MILEPOST OCTOBER 2016 II 28 · 2016. 10. 2. · Tel 01344 648644 e-mail [email protected] Technical Officer David Hobbs 11 Lynton Terrace, Acton, London W3 9DX Tel 020 8993 3788

Milepost 37½ -145 - October 2016

MILEPOST OCTOBER 2016

Class 37 at Aviemore on Golden Stag Railtour – See Page 208 – Photo Sandy Smeaton

37

II 28

RPS

railway performance society

www.railperf.org.uk


Milepost 37½ - October 2016 The Quarterly Magazine of the Railway Performance Society Honorary President: John Heaton FCILT Commitee: CHAIRMAN Frank Collins 10 Collett Way, Frome, Somerset BA11 2XR Tel: 01373 466408 e-mail [email protected] VICE CHAIRMAN Michael Rowe Burley Cottage, Parson St., Porlock,Minehead, Somerset,

TA24 8QJ . Tel 01643 862182 E-mail: [email protected] SECRETARY Frank Price, Penn House, Middle Common Rd., Pennington, Lymington SO41 8LE Tel: 01590 672235 Email: [email protected] TREASURER Peter Smith 28 Downsview Ave, Storrington, W Sussex, RH20 (and membership) 4PS. Tel 01903 742684 e-mail: [email protected] EDITOR David Ashley 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10

8RW. Tel 01895 675178 E-mail: [email protected] Distance Chart Editor Ian Umpleby 314 Stainbeck Rd, Leeds, W Yorks LS7 2LR Tel 0113 266 8588 Email: [email protected] Database/Archivist Lee Allsopp 2 Gainsborough, North Lake, Bracknell, RG12 7WL Tel 01344 648644 e-mail [email protected] Technical Officer David Hobbs 11 Lynton Terrace, Acton, London W3 9DX Tel 020 8993 3788 e-mail [email protected]

David Stannard 26 Broomfield Close, Chelford, Macclesfield, Cheshire,SK11 9SL. Tel 01625 861172 e mail: [email protected]

Meeting Secretary: Michael Bruce, 234A Otley Rd., West Park, Leeds LS16 5AB Tel 0113 305 0367

Committee member: David Sage: 93 Salisbury Rd, Burton, Christchurch, Dorset BH23 7JR Tel 01202 249717 E-mail: [email protected]

Non-committee official:- Foreign Fastest times: Alan Varley, 285 Chemin de la Costiere, 06000 Nice, France, e-mail: [email protected] Fastest Times Editor Martin Robertson 23 Brownside Rd, Cambuslang, Glasgow, G72 0NL e-mail: [email protected]

Directors of The Rail Performance Data Foundation: RPS nominees: Frank Collins, Peter Smith, Frank Price Trustees: John Rishton, Nigel Smedley, David Lloyd Roberts

CONTENTS Notices 147 Fastest Times Martin Robertson 150 Abandon all hope Ian Umpleby 158 St Helens goes electric Bevan Price 161 Somerset and Dorset Michael Rowe 169 Biarritz steam express 2006 Derek Wilson 182 Low countries; high points John Heaton 189 High power and performance to Mandurah Malcolm Simister 195 Letters 198 News: Glasgow Queen St diversions Martin Robertson 204 SPRSs Golden stag railtour Sandy Smeaton 208 280kph start to stop Alan Varley 211 A first for Great Western David Ashley 212 Network developments Ian Umpleby 214

Enclosures: HST Supplement, RPS library supplement

Copyright The Railway Performance Society Ltd, registered in England & Wales No. 04488089 Use of the material in the magazine is permitted only for the private purposes of the reader No material in the magazine can otherwise be used for publication or reproduction in any form without the express permission of the Society

mailto:[email protected]









The views expressed in this magazine are not necessarily those of the RPS, the Editors or any of their advisers. Whilst efforts are made to ensure accuracy, the Editor his advisers and the RPS accept no responsibility for any loss or damage arising from any inaccuracies howsoever caused. Readers are asked to note that the RPS encourages contributions from all members, and articles may appear that are interesting in content, but occasionally may not be to the standard of the rest of the publication. Material sent to the Editors, whether commissioned or freely submitted is provided entirely at the contributors own risk; neither the Editor nor the RPS can be held responsible for any loss or damage howsoever caused. Published by The Railway Performance Society Limited, 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW Printed by Prontaprint Harrow, 7 Central Parade, Station Rd., Harrow, Middx, HA1 2TW.

PUBLICATION OF MILEPOST

Milepost is published in April, July, October, and January. If you have not received your copy by the end of the month of publication it may have gone astray. Requests for replacements of missing or defective copies should be directed please to the Editor. REPRESENTING THE SOCIETY The RPS is always keen to be represented at special media-type occasions. However, we do ask that anyone wishing to do this should do so with the express agreement of the Committee. Should the opportunity arise for any member or in exceptional circumstances, friend of a member, to do this please can contact be made with the Secretary (either by telephone or e-mail) setting out the circumstances of the occasion. Please give us at least one week in advance of the occasion. SUBMITTING ARTICLES Submissions may be sent as attachments to an email or by post as documents on a CD, usb or as a printed document. If sending a CD or usb, please enclose a hard copy of the article; this helps if file(s) are unreadable for any reason. Please send all submissions to the editor whose contact details are in the inside front cover of Milepost. The editor will normally acknowledge email submissions within a few days, and always within 3 weeks. If sending by post and you wish to have a receipt, please enclose an SAE for reply. If you wish any material/CD/usb to be returned, please clearly state this. Guidelines for submission are: Text: Microsoft Word: Margins 25.4mm all around, Titles Arial 14 bold, text Arial 11. Tables: Microsoft Excel Arial 8, but any recognized format can be handled. FASTEST TIMES Alan Varley has taken on the compilation of Foreign Fastest Times. Details are shown on page 146. This means that UK and Ireland will be managed by Martin Robertson, and others by Alan Varley. HISTORIC FASTEST TIMES Please send contributions for future issues to: [email protected] Or by post to Bevan Price, 24 Walmesley Road, Eccleston, St. Helens, Lancs., WA10 5JT. Logs need not be sent to me, but could you please provide a copy to Lee Allsopp, for the logs database.

THE MEETINGS SECTION.

THURS 27TH OCTOBER 2016

TUES 15TH NOVEMBER 2016

THURSDAY 26th JANUARY 2017

The Beaufort Arms BRISTOL PARKWAY

The Grove Inn, LEEDS

The Royal Oak, Borough, LONDON

1600 1700 1630

Area Meeting Area Meeting Area Meeting


DIRECTIONS TO THE VENUES

LONDON – The Royal Oak, 44 Tabard Street, London SE1 4JU. From Borough tube station, turn left and at first road junction turn right into Great Dover Street and the almost immediately left into Long Lane. Tabard Street is a few yards on the right (5 minutes walk). OR from London Bridge walk down approach road and turn left into Borough High Street, Turn left by Southwark Local Studies Library, with St Georges Church on right, into Tabard Street. Cross Long Lane and continue down Tabard Street with Royal Oak on right (just over 10 minutes). Please let Richard Howlett know if you are coming on 020 8394 0340 or [email protected]

LEEDS – The Grove Inn, Back Row (off Neville Street), Leeds. LS11 5PL Please note that there is a slight change to the directions to The Grove Inn from Leeds City station as follows: The South Entrance to Leeds City station is now open accessed from the west end footbridge. Go down the two escalators from the south entrance there are then a number of ways to get to Neville Street but the easiest way to go forward from the escalator through the doors and turn right down Dark Neville Street at the end turn right onto Neville Street cross the traffic lights (water Street) at the corner of Bridgewater Place tower block turn right and the Grove Inn is visible. Please note that the stairs previously mentioned opposite the south concourse (main concourse) are going to be closed. As before if high winds are forecast and Neville Street is closed please meet outside WH Smith's in the South Concourse and we find somewhere else to meet. BRISTOL PARKWAY - THE BEAUFORT ARMS Members should leave Parkway station along the approach road, passing the bus stops and, at the mini-roundabout where the station approach joins Hatchet Road, turn right. Walk 100 yards and at the next mini-roundabout, turn right again. You are now walking along North Road. Meetings are held at The Beaufort Arms, BS34 8PB, which is on the left side of North Road after a further 50 yards. Meetings start at 16:00 and conclude around 18:30 The Beaufort Arms is open all day and food is served at all times. You can order and eat during the meeting should you wish. Further information is available from John Rishton on 07804 418896 or [email protected] BRISTOL MEETING JUNE 30th 2016 – John Rishton Eleven members attended. We opened with a description of a run from 1976 on the 0625 Bristol to Paddington, the first day of the first ever HST in public service. There was the excitement of this historic first official running at over 100mph (127mph was reached at Maidenhead) and the novelty of slowing for a tsr of 100mph! Conversation then strayed on to catering staff being able to serve refreshments to the driver, probably almost another HST first. Hot off the press details of a 108 minute HST run with 3 tsr’s from York to the Cross that morning followed. We then discussed a 2x42 run from 1970 between Paddington and Exeter and then back to 2016 with some recent Bank Holiday diversions between Cheltenham and Temple Meads via Swindon with non-stop running through intermediate stations. Swiss punctuality was again discussed with recent examples of 36 trains managing 83% within 5 minutes. To conclude the usual wide ranging discussion we learnt of a 603 tonne load hauled to Tweedbank by a Deltic that maintained 30mph on the steepest uphill grades. Do try and come along to our next meeting, Beaufort Arms from 16:00 on 27th October 2016. Distance Chart Editor’s Report – Ian Umpleby With priority being given to keeping my logs up to date, and pigeon-holing acquired data, other outstanding tasks have had to take a back seat over the period. The only new chart has been the requested insertion of Trent High Level Goods Lines distances in the Leicester to Sheffield chart. The submission of a member’s Gent to Antwerp chart has heralded the start of a Belgian section and map measurements taken for the new Gotthard Base Tunnel route are included in a revised Zurich to Chiasso chart. The actual kilometre series was impossible to discern from adjacent tracks this summer so the existing southbound series has been extended temporarily pending a visit next year or new data emerging. Updating of the web site has been maintained and, as usual, my thanks go out to information provided by our members.




RPS ARCHIVES – LATEST UPDATES – Lee Allsopp The RPS Archive consists of material collected over the years from submissions and donations of material and collections by members. We are also indebted to the Steam Railway Research Society (SRRS), and the Stephenson Locomotive Society (SLS) for giving us the opportunity to scan some of their material for inclusion in our archive. The following is a short summary of the material that is has been added to the Archive on our Website since the last issue of Milepost. The Website is generally updated on a monthly basis, normally the first Sunday in the month. It you haven’t had a look yet, then please give it a try!

Latest material from Lee Allsopp

Latest runs from Ian Umpleby.

David Adams logs from the 2nd Quarter of 2016

Milepost 37¼

Latest runs from Bob Jennings

Latest runs from Charles Foss

Latest from David Sage

Logs from John Rishton to go with his Fastest Times entries

More from Bevan Price, including recent runs from the past few years.

14 more books from David Lloyd-Roberts covering commuting from Tunbridge Wells to London along with a wide variety of other material through the years

More running from Derek Wilson with logs from Classes 421 – 503 and 81 - 87

Images from a further 19 of John Heaton’s notebooks to go with runs already in the database

Details of John Heaton’s runs from 2013/2014

28 more books from the late Martin Barrett, covering a wide variety of years and traction. Many more to come

11 books from John Wrottesley, covering steam from 1920 – 1935

2016 Historical Fastest Times

Details of Brian Milner’s runs from 2014 with accompanying logs

The first 4 books of many more from Huw Gould, covering 1964 – 1968, including a large number of German steam runs.

Images from 8 of Alan Varley’s notebooks to go with info already in the archive.

A number of steam test runs from the 1990s including loco working info, recorded by Brian Penney

RPS ARCHIVES – Coming soon! – Lee Allsopp The following is a taster of material that will appear in the archive, as it is scanned and processed, together with topical material received from a number of members.

David Lloyd-Roberts has made his vast amount of material available to the society. These will be scanned and added to the archive over the coming months. Data from 223 books has been entered so far.

More from Bevan Price’s notebooks, covering a vast amount of travel over many years.

Member Derek Wilson has donated a large amount of material covering the late 70s onwards. This is now being entered into the archive.

Martin Barrett’s vast collection of notebooks are being scanned and added to the archive.

More notebooks from John Wrottesley, covering 1935 – 1938

Details of John Heaton’s runs from 2014 – 2016, and more scanned notebooks

Alan Varley’s runs from 2015./2016, plus more scanned notebooks

A large number of notebooks from Huw Gould covering a wide variety of material NEED MATERIAL FOR ARTICLES? – Lee Allsopp Do you feel that you could write an article for Milepost if only you had access to material to do so? Just want some information to satisfy an idle curiosity? Even if you don’t have access to the Society Archives on the website, you can still get information and logs for that article or whatever by contacting me direct by either E-Mail, phone or letter. Just ask me the question and I’ll see what we can come up with!


PROVISION OF CURRENT MATERIAL FOR RPS ARCHIVE – Lee Allsopp With most members now being connected by Broadband, we are now in a position where we can receive contributions via E-Mail of current material from as many members as wish to contribute. A member could record a log one day and send it to me immediately for inclusion in the database and archive. Would any members who may wish to participate in this please contact me by E-Mail for further details. I can accept material in a number of formats, Word, Excel, Acrobat pdf files and scanned images of hand written material (eg notebooks). For scanned images we find that scanning at 150 dpi gives perfectly acceptable results, while producing files of a reasonable size (200KB-1MB depending on size of paper, density of printing etc)

RPS LIBRARY It has been decided to discontinue the RPS library owing to the low level of borrowing. The books are shown in the supplement and are available to the membership on a 'first come, first served' basis at no cost other than P&P. Donations are not expected but would, of course, not be declined. If you want any of these books please contact John Heaton on 01626 865526, at [email protected] or in writing to 57, West Cliff Park Drive, Dawlish, Devon, EX7 9ER.

Fastest Times Update Martin Robertson Welcome to another Fastest Times Update where we review the recent Fastest Times offerings submitted by our members. There has been a steady stream of FT’s from the usual contributors in the last three months but I would welcome Andy James, Howard Claridge and Noel Proudlock as either first time contributors, or certainly very occasional correspondents. My thanks also to David Lloyd-Roberts for his offerings which arrived just after the Tables included below had been compiled. While I do not keep a tally of individual contributors runs which have been published, ten different recorders for the eleven tables is a healthy sign of the members interest in the FT listings. We start on the WCML with two very fine recordings from consecutive sections between Crewe and Milton Keynes recorded by Howard Claridge, on the 17 30 Glasgow to Euston service. This is one of the few services with additional stops inserted into the regular stopping pattern. The Crewe departure was 10 minutes late which gave the driver an incentive to run as hard as possible. The recording is one of the first I have received following the opening of the new Norton Bridge Chord, which probably saves 30-45 seconds over the previous restriction. Speed was sustained at 125/126mph on the unrestricted sections on both sections. Four minutes were taken off the Crewe to Rugby section of 2007 and almost a minute off the Rugby to Milton Keynes section. Howard comments- Since the West Coast timetable was recast the Crewe to Rugby section has become a non-standard section. Only four trains from Crewe are next stop Rugby, the 05 51 from Holyhead and the 17 30 from Glasgow on weekdays and the 08 56 and 09 56 services from Preston on a Sunday. The train had been delayed due to problems with the overhead line equipment in the Garstang area which meant a 10 minutes late departure from Crewe. The onward run to Milton Keynes was clear of any tsr’s or signal checks, including the raised line speed in the Norton Bridge area. On the approach to Rugby there was heavy but constant braking by the driver and even allowing for the lengthy platform at Rugby, and that I was in the lead vehicle the train passed



the platform ramp at a speed I have never witnessed before for a station stop. I did not think that we would stop before overshooting the platform but clearly I did not appreciate the braking capabilities of a Pendolino unit until now with a driver intent on getting us into London on time. More of the same was to follow on the section to Milton Keynes with braking not starting until well after Wolverton on a very tight schedule. For the record the train continued at full line speeds as far as Wembley where I assume there was a signal check, but with the aid of four minutes recovery time the driver’s efforts were to be rewarded with an on time arrival of 22 25. A superb effort throughout.

Table 1 Miles m c Timing point WTT min/secs mph ave

Date Wednesday 22nd June 2016 48.04 110.02 TAMWORTH 30.0 27.06 125 124.6

Train 17.30 Glasgow -Euston 51.56 106.40 Polesworth 28.47 125 125.5

Motive Power 390152 55.76 102.24 Atherstone 30.58 97 115.4

Load 568/600 tons 58.56 99.40 Hartshill 32.33 120 106.1

Position / Weather 1/11 Sunny intervals 61.01 97.04 NUNEATON 36.5 33.44 125 124.2

Recorder / Recording Method Howard Claridge / Mileposts 64.56 93.40 Bulkington (1R) 35.26 126 125.3

Miles m c Timing point WTT min/secs mph ave 66.70 91.29 Shilton 36.27 126 126.3

0.00 158.05 CREWE 0.0 0.00 10L 70.06 88.00 Brinklow 38.03 126 126.0

1.81 156.20 Basford Hall J 3.0 2.33 86 42.6 74.06 84.00 Milepost 84 39.57 126 126.3

4.81 153.20 Bentley Road 4.17 120 103.8 75.53 82.43 RUGBY 45.5 41.21 6L

8.06 150.00 Madeley 6.5 5.53 126 121.9 0.00 0.0 0.00 6L

10.56 147.40 Whitmore 7.04 126 126.8 2.53 80.00 Milepost 80 2.35 95 58.8

14.69 143.30 Standon Bridge 9.02 126 126.0 4.37 78.13 Kilsby TN 3.40 109 101.9

16.95 141.09 Badnall 10.07 125 125.2 7.28 75.20 Welton 5.14 120/126 111.5

19.56 138.40 Norton Bridge SJ 12.0 11.25 116 120.5 12.78 69.60 Weedon J 8.0 7.56 116 122.2

21.19 136.70 Great Bridgeford (1R) 12.15 120 117.4 14.41 68.10 Stowe Hill TS 8.44 125 122.3

24.54 133.42 STAFFORD 16.5 14.21 84 95.7 18.03 64.40 Milepost 64.50 10.28 126 125.3

28.56 129.40 Milford 17.01 100 90.5 19.67 62.69 Blisworth 11.15 126 125.6

31.00 127.05 Colwich Junction 21.0 18.38 90 90.7 22.72 59.65 Roade 12.42 126 126.2

33.78 124.23 Rugeley TV 23.0 20.13 120 105.3 26.03 56.40 Hanslope Junction 14.5 14.17 125 125.4

37.06 121.00 Milepost 121 21.49 125 123.0 27.83 54.56 Castlethorpe 15.09 125 124.6

41.81 116.20 LICHFIELD TV 27.0 24.06 125 124.8 30.16 52.32 Wolverton 16.16 125 125.2

32.73 49.66 MILTON KEYNES C 18.5 18.23 6L

For Table 2, Alistair Wood provided a Crewe to Wolverhampton record for a Voyager unit, which benefited from the lifting of the Norton Bridge restriction and a clear route. Alistair comments:- I joined the train at Warrington, the West Coast was having one of its better days and the train left only three minutes late, easily recouped with the slack in the schedule to Crewe. We reached Wolverhampton at 13 30 and with the train not scheduled to depart until 13 45, I escaped from the Tin Rocket and went to Birmingham in the relative comfort of a London Midland Class 170 unit.

Table 2 miles Location m s mph

Date Fri 12th Aug 2016 14.63 Standon Bridge Ob 9 50 120

Train 10 00 GLC-EUS 15.01 Mp 143 10 13 123

Unit 221 101 16.01 Mp 142 10 43 120

Load 5/268/285 16.90 Badnall Ob 11 10 118

Recorder G A M Wood 19.46 Norton Bridge 12 17

Weather / Gps Dry/Overcast N 20.01 Mp 138 12 48 109/112

miles Location m s mph 22.76 M6 Ob 14 18 110

0.00 Crewe 0 00 24.47 STAFFORD 16 00 c35

1.01 Mp 157 2 05 57 24.76 Mp 133 1/4 16 47 c20

1.76 Mp 1561/4 2 45 75 26.83 Mp 26 3/4 19 03 85

3.01 Mp 155 3 40 87 30.18 Penkridge 21 05 108

5.01 Mp 153 4 56 98 33.83 Mp 19 3/4 22 54 118

7.01 Mp 151 6 06 105 35.58 Mp 18 23 49 111

8.01 Madeley 6 39 107 Bushbury Jn 25 48 59

10.56 Whitmore 7 58 118 39.22 Wolverhampton NJ 27 04

12.01 Mp 146 122 39.77 WOLVERHAMTON 28 48


.. Table 3

Date 11-Jul-14 Sat 9th July 2016

Train 1630 KX-EDB 1630 KGX-EDB

Loco 91125 91105

Load 10/418/430/512 10/418/430/512

Recorder GAM Wood M D Robertson

Weather Dry Bright Showers, Dull

Location / Gps C1 Gps Yes C8 Gps Yes

miles m c Location m s mph m s mph

0.00 16 50 Morpeth 0 00 0 00.0 (-14.5)

0.70 17 26 Morpeth N Jn 1 40.5 54

1.92 18 44 Pegswood 2 48 81 2 41.5 83

3.59 20 17 Longhirst 3 51 110 3 43.5 107

6.02 20 50 Ugham 3 58.0 110

6.66 23 23 Widdrington 5 37 96 5 27.0 97*

8.99 25 49 Chevington 7 00 106 6 50.0 108

11.87 28 40 Acklington 8 35 111 8 25.0 111

13.37 30 00 Coquet Viad 9 27 81* 9 18.5 84/83*

15.21 31 67 Warkworth 10 44 101 10 32.5 102/110

17.26 33 67 Wooden Gate 11 50 111 11 41.5 95

18.20 34 66 Alnmouth 12 27 85* 12 21.5 85*

19.24 35 69 Ledbury 13 04.0 88

20.90 37 42 Longhoughton 14 11 104 14 08.0 100

23.86 40 39 Stamford 15 50 119 15 47.5 116/122

26.37 43 00 Christon Bank 17 06 111 17 05.5 111/122

29.37 46 00 Chathill 18 37 124 18 38.0 121/98*

31.67 48 00 Empleton's Bog 105* 19 45.5 101

32.59 49 17 Lucker 20 20 114 20 27.0 110

34.95 51 46 Belford 21 32 123 21 40.0 120

38.36 54 79 Smeafield 23 13 126 23 19.5 126

42.02 58 52 Beal 24 59 114 25 08.0 115*

44.21 60 67 Goswick 26 08 121 26 13.5 123/124

36.95 63 46 Scremerston 27 29 123 27 34.0 122

38.39 65 01 Spittal 28 14 104 28 23.0 75*

39.34 65 77 Tweedmouth 28 54 73 29 09.5 72/69*

50.37 67 00 Berwick 29 45 67* 30 03.0 71*

51.37 68 00 Marshall M'dow 39 48.5 84/94

53.25 69 67 Borders Sign 31 52 91

53.68 54 12 Sig EG 403 32 21.5 91/95/78t

55.96 51 70 Burnmouth 33 37 96 33 57.5 85/95

57.60 50 20 Ayton 35 03.0 78*

58.34 49 39 Bone Mill 35 35.5 80*

61.55 46 23 Reston 37 14 94 37 46.0 95/90

63.62 44 18 Mount Alban 39 06.5 91

64.99 42 69 350 Miles 80* 40 03.5 82/73*

66.63 41 17 Grantshouse 40 54 74* 41 21.5 75

67.79 40 05 Penmanshiel 41 49 69 42 18.5 69*

68.45 39 33 Nellies Bridge 42 51.5 77/92

Overbridge 95 43 54.0 89

71.39 36 40 Cockburnspath 44 23 85 44 49.5 87*

74.06 33 64 Innerwick 46 04 113 46 28.5 113/118

76.71 31 13 Oxwellmains 47 25 106 47 53.5 103

77.86 30 01 Broxburn 48 09 100 48 34.5 92*

78.80 29 07 Dunbar 48 45 88* 49 13.0 82*

80.88 27 00 Beltonford 50 08 103 50 35.5 102

82.94 24 75 Stenton 51 44.5 113

84.52 23 29 East Linton 52 12 98 52 39.0 98/96*

85.80 22 14 Markle 52 57 102 53 23.0 101

87.18 20 56 East Fortune 53 47 113 54 12.0 112

90.16 17 60 Drem 55 17 121/105* 55 41.5 121/014*


miles m c Location m s mph m s mph

93.16 14 59 Aberlady Jn 57 19.0 109/115

94.65 13 20 Longniddry 57 47 110 58 07.0 112/109

96.24 11 53 St Germains 58 39 109 58 59.5 112

98.43 9 38 Prestonpans 59 49 116/120 60 07.5 119

100.20 7 55 Wallyford 60 45 120 61 00.5 125

101.93 5 78 Monktonhall Jn 61 43 91* 61 58.5 94*

103.24 5 14 Mussleburgh 62 13 96 62 28.5 96

104.53 3 31 Portobello 63 13 90 63 27.0 91

106.19 2 18 Craigentinny J 64 23.5 82

106.51 1 32 St M'garets TN 64 55 57* 65 06.0 55sc

107.12 0 64 Abbeyhill Jn 65 55.0 34

107.30 0 50 Calton Hill TNs 65 55

Calton Hill TNn 66 55.0 20*

107.75 0 15 Edinburgh 67 20 67 35.0

Table 3 features two runs between Morpeth and Edinburgh on the 16 30 service from King Cross. The second run was my last run of the two-day Mass Timing event on the ECML between Edinburgh and Doncaster. For those members who did not participate things did not quite go to plan on Friday, as David Ashley will elaborate in his report on the event. The train had left York on time, packed with return punters from the York Race Meeting. A Cross Country service had left around a minute ahead of the Virgin service and should not have caused our service any problems. We were stopped on the main line before Thirsk , with what was subsequently advised by the Conductor as signalling problems. We left Morpeth 14¾ minutes late with six minutes recovery time in the schedule. It was raining heavily on leaving Morpeth and intermittent showers thereafter as we headed north. I thought the run was an outstanding display by the driver on one of the most difficult sections of any ‘main line’. Speed was above the 120mph mark on six occasions and with the intermediate restrictions carefully observed I would not normally speak with the driver of a service in case he took exception to the run being timed. I congratulated him on a really sparkling effort and asked him why we had the signal check on the approach to Edinburgh and the reason for the general slow departures from Edinburgh. He advised that Network Rail had applied a 20mph restriction in the station and a 40mph restriction through Calton Hill Tunnels. Drivers had complained of this arrangement as services using the north side tunnel and stopping at the east end of the station, Platform 2, have to apply power to enter the station knowing they face a red aspect signal at mid length of Platforms 2 and 19. He noted that despite the late departure from Morpeth the recovery time had allowed a ‘punctual arrival’ as far as the train punctuality figures were concerned. On checking the current FT listings I was surprised to see Alistair Wood’s run from 2014 was around fifteen seconds quicker with a similar time in from Portobello. Alistair did not make any significant comment on the run, other than it was very good. His run appeared to gain time on the approach to Berwick, after being ten second down on the initial, acceleration from Morpeth. Whatever the final times, both runs displayed first rate work by the drivers concerned on a line where early braking and slow accelerations can have a significant impact on the overall sectional time. Tables 4A and B are offerings from Andy James, a new name to the FTU articles. He has provided new FT ‘s on the Capital Connect services between Kings Cross and Biggleswade. He did not offer any comments on the runs but both were competent efforts with running at or near the 100mph limits of the Class 365 units. This is the first new FT offering on these services for quite a few years – perhaps our members do not make much use of these, opting


instead for the long distance services. There must be similar medium distance commuter services out of London Euston, St Pancras and the Southern Region termini, which rarely feature in either the FTU articles or general articles within Milepost..

