4lr.jpg" /></a></div>
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">Doug Parfitt traces the history of Porthcawl's once-popular seaside railway:</span></span><br />
<br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">The line was originally built in 1935 as an added attraction to the Fun Fair on land belonging to the owners at the time.<br /><br />The line was 400 Yards long and consisted of a station at each end, Coney Beach at one end and Pier End at the other. It was positioned between the road, which ran alongside the eastern promenade from the funfair to the harbour basin and what was at the time the salt lake, which was used for swimming, diving and boating. The Great Western Railway station was visible across the salt lake and was more or less parallel with the P.M.R. The turning triangle of the G.W.R. swung across the end of the salt lake and was about 40 Yards from the P.M.R. Coney Beach station.<b> </b></span></span><br />
<br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><b>Harbour</b> </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">Originally the Standard gauge line also crossed the road and went behind the funfair to the old gas works. The salt lake was originally the inner harbour of the Porthcawl docks, which were closed in the late 19th Century. It was completely filled in during the 1930's and has been used as a car park ever since. The Standard gauge line was closed and removed during the early 1960's leaving the P.M.R. to survive until about 1986.</span></span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh75iwSdLdGe_7y4Ld16BJ7pIedYkR7r-7MmF8SrlpRgMgDfX2TvkvWEmgOtRlAG8iTGdj6T6cR2em7PlGvMpICDSw78P-tAdGkodIGd6yEKdK7D3AICxXkod0oZlfjv1_Wp-2tCALIgyw/s1600/pcmap2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh75iwSdLdGe_7y4Ld16BJ7pIedYkR7r-7MmF8SrlpRgMgDfX2TvkvWEmgOtRlAG8iTGdj6T6cR2em7PlGvMpICDSw78P-tAdGkodIGd6yEKdK7D3AICxXkod0oZlfjv1_Wp-2tCALIgyw/s1600/pcmap2.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div align="center">
<i><span style="font-size: x-small;">Diagrammatic m</span><span style="font-size: x-small;">ap
of the Porthcawl Miniature Railway.</span></i></div>
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<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">The line itself was single with a loop in the middle, as is shown in the diagram above and was laid to 15 inch gauge. The engine shed was disguised as a tunnel. Whether the loop was there from the beginning I don't know as there was only one train for the first season, but I imagine that it was.<br /><br />The train that was originally used consisted of ‘Silver Jubilee’; a steam outline petrol powered 4-6-4 loco with a hydrostatic transmission that was originally used to operate the periscope on a WW1 submarine. This is the loco that I now own. The original train consisted of 6, 4 wheel, open coaches that used carriage under frames from the Romney, Hythe and Dymchurch Railway in Kent. One interesting fact is that the loco always faced Coney Beach because it only had one cab door cut out which was on the road side of the railway.<br /><br />In 1936 a second train was acquired. This being ‘Coney Queen’ plus a train of articulated stock to the same pattern as the 4 wheelers already owned. In later years, certainly by the ‘60’s, the 4 wheelers were behind ‘Coney Queen’ and the artics behind ‘Silver Jubilee’. It may have been that they were always this way round. I need to investigate more.<b> </b></span></span><br />
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<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><b>Voltage</b> </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">While the only visible difference between the two was that ‘Coney Queen’ had cab doors on both sides of the body, ‘Coney Queen’ differed from ‘Silver Jubilee’ in that it was fitted with electric transmission, from a Tilling-Stevens bus. Tilling-Stevens buses were often used by fair folk as transport as the dynamos produced 110v DC, the standard traveling show voltage, which is still current today. Therefore they had a vehicle, which would be able to transport rides around and then power them when erected. ‘Silver Jubilee’ was converted to electric transmission at some time, possibly after WW2 and probably due to spare parts for