Exchange Sidings and Brake Vans

[Rhobat Bryn]

I am currently trying to work out what was common practice for the above during the independent era in Wales. Using Hafod Exchange Sidings as an example, I'm assuming that a Taff Vale loco would pull the coal train into the siding and then detach to be replaced by a Barry Railway B1 down to Cadoxton marshalling yard where it would be replaced by a Barry 'H' class which would draw the train into the docks. My question is what would happen to the brake van. Would there be a Taff Vale brake van until Hafod where it would be replaced by a Barry Railway brake van or did the Taff Brake remain on the train all the way to Barry Docks?

[Rhobat Bryn]

Thanks Noel, that's a useful pointer.

[Penrhos1920]

"PENRHOS JUNCTION

The Pilotman, or in his absence the Foreman, will meet all trains arriving on the Up Sidings, uncouple the engine and turn the points to enable the engine to proceed to the rear of the train for the van which will be coupled on by the Guard. He will then, if required, place the van at the rear of the return train and the engine will proceed to the pit if necessary, all points with the exception of those leading from the Up Relief Line to the pit being turned by the Guard or other member of the Traffic Staff. During the time the engine is on the pit the Guard will examine the return train, afterwards returning for the engine which will be taken to the front of the train and coupled on.

When there is no return load available upon the arrival of a train at Penrhos, the engine, after it has been uncoupled by the Pilotman or Foreman as the case may be, will immediately proceed to the pit if pit duties have to be performed, all points except those leading from the Up Relief Line to the pit being turned by the person who uncouples the engine. The points from the Up Relief Line to the pit will ordinarily be turned the the Fireman, but in cases where the van is taken to the upper end of the Sidings by the train engine, and there is no return load available, or it is not practical to place the van behind the return train, the Guard will turn the points to enable the engine to proceed to the pit.

When the engine is returning from the pit the Pilotman or Foreman will turn the points to enable it to proceed to the rear of its inwards train for the brakevan." - Rail 1136/2 - Barry WTT Appendix 1913

What this does not say is how the engine runs round the brakevan, but there was a short section track adjacent to the pit line where the brakevan could be left so the engine could run around it using the up Relief Line.

What is clear from these instructions is that the Barry brakevan only travelled as far north as Penrhos. I haven't found any Rhymney instructions describing how the Rhymney brakevans were removed fro a Down train and placed at the rear of an up train. I can image that if Up & Down trains arrived simultaneously the shunting of brakevans could have looked looked like a dance.

[Rhobat Bryn]

"PENRHOS JUNCTION

What this does not say is how the engine runs round the brakevan, but there was a short section track adjacent to the pit line where the brakevan could be left so the engine could run around it using the up Relief Line.

Thanks for the detailed info, Penrhos 1920.

This paragraph is the key question for me. The loco would have to remove the brake van from the rear of the up train, put it on a line where it could run round, move across to the down train, couple the brake van to the down train and then run round the down train to couple at the front. Quite an elaborate manoeuvre.

[0083]

Brake Vans generally remained on the territory of its owning company with through working the exception rather than the rule. Even post 1923, GW Toads returned to their home depot each working day (2 days if a Double Home turn was involved e.g., Tondu to Llandeilo Junction) and remained at that depot for years. The General Instruction Circulars regularly appealed for the search and return of Toads that had been borrowed or crippled at other depots/locations. South Wales topography of course facilitated the swapping of Brake Vans at Exchange Sidings by gravity. It's amazing how a slight tap would enable a "loose" vehicle to run some distance. I once experienced the 0315 Paddington News running out of fuel at the top of Stormy and we made Port Talbot Station purely on gravity and momentum over a distance of 8 miles. Luckily we had "clear" signals

[Newport_rod]

Brake Vans generally remained on the territory of its owning company

I would guess that this wouldn't be the case where running powers were being invoked - e.g. where the Barry ran trains over the B&M, wouldn't brake van work through to (say) New Tredegar?

[Newport_rod]

Ordinary goods traffic was exchanged at Duffryn Isaf on the B&M or at Energlyn on the Barry system.

Noel

Which very tidily references Terry McCarthy's excellent article in the latest Archive