Table 4 M C [sch] m s mph avge

Date 26/06/2016 10 44 Hadley Wood 9 37.5 97 99.0

Train 17.10 Kings Cross- 12 59 Potters Bar 10 58 99 97.8

Peterborough 14 39 Brookmans Park 12 02 98 98.4

Motive Power 365533 15 46 Welham Green 12 41.5 99 99.1

Load 4/152/160 17 56 Hatfield 13 59 99/100/98 98.7

Recorder A.James 20 26 Welwyn Garden City 15 35 99 98.4

GPS yes 21 76 Welwyn North 16 34.5 98/100 98.3

M C [sch] m s mph avge 23 67 Woolmer Green 17 42.5 97 99.9

0 08 Kings Cross 0 0 00 25 03 Knebworth 18 28.5 99/97 93.9

2 41 Finsbury Park 4 31.5 81 32.0 27 46 Stevenage 20 02.5 99 97.2

3 33 Harringay 5 09 91 86.4 28 50 Stevenage Old 20 40 99 100.8

4 00 Hornsey 5 32.5 94 90.0 31 76 Hitchin 22 41.5 98 98.5

4 77 Alexandra Palace 6 09 94 94.9 34 00 Mp 23 56.5 98 98.4

6 39 New Southgate 7 06.5 95 95.5 35 50 Three Counties 24 56.5 98 97.5

8 28 Oakleigh Park 8 16.5 98 95.8 37 03 Arlesey 25 48 99 98.7

9 14 New Barnet 8 47.5 98 95.8 39 36 27 15.5 95 98.1

41 13 Biggleswade [29] 29 17 50.7

. Table 4B M C [sch] m s mph avge

Date 07/03/2016 23 67 Woolmer Green 11 36 97/103 97.5

Train 10.16 Peterborough- 21 76 Welwyn North 12 43.5 100 100.5

Kings Cross 20 26 Welwyn Garden City 13 42 101 100.0

Motive Power 365501/365331 17 56 Hatfield 15 17 96/101 99.5

Load 8/304/320 15 46 Welham Green 16 34 100/101 98.5

Recorder A.James 14 39 Brookmans Park 17 13 100 100.0

GPS yes 12 59 Potters Bar 18 17.5 97/103 97.7

M C [sch] m s mph avge 10 44 Hadley Wood 19 35 100/102 101.6

41 13 Biggleswade 0 0 00 9 14 New Barnet 20 24 100 101.0

39 34 East Road 2 01 .5 79 51.5 8 28 Oakleigh Park 20 54.5 101/95 97.4

37 03 Arlesey 3 36.5 101 90.5 6 39 New Southgate 22 02 102 99.3

35 50 Three Counties 4 28 99 98.7 4 77 Alexandra Palace 22 57.5 95 98.9

34 00 Mp 5 27.5 97/99 98.3 4 00 Hornsey 22 34.5 91 93.6

31 76 Hitchin 6 42.5 97 98.4 3 33 Harringay 23 00 73 82.9

28 50 Stevenage Old 8 44 99/102 98.2 2 41 Finsbury Park 24 47.5 61/35 64.4

27 46 Stevenage 9 20.5 101 98.4 0 59 North London OB 27 13 37 47.5

25 03 Knebworth 10 53 101/97 98.8 0 08 Kings Cross [32] 29 56 14.1

23 67 Woolmer Green 11 36 97/103 97.5

Table 5 is an offering from John Rishton on a Cross Country service with a good time between Tamworth and Birmingham New Street. John comments:- With the late start the DAS was hopefully saying get a move on, and with an unchecked run a new record time was created. Not as fast as my best time to Grand Junction, but then the clear road allowed us to surpass the previous best time, over the final approach to Birmingham New Street. Despite the quality of the running only four seconds were gained on the net schedule. Table 6 has an offering from Noel Proudlock of a new FT for dmu traction between Leeds and York. Noel’s comments were:- Leaving platform 11D from Leeds City station allows a good start and this driver took full advantage. At both Micklefield and Church Fenton as soon as speed was reduced to the lower limit he, unusually, applied enough power to sustain that speed through the restriction. Most drivers allow speed to drift down to 67 / 77mph respectively before reapplying power. Again after the double yellows at Chaloners Whin he put on full power rather than roll along at 60+ mph which many drivers would have done.


Table 5

Day/Date Saturday 6 Aug 2016

Train 1100 Glasgow-Plymouth

Motive Power 221.137

Load (tons) 5/276/285

Weather dry

Rec. Pos. GPS J Rishton - 5/5 - No

Miles mm cc location WTT mm:ss average

0.00 23 56 Tamworth 0 00:00 9L

1.89 25 47 Wilnecote [1] (2) 02:08 53.2

4.07 27 62 M42 03:35 90.2

5.80 29 40 Kingsbury station Jn 7.5 04:33 107.3

6.50 30 16 Coton Road 04:55 114.4

9.69 34 52 Water Orton 10 06:45 104.4

12.04 37 00 Castle Bromwich [1] 08:17 92.0

13.53 38 39 old Bromford Bridge 09:18 87.9

14.71 39 54 LNW Stechford - Aston 10:04 92.3

15.64 40 48 old Saltley box 11:09 51.5

15.79 40 60 Landor Street 15.5 11:22 40.0

16.34 41 24 Grand junction 12:12 40.0

16.64 112 15 Proof House junction 17 12:45 32.7

17.37 112 73 Birmingham New St. 19 14:56 20.1

. Table 6

Date Thurs 21st July 2016

Train 09 12 Liverpool L St- Newcastle

Unit 185110

Load 3/

Recorder J N D Proudlock

Weather Dry warm

Location/Gps 1/3 Gps Yes

m c Location Sched m s mph ave

20 40 Leeds P11D 0 00 P11D

19 63 Marsh Lane 1 26 46 29.8

18 28 Neville Hill East 3 03 56/60 54.6

16 11 Crossgates 5 4 49 80/83 75.1

13 23 Garforth 6 47 91 87.0

10 63 Mickelfield Jn 8.5 8 28 90/70* 88.7

15 62

10 62 Church Fenton 12 11 55 91/80 87.0

8 70 Ulleskelf 13 09 101 92.5

7 50 Bolton Percy 13 52 102 100.4

5 41 Colton Jn 15.5 15 07 101 101.3

3 59 Copmanthorpe [2] 16 10 101 101.5

1 78 Chalnors Whin Jn 17 25 64 sc 84.6

0 41 Holgate F/B 18 55 72/33x 58.6

0 00 York a 22.5 20 11 P10 24.3

As I alighted from the train at York I was approached by a Trans-Pennine Manager who told me he was reviewing the route and was developing the 2019 timetable with the introduction of loco hauled services. I showed him the log and said it was a ‘perfect’ one and we discussed it with the driver. The TP Manger said that the 91 at Garforth and 102 at Bolton Percy would not be a cause for concern and agreed when I said I would rather see a brief 102 than 98!. He took a photograph of the page of my notepad. For Table 7 we turn to the Chiltern line with an offering from David Adams between Banbury and London Marylebone with Class 68 traction. David comments:- My day started at Solihull where the above train calls 08.03 - 08.05. At precisely 08.03 66192 appeared with the 06.31


Birch Coppice – Eastleigh East Yard container train running 5 late. The 07.12 Kidderminster departed 2½ late and suffered signals down Hatton bank, approaching Leamington and all the way to Banbury (5 minutes lost in running) where we departed 3½ late. With the class 66 now having cleared Aynho Junction things could only get better. The running was slightly below line speed in places but competent brake handling approaching PSR’s and the approach to both subsequent station stops more than made up for this producing two possible RPS fastest times.

Table 7 miles mm cc m s mph avg

Date Sat 7-May-16 28.92 28.28 Kingsey OB 19.39 96 97.8

Train 0712 Kidderminster 30.11 27.13 Ilmer UB 20.23½ 96 96.3

Loco 82303/68012 32.80 24.40 PRINCES RISBORO 22.09 85* 89.3

Load 7,273/295 34.81 22.34 Lee Road OB 23.31 91 88.2

Pos/GPS 8/8 Y 35.91 21.26 Saunderton 24.12 100 96.6

miles m c m s mph avg 38.73 18.40 West Wycombe 25.59 84* 94.9

0.00 86.15 BANBURY 0.00 3L 40.88 16.24 HIGH WYCOMBE 28.14 57.3

1.15 85.03 M40 OB 2.12 63 31.4 0.00 16.24 HIGH WYCOMBE 0.00 3L

3.50 82.55 Kings Sutton Shl 3.58 90/86 79.8 3.00 13.28 Whitehouse Tnl NP 3.20½ 90 53.9

5.02 81.14 Aynho Jnc. 5.00½ 90 87.6 4.83 11.42 Beaconsfield 4.30½ 97 94.1

18.30 18.30 6.40 9.76 Seer Green 5.28 100 98.3

6.98 16.33 Souldern V No1 S 6.16½ 95 92.8 7.70 8.52 Mumfords Lane OB 6.15 98 99.6

8.21 15.13 Ardley Tunnel SP 7.03 96 95.2 9.13 7.18 Gerrards Cross 7.06½ 101 100.0

10.26 13.09 Ardley gate 8.17 101 99.7 11.72 4.51 Denham 8.40½ 99/98/101 99.2

11.92 11.38 Crowmarsh Farm OB 9.16½ 100/102 100.4 14.58 1.69 West Ruislip 10.24 99 99.5

14.03 9.29 BICESTER N. 10.31½ 99 101.3 16.35 0.00 Northolt Jnc. 11.28½ 99 98.8

15.14 8.21 A4421 UB 11.12½ 97/93 97.5 0.02

17.12 6.22 Blackthorn OB 12.27 94 95.7 18.05 1.68 Northolt Park 12.30 98 99.5

18.37 5.02 Piddington OB 13.14 99/98 95.7 19.07 2.60 Sudbury Hill 13.07½ 100 97.9

19.75 3.51 Brill mast 14.03½ 99/101 100.4 20.00 3.54 Sudbury & H Rd 13.41 99 99.9

20.92 2.38 Brill Tunnel NP 14.46 95 99.1 21.31 4.79 Wembley S. OB 14.29 96* 98.2

22.20 1.18 Dorton OB 15.33½ 99/100 97.0 22.71 6.31 Neasden S.Jnc. 15.31½ 69*/70 80.6

23.53 33.59 Ashendon Jc.VF PC 16.22 98/100 98.7 200.66

25.51 31.61 Chearsley Road OB 17.33½ 99/97 99.7 24.09 202.16 Willesden Green NW 16.48 54*/49*/50 64.9

26.95 30.26 HADDENHAM & T P 18.26½ 99/100 97.8 25.94 204.04 Hampstead Tnl NP 19.08 44*/48/25* 47.6

27.77 205.74 MARYLEBONE - P3 22.33 1E 32.1

. Table 8 Miles M C Location 168 m s mph ave

Date Fri 26-Jun-16 24.53 33 68 Ashendon Jn 12 39.5 99 100.2

Train 1045 Marylebone-Moor St 24.53 0 00

Loco 68013 26.89 2 29 Brill Tunnel South 14 05.5 99/101 98.9

Load 7,271/285/370 28.53 4 00 Milepost 15 04.5 99 99.9

Recorder B Milner 30.80 6 22 Blackthorn UB 16 27.0 100 99.3

Pos 7/8 32.53 8 00 Milepost [0.5] 17 30.5 93 97.8

Miles M C Location 168 m s mph ave 33.85 9 26 BICESTER N 20.0 19 07.0 1E 49.4

0.00 16 33 HIGH WYCOMBE 0.0 0 00.0 RT 0.00 9 26 BICESTER N 21.0 20 55.0 RT

1.09 17 40 Milepost 1 43.0 65 38.0 1.68 11 00 Milepost 2 11.5 72 45.9

3.09 19 40 Milepost 3 18.5 84 75.4 3.63 12 76 Ardley OB 3 39.5 88 79.8

4.91 21 26 SAUNDERTON 5.0 4 36.0 85 84.8 5.84 15 13 Ardley TS 5 03.5 90 94.8

6.59 23 00 Milepost 5 48.5 82 83.2 7.68 17 00 Milepost [1.0] 6 12.5 99 95.9

8.09 24 40 PRINCES RISBORO' 7.5 6 54.0 83 82.4 9.08 18 32 Aynho Jn 9.0 7 11.5 84 85.4

9.59 26 00 Boxers UB 7 55.5 98/100 87.8 9.08 81 14

11.59 28 00 Milepost 9 08.0 99/101 99.3 10.56 82 53 KINGS SUTTON 8 11.5 92 89.2

13.91 30 26 HADDENHAM 11.0 10 32.0 99 99.6 12.90 85 00 Milepost [1.0] 9 49.0 80 86.3

15.59 32 00 Milepost 11 33.0 99/102 98.9 14.10 86 16 BANBURY 14.0 11 14.0 3.0 E 50.8

Table 8 has a northbound run from High Wycombe to Banbury recorded by Brian Milner with Class 68 traction. Brian comments:- A superb run all the way from Marylebone. It is quite a climb out of High Wycombe and 84 mph at MP 19.5 was good. Passing Princes Risborough in 6:54 and an average of 99.4 mph over the 14 miles from Boxers to Blackthorn gave us an


excellent overall time. It is also quite a climb out of Bicester North. Just over five minutes to Ardley Tunnel was very good; no problems at Aynho Jn and 92 mph thereafter provided an excellent overall time. Run 9 is a rare FT on the East Anglia route with Class 90 traction, recorded by David Lloyd Roberts, who comments:- I recorded the FT offering between Chelmsford and London Liverpool St on a Sunday. The running itself was not unusual, but the fact that it was done on a Sunday made a clear path into Liverpool Street possible. The new FT took 2 ½ minutes off the existing record. The late departure appeared to be due to a local derby football match with Ipswich playing Norwich for the first time in a number of years. Delays in loading and unloading the fans travelling to watch the match. The guard advised that we were five minutes late leaving Chelmsford, but five minutes early into Liverpool Street.

Table 9 miles Location m s Speed

Date Sun 21st Aug 2016 9.54 Shenfield 8 03 67

Train 1400 Norwich-Liv St 10.51 Mp 19 1/4 8 52 81/81

Loco 90005 11.56 Brentwood 9 29 85/90

Load 9/323/350 13.19 M25 10 46 85/84

Recorder David Lloyd-Roberts 14.81 Harold Wood 11 54 89/88

Gps Yes 16.27 Gidea Park 12 52 89/93

miles Location m s Speed 17.35 Romford 13 36 92/91

0.00 Chelmsford d 0 00 (-5) 19.76 Chadwell Heath 15 11 88

1.72 Mp 28 2 15 77 20.48 Goodmayes 15 42 90/92

1.98 Tiver Wild Ub 2 27 76/75 21.13 Seven Kings 16 05 91/88

2.41 Margaretting UB 2 41 80 22.36 Ilford 16 57 90/89

2.72 Mp 27 3 01 80/79 23.47 Manor Park 17 42 88

3.72 Mp 26 3 46 82 24.46 Forest Gate 18 21 66

4.24 Margaretting LC 4 08 81 25.27 Maryland 18 57 77

4.48 Church Lane 4 37 84/85 25.71 Stratford 19 19 75/82

6.13 Ingatestone 5 24 84 28.56 Bethnal Green 21 55 42

29.62 Liverpool St. A 24 44 (+5)

. Table 10 Table 11

Power Cars 43304/43xxx Power Cars 43xxx/43xxx

Vehicles/tare/gross tonnes 2+7 Vehicles/tare/gross tonnes 2+8

Train 06.01 Glasgow C.-Paignton Train 10.30 BTM-Paddington

Date Sat. 25/6/16 Date 3/6/16

Rec/Pos/GPS? J. Heaton 3rd of 9 Yes Rec/Pos/GPS? J Heaton 3/10 Yes

Miles M. Chns Timing Point Sch. Min. Sec. M.P.H. Ave. Miles M. C Timing Point Sch. Min. Sec. M.P.H. Ave.

0.00 193 72 Exeter S. D. 0 0 00 5½L 0.00 53 10 Didcot d. 0 0 00 T

0.92 194 66 St. Thomas 1 54 56 29.2 4.66 48 37 Cholsey 4 17 106/119 65.3

1.30 195 16 City Basin 2 15 68/105 64.3 8.38 44 60 Goring 6½ 6 13 118/124 115.2

4.84 198 59 Exminster 4 32 103 93.0 11.59 41 43 Pangbourne [2] 7 49 121 120.5

6.71 200 49 Powderham FB 5 42 81/69 96.4 14.48 38 52 Tilehurst 9 16 119 119.5

8.55 202 36 Starcross 7 12 74/sigAC 73.5 17.15 35 78 Reading a. 14 12 00 58.7

10.60 204 40 Dawlish Warren 10 10 17 39.9

Power Cars 43xxx/43186

Vehicles/tare/gross tonnes 2+8

Train 17.33 Paddington-Paignton

Date 24-06-2016

Rec/Pos/GPS? J. Heaton 8th of 10

0.00 204 40 Dawlish Warren 0 0 00 2½L /55

1.65 206 12 Dawlish 3½ 3 08 31.6 Table 10 has a couple of minor offerings from John Heaton from the south west. John comments:- The Exeter-Dawlish Warren was a sprightly XC HST with 105mph but still failed


to keep the net timing and the Warren-Dawlish was the standard 17.33 Padd-Pgn stopping pattern with a driver trying to make up for slow door closures at small stations. Finally, Table 11 has on offering from John on the Bristol line with an HST log between Didcot and Reading. John comments:- Didcot- Reading is interesting because it kept the net timing to the second but there seems to plenty of scope for it to be beaten. My thanks again to all those who have contributed logs either electronically or by post. My apologies to those who forward runs by post if I do not acknowledge receipt of the logs but if a telephone number is included I will endeavour to acknowledge the contributions. As noted in the previous issue of Milepost if all articles can be directed to my martin.robertson2@ntl world.com email address, this should ensure I receive them. As usual electronic articles in Excel or Word are the most easily formats to deal with. For handwritten articles, the pot may be calling the kettle black, but please try to write clearly as I have had difficulty in deciphering several contributors’ articles. For the several contributors who forwarded logs as I was typing up this article, my thanks, and they may appear in the first edition of Milepost in 2017.

Abandon all hope Ian Umpleby

In February 2016 I thought that It was about time I attended another Bristol meeting, but which of the plethora of routes would I use to get there by 1600? My favourite DMU, the Class 175, provided one of the alternatives so I left home in Leeds at 0715 and caught the 0753 to Manchester Piccadilly, one train earlier than anticipated. Despite being six minutes late it produced a woeful performance uphill and lost a minute on the 52 minute schedule, although, to be fair, signal checks more than covered this deficit. I busied myself at Piccadilly in the half hour before departure until I heard that my 0930 train had been re-platformed and made my way there. What greeted me was not a sleek Class 175 front but a Class 153. The good news was that there were two of them and there were no seat reservations, sometimes a problem if a two car 175 set is provided. I sat myself down and before long became aware of a revving type noise emanating from the back cab area roughly every ten seconds. This persisted for the entire trip although by the time I reached Newport it had long disappeared into my subconscious. Obviously, on a schedule designed for 90-100 mph running our 75 mph maximum was going to seriously challenge time-keeping and put my 17-minute connection at Newport in jeopardy. Deep down, however, the thought occurred that actually this may prove to be an interesting run and, who knows, I might get a driver who was up for it after Crewe. The log reveals all. Just after 0930 we set off. It did not feel good, it was laborious and no engine noise could be heard above the racket from the back cab. However, it later transpired that the 0917 to Chester via Northwich had not left until 0926 due to a train fault and, squeezed in between that and our departure was the 0927 to Bournemouth. Following us was the 0935 to London Euston, which, like ourselves, left Stockport five minutes late of which only two were subsequently recovered. Our cause was not helped by a signal stop before the first Edgeley Junction which resulted in a further loss of over two minutes before Wilmslow. However, the units finally got the opportunity to be opened up dispelling any notion of a mechanical fault. The line onwards to Crewe had just reopened following a ten-day closure for remedial work to two viaducts and this was reflected in the two TSRs. The need to cross the northern throat of Crewe station to access Platform 6 resulted in the usual signal delay but no stop. Despite this, no further time had been dropped and the Newport connection was still on.

mailto:martin.robertson2@ntl


A good start was made from Crewe but the brakes went on approaching Nantwich with its three level crossings. The recent resignalling of the line had equipped the level crossings with

Date/day Thursday 25th February 2016 Miles M C location WTT m s mph Avge

Train 0930 Manchester-Carmarthen 4.35 4 28 Condover 6 44.3 68/76 60.4

Motive Power 153302/153362 6.45 6 36 Dorrington 8 8 28.1 75/65 72.8

Load (tons) 2/82/90 9.00 9 00 MP 10 39.8 67/64 69.7

Position 1/2 11.48 11 38 All Stretton 12 55.9 66 65.5

Recorder Ian Umpleby 12.78 12 62 Church Stretton 14 14 46.0 42.5

Weather Sunny Ints but initially misty 0.00 12 62 Church Stretton 15 15 47.0 16L

GPS: Y/N? Y 1.23 14 00 MP 2 09.2 62 34.1

Miles M C location WTT m s mph Avge 2.60 15 30 Marshbrook 3 3 20.2 75/71 69.7

0.00 188 69 Manchester P7 0 0 00.0 T 5.63 18 32 Winstanstow 5 49.9 76 72.7

0.80 188 05 Ardwick 2 2 38.4 31 18.2 7.16 19 75 Craven Arms 6.5 7 03.9 70/68/78 74.9

1.73 187 11 Longsight 4 27.8 29 30.5 10.09 22 69 Onibury 9 25.6 73 74.3

2.36 186 40 Slade Lane J 4 5 38.1 42 32.6 12.48 25 20 Bromfield 10.5 11 22.6 76/80 73.4