the original transmission becoming impossible to obtain. At the same time ‘Silver Jubilee’ was re-engined with an Austin 16hp engine which made it necessary to raise the bodywork by 6 inches to cover the overhead valves on this type of engine. A chrome strip was applied to the join between the original body and the extension, as the Chrome strips over the firebox did not now reach the footplate also the cab doorway was covered over at some time in the 50’s. ‘Coney Queen’ had an Austin 12 Sidevalve engine, which fitted under the original body height<br /><br />Operation was for the train leaving Coney Beach to pass along the loop outside the tunnel while the train from Pier End passed through the tunnel. This was what every child wanted as it was far more exiting to see the inside of the tunnel than the outside! The point blades were pushed over by the train wheels while the lever nodded alongside the track. When reduced to one train working in the '70s, both points were fixed to run round the loop. Because of safety regulations by the late '70s, the last car in the train, which was now down to 4 cars, was fitted with a barrier to stop people falling off the end. For the first time a guard whose job it was to control the riders during the trip was required. How things change.<b> </b></span></span><br />
<br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><b>Livery</b><br />The original livery of ‘Silver Jubilee’ was lined green with chrome strips over the firebox and a chrome cap to the chimney, the coaches were chocolate and cream so as to reflect the G.W.R. trains on the opposite side of the salt lake. I believe that ‘Coney Queen’ and its train was painted the same. Both locos lost their chimney caps by the late ‘50’s. When the G.W.R. became B.R.(W.R) and the coaches became Carmine and Cream, the P.M.R. followed suit and the coaches were painted red and cream. The coaches became Chocolate and Cream again at the end of the ‘60’s, the locos receiving green with a simpler lining, Silver Jubilee had lost its Chrome lining by this time. Around 1972 or so ‘Coney Queen’ was sent for a major overhaul which included fitting of a diesel engine and a repaint in lined blue to match B.R. locos although they weren’t to be seen in Porthcawl! The 4 wheel coaches were also painted in blue and cream to match. In its last years ‘Coney Queen’ was painted red with what appears to have been a dark blue smoke box, the coaches reverting to red and cream. It had an amber flashing beacon added to the front of the smoke box as a safety measure. The P.M.R. carried on until the mid '80s with no further changes when closure came.<br /><br />As Silver Jubilee was taken out of service around 1970, apart for being called upon during the long hot summer of 1976, it was never painted in blue, as was ‘Coney Queen’.<br /><br />While all the stock and rails have gone along with the tunnel and station buildings, much of the trackbed remains undisturbed. The portion of trackbed where the tunnel was has been pushed back so as to make more room in the car park, although why there was need for such a small increase in the size of an already large car park I don’t know<br /><br />Just a few other points, the locos were not fitted with radiators, but had water tanks fitted in the smoke boxes. The steam created as the engines warmed up gave the impression of a real steam engine. Each time the trains stopped in their 'home' station ' i.e. with the locos at the tunnel end of the train, the drivers would pour a can full of cold water down the chimney to replenish the tank. I think that the engines were stopped while in the stations so that they didn't overheat. </span></span><br />
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<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><b>Preservation</b></span></span></div>
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<span lang="en-gb"><b>
</b><i><span style="font-family: Arial; font-size: x-small;">'Silver Jubilee' on the
turntable at the </span></i></span><i>
<span style="font-family: Arial;">
<span style="font-family: Arial; font-size: x-small;">
Windmill Farm Railway</span></span></i></div>
<div align="center">
<i><span style="font-family: Arial;"><span style="font-family: Arial; font-size: x-small;"> in Burscough, Lancashire.
