Llandovery railway station
Llandovery railway station serves the market town of Llandovery, Wales. The station is on the Heart of Wales Line 42 miles north east of Swansea and is located at Tywi Avenue, it was opened by the independent Vale of Towy Railway company in 1858 as the terminus of a branch from Llandeilo, although the VoTR was soon leased by the Llanelly Railway. The Llanelly company in turn soon became part of the GWR; the LNWR's Central Wales Extension Railway arrived from the north a decade to complete the through route between Craven Arms and Swansea, with the LNWR and GWR taking joint control of the Llandovery to Llandeilo section. The station sits at the bottom of an 8 1⁄2 miles descent from the line's southern summit at Sugar Loaf tunnel and until August 1964, a locomotive shed was in operation here to house the engines used for assisting northbound trains. All trains serving the station are operated by Transport for Wales, who manage it. There is a passing loop and level crossing at the station, but the signal box that operated them was closed in 1986.
The token instruments for the single line and crossing barriers are both operated by the train crew under the supervision of the signaller at Pantyffynnon. The loop had been temporarily decommissioned between 2008 & 2010, but is in use again after the automatic point machines were renewed in June 2010. Refurbished station buildings were opened by Prince Charles in June 2011, some 19 years after they were closed; the station is unstaffed and has no ticket machine, so all tickets need to be purchased prior to travel or on board the train. There are shelters, CIS screens and customer help points on each platform, whilst a local volunteer group runs a cafe and gallery in the main station building. Step-free access is provided to both platforms. There are four trains a day northbound to Shrewsbury from Monday to Saturday and five southbound to Swansea. Body, G. PSL Field Guides - Railways of the Western Region, Patrick Stephens Ltd, Wellingborough, ISBN 0-85059-546-0 Organ, John. Mitchell, Vic, ed. Craven Arms to Llandeilo.
West Sussex: Middleton Press. Figs. 100-110. ISBN 9781906008352. OCLC 648080889. Train times and station information for Llandovery railway station from National Rail
Pen-y-Bont railway station
Pen-y-Bont railway station is a railway station serving the village of Penybont, in mid Wales. It is situated on the Heart of Wales Line 48 1⁄2 miles south west of Shrewsbury; the station is located closer to the villages of Crossgates and Fron than it is to Penybont itself, is now the closest station to the town of Rhayader, about 9 miles to the west. The station is an unstaffed request stop with one active platform, it is provided with the same amenities as other Heart of Wales line stations, including CIS display, customer help point, timetable poster board and payphone. A small wooden waiting shelter is located next to the information screen, with a barrow crossing linking the platform to the car park and main entrance from the A44. All trains serving the station are operated by Transport for Wales. There are four trains a day in each direction from Monday to Saturday, two services on Sundays. Organ, John. Mitchell, Vic, ed. Craven Arms to Llandeilo. West Sussex: Middleton Press. Figs. 46-49.
ISBN 9781906008352. OCLC 648080889. Train times and station information for Pen-y-Bont railway station from National Rail
Knighton railway station
Knighton railway station serves the market town of Knighton in Powys, although the station itself is located in Shropshire, England. It lies 32 1⁄2 miles south west of Shrewsbury on the Heart of Wales Line; the railway station is located below street level at Station Road beside the River Teme and about 1⁄2 mile from the centre of the town. All trains serving the station are operated by Transport for Wales, who manage the station; the station was built in 1865, although the Knighton Railway route from Craven Arms had reached here four years previously. The present station dates from the opening of the Central Wales Railway to Llandrindod Wells. From here the line begins to climb as it heads west into Wales reaching a summit near Llangynllo some 980 feet above sea level. In 2004 the station was refurbished, with visual display units installed to display train departure times, enhanced disabled access on the northbound platform; the station building still is not used for railway purposes. Tickets must be bought on the train, whilst there are waiting shelters provided on each side and a customer help point situated on platform 1.