2.86 186 00 Levenshulme 6 15.5 54 48.2 14.75 27 42 Ludlow 13 14 02.0 51.4

4.33 184 43 Heaton Chapel 8 07.0 39 47.2 0.00 27 42 Ludlow 14 17 38.0 20L

5.08 183 63 Heaton Norris 6.5 9 30.4 30/3* 32.4 1.48 29 00 MP 2 17.1 67 38.7

5.86 183 00 Stockport 8 12 29.0 15.9 3.08 30 48 Ashf'd Bowdler 3 35.3 75/77 73.7

0.00 183 00 Stockport 9 13 30.0 5L 4.66 32 15 Wooferton 4.5 4 49.7 75/73 76.8

Sig stop 1 23.0 -1.51 7.73 35 20 Berrington 7 15.2 81 75.8

0.32 182 54 Edgeley J2 2 14.2 27 8.7 10.94 38 37 Leominster 9½ 10 51.0 53.6

0.55 182 36 Edgeley J 1 1 2 44.7 35 26.6 0.00 38 37 Leominster 10½ 0 00.0 22L

1.43 181 46 Adswood Rd J 2 3 53.2 54 46.0 0.54 39 00 MP 1 18.1 46 24.8

2.35 180 52 Cheadle Hulme 3 4 46.1 65 62.9 2.36 40 66 Ford Bridge 3 08.3 69/73 59.6

4.66 178 27 Handforth 6 43.3 73 71.1 4.39 42 68 Dinmore Tnl N 4 48.7 71 72.6

6.10 176 72 Wilmslow 6½ 8 46.0 42.2 4.99 43 36 Dinmore Tnl S 5 20.2 73/78 68.7

0.00 176 72 Wilmslow 7½ 9 32.0 7L 8.36 46 66 Moreton/Lugg 8 8 03.1 71 74.6

1.69 175 17 Alderley Edge 3 2 28.4 63/78 40.9 [2] 68/71

4.74 172 13 Chelford 4 59.5 73/67t/76 72.7 10.88 49 27 Shelwick Jc 12 10 20.9 50 sigs 65.6

8.56 168 27 Goostrey 8 09.7 73/59tsr 72.4 12.59 51 04 Hereford 15 13 48.0 29.8

10.48 166 34 Holmes Chapel 9 59.0 68/75/72 63.0 0.00 51 04 Hereford 16½ 15 19.0 20L

14.30 162 48 Sandbach 11 13 05.4 76/sigs 73.9 1.20 52 20 Rotherwas 2 02.0 53/64 35.4

[1] 3.20 2 00 MP 3 57.3 62/53 62.4

17.90 159 00 Sydney Br J 15.5 16 50.4 25/7/24 57.6 4.41 3 17 Red Hill Tnl S 5 15.1 57 56.1

18.89 158 01 Crewe 6 18 20 11.0 17.7 6.66 5 37 Tram Inn 7.5 7 17.3 70/76 66.3

0.00 158 01 Crewe 22 22 08.0 8L 9.03 7 66 St Devereux 9 15.1 75/72/79 72.2

0.68 0 33 Gresty Lane 2 2 20.4 34 17.3 12.40 11 16 Pontrilas 12 11 58.9 69/66 74.2

2.78 2 41 Willaston 4 37.9 68 55.0 13.20 12 00 MP 12 40.9 72 68.6

4.45 4 15 Nantwich 5.5 8 11.4 7 sigs 28.2 15.20 14 00 Llancillo 14 24.0 66 69.9

5.76 5 40 MP 10 14.9 51 38.3 17.40 16 16 Pandy 16 21.1 69 67.6

8.91 8 52 Wrenbury 9.5 13 15.4 74 62.8 19.95 18 60 Llanvihangel Sm 18 37.3 65 67.4

10.40 10 11 Marley Green 14 27.6 74 74.2 21.20 20 00 MP 19 41.0 75 70.7

12.26 12 00 MP 16 04.0 69/19tsr 69.6 23.98 22 62 Abergavenny 22 23 38.0 42.1

13.81 13 44 Whitchurch 18 56.2 43 32.4 0.00 22 62 Abergavenny 23½ 24 31.0 21L

15.86 15 48 Tilstock 21 01.0 72 59.1 2.74 25 41 Penpergwm 3 22.3 76/65 48.7

18.74 18 38 Prees 16.5 23 19.1 78 74.9 5.30 28 06 Nantyderry 5 36.1 74/69/77 68.9

21.90 21 51 Wem 18.5 25 53.0 71/76 74.0 7.86 30 51 Little Mill 7 7 42.1 67/65 73.2

25.45 25 15 Yorton 28 46.0 71/78 73.9 9.50 32 22 Pontypool 9 15.5 55 63.1

28.09 27 66 Hadnall 30 55.3 72 73.5 11.23 34 00 MP 10 55.1 71 62.3

28.76 28 40 MP 31 29.0 74/78 72.1 12.40 35 14 Cwmbran 11½ 12 45.0 38.5

30.63 30 29 Harlescott 24.5 33 00.8 60 73.0 0.00 35 14 Cwmbran 12½ 13 28.0 22L

32.25 31 79 Crewe Bank 35 43.2 23 36.0 0.74 35 73 ob [1] 1 28.9 62 29.9

32.69 32 34 Shrewsbury 28½ 37 18.0 16.6 1.83 37 00 MP 2 30.2 66/67 63.9

0.00 0 00 Shrewsbury 30½ 38 47.0 15L 4.30 39 38 Caerleon 4 52.7 50 62.5

0.38 0 30 English Br J 1.5 1 31.5 18 14.8 5.83 41 00 Maindee NJ 8 7 10.0 33 40.0

0.81 0 65 Sutton Bridge 2.5 2 40.0 29 23.0 Signal stop 8 54.0 -9.48

2.00 2 00 MP 4 24.2 51 41.0 6.64 41 65 Maindee WJ 9 10 43.0 19 13.7

7.02 158 46 Newport 2 10 12 15.0 23L 15.2


ground level obstruction detectors and these have been troublesome at times; the delay here was attributed to equipment failure. An embankment problem before Whitchurch meant further time was dropped and the game was up as we left Shrewsbury almost 15 minutes late. However, apart from signals approaching Hereford, there was a further delay with extended station time at Ludlow, cause unknown. There were a few minor transgressions over the units’ maximum speed but time loss was inevitable although two minutes recovery approaching Hereford got a minute back. Cwmbran was left 22 minutes late and we were stopped at Maindee to let my connection out of Newport station. The two car Class 155 DMUs were built in 1987/8 and operated out of Cardiff on Regional services to Portsmouth, West Wales, Cornwall and Birmingham amongst others. A later batch was constructed for West Yorkshire PTE and these are still operational today. However with an ageing heritage DMU fleet needing replacing in the early 1990s it was decided to convert the original 155s into single units at Kilmarnock works. These units were designated Class 153s and so this run almost replicated that of a Class 155 but, of course, there are subtle differences. Ian Allan shows a weight of 76.7 tons for the first build 155 but two Class 153s weigh 82.4t, almost 7% more; the available horsepower seems unaltered however. Comparison with the past is not easy as Class 155 logs featuring Cardiff units show them being flogged at up to the mid-eighties with the maximum seen being 88 mph recorded by Noel Proudlock over the Cheshire Plain. The unit’s official maximum speed was 75 mph! Today, of course, running is more circumspect and, as mentioned previously, due restraint was shown despite the lateness and some steep downhill grades south of Crewe. The fastest Class 155 times in the RPS archive are Manchester-Stockport (6m 50s): Stockport-Wilmslow (6m 27s); Wilmslow-Crewe (19m 30s); Crewe-Shrewsbury (27m 33s) and Shrewsbury-Church Stretton (12m 48s). No runs exist between Church Stretton and Ludlow but beyond there: Ludlow-Leominster (9m 40s); Leominster-Hereford (11m 54s); Hereford-Abergavenny (21m 05s); Abergavenny-Cwmbran (11m 43s) and Cwmbran-Newport (8m 37s). Spot mimima at MP 12 after Crewe was 77 mph, at All Stretton 65-69; Llanvihangel 71 and Nantyderry 75 mph. All in all, it was an ‘interesting’ experience and I got an unexpected opportunity to revisit Newport Town Centre!

AN APPEAL There is currently a shortage of material for future editions, particularly in the heritage diesel and electric areas, and to a lesser extent modern articles. If you are able to supply suitable material it would be very much appreciated. We have been running a series of articles “No more fastest times …” covering routes in the southern half of the UK that disappeared in the Beeching cuts. If members are able to supply similar articles covering the north of the UK we would be pleased to publish them. If you are able to assist, please contact me. David Ashley - Editor


St. Helens Goes Electric Bevan Price. The current electrification project in north west England included the Liverpool to Manchester route via Earlestown and Chat Moss, plus the line between Huyton Junction and the WCML at Springs Branch Junction via St. Helens Central (formerly Shaw Street). I reviewed the St. Helens to Liverpool services in Mileposts 13¼ and 14 which dealt with steam services and diesel operations up to about 1992. Electrification work was completed during 2015, with many Liverpool - Wigan local services operated by Class 319 EMUs from May 2015. After a timetable revision in September 2015, most weekday Liverpool - Blackpool North services were split at Preston, and Class 319s took over many of the Liverpool - Preston semi-fast services. At the time of writing, through services between Liverpool & Blackpool - mostly on Sundays, remain DMU operated, pending completion of electrification between Preston & Blackpool North. The route was described in Milepost 13¼ but for anyone not having a copy thereof the route has some fairly steep gradients, and curves limited to 30 mph at Springs Branch, Gerards Bridge and St. Helens. Following track modifications at Huyton Junction, the limit there was raised from 25 to 45 mph, as part of the reintroduction of four-tracking to the new Roby Junction. The overall line limit between Springs Branch and Huyton is a disappointingly low 60 mph which prevents any spectacular performances. In recent years, a 40 mph PSR has been applied to Carr Mill Viaduct. Apart from electrification, the main change to the route in recent years was the opening of a new station at Wavertree Technology Park in August 2000. Proposals for a reinstated station at Carr Mill remain unfinanced at present. Weekday daytime services between Liverpool Lime St. and Wigan North Western mostly consist of one semi-fast service per hour, calling at Huyton and St. Helens Central, and continuing beyond Wigan to Euxton Balshaw Lane, Leyland and Preston, and two local services per hour, calling at all stations. These were originally every 30 minutes but the regular interval was disrupted in 2014 to create paths for the Trans Pennine Liverpool - Newcastle services via Manchester Victoria. A few trains remain DMU operated as they interwork with services on other lines. The last remaining services between Liverpool and Edinburgh ceased in 2002, latterly reduced to one train each way (which inter-worked with the Liverpool - Portsmouth service). A two car Class 158 was used on these services until briefly replaced by Class 220 or 221 Voyagers in 2002. There are proposals for a limited resumption of Liverpool/Scotland services by Trans Pennine Express. Pre-decimal readers may recall a saying,’you can't fit a quart into a pint pot’, and that is a good description of Liverpool Lime Street and its approaches. It now handles more trains than at any time in its history and for Liverpool-bound trains on weekdays it is very common to experience signal checks on either side of Edge Hill station. It must be several years since I last had a completely unchecked weekday run into Liverpool Lime Street from the lines via Huyton. As I live in St. Helens I have reviewed the Liverpool - St. Helens and St. Helens - Wigan sections separately. Local services Log Nos. 1 - 6 compare Class 319 performances between Liverpool and St. Helens with recent pre-electric Sprinter performances. Local services between St. Helens and Wigan are


Run 1 2 3

Date 15 Sept. 2015 18 Nov. 2015 12 Sept. 2014

Train 1432 Liv-Wigan. 1400 Liv-Wigan. 1400 Liv-Wigan.

Loco 319.363 319.371 150.205/277

Load 4/140/144 4/140/152 4/150/155

Recorder/pos/GPS B. Price, 1/4/Y B. Price, 1/4/Y B. Price, 1/4/Y

Miles m c Location

m s mph

m s mph

m s mph

0.00 0 01 LIVERPOOL LIME St. 0 00 1L 0 00 0 00 1L

1.38 1 31 EDGE HILL 3 33 23.2 3 10 26.1 3 35 23.0

0 00 0 00 0 00

2.35 2 29 WAVERTREE TECH. PK. 2 02 28.8 2 04 28.3 2 04 28.3

0 00 0 00 0 00

2.74 2 60 Olive Mount Jn 0 51 53/64 1 02 39/57 0 53 39

3.58 3 47 BROAD GREEN 2 03 2 23 2 16

0 00 0 00 0 00

5.16 5 14 ROBY 2 30 38.1 2 57 32.3 2 38 36.2

0 00 0 00 0 00

5.69 5 56 HUYTON 1 18 24.2 1 28 21.5 1 19 23.9

0 00 0 00 0 00

7.11 0 78 M57 Underbridge 2 04 62 2 18 58 2 11 53

7.80 1 53 PRESCOT 3 06 3 22 3 20

0 00 0 00 0 00

8.73 2 47 ECCLESTON PARK 1 52 29.7 2 17 24.3 2 03 27.1

0 00 0 00 0 00

9.68 3 43 THATTO HEATH 1 58 29.0 2 06 27.1 2 07 26.9

0 00 0 00 0 00

10.19 4 04 Ravenhead 0 50 60/64 1 06 46/57 0 56 50/58

11.34 5 16 St. HELENS CENTRAL 2 38 2 57 2 46

Run 4 5 6

Date 29 June 2015 18 May 2015 19 May 2015

Train 1003 Wigan-Liv 1003 Wigan-Liv 1003 Wigan-Liv

Loco 319.364 319.364 156.487

Load 4/140/145 4/140/144 2/72/79

Recorder/pos/GPS B. Price, 2/4 Y B. Price, 2/4 Y B. Price, 1/2 Y

Miles m c Location

m s mph

m s mph

m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 4L 0 00 6L 0 00 RT

1.15 4 04 Ravenhead 1 44 59 1 54 58 2 05 44

1.66 3 43 THATTO HEATH 2 38 2 47 3 02

0 00 0 00 0 00

2.61 2 47 ECCLESTON PARK 2 05 27.4 2 18 24.8 2 11 26.1

0 00 0 00 0 00

3.54 1 53 PRESCOT 1 57 28.5 1 55 29.0 1 55 29.0

4.23 0 78 M57 Underbridge 1 19 sig 45 1 13 58 1 13 55/59

5.20 6 12 (Change of mileage) sigs 3:10 - 3:56

5.65 5 56 HUYTON 5 38 3 28 3 19

0 00 0 00 0 00

6.18 5 14 ROBY 1 24 22.5 1 43 18.3 1 34 20.1

0 00 0 00 0 00

7.76 3 47 BROAD GREEN 2 32 37.6 2 48 34.0 3 06 30.7

0 00 0 00 0 00

8.60 2 60 Olive Mount, Mill Lane 1 23 61 max 1 31 53 2 15 sig 32

8.99 2 29 WAVERTREE TECH. PK. 2 10 2 24 3 09

TECHNOLOGY PARK 0 00 0 00 0 00

9.96 1 31 EDGE HILL 2 26 24.0 2 31 23.2 3 02 19.3

0 00 0 00 0 00

sigs sigs 2:16 - 3:21

11.31 0 03 LIVERPOOL LIME St. 4 29 18.1 5 16 15.4 7 21 11.0


.

Run 7 8 9

Date 22 June 2015 26 Sept. 2015 30 Aug. 2014

Train 08:32 Liverpool L.St.- 07:32 Liverpool L.St.- 07:32 Liverpool L.St.-

Wigan NW Wigan NW Wigan NW

Loco 319.362 319.364 156.423

Load 4/140/143 4/140/142 2/72/74

Recorder/pos B. Price, 2/4 B. Price, 1/4 B. Price, 1/2

GPS GPS = Y GPS = Y GPS = Y

Miles m c Location m s mph m s mph m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 0 00 -/30 0 00

0.59 5 63 Gerards Bridge Jcn 1 30 30/56 1 30 28/52 1 25 31

1.44 6 51 Carr Mill 2 54 44/39 3 06 40/36 2 59 45

2.64 7 67 Hollins Hey 4 10 59/61 4 22 56/58 4 14 50/51

3.80 9 00 GARSWOOD 5 45 5 55 6 06

0 00 0 00 0 00

5.08 10 22 BRYN 2 31 2 26 2 27

0 00 0 00 0 00

6.05 11 20 Bryn Gates Lane 1 32 54 1 28 59 1 26 56

6.93 12 10 Ince Moss Jcn 2 44 41 2 37 39 2 36 38

7.48 12 54 Springs Branch Jcn 3 35 25 3 26 27 3 33 24

8.78 6 50 WIGAN NORTH WESTERN 6 34 6 33 6 32

Run 10 11 12

Date 7 April 1958 9 Aug. 1959 5 March 1960

Train 12:30 Liverpool L.St. - ADEX Liverpool L.St - 13:10 Liverpool L.St -

Wigan NW Carlisle Wigan NW

Loco 45449 M79141/92/88/27 M51697/716/695/723

Load (Derby LW) (Cravens/RR Class 112)

Recorder/pos 4/119/- 4/106/- 4/117/-

GPS B. Price, ?/5 B. Price, ?/4 B. Price, ?/4

Miles m c Location m s mph m s mph m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 2L 0 00 0 00 5L

1.44 6 51 Carr Mill 3 37 30 2 39 2 39 45

2.64 7 67 Hollins Hey tsr

3.80 9 00 GARSWOOD 8 06 5 46 6 10

0 00 0 00 0 00

5.08 10 22 BRYN 3 05 2 14 2 25

0 00 0 00 0 00

6.05 11 20 Bryn Gates Lane tsr tsr tsr


compared in Log Nos. 7 to 18. As this section was not covered in earlier reviews, I have included specimen logs from the steam and early diesel eras. Note that in the 1950s and early 1960s, the section between Springs Branch and St. Helens was afflicted by mining subsidence, needing numerous long term TSRs. All of the numerous collieries in the area are now closed. The 15 mph PSR for trains approaching Liverpool Lime Street now also applies to departing trains. Coupled with mandatory running brake tests, this probably means that a Lime Street to Edge Hill start to stop time of 2m 21s, as obtained on a Derby Lightweight DMU in 1959 (Milepost 13¼) is almost certainly unbeatable - indeed current times are often well over three minutes. One feature of the Class 319s is that the low-speed acceleration is slower than that of Sprinter DMUs (See Figure 1 below). Moreover, in damp or leaf-fall conditions, Class 319s are prone to severe slipping unless handled very carefully. However, once they reach about 40 mph, Class 319s can soon outpace any Sprinter. One consequence is that, for short distances,


there is little difference between the journey times obtained by Class 319s and Sprinters - and indeed, both are probably inferior to the Derby Lightweight DMUs used on the line in 1959 (See Milepost 13¼).

Run 13 14 15

Date 9 June 2015 28 Sept. 2015 17 June 2015

Train 15:03 Wigan NW- 18:03 Wigan NW- 18:33 Wigan NW-

Liverpool L.St. Liverpool L.St. Liverpool L.St.

Loco 319.365 319.386 156.475

Load 4/140/143 4/140/143 2/72/74


GPS

Miles m c Location

m s mph m s mph m s mph

0.00 6 50 WIGAN NORTH WESTERN 0 00 1L 0 00 -/44 0 00 -/42


1.85 12 10 Ince Moss Jcn 3 39 45 3 49 37 3 42 48

2.73 11 20 Bryn Gates Lane 4 34 59 4 46 61 4 43 53

3.70 10 22 BRYN 5 52 6 06 6 06

0 00 0 00 0 00

4.98 9 00 GARSWOOD 2 28 31.0 2 41 28.5 2 29 30.8

0 00 0 00 0 00

6.14 7 67 Hollins Hey 1 50 60 1 46 61 1 55 60

7.34 6 51 Carr Mill Halt 3 02 40 3 00 40/52 3 06 40

8.19 5 63 Gerards Bridge Jcn 4 31 30 4 31 30 4 43 28


Run 16 17 18

Date 9 Sept. 1957 9 Aug. 1959 6 Oct. 1962

Train 18:00 Wigan NW- ADEX Carlisle - 17:10 Wigan NW-

Liverpool L.St. Liverpool L.St. Liverpool L.St

Loco 45735 M79141/192/188/127 M52045/51922/52044/

(Rebt. Jubilee, 7P) (Derby LW) 51929/51923/52038

Load 4/114/- 4/106/- 6/169/-

Recorder/pos B. Price, ?/5 B. Price, ?/4 B. Price, ?/6

GPS

Miles m c Location

m s mph m s mph m s mph


1.30 5 26 Springs Branch Jcn sigs

2.73 11 20 Bryn Gates Lane tsr tsr

3.70 10 22 BRYN 9 08 7 27 6 02

0 00 0 00 0 00

4.98 9 00 GARSWOOD 3 21 22.8 2 14 34.3 2 51 26.8

0 00 0 00 0 00

6.14 7 67 Hollins Hey 64 *26/61

7.34 6 51 Carr Mill Box 5 14 tsr 24 3 20 48 3 28 52


Express and semi-fast services Examples are included of the Liverpool to Edinburgh services, which called only at St. Helens Central. These trains mostly used Platforms 8 or 9 at Liverpool Lime Street and had to cross between the fast and slow (Huyton) lines near Edge Hill power box. Coupled with the necessity to slow to 25 mph at Huyton Junction, times between Liverpool and St. Helens were often no better than times achieved by the semi-fast services which also called at Huyton. (Log Nos. 25 - 30). Noteworthy is the rapid acceleration of the Voyager up the 1 in 67/86 gradients between St. Helens & Thatto Heath (Log 26) .


Run 19 20 21

Date 13 Feb. 1999 6 May 2002 24 Sept 1999

Train 17:00 Liverpool L.St.- 17:00 Liverpool L.St.- 15:32 Liverpool L.St.-

Edinburgh Edinburgh Blackpool N

Loco 158.748 220.014 150.148

Load 2/76/80 4/186/190 2/75/83


GPS GPS = N GPS = N GPS = N

Miles m c Location

m s mph

m s mph

m s mph

0.00 0 01 LIVERPOOL LIME St. 0 00 0 00 0 00

1.38 1 31 EDGE HILL 4 18 28/20 3 12 40/26 2 20 40

2.35 2 29 WAVERTREE TECH. PK. 5 00 55

2.74 2 60 Olive Mount, Mill Lane 6 50 51 5 22 65 3 46 65

3.58 3 47 BROAD GREEN 7 42 62 6 06 69 4 29 70/77

5.16 5 14 ROBY 9 10 68 7 45 45 5 42 70

5.69 5 56 HUYTON 10 14 sig 20 8 47 20 6 41

0 00

7.11 0 78 M57 Underbridge 44 10 55 61 2 28 46

7.80 1 53 PRESCOT 13 40 51 11 34 62 3 18 51

8.73 2 47 ECCLESTON PARK 14 42 56 12 30 58 4 18 59

9.68 3 43 THATTO HEATH 15 40 59 13 45 tsr35/20 5 16 58

10.19 4 04 Ravenhead 16 09 60/tsr 14 37 53/58 5 44 62/66


Run 22 23 24

Date 26 Oct. 2015 3 Feb. 2016 24 July 2015

Train 13:28 Liverpool L.St- 13:28 Liverpool L.St- 14:00 Liverpool L.St-

Preston Preston Wigan NW

Loco 319.383 319.380 319.371

Load 4/140/143 4/140/144 4/140/146



Miles m c Location

m s mph

m s mph

m s mph

0.00 0 01 LIVERPOOL LIME St. 0 00 -/43 0 00 -/44 0 00 16L

1.38 1 31 EDGE HILL 3 19 32/48 3 10 26/51 3 24 30

2.35 2 29 WAVERTREE TECH. PK. 4 44 sig44 4 38 47 4 39 60

2.74 2 60 Olive Mount, Mill Lane 5 15 sig 46 5 05 57/61 5 01 67

3.58 3 47 BROAD GREEN 6 22 43 5 56 sig 50 5 40 78/86

5.16 5 14 ROBY 8 59 sig 13 8 23 sig 15 6 53 53

5.69 5 56 HUYTON 10 17 9 30 7 56

0 00 0 00

7.11 0 78 M57 Underbridge 2 03 63 2 02 63/55

7.80 1 53 PRESCOT 2 48 51 2 44 58/56

8.73 2 47 ECCLESTON PARK 3 45 63 3 43 58

9.68 3 43 THATTO HEATH 4 41 57 4 40 63/64

10.19 4 04 Ravenhead 5 10 62 5 08 57/59

11.34 5 16 St. HELENS CENTRAL 6 52 7 06

Run 25 26 27

Date 12 Feb. 2000 23 Feb 2002 6 Dec. 2004

Train 06:25 Edinburgh Wav. - 06:35 Edinburgh Wav. - 09:00 Blackpool N

Liverpool L. St. Liverpool L. St. Liverpool L. St.