</span><span style="font-family: Arial; font-size: xx-small;">
(Doug Parfitt)
</span></span></i><span lang="en-gb"><i>
</i><span style="color: blue; font-family: Arial; font-size: xx-small;"><i><span style="color: black;"></span></i></span><b><span style="color: blue; font-family: Arial; font-size: xx-small;"><br /></span></b></span></div>
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<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">I got involved with ‘Silver Jubilee’ back in 2000 while surfing the net one evening and came across it as being at Windmill Farm Railway in Burscough, Lancashire. I had already found it and 3 coaches at the Severn Valley railway some years earlier but had lost track of it. Anyway I contacted its then owner and later called in to see him and the loco while returning from Yorkshire. Some time later I said to him that anytime he wanted to sell, to let me know. Of course, he wanted to sell. So, putting money where my mouth is I bought it.</span></span><br />
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<span lang="en-gb"><b>
</b><i><span style="font-family: Arial; font-size: x-small;">The dynamo and motor of
'Silver Jubilee', removed by a </span></i></span></div>
<div align="center">
<span lang="en-gb"><i><span style="font-family: Arial; font-size: x-small;">previous owner as described in Doug's
article. </span></i></span><i>
<span style="font-family: Arial;">
<span style="font-family: Arial; font-size: xx-small;">
(Doug Parfitt)
</span></span></i></div>
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<span lang="en-gb"><b>
</b><i><span style="font-family: Arial; font-size: x-small;">'Silver Jubilee' in its
dismantled condition; </span></i></span></div>
<div align="center">
<i><span lang="en-gb"><span style="font-family: Arial; font-size: x-small;">the parts currently are in store at Pontypridd,
awaiting restoration. </span></span>
<span style="font-family: Arial;">
<span style="font-family: Arial; font-size: xx-small;">
(Doug Parfitt) </span></span></i></div>
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<div style="text-align: left;">
Unfortunately, when I bought it, it had already been dismantled and the dynamo and motor had been kept by a previous owner as spares for some of his other locos. Luckily he decided that they weren’t the right ones and I was able to get them as well. Only one major item is missing, the petrol engine. This isn’t a major problem as the engine used was the same as that used in Austin A70’s, Gypsies and Taxis and can be found fairly easily. I may change the engine back to a side valve type to be able to change the body back to its original appearance. I brought it back to South Wales in September 2002 and currently it’s waiting for me to sort out its accommodation before I start restoration. I’ve already received invites to run ‘Silver Jubilee’ at Windmill Farm and from the Perrygrove Railway in the Forest of Dean. All I need to do now is to get things moving. After all its only 12 feet long and weighs one and a half tons or so, shouldn’t take long at all.</div>
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><br />One other thing to mention is that ‘Coney Queen’ also still exists, at least, some of it does. Apparently it was converted into, or should I say, parts of it were used in, a loco for the Gullivers World Theme Park in Warrington.<br /><br />If you have, or, have access to, any information, stories, photographs or anything at all about the railway, I would be pleased to hear. </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><br /></span></span>
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;"><b>"Having a wonderful time..."</b> </span></span><br />
<span style="font-family: trebuchet ms,arial,helvetica; font-size: small;"><span style="font-family: Arial;">In common with many other seaside miniature railways, the Porthcawl line featured on several holiday postcards. Examples of these are shown below; the upper, earlier one was published by Frith's and the lower one by Valentines.</span></span><br />
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Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com20tag:blogger.com,1999:blog-4485294124607222741.post-74233855203951793692014-11-22T12:25:00.000+00:002014-11-27T12:34:16.579+00:00They Always Bite in the Rain<!--[if gte mso 9]><xml>
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</xml><![endif]--><b>(First published in the Dynevor School Magazine, 1975).</b><br />
A peaceful afternoon in the summer of 1968 was interrupted
by the arrival of a friend. He had concluded that by principal preoccupations
of thumb-twiddling, whistling and staring blankly at the sky were neither
productive nor profitable even if the three activities were performed
simultaneously.<br />
<div class="MsoNormal">
I decided that here was a wise-guy who knew very little
about the gentle art of doing nothing and challenged him to suggest an
alternative way in which I could pass my spare time.<span style="mso-spacerun: yes;"> </span>With the best of intentions, he invited me to
join him in his particular pastime, angling. It seemed ludicrous. My only
fishing experience to date had involved balancing precariously on the bank of a
stream with an old jam jar and a net. However, I agreed to give his suggestion
a little thought and, perhaps with a little sarcasm, remarked there might well
be a future for me in the British fishing industry.</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjabEW-zCgXzIBPx7m-emqopv5iuz-5iYx-_zD5yJNpMLFmE2KIXRvK8ipP3lkSauJYMM9y2MgCzgs0MAfgJEkhj32SpYHckk-KUMNFrjHZsBBqHGfIYTVtHWCjjK34x6tVsv3Toy0D2k8/s1600/fish1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjabEW-zCgXzIBPx7m-emqopv5iuz-5iYx-_zD5yJNpMLFmE2KIXRvK8ipP3lkSauJYMM9y2MgCzgs0MAfgJEkhj32SpYHckk-KUMNFrjHZsBBqHGfIYTVtHWCjjK34x6tVsv3Toy0D2k8/s1600/fish1.jpg" height="137" width="320" /></a></div>
<div class="MsoNormal">
During the next few days I invested in some moderately priced
tackle and I was soon to be seen heading in the direction of Brynmill Lake,
armed to the teeth with a rod, reel, line, floats, weights, disgorgers and
other ‘essential’ knick-knacks of which I knew almost nothing.<span style="mso-spacerun: yes;"> </span>With a great deal of assistance my line was
set up and baited. I had brought some old bread to use as bait; this was mixed
with water until it had a doughy consistency and a small lump was attached to a
hook.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The next lesson to be learned was how to cast. In theory it
should be done as follows: </div>
<div class="MsoNormal">
First, you release the reel catch, hold the rod high with
the tip pointed backwards across the right shoulder and press the line to the
underside of the rod with the index finger. Then you fling the rod forwards
with great vigour, releasing the index finger from the line and the weights
will do the rest.</div>
<div class="MsoNormal">
It sounded easy. I thought it would work. It almost did. The
rod at least was pointing in the right direction – across the lake. Most of the
line, however, was tangled around my arm and the hook, weights and float were
hidden somewhere in an adjacent bush.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Eventually, I mastered the technique and all went well. My
only worry was that, whenever I reeled in, the bait had mysteriously vanished.