There are two platforms at the station today, although from 1964 until 1990 only a single line and platform was used. The 30 miles long block section between Craven Arms and Llandrindod Wells was considered to be a capacity bottleneck however and following the modernisation of the route signalling in 1986, an additional passing loop was installed here to provide extra capacity, with the disused second platform being refurbished and returned to use by British Rail; the northbound loop was out of action for more than two years but was put back into use by Network Rail in September 2010 following the replacement of the old automatic points with new electrically-worked ones. The plans for a proposed Knighton to Presteigne Railway were deposited on 30 November 1865. There are four trains a day in each direction from Monday to Saturday. Organ, John. Mitchell, Vic, ed. Craven Arms to Llandeilo. West Sussex: Middleton Press. Figs. 24-31. ISBN 9781906008352. OCLC 648080889. Train times and station information for Knighton railway station from National Rail
Network Rail is the owner and infrastructure manager of most of the railway network in Great Britain. Network Rail is an arm's length public body of the Department for Transport with no shareholders, which reinvests its income in the railways. Network Rail's main customers are the private train operating companies, responsible for passenger transport, freight operating companies, who provide train services on the infrastructure that the company owns and maintains. Since 1 September 2014, Network Rail has been classified as a "public sector body". To cope with rising passenger numbers, Network Rail is undertaking a £38 billion programme of upgrades to the network, including Crossrail, electrification of lines, upgrading Thameslink and a new high-speed line. Britain's railway system was built by private companies, but it was nationalised by the Transport Act 1947 and run by British Railways until re-privatisation, begun in 1994 and completed in 1997. Infrastructure and freight services were separated at that time.
Between 1994 and 2002 the infrastructure was operated by Railtrack. The Hatfield train crash on 17 October 2000 was a defining moment in the collapse of Railtrack; the immediate major repairs undertaken across the whole British railway network were estimated to have cost in the order of £580 million and Railtrack had no idea how many more'Hatfields' were waiting to happen because it had lost considerable in-house engineering skill following the sale or closure of many of the engineering and maintenance functions of British Rail to external companies. The costs of modernising the West Coast Main Line were spiralling. In 2001, Railtrack announced that, despite making a pre-tax profit before exceptional expenses of £199m, the £733m of costs and compensation paid out over the Hatfield crash had plunged Railtrack from profit into a loss of £534m, it approached the government for funding, which it used to pay a £137m dividend to its shareholders in May 2001. Network Rail Ltd took over control by buying Railtrack plc, in "railway administration", from Railtrack Group plc for £500 million.
The purchase was completed on 3 October 2002. The former company had thus never ceased to exist but continued under another name: for this reason Network Rail Infrastructure Ltd was the defendant in prosecutions in respect of events which had occurred in the days of Railtrack. Following an initial period in which Network Rail established itself and demonstrated its competence in addressing the principal challenges of improving asset condition, reducing unit costs and tackling delay, the Government's Rail Review in 2004 said that Network Rail should be given responsibility for whole-industry performance reporting, timetable development, specification of small and medium network enhancements, the delivery of route-specific utilisation strategies; some of these are functions which Network Rail had. The SRA was abolished in November 2006; the company moved its headquarters to Kings Place, 90 York Way, from 40 Melton Street, Euston, in August 2008. In October 2008, Sir Ian McAllister announced that he would not stand for re-election as chairman of Network Rail.
He had held the position for six years. He noted that as Network Rail moved to a "new phase in its development" it was appropriate for a new chairman to lead it there. Many track safety initiatives have been introduced in the time Network Rail has been responsible for this area; the latest, announced in December 2008, known as "All Orange", states that all track personnel must not only wear orange hi-vis waistcoats or jackets, but must wear orange hi-vis trousers at all times when working on or near the track. This ruling came into force in January 2009 for maintenance and property workers and in April 2009 for infrastructure and investment sites. In 2009, allegations appeared in the media from the Transport Salaried Staffs' Association concerning treatment of Network Rail employees. Former chief executive Iain Coucher was accused of financial impropriety involving unspecified payments to his business partner Victoria Pender during his tenure at Network Rail. An internal investigation held by Network Rail in 2010, vetted by its auditors PricewaterhouseCoopers, uncovered no evidence of wrongdoing.