Loco 158.748 220.029 158.753

Load 2/76/81 4/186/189 2/76/86


GPS GPS = N GPS = N GPS = Y


Miles m c Location

m s mph

m s mph

m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 1L 0 00 0 00 19L

1.15 4 04 Ravenhead 2 07 46 1 40 59 2 04 45

1.66 3 43 THATTO HEATH 2 44 48 2 10 59 2 42 47

2.61 2 47 ECCLESTON PARK 3 50 55 3 07 60 3 49 55

3.54 1 53 PRESCOT 4 44 57/61 4 05 57/60 4 46 59

4.23 0 78 M57 Underbridge 5 33 sigs 54 4 50 56 5 28 60

5.20 0 00 Milepost 0 20* sig 22

5.20 6 12 (Change of mileage)

5.65 5 56 HUYTON 8 11 38 7 42 40 7 45

0 00

6.18 5 14 ROBY 8 53 55 8 18 64/69 1 08 44/60

7.76 3 47 BROAD GREEN 10 26 65 9 53 sigs 42 2 52 sig 49

8.60 2 60 Olive Mount, Mill Lane 11 17 54 11 22 sig 27/25 3 59 sig 37

8.99 2 29 WAVERTREE TECH. PK. 11 40 48/20 12 16 30/25 4 47 sig 21

9.96 1 31 EDGE HILL 13 53 25 14 27 27 6 58 29

sigs 15:30 - 17:14 sigs sigs 8:41 - 8:54


Run 28 29 30

Date 16 March 2015 31 Dec. 2015 15 Feb. 2016

Train 09:30 Preston - 09:30 Preston - 09:30 Preston -

Liverpool L. St. Liverpool L. St. Liverpool L. St.

Loco 156.426 319.383 319.361

Load 2/72/81 4/140/145 4/140/147

Recorder/pos/GPS B. Price, 1/2 Y B. Price, 1/4 Y B. Price, 1/4 Y

Miles m c Location

m s mph

m s mph

m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 0 00 0 00 1L

1.15 4 04 Ravenhead 2 04 43 1 52 61 2 05 57

1.66 3 43 THATTO HEATH 2 44 44 2 20 63 2 35 60

2.61 2 47 ECCLESTON PARK 3 55 55 3 14 62 3 33 59/55

3.54 1 53 PRESCOT 4 51 60 4 07 64 4 32 59/61

4.23 0 78 M57 Underbridge 5 31 63 4 46 65 5 14 59

5.65 5 56 HUYTON 7 30 6 44 7 19

0 00 0 00 0 00 6.18 5 14 ROBY 1 06 44 0 59 56 1 09 48

7.76 3 47 BROAD GREEN 2 47 66/68 2 18 80 2 36 77

8.60 2 60 Olive Mount, Mill Lane 3 32 60 2 58 73 3 19 53

8.99 2 29 WAVERTREE TECH. PK. 3 58 46/sig5 3 17 57/sig 2 3 48 47

9.96 1 31 EDGE HILL 7 12 sig17 6 25 sig 23 5 37 27

sigs 10:30-12:57 sigs 8:10-8:42& 10:20-14:20 sig 5


Run 31 32 33

Date 1 April 1994 16 Sept 2002 13 Sept. 1997

Train 09 07 Liverpool - 17 00 Liverpool - 08 37 Liverpool -

Edinburgh Edinburgh Morecambe

Loco 47597 221.123 150.137

Load 7/235/245 4/219/228 2/75/79


Miles m c Location m s mph

m s mph

m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 RT 0 00 7L 0 00 22L

0.59 5 63 Gerards Bridge Jcn 1 18 30 1 21 psr28 1 23 30

1.44 6 51 Carr Mill 2 55 44 2 53 psr40 2 55 42

2.64 7 67 Hollin Hey 4 03 60

3.80 9 00 GARSWOOD 5 28 65 5 10 62 5 32 60

5.08 10 22 BRYN 6 38 68 6 23 65 6 45 63

6.93 12 10 Ince Moss Jcn 8 14 40 8 31 40



m s mph

m s mph

7.48 12 54 Springs Branch Jcn 9 28 20 9 46 tsr10 9 26 25/44


Run 34 35 36

Date 24 Oct. 2014 28 Nov. 2015 7 Nov. 2015

Train 08:28 Liverpool L. St.- 08:28 Liverpool L. St.- 08:28 Liverpool L. St.-

Blackpool N Preston Preston

Loco 156.464 319.378 319.382

Load 2/72/73 4/140/143 4/140/143




m s mph

m s mph

0.00 5 16 St. HELENS CENTRAL 0 00 1L 0 00 -/30 0 00 1L

0.59 5 63 Gerards Bridge Jcn 1 21 32/30 1 29 27/52 1 32 28/54

1.44 6 51 Carr Mill 3 03 42/40 3 12 39 3 09 40/37

2.64 7 67 Hollins Hey 4 27 45 4 26 60 4 26 59/53

3.80 9 00 GARSWOOD 5 50 61/64 5 36 62/58 5 39 62/56

5.08 10 22 BRYN 7 04 61/60 6 51 64/59 6 57 60

6.05 11 20 Bryn Gates Lane 8 00 61 7 48 63 7 56 58

6.93 12 10 Ince Moss Jcn 9 05 41 8 53 41 9 06 40

7.48 12 54 Springs Branch Jcn 9 53 30 9 39 27/50 9 52 29/53


Run 37 38 39

Date 6 Feb 1993 22 March 2002 6 March 1999

Train 14 22 Edinburgh - 06:35 Edinburgh Wav.- 17 03 Blackpool N -

Liverpool L.St. Liverpool L.St. Liverpool L.St.

Loco 47831 220.008 150.140

Load 7/235/240 4/186/189 2/75/81


Miles m c Location

m s mph

m s mph

m s mph

0.00 6 50 WIGAN NORTH WESTERN 0 00 -/35 0 00 -/44 0 00 -/35


1.85 12 10 Ince Moss Jcn 3 48 38 3 25 45

2.73 11 20 Bryn Gates Lane 4 45 60

3.70 10 22 BRYN 5 56 50/44 5 43 59 5 25 57

4.98 9 00 GARSWOOD 7 26 55 7 03 57/60 6 43 63/77

6.14 7 67 Hollins Hey 8 14 57

7.34 6 51 Carr Mill 10 15 tsr 35 9 34 tsr 20/40 8 33 65

8.19 5 63 Gerards Bridge Jcn 12 01 25 11 46 sig 22 9 41 36


Run 40 41 42

Date 7 March 2015 17 Oct. 2015 23 Jan. 2016

Train 15:03 Blackpool N- 17:30 Preston - 17:30 Preston -

Liverpool S Pway. Liverpool L.St. Liverpool L.St.

Loco 156.429 319.377 319.379

Load 2/72/77 4/140/144 4/140/145

Recorder/pos B. Price, 1/2 Y B. Price, 1/4 Y B. Price, 1/4 Y


m s mph

m s mph

0.00 6 50 WIGAN NORTH WESTERN 0 00 -/52 0 00 -/51 0 00 -/38


1.85 12 10 Ince Moss Jcn 3 20 44 3 08 49 3 37 39

2.73 11 20 Bryn Gates Lane 4 27 50 4 02 60 4 39 59/65

3.70 10 22 BRYN 5 32 55/52 4 59 59/58 5 33 61/54

4.98 9 00 GARSWOOD 6 54 60/57 6 18 60 6 53 62/57

6.14 7 67 Hollins Hey 8 04 60 7 27 59 8 03 63/39



m s mph

m s mph

7.34 6 51 Carr Mill 9 14 39/56 8 37 39/48 9 17 45/49

8.19 5 63 Gerards Bridge Jcn 10 42 30 10 10 29 10 55 27


Between St. Helens and Wigan, performances are determined more by adherence to the line speed limits than to the capability of the train (Logs 31 - 42). Note that the record times in each direction are both held by Class 150 DMUs. Log no. 39 is somewhat extraordinary. As far as Garswood it was nothing special and then for some reason it ignored the speed limit and, with a very fast approach to St. Helens, it was almost one minute faster than any other run I have experienced - possibly it had a defective speedometer? Despite a few technical problems with the trains and overhead equipment, electrification seems to have improved overall performance and punctuality on these services, and the Preston - Liverpool services often have to spend two or three minutes waiting for time at St. Helens. There is clearly scope for accelerating these semi-fast services, but I understand that it may be another year or two before the timetable is revised. Figure 1 - Acceleration curves, Classes 319 & 156 (from GPS)

FROM THE RPS WEB-SITE

Nine day Fareham closure New stock on GN Dublin Phoenix Park Tunnel video Goblin closure Loco hauled for GWR Extra TPExpress trains 220/1 from Swindon to Bath Class 90s on ECML? Preston-Blackpool electrification Edinburgh Gateway opening Huyton Quadrupling Chiltern Oxford extension finished


SOMERSET AND DORSET JOINT – VIEWED HALF A CENTURY SINCE CLOSURE Michael Rowe The Somerset and Dorset Joint Railway completed its direct route from Evercreech Junction to Bath in 1874. Effectively the railway, previously a route between two Channels (the Bristol and the English) became one from the South Coast to the midlands and the north. Passenger locomotive power consisted of eighteen 2-4-0 tender locomotives. E.L. Ahrons in the February 1924 Railway Magazine wrote, ‘My first personal acquaintance with the Somerset and Dorset was made a week after the opening of the line between Bath and Evercreech Junction, and to this day I have a most vivid recollection of journeys made over the line when I was a small boy. The old dark green engines were not much to look at, as far as appearance and somewhat diminutive size wise, but when it came to running down banks of 1 in 50 at high speed they were very much ‘up there’. As they could do little more than crawl up one side of the bank, the drivers made amends by letting the engine out for all they were worth down the other side. Further since the trains consisted of four-wheeled coaches, the age of which was extremely uncertain, the side to side motion was somewhat appalling especially between Binegar and Evercreech Junction, where I more than once thought that my days were about to end. Moreover the company was then in a very bad financial condition, and the state of the rolling stock and the older parts of the permanent way, to put it mildly, was extremely dubious.’ Ahrons continued, ‘The Midland and the London and South Western Railways took over the Somerset and Dorset Joint Railway from 1 November 1875 but as their lease was for 999 years they had plenty of time to make much needed improvements and, being in no hurry, left things for a time pretty much as they were, until careless signalling brought about the Radstock disaster on 7 August 1876.’ Actually, Ahrons was not quite correct. The Midland and the L&SW could do little until the lease was confirmed by the Act of July 1876, but why spoil a good story? The Midland in practice acted quickly, an initial investigation indicated that of some 200 passenger trains, less than ten percent ran to time and the average lateness was twenty four minutes. Initially, the Midland leant locos followed by the supply in 1877 of nine 0-4-4 tank locomotives with another five in 1884/5. They held sway on the S&D main line until the then CME, Mr. Whitaker, requested further motive power. He was concerned at the riding characteristics of front-coupled 0-4-4 tanks and requested four 4-4-0s. These were only marginally larger than the 0-4-4s (boiler pressure 160 vs 140 psi, grate area 16 vs 15 sq. ft. and total evaporative area 1,201 vs 1,195 sq. ft., inside cylinders 18” diameter by 24” stroke and 5’ 9” diameter coupled wheels). Four more were acquired ex-Derby before the century end. These eight, with some assistance from the primarily freight traffic-intended 0-6-0s, handled all main line services, and were often found wanting. In 1900, Whitaker requested larger locos and finally in November 1903 received three new 4-4-0s from Derby (S&D Nos.69-71, 175 psi, 21.1 sq. ft, 1,420 sq. ft, 18” by 26”, 6’ dia.). Two more similar locos (Nos.77 & 78) were supplied in 1907.


Table I

log number I II III IV

date 1913 1911 1910 1914

Loco - number 4-4-0 499 0-6-4T 2023 4-4-0 77 4-4-0 71

load tons tare 225 tons 101 tons 170 tons 135 tons

train 2.13 Bath 08.37 B’mth

m.ch location actual [net] actual [net] actual [net] actual [net]

00.00 Bath 00-00 00-00 00-00 44-49 [40¾]

04.29 Midford 10-15 09-40 a) 09-48 b) 35-40 pws

10.52 Radstock 18-11 18-34 stop 17-51 27-41 c)

18.51

4 miles in: mph at ½ miles. Masbury

12-07 23,18,20,18, 18,18,25,22 37-22

8-37 (26min’n) 16-10

36-26

16-43 (22min’n)

21.68 Shepton M. 43-47 sigs 20-19 stop 39-49 10-54

26.34 Ev’creech J 49-57 00-00 44-39 51-18 stop

37.7 T’cme No.2 63-37 13-40 stop 58-20 39-23

44.25 Sturminster - - - 30-31

52.65 Blandford - 23-24 stop - 20-46

63.70 Broadstone - - 07-30 stop

67.15 Poole 104-35 stop 101-20stop 00-00

a- stop at Bath Junction, 77 seconds, dropped tablet. b) - minimum speed into tunnel 19 mph. c) - stop at Midsomer Norton, signals?

The eight earlier small 4-4-0s were reboilered from 1907-11 such that, other than coupled wheel diameter, they were similar to Nos. 77 & 78. However, increasing traffic and heavier coaching stock was leading to double heading or banking becoming the summer norm, plus growing concerns that coal consumption was becoming excessively heavy. In 1911, Derby sent one of the Deeley designed 0-6-4 tanks, often called ‘Flat Irons’, No. 2023 (175 psi, 21.1 sq. ft and 1,347 sq. ft, 18½” dia by 26” stroke, 5’ 7” dia.) The test was considered unsuccessful, bad riding at speed and limited water capacity cited. Log II offers brief details of an apparently lively run between Bath and Blandford Forum, behind No. 2023, albeit with a light load. A brief note on S&D gradients might be apposite. The initial start from Bath was level for half a mile to Bath Junction, then single line, two miles up at 1 in 50 to Coombe Down tunnel, 1½ miles down at 1 in 100 to Midford. Double track, onwards to Radstock overall was adverse, particularly the first 1½ miles. From Radstock to the summit MP17¾, ruling gradient 1 in 50, (average MP10¾ to 17¾ 1 in 62). Much of the descent to Evercreech Junction was at 1 in 50, except a seven eights of mile stretch commencing MP19, level through Shepton Mallet station with short adverse stretches at 1 in 60 and 70 either side of the station. (Logs I - XII are based on data from Railway and Travel Monthly magazine articles British Express Trains and Locomotives in 1911, 1914 and 1916, although unattributed probably written by W.J. Scott) Following the return of No. 2023, a Midland 4-4-0 was trialled. No. 499, an original Johnson loco built in 1897, rebuilt in 1912, was effectively a new loco. (Derby type G7s boiler, grate - 21.1 sq. ft, evap. 1,170 sq. ft, superheater 313 sq. ft, cyls. 20½” dia. 26” stroke, coupled wheels 7’ dia.). Log I has some details of a run on the 101 minute non-stop booking from Bath to Bournemouth on which the net time was assessed at 101 minutes. Certainly based on this run, with 225 tons tare, this was a successful trial. No. 77 with 170 tons took 18m 35s from passing Radstock to the summit at Masbury, No. 499, 19m 11s. Whilst there is a query over gross train weights, and details are scant, it appears the saturated steam loco (No. 77) developed 620-680 EDHP, the superheated loco 750-800. No. 71 (one of the reboilered eight) probably developed c. 500 EDHP and the Deeley 0-6-4 tank c. 550.


Following the success of Midland No. 499, two S&D 4-4-0s, Nos. 70 & 71 were rebuilt to the same specification (what became the Midland 483 Class 4-4-0?). Table 2 compares two runs, lightly loaded, behind saturated steam No. 78 (built 1908) with the rebuilt No. 70 climbing to Masbury from Evercreech. Permitted unassisted loads were set at superheated 4-4-0s (e.g. Nos. 70 & 71) 205 tons, saturated 4-4-0s (e.g. No. 78) 170tons, between Bath and Evercreech Junction. Table 2

log number V VI VII

date 1915 1915 1915

loco - number 4-4-0 No.78 S/H 4-4-0 No.70 4-4-0 No.78

load tons tare 153 tons 157 tons 165 tons

train ex Bournemouth 09.40 12.10 09.40

m.ch location actual (mph) actual (mph) actual (mph)

0.00 Evercreech Jct 00-00 00-00 00-00

0.73 MP25 02-49 02-43 03-02

1.33 MP24½ 03-48 (30½} 03-36 (34) 04-03 (30½)

1.73 MP24 05-02 (23} 04-41 (27½) 05-31 (20½)

2.33 MP23½ 06-28 (21) 05-55 (24½) 07-00 (20)

2.73 MP 23 08-03 (19) 07-19 (21½) 08-35 (19)

3.33 MP 22½ 09-35 (19½) 08-46 (20) 10-12 (18½)

3.73 MP22 11-10 (21) 10-19 (19½) 11-55 (17½)

4.46 Shepton Mallet 12-50 stop 12-11 stop 13-22 stop

0.47 MP20¾ (19½) (24½) -

Winsor Hill tunnel ((19) (21½)

3.47 MP17¾ [Masbury] 09-58 (22) 09-33 (19) 10-20 (21)

Number 78 developed an EDHP of c. 500, at MP22½, arguably the highest of the three, but the superheated loco predictably made the quicker starts and thus achieved the best overall times. Table 3 compares an original 1896 built Johnson 4-4-0 No.18 reboilered in 1912 (160 psi, 21.1 sq. ft grate, total evap 1,353 sq.ft), with No. 78, superheated No. 70 and 0-6-0 No. 64 (built 1894, 150 psi boiler, 17½ sq. ft, 1,251 sq. ft, 18” dia. by 26” stroke, 5’ 2½” dia. coupled wheels). No. 18 developed c. 450-500 average EDHP from Radstock to the summit and kept the 42 minute schedule to the Shepton Mallet stop. Table 3

log number VIII IX X XI XII

date 1915 1915 1915 1915 1911

loco - number 4-4-0 18 4-4-0 70 4-4-0 78 4-4-0 70 0-6-0 64

load tons tare 110 tons 120 tons 131 tons 151 tons 168 tons

m.ch location actual actual Actual actual actual

00.00 Bath 00-00 * 00-00 * 00-00 00-00 00-00

00.41 Bath Junction 00-38 00-38 01-52 01-45 -

02.41 MP2 06-00 06-17 06-53 07-20 - -

04.29 Midford 08-53 09-16 09-46 10-35 -

10.41 MP10 17-53 19-19 20-08

10.52 Radstock pass - 19-16stop pass pass 18-37 stp

11.01 MP10½ 18-47 01-57 20-17 21-10 -

11.41 MP11 19-50 03-08 21-20 22-34

12.01 MP11½ 21-06 04-25 22-39 24-14

12.42 Mid Norton 22-23 05-50 24-07 25-45 07-02

13.01 MP12½ 23-35 07-15 25-29 27-22

13.41 MP13 24-51 08-52 26-52 28-55

14.01 MP13½ 26-09 10-21 28-15 30-27

14.39 Chilcompton 27-27 11-36 29-32 31-47 13-12

14.41 MP14 27-27 11-47 29-36 31-57

17.05 Binegar 33-08 17-14 34-29 37-24 19-15

18.21 MP17¾ 35-54 19-38 36-51 39-51 -

18.51 Masbury - 20-15 37-27 40-28 22-35

21.68 Sh’ton Mallet 41-12stp 24-34stop 41-57stp 44-20pas 26-50stp

Runs one and two timing started c five chains before Bath Jct.


No. 70, after a laboured start from Radstock, outperformed No. 18 over the last four miles of the climb and comfortably kept the 27 minute schedule to Evercreech Junction. The same loco (log XI), even allowing for the heavier train, performed poorly, dropping three minutes against schedule to Evercreech and finally reaching Poole 6¾ minutes late, schedule 101 minutes non-stop from Bath. Number 78, after a slow start, developed an EDHP in the range 550-600 between MP10½ and the summit. The 0-6-0 kept the 20 minute schedule to Radstock with time to spare and the 27 minutes to Evercreech, just. An attained EDHP of 475-525 up to Masbury suggests the controls were set with regulator full open and maximum cut off, no mercy for freight engines! The S&D timetable, in terms of shortest journey times, (although not frequency), reached its apogee at the outbreak of the First World War. The attached Table 4 amplifies, similarly the financial performance. In 1913 (for security reasons, companies were not required to declare results for 1914) the S&D traffic receipts were £256k and related working expenses were £195K, (a surplus of £61K); in 1924 corresponding figures were £440K and £463K (a deficit of £23K) and a decade later £265K and £301K (£36K deficit). The halcyon days were a thing of the past. Table 4 Fastest overall scheduled times between Bath and Bournemouth West

Date June 1914 Sept 1931 July 1939 Sept 1948 May 1961

Source Brad 971 WTT 14/9 Brad.1272 WTT 27/9 Brad 1521

Bath depart 14.13 14.30 14.20 14.55 15.08

Evercreech Jct pass pass 15.22 15.10/1 15.49/51 16.05/8

Templecombe - - 15.28/30 - -

Blandf’d Forum pass pass 16.01 16.00 dep 16.30/8 16.54 dep

Broadstone pass 16.17/8 pass 16.55/6 17.12 ar

Poole 15.54 ar 16.24/6 16.24 17.03/5 17.20 ar

Bournemouth 16.07 16.36 16.37 * 17.15 17.32

July 1939: Weekday “Pines Express”. on certain August days: Bath 09.20 Evercreech Jct 10.10/1, Poole 11.16, Bournemouth 11.30. on Satrurdays: Bath 14.15, Evercreech Jct 15.05/6 Poole 16.10, Bournemouth 16.22

Bournemouth 08.37 10.20 10.35 09.45 09.45

Poole 08.49 10.31/3 10.47 dep 09.53/5 09.54 dep

Broadstone pass 10.41/2 10.56 dep pass 10.03 pass

Blandf’d Forum pass 10.58/9 11.13 10.19/21 10.20 dep

Stalbridge pass pass 11.18 10.40/2 10.40 dep

Evercreech Jct 09.41/3 11.21/4 11.49/50 11.03/5 11.03/6

Shepton Mallet pass pass 12.00 11.19/20 11.18 dep

Bath 10.27 12-19 12.40 * 11.58 11.56

Weekday “Pines Express”. in August Mo, Fri & Sat: Bournemouth 10.00 Poole 10.08, Broadstone 10.18, Blandford Forum 10.35 Bath 12.04. Saturdays only : Bournemouth 09.45, Poole 09.54, Bath 11.40

There was a significant falling off in S&D services as the WWI continued, but recovery after was reasonably quick, although not to pre-war levels of speed. The 5 June 1920 working time table listed Saturday only early morning departures from Bath to Bournemouth at 2.32 am (Friday 10 pm ex-Sheffield ran 1 July to 9 September), 2.45 am (11.00 pm ex-Derby 22 July to 9 September) and 3.15 am (8.30 pm ex-Bradford until 23 September), then 6.55 am all stations, 9.10 am semi-fast, 9.55 am semi-fast Saturdays excepted, 10.00 am semi-fast SO, 10.32 am semi-fast SO (7.43 am ex-Birmingham until 23 September), 12.00 pm SO (7.33 am ex-Nottingham until 23 September), 2.12 pm SO (6.52 am ex-Cleethorpes until 23 September), 2.45 pm Mondays and Fridays only (10.10 am ex-Sheffield until 22 September), 2.55 pm SX (10.25 am ex-Manchester), 3.25 pm SO (10.25 am ex-Manchester until 23 September), 4.15 pm (10.35 am ex-Manchester, until 23 September), 4.25 pm semi fast, 7.00 pm all stations. There were also all station services to Templecombe at 8.15 am, 1.10 pm (which continued after a break to Bailey Gate), SX 3.10 pm, 4.37 pm and 10.00 pm.


