Oswestry Update

Does the Cambrian have any sort of "grandfather" rights to use any of the level crossings to any degree, notwithstanding that road traffic volumes have presumably increased since they were last used by BR for the quarry traffic? Please do continue the blog which is invariably interesting.

 

With regards to 'grandfather' rights on the A5/A483 level crossings, I'm sure I read that by the time these were built (1987?) the line had been closed to passenger traffic with just very infrequent freight trains. Any impact on road traffic was therefore minimal

 

How often are trains running at the moment up and down from oswestry just on w,ends? And besides the volunteers maintenance trains to weston to complete the 1st stage of reopening but going north to gobowen or more appropriatly to lynclys would take time and maybe the 2nd stage of the cambrian lines project as for going north to gobowen i reckon that would be good for a mainline connection but its the level crossings are the problem up there.

 

It's a question which comes up again and again so it's worthwhile setting out the situation.
CHR owns or leases the section of line from Gobowen bay platform through to the over bridge at the A495 . Some parts are owned, some leased from Shropshire County Council. In addition the section from South of the road bridge at Llynclys to close to Pant is also part of the CHR portfolio.
The line up to Nantmawr is owned by the independent Tanat Valley Railway company.
Obviously the goal is to link up all sections but the key limiting factor is money.
The Llynclys station house and grounds including the trackbed to connect the operating section to the rest of the railway remains in private ownership. The land under the old station bridge belongs to the Highways Authority who require further permissions and payments to return to rail use.
The whole CHR section, with the exception of the two level crossings and the over bridge, were covered in the TWAO that was granted to CHR.
With regards to the level crossings the answers are well above my pay grade. Basically as both the A5 and A483 are classified as major arterial trunk roads it was made very clear that there would be no TWAO granted to cover reinstatement of these level crossings. Both roads are in the long term highways plan to receive significant improvements which would potentially include bridges over the railway. I know that leaves many open points but it is the current situation.

CHR is not an organisation with a bottomless pit of cash to fund new bridges and buy expensive land and property or get involved with costly legal consultations and external consultants. Nor are there assets or turnover to become an attractive proposition for large loans to fund major developments. We don't have a secretive rich benefactor who funds the railway as a hobby.
Everything we do is achieved through hard graft and small steps. It's like the early days of preservation. It will take time to reach the goals, probably we are talking decades not months.
It would be very nice to have everything completed now but first we need to demonstrate to people interested in the project that we mean business. The next step is to complete the link to Weston and build the station.

 

Trains run from both Llynclys and Oswestry on most weekends during the operating season, details are on the CHR website. No current plans for midweek services.
From Oswestry trains run for about 7/8th of a mile down to the head of the relaid section at just beyond Black Meadow Crossing. A short distance further south is the cattle creep where the relaid and re-ballasted track ends. Beyond that is around 3/4 mile of track still in situ from BR days with wooden sleepers of varying condition, this is available to move materials by rail to the Weston station site. To operate passenger trains on this section it will require work similar to that undertaken on the previous section.
The Weston Station site is being rebuilt and a prefabricated platform, similar to the GWR type, will shortly be installed. The run between stations will be just over 1 1/2 miles.
At Llynclys the operating line runs for 3/4 mile to a halt from where there are pleasant walks along the old canal. Just a bit further along the canal is being restored and the intention is that the whole Montgomery canal will eventually be returned to water.
A mainline connection would be a benefit but only when trains can negotiate the A5. There is no point in having an expensive connection with no operational purpose. As above if a TOC can find a way to make a service from Gobowen to Park Hall Halt profitable before the A5 issue has been resolved there could be trains earlier. That would mean upgrading track and signalling to modern standards and as I said before I personally don't think there is the potential traffic flow to justify that.

 

Thanks for that. A further question, then. You have mentioned the Tanat Valley as a separate company; their website gives little away. However, looking at Google Earth and where trees don't obscure things, the two lines seem to be connected. Is this correct and, if so, where is the boundary?

 

The Tanat Valley is an entirely separate organisation. Going back into history the Cambrian Railways Society took on the Nantmawr branch when it seemed that the freight only line would never become available. Things changed rapidly and the 'mian' line became available. This left the partially cleared Nantmawr line, some of the volunteers took this on as a project separate to CHR.
I am not totally sure where the end on boundary is but I think it is the over bridge of the A495 to the Tanat Valley line.
Edit: There could still be rails up to the end on connection, years of growth and soil cover the yet to be reclaimed sections. During the Nantmawr restoration track was uncovered buried under tons of earth.

 

Things are moving on the Gobowen - Oswestry connection.

https://www.bordercountiesadvertize...odged-government-restore-national-rail-links/

 

Ballasting at Weston.

 

A new arrival yesterday. No plans at the moment to return to operational condition but it will be restored as display space and welcome shelter.

It's a Dean era three compartment brake third.

 

What is the story of the carriage?

 

Bit of info here.

https://www.geograph.org.uk/photo/907150

Latterly in use as a Network Rail store room.

 

Indeed the coach has had a long and varied life. It will be externally restored and the internal space used for displays and events.

In the shed the new tubeplate for Oliver continues when the odd hour can be found. Some of the drills come from the old FIAT training school in Turin where I spent many months 30 years ago. It's nice to think they are being put to good use.

 

During the week ballast has been laid where the point for the loop will be installed.

You can see the siding on the right with it's catch point. The sleepers are following the main line and the point for the loop will be where the ballast widens out.

 

The northern most point at Weston is being assembled.

 

Pictures now uploaded to the blog.

https://ilvaporista.blogspot.com

Work continues on Tuesdays, Thursdays and at the weekends. Still plenty to do if you want to join in and still funds to raise if you want to donate. Again thanks for all your support so far and we hope you like what you see.

 

"Widow's (pensioners's ) mite" sent. Sorry it can't be more but I'm sure others are also responding. Keep the blogs coming, it is great to watch the progress.
Mike

 

Mike. A heartfelt thank you. As we are a very small player with a small turnover we have to make the pennies go that much further. We don't use contractors unless absolutely necessary or the expense is covered by a grant. We seek to use only local companies to benefit the local economy.
We really do try to get the most 'bang for your buck' so progress might appear slow but it's done to keep the finances in order. Even small donations go that much further and are really appreciated.

 

Indeed I can do little better than quote Tesco in so much as..........."Every little helps!"