There has been a a temporary reprieve for the semaphore signalling at Pembrey & Burry Port and at Ferryside until sometime next year, meaning the chance for a summer-time return (2-3 July 2024) to these two photogenic locations, in the hope of finally capturing some freight action.
After a detour on the way to Craven Arms, courtesy of some half-price TfW advance purchase tickets, my plan was a late afternoon stop at Pembrey & Burry Port, in order to see the westbound train of oil tanks to Robeston Sidings, an overnight stay in Carmarthen, then an early morning call at Ferryside to see the eastbound tanks.
First up was a short visit to Craven Arms, where there was a chance to see the regular Dee Marsh-Margam freight working passing the hideous signal box and some of its semaphores, before another walk to the “FLOW” footbridge north of the signal box and level crossing and a chance here to see at least one Class 67-powered TfW service.
Having captured 66176 on the daily southbound freight I took the ten minute walk north from the station up the A49 then along a little used footpath to the revolutionary lightweight FLOW footbridge, which was developed by Network Rail’s R&D team to provide an alternative to dangerous foot crossings.
As I wrote last year (February 2023) FLOW stands for fibre-reinforced polymer (FRP), lower-cost, optimised-design, working bridge. The 21m-long bridge costs around 40 per cent less than a traditional steel structure, with no concrete used in the foundations in order to reduce its carbon footprint, and it weighs only half of a traditional steel bridge, meaning lower transportation and installation costs.
Looking south from this bridge (as seen above) gives you a good view of Craven Arms Crossing Signal Box and the station beyond, along with four of its seven surviving semaphore signals, which are CA24 for exit from the down goods loop alongside down home CA26, while beyond the level crossing are up home CA3 and outer home CA2.
Turn north from the bridge and you will see up section signal CA4 (minus its finial) while almost out of view around a right hand curve in the line is a tall bracket (CA27) with a subsidiary arm for access to the down goods loop.
On my journey from Newport I had seen three of the rather unreliable Class 67/Mk IV combinations used on certain Cardiff-Manchester services, all of which had the loco at the north end of the formation.
So, with only one set due to pass during the couple of hours I was spending at Craven Arms, I was hoping that the loco would also be on the front of this northbound working (1V39), but it was not my lucky day, and the train appeared (18 minutes late) headed by DVT 82230 with 67013 at the rear.
Travelling west after my diversion to Craven Arms, I had considerably more luck at Pembrey & Burry Port, where I had never previously had any joy in seeing freight workings, when in the space of less than two hours on 2 July there were two westbound trains of oil tanks for Robeston Sidings, near Milford Haven.
First up at 17.07 was 6B41 from Westerleigh Puma that was double-headed by maroon-liveried 66155 and 66205 in the newer and brighter DB red. Then at 18.54 it was the turn of maroon 66120 and red 66104 with 6B33 from Theale Puma to Robeston Sidings, as seen below.
Having some time before my delayed GWR service to Carmarthen, I made once again for the noisy but friendly Portobello Inn, where I was able to reacquaint myself with Brain’s Dark (3.4%) for a quite remarkable £2.00 a pint. Another welcome discovery was cod and chips at the Atlantis fish bar opposite (£7.90), which was simply outstanding.
After a comfortable night in the Boar’s Head Hotel (£63.75 B&B) my challenge on 3 July was to get a short of an eastbound train of oil tanks, so took the 06.03 train from Carmarthen as far as Ferryside and before a chat with the friendly signaller was able to capture 6B13 to Westerleigh as it passed at 06.30 powered by DB 66010/136 both in the new red livery, as seen below.
Returning to England on the 11.27 Carmarthen-Paddington service, which was diverted via Gloucester due to planned closure of the Severn Tunnel, I decided to treat myself to a free first class upgrade by enjoying a Pullman lunch, which on this route is served (weekdays only) on this train from Swansea (dep. 12.23).
There were just three of us to savour the full dining experience, when I was joined by a charming Australia couple from Sydney on a ten-week European tour, who had been advised by friends in the UK to sample the Pullman Dining after spending time holidaying in Mid-Wales.
From the current summer menu (£44 for three courses) I can highly recommend the asparagus, pea and puff pastry tart starter and the Panko breaded salmon main course, followed by the English cheese board, and I remain bemused at why the huge numbers of people are willing to pay up to £400 for the dining option on special trains, but do not sample what is currently available on the national network for a fraction of the cost.
RailwayWorld.net 
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