As their numbers increased, the ‘483’ Class 4-4-0s, assisted by 0-6-0s at peak times, were the mainstay of S&D ‘express’ motive power for the next two decades. The rebuilding and strengthening of some bridges on the Mangotsfield to Bath branch facilitated the use of larger locomotives and in particular the introduction of Stanier Class 5 4-6-0s to the Bath Bournemouth line. Thanks to the late D.S.M. Barrie there are detailed logs of S&D workings for the years leading up to WWII. These recordings were the basis for a Practice and Performance article in the 1940 Railway Magazine. The two Midland-built 3835 Class 0-6-0s, progenitors of the LMS Class 4F design, (with G7s boiler, 20” diameter by 26” stroke cylinders and 5’ 3” diameter coupled wheels, log XIII), ran competently, although 135 tons of train per loco cannot be considered an arduous duty. The 4-4-0s, Nos. 696 and 697 were in the last batch of 4-4-0s built by the LMS in 1932. The standard LMS design of 1928 was based on the Midland Railway 483 Class design, with minor changes. The two runs (XIV & XV) were remarkably consistent. No. 697 developed 650-700 EDHP between Radstock and the summit, whilst No. 696 was in the range 675-725. This compares with the 750-800 developed by No. 499 in 1913. The higher figure for No. 499 can probably be explained by the differences in specification. No. 499 had 20½” diameter cylinders vs 19”, evaporative and super-heat areas of 1,170 and 313 sq. ft vs 1,158 & 246, albeit the boiler pressures were 175 and 180 psi respectively. Both locos were probably driven virtually ‘flat out’, affording an indication the effect the dimensional changes had on maximum power output, although probably not on efficiencies or wear and tear. Table 5

log number XIII XIV XV XVI

date 5/8/1933 17/6/35 30/3/36 28/12/38

Loco - number 3976/ 4010 4-4-0 697 4-4-0 696 5432 + 700

load tons 9/255/270 6/179/190 6/196/- 11/344/365

recorder D.S.M.Barrie D.S.M.Barrie G.J.Aston DS.M.Barrie

m.ch location actual mp actual mp actual mp actual mp

00.00 Bath 00-00 00-00 00-00 00-00

00.41 Bath Jct 01-39 01-56 01-50 01-36

C.Down Nth

-

08-02

30

08-26

11

pws 07-51

12 18

04.29 Midford 10-11 10-55 52 11-10 50 10-34 55

06.29 Wellow 14-10 14-15 49 14-30 50a 13-46 41

10.52 Radstock 19-45 19-13 46 19-02 35 18-23 33

12.42 Mid.Norton 24-44 23-52 20 23-00 20b 22-23 21

14.39 Chilcompt’n 29-52 29-50 21 29-54 25 28-46 22

15.56 Moorew’d - 33-18 28 32-56 29 -

17.05 Binegar 35-07 35-29 30 35-28 31 34-26 39

18.51 Masbury 37-45 38-04 56 38-05 31 37-06 31

21.68 Sh.Mallet 41-34 41-55 stp 41-46 40-41 60/

24.72 Ev’cr’h New 45-25 04-53 62 45-23 44-08 65

26.34 Ev’cr’h Jct 47-52 07-05 47-56 46-43

No.696 a - 57mph max b - 16mph min. No.5432 - 57mph max - 17mph min

Derek Barrie’s comments on the run behind No. 5432 were, ‘After getting rid of the bronchial pilot, No. 5432 (which had been carefully nursed over the Mendips) accomplished some brilliant work, notably a) in the terrific acceleration up the rising grades through Cole, and b) in recovering from the single-line slacks between Stalbridge and Shillingstone. This was a notable run in relation to the load.’ In practice the pair of locos were developing an EDHP between 1,400 and 1,500 on the climb to Masbury, suggesting that either one of the locos was working very hard or both were working moderately hard.


The line south from Evercreech Junction was, compared to that from Bath, relatively easy. There were single line sections from Templecombe No. 2 box to Blandford Forum with four passing loops where southbound trains, if routed through the loop, had to slow. There was another short single line section between Corfe Mullen Junction and Broadstone. Gradients were not severe, although there were less than five level miles in the 37½ miles to Broadstone. The line rose gradually to just short of Wincanton, with the steepest lengths at 1 in 100, and then gradually fell to Stourpaine, including short sections at 1 in 80 and a final half mile at 1 in 75 before the station. This was followed by some short sharp ups and downs to Bailey Gate, then two almost level miles to Corfe Mullen Junction, followed by a mile and a half up at 1 in 80 and a half mile drop down to Broadstone station at 1 in 97. To add to the operating challenge of an intensive service, some block sections were up to five miles in length. Trains stopping at Templecombe had to reverse back out of the station to the S&D line at the lower level. The schedule from Evercreech Junction to Templecombe was 16 minutes and all bar one train in Table 6 kept time comfortably, with speeds reaching the ‘sixties’ on the rising grades. The 24 minute schedule from the restart at Templecombe No. 2, after the reversal back from the station, was kept comfortably by three trains. Superficially, the timing appears generous for 16 miles, much of it on favourable gradients, but the slacks for the loops at Stalbridge, (WTT five minutes), Sturminster Newton (11), Shillingstone (16) and Stourpaine have to be taken into account. Table 6

log number XVII XVIII XIX XX

date 17/6/35 3/12/35 9/11/37 28/12/38

loco - number 4-4-0 697 4-4-0 630 4-4-0 635 4-6-0 5432

load tons 6/179/190 6/190/200 6/201/210 11/344/365

recorder D.S.M.Barrie D.S.M.Barrie D.S.M.Barrie D.S.M.Barrie

miles location actual mph actual mph actual mph actual mph

00.00 Everc’h Jct 00-00 00-00 00-00 00-00

02.62 Cole 04-03 50 05-02 pws

47 30

05-00 50 04-35 51 62

07.02 Wincanton 10-31 44 61

10-40 49 10-15 sigs

47 65

08-58 sigs

57

10.45 T’c’be No.2 13-50 15-21 14-09 20

10.53 Tm’combe 14-48 stop 16-29 stop 15-24 stop 15-08 stop

02.14 Henstridge 04-16 53 04-20 04-25 pws

53 33

03.63 Stalbridge 06-09 35 06-15 06-18 58 06-32

07.51

S’minster Newton 11-12

54 40

11-27

11-50

57 11-22

62 40

10.54

Shillings’ne

15-11

47 35

15-48

16-35

47 15-12

51 35

13.00

Stourpaine

19-05

55 47

19-55

20-42

60 19-09

54

16.11 Blandford F 22-41 stop 23-24 stop 24-20 stop 23-15 stop

01.56 C.Marshall 03-42 44 03-50 51 03-38 41

03.24 Spetisbury 05-40 49 05-45 54 05-25 64 05-26 54

06.09 Bailey Gate 08-41 61 09-00 pws

65 25

sigs 08-14 66 59

07.71 Corfe M.Jct 10-48 45 12-16 31 11-35 30 10-41 40

10.71 Broadstone 16-16 stop 17-40 pass 16-40 pass 16-23 stop

02.79 Holes Bay J 21-21 60 62

03.45 Poole 22-49 stop 21-53 stop

The Stanier Class 5 4-6-0 was the only one to attain 60 mph between the various slowings. Its time of 12 m 37 s from Stalbridge pass to Stourpaine pass compared with 12-56, 13-40


and 14-24 by the 4-4-0s. The advent of larger locomotives obviated most of the requirement for double heading south of Evercreech Junction. The 11 minutes schedule to pass Corfe Mullen Junction and 16 minutes to the stop at Broadstone appears to have been a Cecil J. Allen counsel of perfection (the non-stopping train was allowed 17 minutes to pass Broadstone and 23 minutes to the Poole stop). The secret was, probably, how fast the driver took Corfe Mullen Junction! Speed was restrained to about 60 mph down the mile and a half at 1 in 75 before joining the Weymouth-Bournemouth line at Holes Bay Junction (logs XVIII & XIX). Starting from Broadstone (Table 7), after the initial short 1 in 97 rise all four trains, with the succeeding 1 in 80 fall assisting kept the six minute allowance to pass Corfe Mullen Junction. No. 629 (log XX1), without exceeding 57 mph, gained half a minute onwards to the Blandford stop as did the double headed train. Nos. 698 and 5432 with more vigour gained a minute. The 4-6-0 attained 62 mph on the short favourable dip after Sturminster Newton and kept the 17 minutes allowance to Stalbridge. The LMS 4-4-0 No. 698 ran well throughout. 64 mph attained before the Blandford stop, 64 in the first dip at MP 43 after Sturminster Newton and 69 at the second short favourable stretch past MP 41 before the Stalbridge stop. The other LMS 4-4-0 No. 629, gained half a minute on the 35 minute timing from Blandford Forum to Evercreech Junction, including the slowing to 30 mph at Wincanton without exceeding 60 mph. The two locos (log XXIII) kept to the 13 minutes from Broadstone to Sturminster and then gained three minutes on to Evercreech Junction, reaching 64 mph on the favourable grades through Cole. The 4-6-0 with 10 coaches effectively performed as per a 4-4-0 with six. Table 7

log number XXI XXII XXIII XXIV

date 17/2/35 30/6/36 12/8/34 28/12/38

loco - number 4-4-0 629 4-4-0 698 531+4427 * 4-6-0 5432

load tons 7/235/240 6/196/205 10/290/- 10/310/330

recorder D.S.M.Barrie D.S.M.Barrie G.J.Aston D.S.M.Barrie

mile location actual mph actual mph actual mph actual mph

00.00 Broadstone 00-00 00-00 00-00 00-00

03.00 C.Mullen Jct 05-59 56 05-26 57 05-31 53 05-39 61

04.62 Bailey Gate 07-56 57 47

07-20 58 50

07-40

07-30 60

07.47 Spetisbury 11-21 55 10-30 58 49

11-00 10-37 49 58

09.15 Charlton M. 13-09 50 54

12-14 64 60

12-42

12-19 50

10.71 Blandford 15-24 stop 14-23 stop 15-08 stop 14-30 stop

03.11 Stourpaine 05-47 57 05-32 59 05-36 05-42 58

05.37 Shillingst’ne 08-52 55 08-37 61 57

09-01 08-48 56 50

08.40 St. Newton 12-07 sigs

60

11-30 64 69

13-02 00-00

stop 12-10 62 55

12.38 Stalbridge 16-23 47 15-49 stop 05-54 54 17-05 stop

19.29 Wincanton 25-15 30 10-30 30 14-39 64 10-27 stop

26.51 Everc’h Jct 34-29 stop 18-32 stop 23-05 stop 10-28 stop

No.531 - Midland 483 Class 4-4-0 No.4427 - LMS Class 4F 0-6-0

The two locomotives (log XXV) gained 1½ minutes to Shepton Mallet, another three minutes to Radstock and despite the signal check 1¼ minutes to Bath, reached three minutes late after an Evercreech departure 8½ minutes adrift. Speeds were, passing times suggest, similar to those recorded by Mr Barrie (log XXVIII). No. 629, 23 tons over limit, took a pilot from Evercreech to Binegar, No. 3218, a Midland 3F 0-6-0 (an original ‘Bulldog’ 0-6-0 built for the S&D in 1902 as No. 73 and given a G7 boiler in 1924). The pair made light work of the climb to Masbury but any time gained was lost detaching the pilot at Binegar; Midsomer Norton was passed 2½ minutes behind the other three.


Table 8

log number XXV XXVI XXVII XXVIII

date 12/8/34 12/6/35 30/6/36 12/7/37

Loco - number 531/4427 629/3218 4-4-0 698 4-6-0 5194

Load 10/290/- 7/228/240 6/196/205 9/276/295

recorder G.J.Aston D.S.M.Barrie D.S.M.Barrie DSM.Barrie

m.ch location actual actual mph actul mph actul mph

00.00 Everc’h Jct 00-00 00-00 - 00-00 00-00

01.42 Everc’h New 03-32 03-28 - 23

04-15 26 15

03-42 36 13

04.46 Shepton M 12-19 stp 12-14 stop 14-34 stop 14-35 stop

01-33 Downside siding

03-32 03-24 31 03-32 30 03-20 - 35

03.17 Masbury 08-03 07-30 25 08-39 21 08-15 23

03.47 MP 17¾ 08-59 - - 20

04.63 Binegar ar dep

10-49 10-25 12-09

218 off

11-25 53 10-50

53

07.29 Chilcomptn 13-50 16-17 57 14-05 66 13-38 60 53

09.26 Mids’mer Norton

16-17 18-27 62 16-15 25 54

16-05 60 29

11.16 Radstock 19-08 stp 20-42 35 19-00 30 18-33 61

15.07 Wellow 05-56 25-52 57 24-10 55 23-22 52

17.38 Midford 08-48 28-27 57 26-44 53 26-03 55

C. Down N 11-38 30-50 pws 26 - 39

21.27

Bath Jct

sigs 14-50

33-24

57 20

31-22

61 25

21.68 Bath 16-45 stp 34-51 stop 34-25 stop 33-02 stop

The unpiloted runs (logs XXVII & XXVIII) achieved similar times to Shepton Mallet. The 4-6-0, with six tons over the limit for the class, made the maximum use of the easier grades before the 1 in 50 but then fell away to 13 mph. The 4-4-0, after a slower start, did better although it was 11 tons below the class limit. On another occasion, Mr. Barrie timed 4-4-0 No. 697 with 205 tons gross which passed Evercreech New in one second over four minutes and with maxima of 34 mph and minima of 18 mph stopped at Shepton Mallet in 12 m 26 s. The 4-6-0 climbed well from the Shepton restart, with 35 mph attained on the initial sharp drop from the station and a mimimum of 20 at the summit, the 4-4-0 reached 30 mph and was still travelling at 21 mph at Masbury. The three non-stop runs all kept the 35 minute schedule from Evercreech to Bath, the running of the 4-6-0 probably justified the epithet excellent. During the Second World War the service declined to only six trains per day with only one of these being a semi-fast, the 9.50 am from Bournemouth which made seven stops. The Stanier 4-6-0s were transferred away from Bath and much of the motive power was supplied by the Southern Railway, mainly T9 and L11 Class 4-4-0s. However Fowler Class 5 2-6-0s found use on occasion. No. 2766, despite its 5’ 6” coupled wheels, although with only 200 tons of train, made some brisk progress, a lively wartime experience for Mr Barrie? The running time, with four stops from Broadstone to Bath was 96 m 29 s, reminiscent of the best times pre WWI. After the end of WWII the S&D gradually returned to pre-war service intensity, particularly on Summer Saturdays. J.W. Blanchard wrote a series of articles, well worth reading, for the 1954 Railway Observer in July, August and September under the heading ‘The Somerset and Dorset since the War’. He included summaries of the 1939 and 1953 public timetables, track occupation diagrams and locomotive and train workings for Saturday 25 July 1953. In the 1953 public timetable there were 11 Bournemouth to Bath trains that continued beyond - two to Bristol, the rest to Derby, Nottingham, Lancashire or Yorkshire. Southbound, there were 12 from Bath to Bournemouth - one originating from Bristol, the rest from the North.


Table 9

log number XXIX XXX XXXI XXXII

date 16/7/42 1950 6/3/54 13/3/54

loco – number 2-6-0 2766 2-6-0 43017 2-6-031621 2-6-031906

load tons 6/180/200 10/298/320 12/-/- 12/-/-

Recorder D.S.M.Barrie O.S.Nock G.F.Bloxam G.F.Bloxam

m.ch location actual m actual mp actual actual mp

00.00 Broadstone 00-00 00-00 00-00 00-00

03.00 Corfe M.Jct 05-15 60 06-04 60 06-30 06-45

04.62 Bailey Gate 07-15 53 07-58 58 08-20 09-00

07.47 Spetisbury 10-08 53 11-09 51 12-40 12-55

09.15 Charlton M 11-35 68 - 62 sigs

10.71 Blandford F 13-43 stp 15-09 stp 17-40 stp 20-05 stp

03.11 Stourpaine 05-50 63 06-05 62

05.37 Shillingstone 07-42 65 10-25 stp 10-25 10-55

08.40 St.Newton pws

10-35 74 05-51

57 15

15-25 stp 15-00 stp

12.38 Stalbridge 14-15 stp 11-50 45 08-20 stp 07-20 stp

03.53 T’cmbe No2 05-55 52 16-21 25 07-45 stp 08-05 stp

06.71 Wincanton 09-52 stp 21-10 stp 05-40 06-15

04.20 Cole 07-20 pw 06-50 10-45 12-15

07.01 Everc’h Jct 11-12 stp 10-50 sigs 14-25 stp 16-25 stp

00.00 Evercreech J pilot 40564 40527 40563

01.42 Everc’h New min mph

04-04 35 14

03-32 36 15

04-35 04-30

04.46 Shepton M 14-13 stp 12-57 17-00 13-50

01.33 Downside MP20 31

03.17 Masbury 09-30 23 20

08-52 20 15

27-35 23-00

04.63 Binegar 12-25 49 12-06 48 32-00 26-35

07.29 Chilcompton 15-18 58 15-10 56 35-25 29-40

09.26 Mids’mer N 17-25 62 50

17-30 pws

38-15 32-00

11.16 Radstock 19-29 62 20-46 41-25 35-15

15.07 Wellow 24-05 55 25-47 52 46-05 40-05

17.39 Midford 26-57 45 28-40 48-55 43-00

C.Down Nth 29-40 39

21.27 Bath Jct 32-00 34-45

21.68 Bath 33-14 stp 36-28 stp 56-40 stp 51-00 stp

The comparative figures for the 1939 Public timetable were 13 from Bath, two originating at Bristol, eleven from the North, 12 from Bournemouth, one going to Bristol and the rest points north. However, with the various extras, numbers of trains could be significantly higher. Blanchard gave details of workings on Saturday 25 July 1953. In summary, departures from Bath commencing at 2.20 am (ex-Birmingham) and finishing 4.35 pm (ex-Manchester), 19 trains originated from Birmingham or further north. Additionally, there were seven local services operating over the route plus one eight-coach through service from Bristol headed by a 4F 0-6-0. Train consists were eight coaches: two, nine coaches: three, 10 coaches: six, 11 coaches: three and 12 coaches: two. Locomotive resources were obviously stretched. Seven trains were hauled by Stanier Class 5 4-6-0s (Bath-based No. 45440 hauled the 2.35 am from Bath, ex-Sheffield and the 2.12 pm ex-Cleethorpes, the 2.20 am was hauled by No. 44962, a Sheffield-based engine), five by S&D 7F 2-8-0s (No. 53807 hauled the 3.45 am ex-Coventry, nine coaches, and the 12.47 ex-Coventry, 10 coaches. No. 53802 was working local passenger services), five by Bulleid West Country 4-6-2s and two by LMS 4F 0-6-0s. (No. 44558 with eleven coaches and Nos. 44102/44561 double-heading on 10). Not surprisingly matters were similar from Bournemouth, the Sheffield-based 4-6-0 worked back north on the 7.40 am to Huncoat, the 10.35 am to Manchester and the 11.40 am to


Sheffield, both 10 coach formations, were hauled by 0-6-0s and No. 44422 returned its eight coach rake to Bristol. The two, 12 coach trains were both taken by West Country Pacifics. The Southern Region post-1948 assumed total responsibility as far north as Cole and for motive power over the whole S&D. It appears, not unreasonably perhaps, that the London Midland Region wanted their Bath-based Stanier 5 4-6-0s back. An early introduction in 1950 was four Ivatt Class 4MT 2-6-0s allocated to Bath. They were apparently never popular; presumably they were compared, somewhat unreasonably, unfavourably with the Stanier 4-6-0s. No. 43017 (log XXX] with a ten coach train and O.S. Nock on the footplate kept time to Evercreech Junction and onwards to Bath with a 4-4-0 as pilot. Nock reported steaming difficulties - this was one of the original locos with a double chimney; they reportedly performed better with a single chimney. In the opposite direction Norman Harvey (log XXVIII) recorded No. 43012, a Bristol-based engine, the first to be tried over the route. The climb up to Binegar with an eight coach train and an S&D 2-8-0 as pilot was laboured. After detaching the pilot, the Ivatt 2-6-0, despite only having 5’ 3” diameter coupled wheels, ran down to Evercreech Junction with uncharacteristic haste. In 1950, the Southern apparently decided the U Class 2-6-0s might be appropriate for the S&D. No. 31624 was fitted for Whitaker tablet exchange and was attached as pilot to Stanier 4-6-0 No. 44839 working the ‘Pines Express’. The Western Region promptly slapped a 45 mph restriction on the U north of Cole. Apart from occasional use on troop specials from Blandford, no more Us for a time! Bulleid Pacifics took over in 1952. In 1954, the Southern tried again; the London Midland still wanted its 4-6-0s back. A three cylinder U1 Class 2-6-0 and a two cylinder U Class 2-6-0, both fitted with tablet equipment, each hauled the 11.40 am from Bournemouth West and the 4.25 pm return from Bath for a week. The normal consist of three coaches was increased for the trial to eight coaches for three days and twelve for the last three. Thanks to the late G.F. Bloxham (and the Somerset and Dorset Trust) there is some information. Not surprisingly, neither loco kept time with twelve coaches (logs XXXI & XXXII). The U left Poole six minutes late and Eveercreech Junction 19¾ late. Geoff noted the pilot No. 40527, ‘steaming poorly and of little help’. 16 minutes were booked against the loco between Bournemouth and Bath. The following week’s test with the U1 was similar, right time Bournemouth, 16 late at Bath. This time, ‘the pilot did most of the work’. The schedule of the 11.40 am from Bournemouth, between stops, from Broadstone onwards to Bath was 16, 13, 5, 5, 16 and 49 minutes i.e. 108 minutes total running time. Actuals were 120 m 15 s and 117m 55s. On the return journey, performances were described as similar as far as Templecombe where Mr. Bloxam left the train, presumably to return to London. It seems unlikely that the Southern Region authorities believed a Maunsell Mogul could run a 12 coach train to time over the S&D. Not long after these tests, three new BR Standard Class 5 4-6-0s (Nos. 73050-2) were allocated to Bath, perhaps the result the Southern wanted from such a failure. The London Midland Region eventually retrieved its Stanier 5 4-6-0s. Although for a few years Bulleid Pacifics worked from Bath, and Bournemouth regularly used them for its summer Saturday S&D rosters, until the end of through-train running over the S&D in 1962, they never found favour with Bath crews. Indeed, due to repeated slipping incidents, they had the same unassisted load limit as the Class 5 4-6-0 twixt Bath and Evercreech Junction. Table 10 (log XXXIII & XXXIV) details the running of two Class 5 4-6-0s with eleven coach trains and an LMS Class 2 4-4-0 as pilot from Evercreech. The slow start with piloted trains


appears to have been the norm, whether because the pilot was starting from ‘cold’ and did little or the train crew opted to let the pilot do the work or a combination of both is open to conjecture. Certainly the crews of the two 4-6-0s (log XXXV & XXXVI) running on their own exhibited more urgency. Mr. Nelson noted the use of full regulator up to Masbury, 190 to 220 psi in the steam chest and cut off varied between 35 and 50% other than an easing through Shepton Mallet station. EDHP during the climb was c. 750. The details in log XXXVI are scanty but suggest an excellent performance with maximum load. If, as indicated, the 19 mph was attained on the 1 in 50, this represents an EDHP in the 950-1000 range, a high figure at such a low speed, suggesting working similar to the Class 4 4-6-0. . Table 10

log number XXXIII XXXIV XXXV XXXVI

date 31/7/55 26/5/61 unknown 19/4/62

loco (s) – number 4-4-0 40563 4-6-0 45440

4-4-0 40569 4-6-0 73047

4-6-0 75027 4-6-0 73051

load 11/352/375 11/387/- 5/147/155 8/267/-

recorder M.Hedges C.Hudson R.I.Nelson C.Hudson

m.ch location actual mph actual mph actual mph actual mph

00.00 Everc’h Jct 00-00 00-00 00-00 00-00

01.42 Everc’h New 03-53 34 12

03-52 23 12

03-24 32 21

04-43 15 19

04.46 Shepton M 15-30 stop 15-25 stop 11-36 43 12-25 stop

01.33 Downside 26 MP21 51 30

03.17

Masbury 08-25 19 22

07-38 24 13

17-11 39 27

05-57 17

04.63 Binegar 11-20 22 50

10-23 38 62

19-42 49 08-12 47

07.29 Chilcomptn 14-02 13-03 65 22-31 61 11-13 50

09.26 Mids’mer N 16-22 pws

15

pws 15-59

30 41

25-09 pws

35 15

13-56

61br 44

11.16 Radstock 19-12 50 18-15 46 28-14 25 17-02 34

15.97 Wellow 24-23 22-28 66m 34-16 49 23-23 60m

17.39 Midford 27-45 25-17 37-50 20 26-56 42

21.27 Bath Jct 33-25 44-09 20

21.68 Bath 35-19 stop 32-15 stop 46-04 stop 34-26 stop

m = maximum attained speed Table 11

log number XXXVII XXXVIII XXXIX XL

date 1/10/47 9/8/48 12/11/52 6/3/58

loco(s) - number

4-6-0 4945 2-6-0 43012 2-8-0 13806

4-4-0 40563 4-6-0 44917

4-4-0 40569 4-6-0 73052

load 8/243/260 8/-/- 10/324/345 11/378/395

recorder DSM.Barrie N.Harvey O.S.Nock DSM.Barrie

m.ch location actual mph actua mph actual mph actual mph

00.00 Bath 00-00 00-00 00-00 00-00

00.41 Bath Jct 01-54 01-42 02-00 22

C.Down N 08-35 16½ - 17 08-40 13

04.29 Midford 11-28 54 10-10 11-14 50 11-52 50

06.29 Wellow 14-46 “easy

36 14-45 14-42 36 16-00 pws

25 15

10.52 Radstock 20-03

54 30

22-10 19-36 55 41

23-03 45 23

12.42 Midsum’r N 24-55 18½ 26-50 23-14 22 28-10 14

14.39 Chilcompto 32-10 16½ 20

33-45 29-47 20 34-37 17 28

15.56 Moorew’d 35-23 pws

17½

37-40 32-55 20 37-33 24 30

17.05 Binegar 38-58 32 41-13 stop 35-38 36 40-11 32

18.51 Masbury 42-18 23½ 04-45 38-29 27½ 43-10

21.68

Shepton M.

