railmotors intermingled with conventional trains. It appears that the Tonteg platform was indeed very short, so that conventional trains were not allowed to stop, but St-y-Nyll seems to have been long enough for ordinary trains to use it. The railmotors had great difficulty in surmounting the climb from St.Fagans to Tynycaeau Junction. Moreover, there were complaints about timekeeping, longer journey times and inadequate accommodation. Richard Evans, the general manager, reported four weeks later on the inadequacies of the motor cars and stated that he was discontinuing the service on the line from 1 June 1905, reinstating the former timetable. Tonteg Platform was closed from that date, but ordinary trains called at St-y-Nyll as a request stop. Passengers for St-y-Nyll were to travel in the carriage next to the rear guard's van. The two steam railmotors were redeployed on the Vale of Glamorgan line and also as reliefs between conventional trains on the line to Barry Island. Stabled at a special shed at Barry motive power depôt out of use most of the time, they were later de-engined and converted to gangwayed coaches with corridor connection and locally referred to as the 'vestibule train'. (Other records show that they were withdrawn in 1913). However St-y-Nyll Platform was closed from 20 November 1905. Working to Rogerstone During World War I the exceptional coal traffic placed heavy demands on all the railways of South Wales. To assist with a difficult motive power situation, Barry Railway locomotives started working through to Rogerstone Yard, on the Newport Western Valley line, via Ebbw Junction; the practice was continued until the Grouping. From 1922 World War I considerably altered the Barry Railway's commercial position. As well as the human and material demands of the war, the world trade in coal had changed as oil firing of ships became commonplace. Moreover, it was obvious that the Government intended a restructuring of the railways. This emerged in the Railways Act 1921, which was to establish four new large railway companies, the "groups", and most of the railways of Great Britain would be compulsorily restructured into them, in a process known as the "grouping". There would be a new Great Western Railway; the old GWR was naturally the largest constituent of it, but the Barry Railway too was a constituent company, the fifth largest in capitalisation, larger only than the Rhymney Railway. The change was effective from 1 January 1922;