An independent enquiry headed by Anthony White QC in 2011 further examined the claims, but exonerated Coucher. Critical commentary appeared in the media concerning the knighthood awarded to John Armitt in the 2012 New Year Honours for services to engineering and construction. Armitt was Chief Executive of Network Rail at the time of the 2007 Grayrigg derailment and the family of a victim of the accident criticised the award, which coincidentally was conferred on the same day that Network Rail were prosecuted for the accident. In 2011 the company began the process of reorganising its operational structure into nine semi-autonomous regional entities, each with their own managing director; the reorganisation has been interpreted as a move back towards vertical integration of track and train operations. In 2016 Network Rail failed to check whether the Flying Scotsman could fit through tunnels along the Borders Route resulting in the ca
A roads in Zone 4 of the Great Britain numbering scheme
List of A roads in zone 4 in Great Britain starting north of the A4 and south/west of the A5
The A44 is a major road in the United Kingdom that runs from Oxford in southern England to Aberystwyth in west Wales. The original route of the A44 was Chipping Norton to Aberystwyth. No changes were made to the route of the A44 in the early years. After the Second World War, the section between Rhayader and Llangurig was renumbered A470, as part of the creation of a through route between South and North Wales; the A44 was extended to Oxford in the 1990s, replacing part of the A34 when the M40 motorway was completed. The road begins at a roundabout junction with the A40 road on the northern outskirts of Oxford in Oxfordshire, it has a grade separated junction with the A34 road. From here, the road runs northwest, has a 2-mile section of dual-carriageway through the villages of Yarnton and Begbroke before reaching the town of Woodstock, home to Blenheim Palace; the road reaches the main market street in Chipping Norton before entering the Cotswolds. The road here has many hills and turns, is single-carriageway with some tight bends, with not much opportunity for overtaking.
The road enters Gloucestershire, the town of Moreton in Marsh, before sweeping up through woodland until it reaches Fish Hill near Broadway in Worcestershire. At this point, it descends steeply through some sharp bends, it bypasses Broadway before meeting up with the A46/A435 Evesham bypass. On reaching the northern end of the Evesham bypass the A44 heads northwest, passing Wyre Piddle and the town of Pershore before reaching the crossroads near Spetchley; the road crosses the M5 motorway and onto Worcester's eastern bypass. It turns south along the bypass before rejoining its original line west into the city itself; the road passes the Cathedral, crosses the River Severn and meets the western end of the bypass. After leaving Worcester, the A44 continues west past the village of Broadwas, following the River Teme until Knightwick where enters Herefordshire as it climbs over Bringsty Common before descending towards Bromyard; the A44 heads west over the downs to Bredenbury. It crosses the River Lugg before meeting the A49 Leominster bypass, where it turns left and heads through the town centre.
After leaving Leominster, the A44 crosses the River Arrow to bypass Monkland. The road heads towards the black and white villages of Eardisland and Pembridge. After Pembridge the A44 meanders west, passing numerous orchards en route, before reaching Lyonshall, where the road meets the A480 and passes Offa's Dyke. A couple of miles and the A44 meets Kington; the road follows the River Arrow before reaching the Welsh border. Leaving Herefordshire and entering Powys, the road continues through Walton and passes the village of New Radnor, before turning south to Llanfihangel Nant Melan; the road turns northwest to do some serious hill-climbing before winding its way downhill to a plateau. A few miles it reaches Penybont and Crossgates, where it meets the A483 road. Eight miles further the A44 reaches Rhayader. On reaching the centre of Rhayader, traffic heads to the left of the clock tower before turning right, where the road passes through the town and joins the A470 for 9 miles to Llangurig, following the course of the River Wye.
From on it is known as the Llangurig to Aberystwyth Trunk Road. Leaving Llangurig, the road starts clinging to hillsides as it winds its way through the Cambrian Mountains. A few miles the River Wye crosses under the road and up the hill to the north; the road enters Ceredigion where the next hamlet is Eisteddfa Gurig, which at 1339 feet above sea level is the highest point en route and the location of the iconic Elvis Rock. The A44 descends into the remote settlement of Ponterwyd; the road passes several abandoned mines en route to the villages of Goginan and Capel Bangor, where it meets the River Rheidol. The road passes the village of Llanbadarn Fawr, continuing for its last mile through the outskirts of Aberystwyth before terminating on the A487 at Penglais Hill. Evesham: the route now runs to the north. Evesham–Worcester: the route used to run on a road to the south. Leominster–Kington: for 4.8 miles west of Barons' Cross the road followed a more northerly route, crossing the River Arrow at Eardisland Wyre Piddle.