47-15

stop

07-55

69 64

42-25

54 53

47-06

55 43

24.72 Everc.h New 10-50 67 46-37 39 50-46 58

26.34 Everc’h Jct 12-45 stop 49-42 stop 53-37 stop


The Stanier 4-6-0 (log XXVII) barely kept the 47 minute schedule to Shepton Mallett with an eight coach train and fell to 16½ mph both on the initial climb out of Bath and at Chilcompton. The two runs headed by 4-6-0s with 4-4-0 pilots kept time to Evercreech Junction. The performances were very similar, the difference in overall time being a result of the pws after Wellow. The average EDHP developed between Radstock and Masbury was c. 1,300. Assuming each loco was doing its pro rata to size amount of work, this suggests for such gradients comparatively easy engine working, On both occasions the descent from Masbury was taken very cautiously. Compare and contrast with No. 43012, eight minutes exactly Masbury pass to Evercreech Junction stop. Table 12

log number XLI XLII XLIII XLIV

date 12/11/52 2/7/56 21/7/56 06/3/58

loco 4-6-0 44917 4-6-2 34040 4-6-2 34110 4-6-0 73052

load 10/324/345 8/252/265 10/300/320 11/378/395

recorder O.S.Nock B.Basterfield M.Hedges DSM.Barrie

m.ch location actua mph actua mph actua mph actual mph

00.00 Ever’h Jct 00-00 00-00 00-00

02.62 Cole 05-05 46 05-27 43 05-43 41

07.02 Wincanton 10-42 55 12-03 38 12-31 45

10.45 T’combe N 14-42 40 17-17 easy 00-00 a 16-42 30

12.34 Henstridge 17-45 20-28 50 06-54 20-14 47

13.73 Stalbridge 19-59 loop 22-55 loop 56

08-57 57

22-24 35 51

17.71 S.Newton 25-27 loop 28-30 loop 14-11 34 28-14 29

20.74 Shillingston 30-54 stop 32-28 loop 18-08 30 33-50 stop

23.20 Stourpaine 05-13 57 36-25 55 22-16 57 05-33

26.31 Blandford F 09-15 stop 39-50 stop 25-30 stop 09-36 stop

01.56 C.Marshall 03-46 41 04-06 04-00 04-04 41

03.24 Spetisbury 05-47 47 57

05-52 60 63

05-58 54 06-08

52 44

06.09 Bailey Gate 09-17 50 08-42 57 08-55 60 09-17 58

07.71 09.56

C.Mullen Jt MP62

11-52 39 31½

11-06 14-11

39 32

11-08 38 29

11-34 sigs

33 29

10.71 Broadstone 17-29 stop 16-28 stop 18-06 26 18-06 stop

14.36 Poole 05-48 stop 06-23 stop 24-16 stop

a – stop to collect token

Table 12 compares a Stanier 4-6-0, a Riddles BR standard Class 5 and two West Country Pacifics. The interest mainly centres on acceleration from the slacks for the station loops and the 1 in 80 climb before Broadstone. No. 44917 with the ‘Pines Express’ was held at Shillingstone for six minutes to cross the ‘Mail’ headed by a 4F (No. 44560). Mr Nock later noted, ‘going very hard, cinders!’, on the 1 in 80 before Broadstone. (c. 1,100 EDHP). Bulleid Pacific No.34040 with only eight coaches was well within both the 42 minutes allowance to Blandford and the 20 on to Broastone. No. 34110 was five minutes early into Blandford on the third Saturday in July and right time at Poole. The running between Henstridge and Stourpaine was the best of the four. Although not shown in Mr. Hedge’s log, the signals were probably ‘on’ approaching Broadstone. The Standard 5 4-6-0 with an eleven coach train, allowing for the extra coach, apart from a slow start from Evercreech Junction, which caused a two minute loss, made similar times to the Stanier 5. The last “Pines Express” over the S&D ran on 8 September 1962. The train was then re-routed via Oxford, Basingstoke and Southampton. The following day, an excursion was run from London to Weymouth and from there to Bath behind S&D 7F 2-8-0 No. 53808. Whilst these 2-8-0s were used occasionally on S&D passenger duties in the early 1930s, Bath only ‘discovered’ their regular passenger potential in 1950: initially used cautiously, by 1952 they were handling 20% of the Saturday express traffic. They were supposedly, with their 4’ 7½” diameter coupled wheels, limited to 45 mph, and were heavy on maintenance, particularly brake blocks. Although rated 7F they were not large machines, the original six built in 1914 had a Derby G9AS boiler (as fitted to the Midland Compounds, 28.4 sq. ft. of grate and total evaporative area, including superheater, 1,681 sq. ft.). The five built in 1925 had the larger


G9BS boiler (same grate, c. 10% increase in evaporative area) but they were eventually all given the smaller Compound boiler. No. 53808 was so treated in 1953. Despite the small wheels No. 53808 (log XLV) ran from Weymouth to Broadstone in 47m 53s, schedule 45 minutes, with 57 mph attained in three separate locations. Seven minutes were gained against schedule from Broadstone to Evercreech Junction. The average of 50.5 mph from Charlton Marshall to Stalbridge, mainly against the grade, was definitely noteworthy, somewhat faster than its regular duties to-day on the West Somerset Railway. Table 13

log number XLV XLVI XLVII XLVIII

date 22/9/62 2/1/66 14/7/61 30/8/65

loco - number 2-8-0 53808 31639/34015 2-10-092000 4-6-0 73001

load 9/305/325 10/335/365 12/416/458 8/261/275

recorder B.Basterfield M.J.Rowe G.Vuillet M. Warburton

m.ch location actual mp actual mph actual mph actual mph

00.00 Broadstone 00-00 00-00 14-10 stop 23-37 pass

03.00 C.Mullen J 05-45 57 05-22 50mp 43 17-32 20

04.62 Bailey Gate 07-44 56 09-07 54 07-40 64 14-57 63

07.47 Spetisbury 11-17 44 12-34 12-25

73 61

09.15 C.Marshall 13-07 54 14-24 46 12-48 65 50

10.71 B. Forum 15-11 51 16-42 44 09-00 stop 08-09 22sl

13.45 Stourpaine 57 53 05-46 57

16.28 Shillingstne 21-54 52 24-14 31-45 stop 29-48 stop

19.33 S.Newton 25-19 59 28-46 54 25-45 slack 24-29 53sl

23.31 Stalbridge 29-54 48 34-11 36 20-25 slack 18-47 52sl

27.02 T’cmbe No2 35-11 slac 39-54 41-44

sig stop

13-18 20 57

30.20 Wincanton 36 48-19 pws 09-21 48

34.40 Cole 46-12 48 54-46 60 04-55 04-25 53

37.46 Everc’h Jct 50-49 stp 59-20 stop 46-00 stop 07-45 stop

01.42 Everc’h N, 04-51 17 03-48 32 43-13 04-53 63

04.46 S.Mallet 17-54 10 36

12-11

19 41

08-45 stop 65

07.63 Masbury 28-13 13 18-55 25 34-43 30 04-56 20

09.29 Binegar 32-06 36 21-15 52 32-35 32 07-47 stop

10.58 Moorew’d 34-01 49 55 MP15 34 31

11.75 Chilcmpton 35-25 pws

55

24-31 48 27-52 MP13

28 23

07-38 22st 20

13.72 M.Norton 38-25 pws 27-11 21-50 35 06-42 26st

15.62 Radstock 42-11 slac 30-38 19-40 37 21-05 stop

17.68 Shoscombe 46-00 33-31 48 17-44 57

19.53 Wellow 48-26 53 35-51 52 15-38 48

22.05 Midford 51-34 slac 39-21 33 10-10 11-37 27

25.73 Bath Jct 57-25 slac 02-06

26.34 Bath 59-24 49-05 stop 00-00 00-00

The 49 minute schedule from Evercreech Junction to Bath proved too ambitious. The 2-8-0 climbed to the Mendip summit as if on a weekday freight duty and lost nine minutes against the 23 minutes allowed to pass Binegar. The run behind the West Country and Maunsell U Class 2-6-0 (log XLVI) was advertised as the last train but the route was given a stay of execution for another nine weeks. The two locomotives with ten coaches climbed to Masbury without any apparent fireworks, yet 19 mph minimum at MP 22 and 25 at MP18 was sufficient to gain nearly two minutes to Binegar. No account of locomotive performance over the S&D would be complete without a reference to the brief use of BR 9F 2-10-0s, particularly on the ‘Pines Express’. Although quoted in his book ‘Railway Reminiscences of Three Continents’ by Baron Vuillet and by O.S. Nock in the Railway Magazine, the splendid effort by the much loved Driver Donald Beale and Fireman Peter Smith with No. 92000 is worthy of repetition (log XLVII). Especially outstanding was the average EDHP of c. 1800 on the climb from Radstock to Masbury and the start to stop time of


14m 10s (the ‘counsel of perfection’ beaten!) from Blandford Forum to Broadstone. With full regulator and 45% cut off, the fall in speed up the 1½ miles at 1 in 80 after Corfe Mullen was only from 50 to 43 mph. The total running time with three stops from Bath to Poole was 108 minutes. Allowing for slowing down and restarting from the stops, the 101 minute nonstop schedule of 1914 was maintained with 450 tons. Although S&D loco performance post-1962 lost much of its interest, there was the occasional exception. Thanks to Driver Ford and Fireman Sawyer of Bath shed and the late much missed RPS Member Mark Warburton we have a record of the last August Bank Holiday Monday excursion to Bournemouth. The loco (No. 73001) was driven literally flat out over the short start to stop stages, from Radstock to Midsomer Norton, to Chilcompton and to Binegar i.e. full regulator and 75% cut off. The intermittent speeds of 26/24½, 20/22½ and 31 mph suggest an EDHP in excess of 1,200. The loco, presumably without token equipment, slowed to 20 mph through the loops south of Templecombe yet the running time from Evercreech to Poole with one stop was only 59m 44s, a suitable final S&D excursion.

THE BIARRITZ STEAM EXPRESS MAY 2006 By Derek Wilson Dedicated to the memory of the late David Mummery and his wife Mary Jane, who made such excellent travelling companions, both before, during, and after. Also with thanks to Alan Varley, for his help with the distances on the last leg of this journey. I don’t know who first had the idea - whether the French approached the British or vice versa - but it matters little because at the end of the tour everyone agreed it had been a wonderful experience. British arrangements, which worked perfectly, were handled by The Railway Touring Company of Kings Lynn, with the French Organisation AJECTA supplying the locomotives, coaching stock, on board staff, support teams and, of course, the route planning and gaining permission to run the tour from SNCF. AJECTA can best be compared with the set up at Camforth, as they keep their locos and other rolling stock at the old, semi-circular steam depot with turntable at Longueville, 80 kilometres from Paris in the direction of Troyes, and which has a regular train service from the Gare de l’Est in Paris. The depot was originally built in 1911 by the Est railway and finally closed to steam in 1966. In total AJECTA have 14 steam locos, the best known of which is the former Nord Railway No. 3.628, later SNCF 230D 116, lately of the Nene Valley Railway. And so on the 20 May 2006 a varied group of rail enthusiasts assembled at Waterloo Eurostar terminal to catch the 1541 service to Paris Nord. Set 373009/010 took 99½ minutes to the only stop at Lille Europe (schedule 100 minutes) and then a further 57m 38s (schedule 60 minutes) for the remaining 140 miles to the Gare du Nord, arriving just over two minutes early. Accommodation had been arranged close to the station, so after checking in, finding a restaurant which served an excellent meal with wine to match, it was back to the hotel for a night’s rest before the excitement of the following day. Many years previously when steam reigned supreme, I had travelled behind other Pacific classes such as 231E and 231G and, on one memorable occasion, was double headed from Calais Maritime to Amiens by 231E 7 piloted by 231G 42 hauling a 15 coach train, the gross weight of which was 650 tons. The extra power was needed not only for the additional train weight, but also to surmount the formidable 9 km climb at 1 in 125 of Caffiers bank.


So it was with great interest to observe at the head of our train Pacific 231K 8, an ex-Paris-Lyon-Mediterannée (PLM) Pacific built in 1912 and one of the few survivors of a class of 462. (231K 22 is, I believe, still at Carnforth). However, despite at that time being 94 years old, 231K 8 had no difficulty in hauling loads of almost 550 tons on this journey and achieving its permitted line speed of 100 km/h (62 mph). This engine also appeared in the 1970 film Borsalino, where, towards the end of the film, one of the bad guys is cremated in the locomotive’s firebox! DAY ONE

Table 1A Table IB

Date 21/05/2006 Date 21/05/2006

Loco 231K 8 Loco 231K 8

Load 9,422/445 Load 9,422/445

Miles Place m s mph Miles Place m s Speed m.p.h. 0.00 Paris Gare de Lyon 0.00 46 0.00 Les Aubrais

Orleans 0.00 Tsr 34

3.80 Maisons Alfort 10.29 Sigs 20/39/21

4.40 Pk 126 7.50 Tsr 33

8.95 Villeneuve St. Georges

20.08 35 8.80 St. Cyr en Val 15.41 61

13.10 Juivissy 27.54 40 15.65 La Ferte St. Aubin 24.00 52/63

14..80 Savigny sur Orge 30.52 27 25.40 Lamotte Beuvron 34.20 60/63

15.90 Epinay sur Orge 32.31 49 37.10 Salbris 45.59 62

18.70 St. Michael sur Orge 35.34 53 44.75 Theillay 53.58 52

20.75 Bretigny 38.12 53 51.05 Vierzon 65.52

23.70 Marolles 41.26 62 Schedule 67.00 61

27.85 Lardy 45.57 55 Net 61.00

31.50 Etrechy 49.47 60 0.00 Vierzon 0.00 57

35.95 Etampes 54.27 41/49 9.30 Chery Lury 14.09 57

42.40 Guillerval 63.07 51 11.90 Reuilly 16.48 58

47.50 Angerville 69.18 53 15.00 Diou 20.01 54

51.55 Boisseaux 75.52 52 22.30 Issoudun 27.40 55

56.15 Toury 78.57 59/51 29.85 Neuvy Pailloux 35.45

64.35 Artenay 87.54 47 39.05 Chateauroux 47.22

68.10 Chevilly 92.58 42/47 39.05 Schedule 60.00

70.90 Carcottes 96.44 49 Net 47.20

75.15 Les Aubrais Orleans 105.52 0.00 Chateauroux 0.00 50

Sch 111.00 102.00. 7.60 Luant 10.50 59

Net 102.00 10.65 Lothiers 13.55 61

16.20 Chabenet 19.29 62

19.25

Argentun sur Creuse

22.24 44

25.65 Celon 31.18 38

32.50 Eguzon 42.14 38

36.60 St. Sebastien 49.04 39

41.15 Forgeviellle 56.08 42

48.45 La Souterraine 61.48

48.45 Schedule 101.00

Net 57.00

0.00 La Souterraine 0.00 57

5.90 Fromental 9.32 58

12.50 Bersac 17.23 53

16.20 St. Sulpice Lauriere 21.47 50

20.80 La Jonchere 27.56 59

25.60 Ambazac 33.05 57

29.30 Les Bardys 36.19 61

35.35 Pk 399 43.09

36.70

Limoges Benedictins

47.17

36.70 Schedule 62.00 47.15

Net 47.15


One difficulty I have had on these journeys is to estimate the gross weights of the train on various days behind each loco. For example, immediately behind the Pacific was a Fourgon (luggage van) which contained the locomotive’s supply of briquettes as fuel. At each stop, designated members of the support team, plus wheelbarrows, would remove quantities from the van and transfer them into the locomotive’s tender. Needless to say, at the end of that operation due to the dust, the team were all as black as the ace of spades. Also, when the oil burning locomotives were in charge, a tender (presumably full of oil - the weight of tender and its contents being unknown) was added behind the loco with a fuel pipe attached between it and the engine, so that refuelling could take place as and when required. All distances have been rounded up or down to the nearest 0.05 mile. After a stop for photographs, but more importantly, liquid refreshments for locomotive, crew and passengers (and a possible crew change), we proceeded from Les Aubrais as shown in Table 1B.

And so at the end of our first day, we were 250 miles south of Paris, all steam hauled with much more to come. DAY 2 On the first part of today’s journey 231K 8 was piloted by 2-8-2 tank locomotive 141TD 740 which was limited to a maximum speed of 70 km/h (43 mph). I have therefore summarised these journeys as they were rather funereal and uninteresting. However, when we reached Capdenac, travel became more interesting. Firstly, the tank loco was detached, so train speeds rose, and, secondly, for the preservationists, dragged out from its shed was 141R 568. This coal fired version now works on a tourist line in Switzerland. Incidentally this was my first sight of one of these engines since June 1962, when I travelled behind 141R 1173 from Nice to Ventimiglia and later that week from Nice to Marseille.

Table 2A Table 2B

Date 22/05/2006 Date 22/05/2006

Loco 231K 8, 141 TD740 Loco 231K 8, 141 TD740

Load 9, 422/445 Load 9, 422/445

Miles Place sched. m s Speed (Max)

Net Miles Place Sched. m s Speed m.p.h.

Net

0.00 Limoges Benedictins

0 0.00 40 0.00 Capdenac 0 0.00 35/13

20.05 Magnac-Vicq 39.50 Tsr 18/39 5.25 Naussac 17.30 20

36.40 Uzerche 70 70.43 68.00 8.60 Salles Courbatiers 29.28 24

0.00 Uzerche 0 0.00 44 12.05 Villeneuve-d’ Aveyron

39.22 38

14.75 Allassac 22.58 38 18.55 Villefranche Rouergue

40 50.37 44

24.95 Brive la Gaillarde 40 40.37 40.35 24.70 Monteils 60.00 39

0.00 Brive la Gaillarde 0 0.00 45 28.75 Najac 66.52 Sigs 44 s/44

9.60 Turenne 20.55 44 35.15 Laguepie 79.04 42

17.15 St. Denis Pres Martel

37 35.47 33.45 40.45 Lexos 84 88.59 85.00

0.00 St. Denis Pres Martel

0 0.00 41 16.15 Gramat 30.59 44 27.05 Assier 63 48.39 48.35 0.00 Assier 0 0.00 34/15

11.65 Figeac 24.22 36/sigs 15.20 Capdenac 31 33.44 32.00

. This time the break in the journey was to detach 141TD 740 so that 231K 8 could proceed alone. On the left hand side immediately after leaving Capdenac, under its small shelter sits preserved 4-6-0 230B 43.


Due to space considerations and not much of interest in the rest of the journey, I have combined the next three stops into one log. 141R 1126 with its additional tender of oil, took us to the magnificently named town of Montrej eau-Gourdan-Polignan, where due to the steeply graded nature of the descent to the town of Tarbes, with gradients as steep as 1 in 30, a fairly elderly electric loco of Class BB 8500 was added as pilot and to provide additional braking power. As this loco was fitted with rheostatic brakes, presumably we were putting something back into the French National Grid. At Tarbes, BB 8576 was taken off, and 141R 1126 then proceeded to Lourdes for a prolonged break. If you have never been to this town before, the best description I can give is ‘Blackpool with Religion’. Say no more! Incidentally in the vicinity of Tarbes, I saw two elderly electric locos, numbers BB 4240 and BB 4732, which I assume have been preserved.

Table 3A Table 3B

Date 23/05/2006 Date 23/05/2006

Loco 141R 1126 Loco 141R 1126

Load 10, 460/500 Load 10, 460/500

Miles Place m s mph Net Miles Place m s mph Net

0.00 Toulouse Matabiau 0.00 48 0.00 Tarbes 0.00 42/37

2.40 St. Agne 6.37 51 6.80 Ossun 12.04 29

7.25 Portet St. Simon 12.33 43 10.40 Ade 18.49 40

12.90 Muret 20.10 42 12.80 Lourdes 25.25

17.55 Le Fauga 26.55 42 0.00 Lourdes 0.00 45

21.20 Longages-Noe 32.12 41 6.40 St. Pe 12.51 49

25.75 Carbonne 40.08 40.1 9.25 Montaut-Betharram

16.33 45

13.70 Courraze-Nay 22.03 33/43

0.00 Carbonne 0.00 42 19.50 Assat 30.10 45

8.90 Cazeres sur Garonne

14.59 40 24.15 Pau 37.52 38

12.45 Martres-T olosane 20.13 43 0.00 Pau 0.00 42

15.05 Boussens 23.47 39 4.10 Lescar 8.48 43

18.75 St. Martory 29.26 43 12.55 Artix 20.24 40

20.60 Lestelle 31.58 41 15.80 Lacq 25.52 43

23.80 Labarthe-Inard 36.40 41 19..45 Argagnon 31.23 43

30.35 St. Gaudens 49.43 49.4 24.65 Orthez 39.31 35/40

33.85 Puyou 55.59 56

0.00 St. Gaudens 0.00 48 0.00 Puyou 0.00 Sigs 6m 37s

4.50 Matres de Riviere 7.57 50 31.70 Bayonne 63.37 55

8.40 Montrej eau-G-P 14.45 14.4 Attach BB for additional power

0.00 Montrej eau-G-P 0.00 32 4.15 St. Laurent 9.52 29/40

10.30 Lannemezan 20.42 48/20 13.75 Cappvem 26.06 23/19 21.55 Toumay 48.00 32 26.00 Lespoey-Lasiades 54.32 18/48 30.35 Amperevielle 63.24 32.55 Tarbes 69.28 69.3

Detach BB By the time we re-joined the train it was getting dark, which explains the lack of detail in the final part of the log. We detrained at Bayonne as it has facilities for shunting and stabling trains. An arrival late in the evening was compounded by being put on a coach to be driven to our hotel in Biarritz by


an individual who had no knowledge of where it was. After the third or fourth tour of Bayonne/Biarritz, we finally found a pedestrian who gave us the correct route. The next day we were either to visit the preserved railway and museum at Aspetia with its five km running line or have a relaxing day in the sun on the beach. As we had overslept, due to last night’s driver’s attempts to find the hotel, we chose the latter. DAY 4 At leisure in Biarritz. DAY 5 Today we started from Biarritz station, with 141R 1126 at the head of the train, the second leg of which should have been the longest non-stop journey of the whole tour. Unfortunately it was ruined by a prolonged stop outside Lamothe station. Once again no schedules were provided.

Table 4A Table 4B

Date 25/05/2006 Date 25/05/2006

Loco 141R 1126 Loco 231K 8

Load 10,460/500 Load 9, 422/445

Miles Place m s mph Net Miles Place Sched. Dep. Speed Net time

0.00 Biarritz 0.00 53/tsr 11 0.00 Bordeaux St. Jean 0 0.00 Tsr 13

6.05 Bayonne 19.29 46 1.25 Bordeaux Benauge 7.28 Tsr 15/50

8.35 Boucau 25.15 51 6.05 Ste. Eulaille 20.18 62

12.05 Ondres 30.57 50 8.85 La Grave d’Ambares 23.06 52

14.00 Labennne 32.03 48 11.95 Cubzac les Ponts 26.47 54

18.10 Benesse-Marenne 37.13 48 13.50 St. Andre-de-Cubzac

28.41 48/57

21.95 St. Vincent-de-Tyrosse

41.56 52 18.50 Gauriaguet 34.24 52/60

25.45 St Geours 46.03 57 23.30 Cavignac 38.27 56

28.15 Saubousse-des-Bains

49.02 54 24.70 St. Mariens-St-Yzan 41.50 59

30.85 Riviere 52.02 55 30.10 Bussac 46.30 58

37.15 Dax 63.09 54.00 35.10 Montendre 51.45 55/59

0.00 Dax 0.00 55 43.15 Fontaines Ozilac 60.15 60/51

8.50 Laluque 13.44 59 48.10 Jonzac 65.25 62

15.75 Rion des Landes 21.49 57 54.70 Mosnac sur Seugne 72.29 59

24.15 Morcenx 31.17 52/57 60.10 Pons 78..16 49

31.95 Solferino 40.07 57 67.05 Beillant 89.27 48

36.40 Labouheyre 44.56 57 75.05 Saintes 100 101.06 46.00

44.55 Ychoux 53.45 55 0.00 Saintes 0.00

52.95 Lugos 62.55 59 6.05 Taillebourg 13.49 54

59.90 Caudos 71.20 Sigs 6m34s

10.35 St. Savinien - Charente

18.41 58

65.30 Lamothe 98.30 47 16.10 Bords 25.45 59

67.15 Facture-Biganos 101.26 54 23.40 Tonnay Charente 33.16

73.80 Marcheprime 109.25 53 27.35 Rochefort 40.46 40.45

76.05 Croix d’Hins 112.08 53 0.00 Rochefort 0.00 53

79.25 Pierreton 115.48 54 5.00 St. Laurent de la Pree

10.24 50

83.25 Gazinet-Cestas 120.12 58 12.05 Chatelaillon 19.06 30

87.20 Pessac 124.40 56 14.45 Angoulins sur Mer 24.11 36

After arriving at Bordeaux, 141R 1126 went off for servicing. Then one of the differences between Continental and UK health and safety practice became evident. At home it would be, ‘Everyone off the train and make your way to Platform X’, whereas we were told, ‘If you are staying on the train, please keep away from the doors until we stop at Platform X.’ Hence we got our third form of motive power as diesel BB 64054 was attached to make the Bordeaux station shunt, at the end of which we were re-acquainted with 231K 8 for the rest of that day. No schedule was provided for the last part of that day’s journey.