Naively, I attributed this to a fish that had failed to become hooked. In
reality, I suppose, the bread had either broken up in the water or flown off
during casting but ‘the one that got away’ theory held most appeal and anyway,
who could prove otherwise?</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
After a fortnight I had well and truly settled into my
new-found recreation, despite the ever-present awareness that I was being
denied the apex of relaxed angling. Occasionally, the line would drift into the
bank. It mean the disturbance of having to rise and re-bait the hook and, far
worse, the activity of standing to cast the line back into the water. A remedy
would have been to dispense with the angling side of the outing altogether, of
course.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
One afternoon it dawned on me that a major milestone in my
‘career’ still had to be reached: I had not yet caught a fish. Logs, weeds,
pieces of debris I had caught, but no fish. I resolved to change by bait. I
secured a large box of worms but my friend had gone one better. He appeared on
my doorstep and gleefully announced that he had visited the abattoir. From his
excited mutterings I gathered that he had procured a substantial supply of
cream-coloured maggots. An expedition was arranged for the following day.</div>
<div class="MsoNormal" style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbSZ4T6Slnmwz_lx0XDHlJ7Q_IfnNgwcoLSoK84YOz8mpFDuRTy6x44jTSQBhPcHjxwQJ7Fj1oymWbl7-35hWd5hBNURAN8dBdrkY5hf_hwTVk2ZjXMqWCSuJohlvD-P7gbcGKHuL_pp4/s1600/fish2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbSZ4T6Slnmwz_lx0XDHlJ7Q_IfnNgwcoLSoK84YOz8mpFDuRTy6x44jTSQBhPcHjxwQJ7Fj1oymWbl7-35hWd5hBNURAN8dBdrkY5hf_hwTVk2ZjXMqWCSuJohlvD-P7gbcGKHuL_pp4/s1600/fish2.jpg" height="320" width="314" /></a> </div>
<div class="MsoNormal">
The next day dawned but the weather had become somewhat
sour. As I began to think of an alternate set of arrangements for the day, the
telephone rang. It was my accomplice who enquired whether I still intended to
go fishing. When I replied that the bad weather had left me in some doubt, he
replied knowledgeably that it was a good day for fishing since they always bite
in the rain.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Within an hour we were again at the lake-side, carefully
baiting our hooks and becoming more bedraggled by the minute. We cast out.
After about ten minutes, I noticed my float bobbing beneath the surface. I
leapt to my wellington-clad feet, grabbed the rod, reeling in at the end of my
line was my first fish. Immediately I was overtaken by a tremendous feeling of
achievement and in the teeming rain, danced a series of spectacular gyrations
which bore a strong resemblance to the highland fling. My performance over, I
released the poor perch from the line and returned it to its watery home.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
From then onwards my interest declined and a large part of
each expedition was spent feeding the ducks, who apparently thrived on stale
sliced bread. Subsequently, outings became shorter and shorter until they
eventually ceased, much to the relief of other, more serious, anglers.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Then about two or three years ago I sold my tackle and made
a small profit. It had been worth it after all!</div>
Phil Trotterhttp://www.blogger.com/profile/12620932485603700367noreply@blogger.com0