In 2004 the A44 was rerouted down the A4538 between Evesham and Worcester and therefore no longer goes down Pershore High Street. The old route is now known as the B4084. Trunk roads in Wales Media related to A44 road at Wikimedia Commons SABRE page on the A44
Shrewsbury railway station
Shrewsbury railway station is in Shrewsbury, England. Built in 1848, it was designated a grade II listed building in 1969; the station is 43 miles north west of Birmingham New Street. Many services starting at or passing through the station are bound for Wales. Shrewsbury was the busiest station in Shropshire and 14th busiest in the West Midlands in 2014-15; the station was known as Shrewsbury General and is the only remaining railway station in the town. Shrewsbury railway station was built in October 1848 for the county's first railway — the Shrewsbury to Chester Line; the architect was Thomas Mainwaring Penson of Oswestry. The building is unusual, in that the station was extended between 1899 and 1903 by the construction of a new floor underneath the original station building; the building style was imitation Tudor, complete with carvings of Tudor style heads around the window frames. This was done to match the Tudor building of Shrewsbury School directly opposite; the station's platforms extend over the River Severn.
It was operated jointly by the London and North Western Railway. At Shrewsbury in steam days, the GWR turned its locomotives by running round the triangle formed by using the Abbey Foregate loop, which links the Wolverhampton Line with the Welsh Marches Line and enables through running for freight trains, summer Saturday specials and for trains like the Cambrian Coast Express; until 1967 Shrewsbury was served by the GWR, latterly BR Western Region, express services between London Paddington and Birkenhead Woodside railway station. The station was given Grade II listed status in May 1969. On Platform Three is a metal plaque listing 42 employees of the London and North Western and Great Western Joint Railways who died serving in the armed forces in'the Great War', with figures of a soldier and sailor and representations of a cannon and steamship, it was restored and rededicated in 2010. Inside the Railtrack offices is a decorative metal plaque to 14 "heroes" of the LNWR's Locomotive Department in Shrewsbury who died serving in World War I, placed there in December 1920.
Preserved is a framed Roll of Honour listing employees of the GWR nationally who died in the war. On 15 October 1907, a mail train hauled by Experiment class locomotive No. 2052 Stephenson was derailed at Shrewsbury due to excessive speed on a curve. Eighteen people were killed. Arwel Hughes composed Tydi a roddaist in 20 minutes during a wait between train connections in 1938. A plaque to mark this was unveiled on Platform Three in 2004. On 6 November 2017, an Arriva Train Wales Class 175 DMU, numbered 175109, caught fire at the morning; this caused the station to be evacuated for two hours. There were no fatalities. There are five platforms in use, numbered 3 to 7. Of these, platforms 4, 5, 6 and 7 are grouped on a main island, while platforms 1, 2 and 3 are separate, located by the main station building; the platforms are numbered in order from west to east from 1 to 7. Platform 3 was until only used by trains running in from the Wolverhampton direction and out towards Chester. Changes made to the signalling and track now allow additional passenger trains to use platform 3.
A passenger lift was opened on a waiting room opened shortly after. A lift has been built for access to platforms 4-7, making the station accessible for wheelchair and mobility-impaired users. Platforms 4 and 7 are through platforms used for trains between Holyhead and Cardiff Central/Birmingham International and between Manchester Piccadilly and Cardiff Central and Milford Haven. Platforms 5 and 6 are bay platforms, used for trains to and from Aberystwyth and Birmingham, as well as trains for the Heart of Wales Line and local stopping trains to Birmingham New Street; the island platforms are connected to the main station building and platform 3 by a pedestrian subway running underneath the station. A pedestrian footbridge over the platforms still exists but has long been disconnected from the station. All platforms are fitted with CIS screens and automatic announcement speakers and there are customer help points on platforms 3 and 4. Ticket gates are in operation. Ticket machines are available for collecting pre-paid tickets.
A buffet and vending machines selling snacks and drinks are sited between platforms 4 & 7. Opposite platform 7 is a high concrete wall that divides the rest of the station from what could be considered to be platform 8; this platform does not see any use and was built for the use of transporting prisoners from the local prison in The Dana. It is believed that this platform was only used on several times a year between 1868 up until just before the First World War. Alternate hourly service from Holyhead via Chester and Wrexham General to Birmingham