There was a long wait at Rochefort waiting the departure of a southbound service from La Rochelle, to travel down the line we had just cleared. During this wait, passengers travelling first class in the Wagon Lits coach were served their evening meal, whilst we in standard class had to wait until arrival in La Rochellle, before eating. However, after checking in at the hotel, we wandered around the streets until we found a smallish restaurant which had a free table for two and we were served an excellent meal with wine to complement it at a not unreasonable price.

Table 5A Table 5C Date 26/05/2006 Date 26/05/2006


Load 9,422/455 Load 9,422/455

Miles Place Sched. m s mph Net Miles Place Sched. m s mph Net

0.00 La Rochelle 0 0.00 40/27 0.00 Nantes 0 0.00 56

4.30 Dompierre sur Mer 9.58 48 4.20 Sainte Luce 8.36 61

14.60 Marans 25.20 49 5.90 Thouare 10.22 60

20.50 Pk 146 31.00 50 9.05 Mauves sur Loire 13.37 60

24.55 Velluire 37.41 46 11.35 Le Cellier 15.51 61

30.65 Le Langon Mouleil 44.08 52 14.90 Oudon 19.18 62

34.35 Nalliers 48.20 46 20.60 Ancenis 34 25.13 61

41.00 Lucon 56.55 51 28.10 Varades 32.48 61

45.25 Le Bretonniere 62.25 39 30.80 Montrelas 35.31 58

50.90 Champ-St-Pierre 70.16 Tsr 6/47

33.25 Ingrandes sur Loire 38.03 62

58.25 Nesmy 91.22 50 36.70 Champtoce sur Loire 40.37 60

63.95 La Roche sur Yon 99 105.22 96 41.55 St. Georges sur Loire 46.23 60

Table 5B 44.70 La Possonniere 49.34 60

Date 26/05/2006 47.15 Behaud 51.37 58

Loco 141R 1199 49.75

La Pointe Bouchemaine

54.51 49

Load 7, 350/365, 9 421/445 from La Roche

54.30 Angers St. Laud 81 63.03 63

Miles Place Sched. m s mph Net

0.00 La Roche sur Yon 0 0.00 37 0.00 Angers St. Laud 0 0.00 62

5.50 Les Clouzeaux 12.14 30 7.70 La Bohalle 11.20 57

8.40 Sainte Flaive 17.45 40 12.65 St. Mathurin 15.43 55

11.95 La Mothe Achard 24.42. 34 14.20 La Mehitre 18.13 58

18.65 Olonnes sur Mer 31.43 26/35 17.75 Les Rosiers sur Loire 22.09 57

22.40 Les Sables d’Olonne

48 49.21 49 27.25 Saumur 32 33.38

48 0.00 Saumur 0 0.00

0.00 Les Sables d’Olonne

0 0.00 50 5.85 Varennes sur Loire 9.00 54/58

3.75 Olonnes sur Mer 7.22 39/46 10.75 Port Boulet 14.10 60

10.45 La Mothe Achard 16.38 34 13.80 La Chapelle sur Loire 17.13 61

14.00 Sainte Flaive 22.43 42 18.70 St. Patrice 22.10 57

16.90 Les Clouzeaux 26.50 51 24.15 Langeeais 27.39 56

22.40 La Roche sur Yon 38 37.22 37 26.95 Cinq Mars la Pille 30.32 61

38 31.20 Savonnieres 35.08 44

0.00 La Roche sur Yon 0 0.00 51 36.70 Pk 240 42.33 39

8.05 Belleville Vendee 14.05 41/51 39.40 Tours 51 53.2 53

17.10 L’Herbergement 25.47. 48

23.40 Montaigu 33.17 50

30.85 Clisson 43.05 49 32.85 Gorges 46.33 48 35.85 Le Pallet 50.31 50 38.35 La Hale Fouassiere 53.47 47 42.90 Verzou 60.40 47.20 Nantes 69 66.31 66


The next day in a discussion with our fellow travellers we were told we had found a Michelin Starred establishment, which others had tried to find, but failed. One up to standard class! DAY 6 We resumed our travels behind 231K 8 before briefly renewing acquaintance with “’Les Mazoutieres’. On arrival at La Roche sur Yon, the oilmen were waiting, but this time with 141R 1199. On withdrawal, this loco was originally destined for the Railway Museum in San Diego, California, but during the time it was stored at Vitre station it was declared ‘An Object of Historical Importance’ and moved to Nantes depot where it was restored to working order by the 141R Steam Locomotive Group, a process which took 12 years. From 2004 onwards it started working tourist trains in the west of France and is based at Nantes depot. With a reduced load due to a short platform at Les Sables d’Olonne, this loco did the round trip down the branch, and then with the load back to normal, although without the oil tender, then took us to its home town depot of Nantes where we said our adieu’s to 141R 1199 and its crew, as it was now back at its home depot. For the last leg of a rather long day, we were re-united with 231K 8 which, after our overnight stop in Tours, took us all the way back to Paris. This section was a classic example of French locomotive running on straight level track, and having attained line speed the kilometres were reeled off with almost monotonous regularity, until the next station stop.

Log 6A Log 6B

Date 27/05/2006 Date 27/05/2006


load 9,422/445 load 9,422/445

Miles Place Sched. m s mph Net Miles Place Sched. m s mph Net

0.00 Tours 0 0.00 40 0.00 Voves 0.00 43

5.15 Pk244 11.06 26 2.55 Pk 95 5.48 44

6.90 La Membrolle 14.15. 17 6.90 Pk 88 11.53 46

10.60 Notre Dame de Oe 26.25 18 12.50 Pk 79 19.36 44

15.60 Monnaie 42.50 17 14.05 Auneau 21.50 48/41

24.75 Chateau Renault 67 71.53 71.5 17.45 Paray Douaville 25.33 46

0.00 Chateau Renault 0 0.00 20 23.05 Sainte Mesme 35.33 45

4.45 Pk 200 13.59 20 26.15 Dourdan 41.56 50

8.80 St. Amand-Vendome

27.10 20 28.65 Sermaise 45.31 52

13.80 Pk 185 42.20 20 34.20 Breuillet Village 51.56 51

18.15 Vendome 63 61.59 61.6 37.95 Arpajon 56.27 34

0.00 Yendome 0 0.00 19 41.65 Bretigny 63.33 41

4.95 Pk 170 13.33 20 45.00 Ste. Genevieve des Bois

68.21 16

6.85 Pezou 22.28 20 49.30 Juvissy 79.33 30

11.05 Fretevai Moree 34.14 20 51.40 Athis Mons 83.51 15

14.90 Pk 154 44.14 19/27 54.15 Les Saules 88.21 Sigs 52 secs

20.00 Cloyes 58.42 28 56.10 Valenton 100.46 97

23.00 Pk 141 65.25 29 0.00 Valenton 0.00

27.45 Chateaudun 80 78.47 78.5 2.80 Sucy Bonneuil 6.30 38

0.00 Chateaudun 0 0.00 46 8.05 Nogent Le Perreux 20.54 16/34

3.00 Marboue 6.45 38/44 14.55 Bobigny 39.03 39

8.55 Bonneval 15.18 40 16.20 Le Bourget 49.56 Sigs lm 10s

15.40 Pk 109 24.48 42 17.05 Le Bourget Yard 54.31 53

18.50 Pk 104 29.18 44 0.00 Le Bourget Yard 0.00

21.55 Voves 33 35.49 35.5 0.55 Le Bourget 5.27 34

2.50 La Couneuve-Auberv. 10.12

6.40 Paris Gare du Nord 23.22 23


DAY 7 This being the last day of the tour, and starting at the appropriately named town of Tours, the train took a route to Paris over some of the lesser used and slow speed tracks on the approach to the city, involving some long waits to clear single track sections. No schedules were provided for the last part of the journey. Because the locomotive was due to enter the capital chimney first, a run round the ‘Y’ at Le Bourget yard meant we left there heading in the opposite direction from that which we had entered, but on the same tracks. This occupied a considerable amount of time, hence we were late into the Gare du Nord, cutting it fine for our Eurostar connection. Realising this, the train stewards asked everyone to move to the front of the train for a speedy exit and then check-in at Eurostar. Thus a few shouted au revoirs and merci mille fois were all we could manage to thank the loco crew. The fastest check-in I have ever had soon saw us boarding 373230/229 for our return to England. A gain of 4½ minutes to Frethun, a further two minutes ahead of schedule at Ashford, and a final 1¾ minutes gain into Waterloo, were a satisfying end to a most enjoyable week. SUMMARY The Biarritz Steam Express Locomotive Mileages. SNCF Diesel Bo-Bo 64054 = 0.60 Estimated SNCF Electric B-B 8576 32.55 Steam 2-8-2 Tank 141TD 740 120.75 2-8-2 141R 1126 328.25 2-8-2 141R 1199 92.00 4-6-2 231K 8 943.35 TOTAL MILEAGE 1,517.50 PS. We had noticed as the journey progressed certain faces appeared again and again, but always in a railway setting, never at our hotel. However we found out later they were part of a French film company who later produced a DVD (in French) entitled ‘Le Biarritz Steam Express’. If you ever see this DVD, you may notice on the left hand side in the direction of travel, in the brown coach, a white haired and bearded person. You will be seeing the writer of this article, Fame, of a sort, at last!

LOW COUNTRIES: HIGH POINTS By John Heaton FCILT Steps lead from the concourse of Amsterdam Schiphol Airport directly to the subterranean railway station platforms where a wide variety of trains serves the major cities of The Netherlands and Belgium. I had been wafted there from Luton airport by EasyJet, I regret to say, at a cheaper price than the ex-British Rail privilege fare. There were two further excuses – threats of Belgian rail


strikes (there was one the day before my trip) and shenanigans at Calais (that re-started within a week of my return). My chosen hotel was the airport Ibis, a 10 minute free shuttle bus ride from directly outside the main entrance. My objectives were to assuage my British loco-hauled thirst, use the remnants of my BR retirement foreign administration entitlement and see the De Panne-Knokke coastal tramway system. The Schiphol base was, perhaps perversely but nevertheless deliberately, selected to give an opportunity to take long day trips reaching my destinations. It had been the intention to travel to De Panne on the first day, having guessed that the Sunday schedules would not be afflicted by the Sabbath restrictions that still blight British schedules. Wrong! There were rail replacement buses all day between Knokke and Bruges. Luxembourg looked like an alternative, out via the Ardennes and back via Namur but this was a step too far. Spa in Belgium had always intrigued me so I thought this might be the opportunity to visit it. There are good domestic internet journey planner websites for both Belgium and Holland as well as international journeys, although precious little information from other sources. The suggestion was to travel via the main line spine to Brussels but this would duplicate the De Panne trip so I chose the eastern route on a Heerlen EMU to Sittard where I could change for Maastricht and again for Liege then Verviers for Spa. The 0716 arrived with a three-car Koploper unit - the ones with the high driving location and now redundant communicating doors through the nose. The route was via Amsterdam Zuid, avoiding the central station, running at 140 km/h (87 mph) from the Amsterdam Arena station to Utrecht, but signal checked and losing 1½ minutes. Leaving the city of the famous 1713 treaty on time, the position was reversed with 130 km/h (81 mph) running with a maximum of 132 km/h to ’s-Hertogenbosch where I had the misfortune to be asked where we were by a fellow traveller (who had earlier volunteered he was originally from Tehran). Whether he was any wiser after my attempt at pronunciation, I am unsure. We experienced an unusual railway practice here as we appeared to wait six minutes overtime for a connection. What a strange idea. At least the driver had some incentive now, running at up to 145 km/h in each of the ensuing sections to Eindhoven, Weert and Roermond. Sittard was reached on time. There was a 19 minute connection to Maastricht but the train was 25 minutes late for a 13 minutes connection. While considering the implications, I was advised by a real person on the public address that passengers for Maastricht would arrive there earlier by taking the 1004 stopper. The two-car EMU No. 482 looked like one of the iconic (yes, genuinely iconic) dog-nosed units but it was a little younger than those of that pedigree. It was not a sprinter but certainly no slouch, the 740 hp attaining 100 km/h in 0.92 km in 58½ seconds. The railfaneurope website suggests that there is an 800 series of emus known as ‘pig noses’. Surely ‘they’re ‘avin a larf’. Should it not be snouts anyway? Arrival in Maastricht, home of another more recent but arguably less illustrious treaty, was ½ minute early but 5½ minutes after my Liege train should have left. After noting the earlier connectional ‘hold’, I had hopes this one might also be kept and, if not, there would be another in a few minutes between cities of such prominence. Wrong again. It had gone - perhaps because it was a Belgian train? – and there was no other train for an hour. I had forgotten that cross-border routes, even in the integrated modern economies of Benelux, still tend to reflect their historical degrees of separation. There used to be a notable decline in standards at the Holland/Belgian border but the three-car unit was acceptably clean with functional, if basic, toilets. The internet suggests that No. 314 is known as a ‘Break’ but it certainly resembled if not a pig-nosed unit then certainly a


piglet one. It ran precisely on time throughout with a maximum attained speed of 121 km/h (75 mph). Meantime I was calculating whether to abbreviate my itinerary or arrive back in Schiphol at 1948, an hour later than planned. In the end, common sense did not prevail and I stuck to my original plan. This involved an Ostende-Eupen electric loco-pushed service which arrived both loco-hauled and loco-pushed with eleven intervening Corail-style 46-48 tonne coaches plus a DVT. I note that David Lloyd-Roberts described a similar formation in his Belgian article in Milepost 35¼. Perhaps the DVT was defective, as I saw two further examples of these services, one with a loco on both ends and another with just one. Or perhaps the single-loco version had detached a defective loco? Standard provision is from the Belgian fleet of 6,700 hp Class 18 Siemens products. The route to Verviers and Welkenraedt winds through the foothills of the Ardennes at low speeds on the traditional route to Aachen (formerly Aix-la-Chapelle of the 1748 treaty!) now superseded for international journeys by a high speed route that scythes through the countryside. The ride, the ambience, the weather and the scenery of the traditional route combined to constitute railway perfection in all aspects except speed. As our juggernaut twisted uphill to Eupen, away from the main line, I speculated about the community that might justify this regular 715 tonnes tare (only 717 tonnes gross!) event but I was unprepared for this small settlement and for this to be the only train each hour. Yorkshire readers might picture Eupen as 1980 Clayton West with Verviers as Huddersfield and the fourteen-vehicle Ostende express as a twin-power Metro-Cam set bound for the coast at Hull. Some imagination is required. There was little to do other than conduct an inspection of the entrance hall, (finding the booking office staffed in the middle of the afternoon for the hourly departure) and take a long walk to check the train weight. We dropped back down the hill to the main line and I alighted at Verviers for a two-coach, late-1960s EMU No. 659, heading for Spa. I was greeted by a friendly guard who examined my free ticket and declared me a colleague. I complimented his avant-garde railway tie and he promised to send me one. I reciprocated as best I could with my copy of the current Railway Magazine and then he confided we would be waiting for the Liege stopping train connection at Pepinster where the Spa branch diverges from the main line. A staff member wanting Spa was on board the inbound train apparently and I was assured we would be on time at Spa-Gerontere at the end of the branch. I have heard stories like that throughout my railway career but I was once again wrong. On time we were. There was a 32 minute wait before our return and I was joined by the young Welkenraedt driver in civvies before being ushered to the front cab to perch on a free-standing stool opposite the EMU’s half cab. The driver showed me the controls which looked remarkably hi-tech for its generation as we descended gradients that looked quite steep and conducted stops at five intermediate stations to Pepinster. I enquired about the gradient in schoolboy French that was even more ancient than the unit and was given the answer ‘dix-huit’ which I took to be 18% or 1-in-55½. It looked something like that but if a running brake test was necessary it was completed surreptitiously. I was informed that the train was going to French ‘Aix’ (rather than German ‘Aachen’) but the guard entreated me to change at Pepinster to pick up the Liege stopper and I complied in the hope of eventually catching an earlier Schiphol-bound connection. This at least gave me time further to admire the magnificent architecture of the new Liege Guillemins. I had told the guard at Spa that I thought it was a superb station, only to receive the damning comment, ‘C’est froid


en hiver.’ My colleague had all the scepticism one might expect of such an experienced railwayman. When I used to visit Belgium regularly in the 1970s I was startled by the high frequencies but they now seem sparse by British standards. Indeed there was no onward connection towards Louvain for,.. well, a full 25 minutes – the Eupen-Ostende train I would have caught had I continued from Pepinster to Verviers. This train was again a two-loco, 14 coach formation with both locos wearing their pantographs ‘up’ – although it had been noticeable that the back engine had not been working hard on the train I had left at Verviers. However, the next section was over the high speed line and a back-of-the-envelope calculation suggests both locos were necessary to accelerate quickly as it did to 191 km/h which enabled it to cover the 40 km from PK88 to 48 in 12 min 37 sec at a maximum of 193 km/h and an average speed of 190.2 km/h (118 mph). Impressive and comfortable as this was with a large loco-hauled (and probably pushed) train, we mirrored current British experience by departing and arriving one minute late. Running the 30 minutes advertised section in 29 min 57 sec, an average speed over those 40 kms of, say, 198 km/h (123 mph) would have saved 30 sec of that. The advertised connection at Louvain for Antwerp was a mere five minutes, an ‘actual’ four and through the subway. The piglet-nosed EMU No. 378 gave a snort and picked up its trotters to depart on time, possibly short of a few connecting passengers. The first stop is Brussels Airport then Mechelen, after two 160 km/h stretches, before completing the 48 minutes journey at around 150 km/h. My friendly Spa branch guard had suggested I consult a website called ‘Les Plus Belles Gares de Belgique’ and surely Antwerp Centraal is the belle of the railway ball. Its modernisation is now complete with trains on three levels, now with a through tunnel at the lowest level. Allow plenty of time if changing trains here. My reciprocal Benelux free tickets were not valid on Thalys services and having been squeezed out at the opposite end of the spectrum by privatised rural services, I contented myself with the conventional engine and coaches with a large Bombardier 7,500hp electric loco bearing a Class 186 stencil and a Belgian number in the Class 28 series that did not seem to reflect the former in any way. I guess it's something to do with leasing. It was 1745 on a Sunday evening as the six-coach, 259 trailing tonne train approached but the overcrowding I had feared did not transpire. Indeed the loadings were worryingly light and I wondered how long the current service might be perpetuated. It is useful mainly to cities away from the high-speed line but fails to command the higher Thalys fares. A combination of Belgian loco and Dutch coaches was reminiscent of the Belfast-Dublin expresses with a similar acceleration once the border was crossed at Roosendaal, a conservative 130 km/h max in Belgium transforming into a similarly unadventurous 140 km/h max. in Holland. The train calls at Dordrecht, Rotterdam Central and Den Haag HS before Schiphol some 123 minutes after leaving Antwerp. Not today though. At the end of a long day’s train timing and 1½ minutes after leaving Den Haag, towards my final stop, the train ceased to accelerate and then made an abrupt stop. I feared an engine failure and, for the first time ever, I wished I was on a Voyager – it might have had at least a couple of its diesel engines working. Then the aircon went off and it was announced there was a small problem with the engine. It might be a small problem but it is a big engine. At least it was not a fatality, I contented myself by thinking.


A couple of local trains overtook us and we eventually moved off after a merciful 11 minutes. I think we probably have the normally excellent technical training of continental drivers to thank for that. The train zig-zagged around one of the stoppers at Leiden and then made off for Schiphol as if nothing had ever ailed it, arriving 15½ minutes late. The following morning I rose in time for the 0725 from Schiphol to Rotterdam Central via the high speed line, marketed as InterCity Direct – one of the three divisions of the InterCity brand, the others being the Amsterdam-Brussels conventional trains and the third one apparently being ‘most EMUs with first class’. Give BR its due; for an allegedly hidebound nationalised industry it learnt how to brand its best products, even before sectorisation. A supplement of €2.30 was necessary, ‘obtainable from machines on the platform’ the announcement said, but it transpired that you need the equivalent of a Dutch Oyster card to do it. With five minutes to departure time, a commuter kindly volunteered that I had to return to the concourse to a yellow machine, armed with only €2.20 in change and faced by the most obscure credit card orifice imaginable. A Class 186 turned up three minutes late and cantered out through Hoofddorp for 5½ minutes before hitting the high speed line and galloping along at all of 160 km/h throughout the route’s length. After my 193 km/h yesterday this was a disappointment and, indeed, I felt cheated out of my €2.30 too. I should have realised that, unlike yesterdays 200 km/h Class 18s, the Class 186s (28s) are limited to 160 km/h so my brief 165 km/h this morning was in fact a bonus. A dead stand outside Rotterdam for a three minute late arrival was reminiscent of home. I transferred to the Amsterdam-Brussels train that had left the Dutch capital 18 minutes before the InterCity Direct with another Class 186 that ran right up to the 130 km/h infrastructure limit, perhaps in preparation for the 50 TSR that intervened. A dead stand before Roosendaal cost a couple of minutes, 1½ minutes being regained to Antwerp - all of which would have been recouped but for a slight check. A couple of 140 km/h 300 series units were waiting on the buffers at Antwerp, one with four-letter insults to railway staff scrawled on its cab. Give me a break. Where is the sense of pride in not, at the very least, having had that painted out immediately? The 0932 to Gent St. Pieters was formed of two ‘rubber-nose’ emus. No, I am not kidding. They are the ones with prominent rubber corridor connections that make them look as though they are just coaches waiting for a loco. A stopping train heading in the same direction was standing on the buffers of our advertised platform and the platform information was causing confusion to the waiting passengers. A 7½ minute late start came after awaiting the arrival of the inward service but delay entering Gent lost some of the regained time for a five minute late arrival. A litter of swine (3x3 ‘Breaks’) formed the 0839 from Landen to De Panne, snuffling in 14 minutes late, but departing 11½ minutes late and running hard, regaining 3½ minutes at stations and 3½ minutes running in what felt like a committed effort by both crew members. The ‘De Lijn’ coastal tram was waiting adjacent to our arrival platform to start its 2½ hour run along the coast to Knokke. The internet warnings of complicated ticket purchase arrangements fortunately proved inaccurate as the driver was happy to accept my €3 fare. I must admit to being disappointed by the trip. I thought it would be along the ‘prom’ and through the dunes but most of the journey was on a road behind a line of hotels and in front of a row of shops. Nevertheless, there was some smart, if unsteady, running up to 70 km/h (44 mph) on the tram-dedicated formation sections. The station at Knokke is out of town. In Britain one would have suspected a British Rail Property Board sell out of the track bed to a persuasive developer. This was another branch


line terminus, like Eupen, with one train an hour with a staffed booking office at 1500 in the afternoon. The inward working was a Class 18 hauling a five-coach double-deck push-pull set weighing 257 tonnes tare, 345 tonnes including the loco. No GPS signal. I thought of moving downstairs to obtain a reading, in case it was just the upstairs glass that was toughened, but there was obviously a youthful and somewhat exuberant special party below, with emphasis on the word ‘party’. At Bruges, we ran in behind the Blankenberge portion (loco leading five push-pull double deckers) which had been booked to arrive four minutes ahead and shown to depart eight minutes afterwards. It is not normal British practice nowadays either to rely on such coupling arrangements or to spend 12 minutes journey time to save the extra crew. Instead of a two-loco, 10-coach, 690 tonne whopper, two tiddlers would have chased each other to the capital. We eased out of Bruges and did not accelerate quickly. I was distracted by an increasingly loud noise, that sounded as if we were being buzzed by a low-flying aircraft, only to see 1961 Belgian Co-Co diesel locomotive No. 6203 scream past with a rake of empty engineers’ flat wagons. The driver was clearly showboating as were to pass it standing at signals, where four tracks merged into two, only a little further along. By now I had transferred to the off-side of the train to be able to time the kilometre posts more easily. It can sometimes be a pleasant change to practise these skills, especially where there are precious few other timing points such as the stretch to Brussels with just the one intermediate station at Gent. Most speeds were close to 130 km/h and arrival was on time. After a Quick Burger, which in truth had little to recommend it other than speed, I took a Class 186 on the six coach 1745 to Schiphol, an hour later than last night but within the one minute early-2½ minutes late band all the way with a maximum speed of 147 km/h, 2½ minutes after leaving Dordrecht. Reaching the hotel at 2115, with my next scheduled event being the 1540 flight to Gatwick, I chose not to set the alarm and see what time I might arrive at Schiphol railway station the following morning. In the end it was just in time to catch the four-car, double-decker Regiorunner EMU to Groningen, despite no expectation of a GPS signal. It was a surprise, therefore, that there was no problem upstairs in receiving a good reading throughout the journey. There was some delay before the Almere Centrum, adjacent to the huge Ijsselmeer, followed by some marginal excess over the 140 km/h to Zwolle where the Leeuwarden connection departed a little impatiently after our three minutes late arrival. The Groningen and Leeuwarden lines actually divide at Meppel but it is a small settlement served only by the stopping trains. Our InterCity EMU called only at Assen before the Groningen terminus - booked at 1114. There was a return train at 1116 which in Britain would have been the same train after a three minute differential in advertised and working arrival times but this was ‘The Continent’. I had 1½ minutes to transfer from Platform 4 to Platform 2 and a single-deck four-coach Koploper No. 4208 on a well-patronised Rotterdam via Utrecht service. The pattern is for xx.16 Groningen departures to make an advertised two minute cross-platform connection at Zwolle with a Leeuwarden-Den Haag train. Half-an-hour later, a similar but opposite arrangement applies. The forward service was formed by another four-car, double-deck Regiorunner which ran on time or early throughout to provide a fitting end to the mini-break.


High power and high performance to Mandurah By Malcolm Simister Before the resources boom ended in about 2013, Western Australia lavished some of its bountiful iron ore royalties on its capital city’s railways, including on the new Perth to Mandurah line on which powerful EMUs operate on tight timings. Opened in 2007, the 70 km-long Mandurah line starts from Perth Underground, essentially just two underground platforms at Perth’s main station, runs in tunnels across the city to Esplanade and emerges into daylight to cross the wide Swan River on a bridge where the tracks are sandwiched between the northbound and southbound lanes of the Kwinana Freeway. Heading south, the railway maintains this affinity with the freeway to Kwinana and also runs alongside other arterial roads afterwards which provides inbuilt marketing as the trains easily overtake the paralleling cars, helping to explain the line’s passenger boom and, consequently, frequent services. In weekday peak hours, trains operate approximately every five minutes between Perth and Cockburn Central, 20½ kms, with a train every 10 minutes on the remaining 49½ kms between there and Mandurah. Even outside the peak hours and for most of the weekends, trains run every 15 minutes between Perth and Mandurah, an excellent service, especially as there is little population and no station on the 22½ kms between Warnbro and Mandurah. Traversing mostly quite flat land in which the vegetation is predominantly eucalypt forest or scrub, the line has been engineered for a maximum speed of 130 km/h south of Murdoch, although the installation of points approximately 60 km south of Perth between Warnbro and Mandurah necessitate an 80 km/h speed restriction for a short distance. There are few other inhibitors to fast running, the sharp curves on either side of Rockingham barely impacting as trains are braking for or accelerating from the station there anyway, although the steep climb out of Esplanade to the Swan River bridge is also on a sharp curve which may inhibit initial acceleration of Down trains and cause early braking of Up trains. Operationally, Mandurah line trains continue north of Perth on the Joondalup line to Clarkson, another relatively new line that opened to Joondalup in 1992, Currumbine in 1993 and Clarkson in 2004. Like the Mandurah line, this line also has excellent feeder bus services which assisted its patronage exceed all the expectations of sceptical politicians, proving the case for investment in rail-based, integrated public transport in Perth. Now, all Perth’s suburban railways are electrified at 25 kV AC and operated by modern EMUs. Transperth’s B-series, three-car EMUs operate all trains to Mandurah, with two units on each train usually, and, despite their capabilities, they have to work hard to maintain the tight schedules which require fast acceleration away from stations and late, hard braking for stops. Their acceleration rate is 0.92m/sec2 and normal deceleration rate 1.12 m/sec2 and at 1,560kW for three cars they pack approximately 13 kW/tonne. Just how powerful this is can be appreciated by comparing it with the 9.9 kW/tonne for British Class 360 Desiros and the 9.2 kW/tonne for Class 377 Electrostars. As seems quite common nowadays, the B-series units had already travelled quite a way before entering service as they were built by Bombardier Transportation and Downer Rail in Maryborough, approximately 4,000 km away on the Queensland coast. Most of their journey in freight trains from Australia’s east to west coast was on temporarily-fitted narrow and standard gauge freight bogies, their in-service bogies being fitted at the old Midland workshops of the former Western Australian Government Railways in Perth.


Work takes me to Perth sometimes and I have been able to travel on the Mandurah line and time its trains on several occasions. It is not quite a case of ‘seen one, seen ‘em all’ but the same type of EMU running to the same tight schedule on a new railway without any other traffic doesn’t usually throw up much variety, but I have selected one typical and one slightly different run in each direction here.

Table 1 Perth - Mandurah

Run 1 2

Date: Sun 10 Mar 2013 Thu 27 Mar 2014

Train ex-Perth: 15.16 17.15

Units: 2 x 3-car B-series EMUs 2 x 3-car B-series EMUs

240 tons tare 240 tons tare

3,120 kW 3,120 kW

Position: 1st car 1st car

Dist Location Actual vs PTT Speeds Actual vs PTT Speeds

km m:s m:s km/h m:s m:s km/h

0.0 Perth Underground 0.00 RT 0.00 2L

0.6 Esplanade Arr 1.14 1.03

Dep 1.46 -0.46 1.45 -0.45

4.4 Km 5 3.46 101

6.7 Canning Bridge Arr 5.29 104 max 4.57

Dep 5.55 +0.05

2.3 Km 9 1.17 103

4.4 Bull Creek Arr 3.13 7.43

Dep 3.38 +1.22 8.21 +1.39

2.1 Murdoch Arr 1.59 103 max 1.56

Dep 2.30 -0.30 2.34 -0.34

3.2 Km 17 1.52 132

6.7 Cockburn Central Arr 4.02 4.00

Dep 4.32 -0.32 4.30 -0.30

6.5 Km 27 3.33 133 3.21 134

12.4 Kwinana Arr 6.33 113.6 av 6.32 113.9 av

Dep 6.55 +0.05 6.53 +0.07

Slight

sigs

4.4 Wellard Arr 2.54 3.12

Dep 3.18 -0.18 3.35 -0.35

3.7 Km 41 2.09 132 2.09 134 max

Sigs

5.9 Rockingham Arr 3.56 4.25

Dep 4.23 -0.23 4.53 -0.53

Slight

sigs 105 max

4.4 Warnbro Arr 3.05 121 max 3.23

Dep 3.29 +0.31 3.47 +0.13

5.4 Km 53 2.52 134 2.51 133

12.4 Km 60 6.28 84* 6.28 91*

17.4 Km 65 8.47 131 8.45 134

22.5 Mandurah 13.31 +0.29 99.9 av 13.06 +0.54 103 av

'+' in the 'vs PTT' column indicates early and '-' late per the public timetable

* Speed restriction

Table 1, Run 1 was on a hot, humid Sunday with perhaps 100 people on the train leaving Perth. A right time departure and running times a few seconds either side of the public timetable resulted in a right time arrival at Mandurah, helped by what seems to be a minute or so recovery time at Bull Creek that offsets the impossibly tight timing from Perth Underground to Esplanade. Station dwell times are only a few seconds so the working is slick, but a mandated, painfully slow and perhaps overly cautious approach to stopping in Mandurah costs at least half-a-minute in running. This impacts the average speeds on this section which, as I show in the table, are slower than between Cockburn and Kwinana, which is considerably


shorter. Run 2 was in the evening peak and was much the same as Run 1 except for the signal checks, which puzzle me as the previous train, the 17.08 from Perth, terminated at Cockburn Central and the checks came after this. I can only assume that the preceding 1705 to Mandurah was held up. My 1715 was crowded and I didn’t get a window seat until after Cockburn so I recorded no speeds initially. Notice how closely the running times matched those of Run 1 in sections not impacted by signals - the word metronomic springs to mind - except on the last section where the driver took a rather cavalier approach to the 80 km/h speed restriction before Km 60, perhaps to try to regain some lost time, but we still arrived at Mandurah 2½ minutes late after a two minutes late start

Table 2 Mandurah - Perth

Run Run 3 Run 4

Date: Sun 10 Mar 2013 Fri 28 Mar 2014

Train ex-Mandurah: 16.37 08.13

Units: 2 x 3-car B-series EMUs 2 x 3-car B-series EMUs

240 tons tare 240 tons tare

3,120 kW 3,120 kW

Position: 1st car 6th car

Dist Location Actual vs PTT Speeds Actual vs PTT Speeds

km m:s m:s km/h m:s m:s km/h

0.0 Mandurah 0.00 RT 0.00 1L 130 max

5.1 Km 65 3.32 132 3.22 124/129

11.1 Km 59 6.35 83* 6.27 85*

17.1 Km 53 9.28 131 9.37 128/131

22.5 Warnbro Arr 12.23 109 av 12.35 107.3 av

Dep 12.44 -0.44 13.00 -1.00

4.4 Rockingham Arr 3.29 113 max 3.30 111 max

Dep 3.52 +0.08 3.58 +0.02

3.2 Km 40 2.06 131 2.06 125

5.9 Wellard Arr 3.51 3.52

Dep 4.10 -0.10 4.12 -0.12

4.4 Kwinana Arr 2.46 130 max 3.00 116

Dep 3.04 -0.04 3.25 -0.25

5.9 Km 27 3.10 131 3.16 128

12.4 Cockburn Central Arr 6.53 108 av 7.05 105 av

Dep 7.18 +0.42 7.30 +0.30

2.5 Km 18 1.30 132 1.33 129

6.7 Murdoch Arr 3.51 4.10

Dep 4.12 -0.12 4.49 -0.49

2.1 Bull Creek Arr 1.55 117 max 2.05 96 max

Dep 2.16 +0.44 2.55 +0.05

2.7 Km 9 1.48 109 max 1.50 106 max

4.4 Canning Bridge Arr 3.14 2.53 102

Dep 3.38 -0.38

2.3 Km 5 1.38 102 4.13 93

6.7 Esplanade Arr 5.42 +1.18 ½E 8.17

Dep 9.04 -0.04

0.6 Perth Underground 1.08 +0.52 2L

'+' in the 'vs PTT' column indicates early and '-' late per the public timetable

* Speed restriction

Two Up, northbound, runs are in Table 2 and while they share some metronomic qualities there is also some variety, mostly caused by Run 4 being a heavily loaded peak hour service. Run 3 was on the same afternoon as Run 1 by when I noted the late afternoon weather had cooled to being only ‘warm and humid’. As in Run 1, the running of both trains was initially a few seconds either side of right time but Run 4 was hampered by the large number of


passengers and was filled to standing room only after Kwinana. The crush loading extended station dwell times at Kwinana, Murdoch and, especially, Bull Creek. Mind you, the dwell time of 55 seconds at Bull Creek may not be regarded as long by some British TOCs! The two minute schedule from Esplanade to Perth is the time to leaving Perth so arrival there was probably 2½ minutes late rather than the two minutes I have shown in the table. Clearly, the Mandurah line and its EMUs were designed and engineered for exactly the schedules operated and the B-series EMUs’ running is impressive, especially as they are of 3’ 6” gauge. Footnote: If you happen to be in Perth, other trains worthy of a GPS or stopwatch include the twice daily, 3’ 6” gauge ‘Australind’ DMU travelling 2½ hours to the south coast city of Bunbury, and the daily 160 km/h standard gauge ‘Prospector’ DMU taking seven hours east to Kalgoorlie. My thanks to Transperth and Peter Clark for technical information about the B-series EMUs.

LETTERS

RESISTANCE FORMULAE Letters in MP 37¼, July 2016, pp 130-132 In his first letter in MP 37¼, p 131, Doug Landau says that curve fitting and its relationship with a notionally causal basis are at best only approximate; that the classic resistance formula a +bV + cV2 lbs/ton (V for velocity) is amenable to various permutations in achieving an acceptable fit; also that the mathematical solution returning the highest r2 may throw out illogical negative coefficients, as frequently happens if computer curve fitting programs are utilised. The acceptable and good fits of equations to the data are presumably judged by the analyst in terms of closeness to the observed data following drawing lines through a graph of the data, or fitting equations by trial and error. There have long been much better methods than those, based on the science of statistics, used in all forms of experimentation. Even before consideration of any analysis, however, it has to be recognised that just because there are data does not mean that what might be fitted to them by any methods, rough and ready or scientific, will be at all satisfactory. It cannot be assumed that errors in the data even out (the assumption behind drawing a line through the data so that half the observations lie on one side of it and half the other): the data might not be consistent, or might all be under- or over-measured, and measurement errors might be constant or proportional to the observations, or arise only at low or high values (that apart from the meaning of the line drawn). Scientific determination of sound empirical relationships from data is done by regression. The widely available Microsoft EXCEL package includes an easily used regression program (there are others). This produces not only a best fit equation of a form chosen by the analyst, but test statistics which allow hypotheses about the equation to be tested, such as the probability of the results differing from some other figures or from zero. These are at least the Standard Errors of the Estimate and of the coefficients, the F statistic and its significance, the residuals (the difference between the observed data and that given by the regression), and not simply r2, which by itself can be misleading (relationships with high r2 might not even pass through the data). The residuals can show whether there are other variables which are missing from the determining equation. Indeed, these tests apply some rigour to what Doug considers approximation, amenability to permutations etc, by saying how big the flexibility is, but more importantly, what that implies for the probability the answers are of any use.


Regressions are so quick to do, the results so well displayed, that it is not worth undertaking preliminary analysis of the curve fitting process by trial and error (which is very difficult in any case if there is more than one explanatory variable). The first step is examination of the data for its sufficiency, circumstances of measurement or manipulation (eg wind) and internal consistency. There is usually no easy way of determining correct measurement, even by comparison. If the physical relationships are well understood, however, preliminary regressions can indicate whether the measurement can be correct. The form of the equation fitted should be the closest possible to that which is to be expected from first principles of physics and engineering. Simply using a conveniently available explanatory variable is unsatisfactory if it cannot be the determinant of the item under study, or if it is only one of two or more. If it is uncertain what are the true determinants, alternative explanatory variables and formulations should be tried. Those used and effects found should be reported in the results. The statistical analysis must be accompanied by both statistical and technical interpretation – could the results possibly be? Excellent equations and relationships can emerge. It is perfectly possible, however, that at the opposite extreme, no empirical explanation of the subject of interest is possible from the data available. In such a case, the difficulty should be reported in full – it is important to know what is unsatisfactory and why. It might be said, for example, that the data indicates that the item concerned, under the conditions postulated, has extreme values between X and Y, with mean, standard deviation, and other characteristics, but explanation from first principles of the values observed has proved impossible, or even that the results obtained for various possible explanations are not sensible. That of course means that anything given in the literature as a single line on a graph, or a crude equation, with no data and test statistics, is to be regarded with suspicion. Anything with the wrong signs for coefficients must have been based on poor data or an inadequate analysis, whether issued by Carling, or by Andrews, another engineer who had wrong signs in freight rolling stock resistance equations. Similarly, if the data are satisfactory, it should not be the case that the resistance of some diesel locomotives can be explained sometimes without the bV term and sometimes with, at least locomotives of roughly the same form and size. This is not needlessly seeking perfection, but what should be done and reported for any resistance to be accepted. If the objection is then that there is nothing else available other than the single lines on a graph, the limitations of that should be uncovered. Doug said that vehicle length is of low significance in atmospheric resistance. Compared with head end atmospheric resistance of a leading vehicle, that is so, but in a train of seven or so bogie passenger vehicles, length comes to be of about equal significance, and in longer trains to be of higher value. In the resistance of a steam locomotive, the V2 term will include the dynamic aspects of revolving and reciprocating parts, as Doug said. These are highly specific to the class of locomotive, dependent on the masses, the manner and distances of their movement, the percentage of reciprocating masses balanced, and number and arrangement of cylinders. Steam locomotive resistance should also include the non V2 dependent aspects of the piston thrusts in a separate term. If the rolling resistance friction coefficient should show a moderate linear increase with speed as Doug says, that will be a good reason to have a bV term, which is otherwise hard to explain, rather than modifying the A term. A more important influence on the A term is the pressure on the bearings. The friction coefficient varies inversely and at a decreasing rate with that pressure to a minimum of about .012. That can mean the resistance varying partly with the loaded weight, important for the A term for freight stock, tenders and tank engines, but not important for locomotives other than tanks, nor (usually) for passenger stock.


What then is left for the bV term, the question in my previous letter? The friction of wheel on rail should indeed be weight dependent. Why should it increase with V as well and by so much? Is its presentation in resistance mostly a matter of tradition? All the more reason to test for its presence in a regression. John Knowles

Doug Landau replies: My reference to negative coefficients as "illogical" was to some extent an over simplification. The elements of steam locomotive machinery friction are many and vary in character. The traction force loadings on the coupled axleboxes and motion tend to reduce as a function of speed, whereas the dynamic loadings of the rotating and reciprocating masses will increase as a square function of speed. In regard to the coupled axleboxes the standing load of locomotive weight must also be allowed for. The resultant loading of these elements of force will be less than the mathematical sum of the three parts, and will vary in the course of a revolution. It can be shown these competing forces will result in a saucer shaper friction curve, initially falling to about the middle speed range and then starting to rise. To this extent a negative coefficient is reflecting part of a competing mathematical reality with many competing and shifting forces, which may appear "illogical" when set against the total locomotive resistance with its characteristic rising value with speed. It may well be however, that negative coefficients enable the best mathematical fit for the available data as presented; the presence of a negative is not in itself proof of error. The suggestion of "wrong signs" therefore seems too sweeping if applied to all possible circumstances. Typically, negative coefficients are of trivial magnitude providing subtle fine tuning. Carling was not necessarily wrong. In the case of Andrews, the presentation is complex and unwieldy; the table of six coefficients dealing with various wagon load situations is littered with negative signs randomly distributed though with some concentration related to the effects of wind speed and yaw. Negative values relating to the mechanical losses of passive vehicles are inexplicable, but not perhaps the effects of wind direction. The whole exercise attempts to resolve the data by pure mathematics alone, devoid of any causal relationships, and for the days of slide rules and log tables was not exactly user friendly. Regarding the last paragraph, the track is an elastic body, sections of rail between the chairs will behave like a very stiff spring and some deflection will occur, the load over the whole track bed will also have an effect sensitive to the quality of the ballasting. Some resistance will be therefore experienced on this account, some sensitivity to speed seems probable on the grounds of resonance. John asks if it's presentation in resistance mostly a matter of tradition? As I said, as have others, the bV term only occurs as a remainder after the better understood elements of resistance have been deducted from the whole. So yes, it is akin to a tradition or a poor relation perhaps. I agree with the various caveats set out in the second paragraph. I would just add that the XL curve fitting options applied to published curves do not always match the original when plotted, showing minor departures similar to those obtained when ringing the changes with the coefficients as previously described. These shifts fall well within the bounds of experimental error, it is impossible to say which version, if any, most closely represents reality. The mechanics of steam locomotive resistance are quite complex, requiring detailed examination as John says. I see difficulties with a term devoted to piston thrusts since the resultant effect will be less than the calculated value based on an assumed indicated horsepower, and after deducting for the cylinder frictional losses. A term or terms to incorporate the net machinery friction as a function of speed would seem more practical, although this requires assumed value of IHP. In the overall context of steam locomotive resistance, the sensitivity to effort is not high. At 20 mph a 100lb error is only 5HP and 16 at 60.


Yours sincerely, Doug Landau

Class 700s Dear David I did manage to time a 700 recently - I only got one towards the end of my day out, and was home a bit later than planned as a result. The seating is, as suggested, extremely hard, and my well upholstered posterior was aching within 15 minutes of leaving Brighton. Performance seems an exact replica of the 377/387 units, and I wonder whether these units have been tied to the performance of the earlier ones. You may remember that when the Metropolitan line was receiving new stock the new units were tied to the performance of the old. There was an emergency TSR in Balcombe Tunnel in both directions - down to 20 on the down and 50 on the up. Even with the emergency Southern timetable in force there was considerable queuing back due to the density of operation. I quite like the 700s but they were rough over certain points, which surprised me in new units. Earlswood on the up at anything like 80 is very rough. Regards David Lloyd Roberts

Bruce Nathan has supplied a log for a Class 377 run on a train with the same stopping pattern as the Class 700 shown in the July magazine, to allow comparison

Date/day 13-7-16 28-6-16

Train 1312 London Bridge-Brighton 1112 London Bridge-Brighton

Motive Power EMU 377 401 700108

Load (tonnes) 4 161/170 tonnes 12

Weather Dry Bright

Rec/Pos/GPS? B.I. Nathan/4/N D Ashley 4/12 Y

Miles M C location Sch m s mph ave Sch m s mph ave

0.00 26 50 Gatwick Airport 0 0 00 /75 0 0 00 /60

2.64 29 21 Three Bridges 4 3 15 48.7 4 5 12 30.4

0.00 29 21 Three Bridges 0 0 00 0 5 44

1.65 30 73 M23 2 03 48.3 2 05 68 47.5

4.56 33 66 Balcombe 4½ 4 14 83 80.0 4½ 4 18 87/89 78.8

6.47 35 59 Ouse Viaduct S 5 30 91 90.6 5 36 87/88 88.3

8.46 37 58 Haywards Heath 8½ 7 28 60.6 8½ 7 43 56.3

0.00 37 58 Haywards Heath 0 0 00 /82 0 8 32 /72/49tsr

2.88 40 48 Wivelsfield 3½ 2 50 48 60.9 3½ 3 15 62 53.1

3.68 41 32 Burgess Hill 4½ 3 56 43.6 4½ 4 34 36.5

0.00 41 32 Burgess Hill 0 0 00 0 5 07

2.16 43 45 Hassocks

2½ 2 18 81 56.4

2½ 2 27 75 53.0

4.43 45 66 Clayton Tunnel S 3 54 89 84.8 4 04 87/89 84.0

6.41 47 65 Patcham Tunnel N 5 16 87.3 5 28 74 85.2

7.85 49 20 Preston Park 7 6 32 68.1 7 6 45 38/ss3m 67.2

9.16 50 45 Brighton - Plat 3 11 9 26 27.2 11 13 04 12.5


Comparison is still difficult due to the different restrictions suffered by each train: the start from Gatwick may have been from a different platform, with different speed limits, and the effect of a four car compared with a twelve car train could be considerable. However, the unrestricted departures from Three Bridges and Burgess Hill indicate that the Class 377 may have the edge - Ed David, Yesterday I had my second ride on a Class 700, timing the West Hampstead to St Albans leg. Very good initial acceleration. A slight temporary easing of power beyond Hendon. Nothing exceptional about the overall journey, the WTT timings still being based on Class 319 performance. Kind Regards, Alan Sprod .

Date 10/08/2016

Train 1435 Brighton-Bedford

Loco 700104

Load 12

(Miles) Sch m s avge

0.00 WEST HAMPSTEAD THAMESLINK 0 0.00 5 L

1.23 Cricklewood 2 1.30 49

3.06 Hendon 3½ 2.41 92.9

5.46 Mill Hill Broadway 5 4.16 91.1

8.58 Elstree & Borehamwood 7 6.13 95.8

11.30 Radlett 8½ 8.00 91.6

13.19 M 25 9.08 100

14.57 North Orbital Rd 9.59 96.4

16.00 ST ALBANS CITY 12½ 11.37 52.7 4 L

Hi David I note on page 86 of Milepost 37.1 that you had a new fastest time from Haywards Heath to East Croydon of 25 mins 15 secs. This wasn't of course an all-time fastest time as this was 23 mins 32 seconds with class 400s back in 1986 and I timed the 0633 Littlehampton in 23 mins 47 secs on 5th October 2005, nearly at the end of the slammers and that was with adverse signals in from before South Croydon. The log of this is attached. Although this was above par and possibly a slam door swansong for the driver (as he went on to get 78 mph after Norbury!) I timed many sub 25 minute runs on this train or the 7.17 am from Eastbourne. Although I was living at Robertsbridge at the time I would often drive to Berwick if I had to go to London or beyond for my job, especially after the SE slammers finished on my line. On the day of the run in the log I returned on the 1732 from London Bridge which ran fast from East Croydon to Horley though we were checked that evening so the time was 15 mins 20 secs for the 15.6 miles. The Units were 3490+3535+3486. Another favourite train with an unusual stopping pattern was the 1747 from Victoria which ran fast from East Croydon to Three Bridges. As late as 27th October 2005 units 3555+3505+1805 did the 19.11 miles in 17 minutes 00 seconds, max 93 after Salfords. I was on what I think was the last class 400 worked 06.33 Littlehampton on 21st November though this was quite ordinary in 26 mins 30 secs which included a signal check before Gatwick but also 90 mph at Purley. 3535 was playing up (tripping out) as indeed it did on the very last class 400 run of all on 26th November that year.


Date 5th October 2005

Train 0633 Littlehampton-Victoria

Units 12 VEP: 3530+3505+3514

Position 5 of 12

Weather cloudy

miles Sched mins secs speed

0.00 Haywards Heath 0.0 0 00 4L

1.23 Copyhold Jct 2 00 54½

2.76 MP 35 3 37 61½

3.90 Balcombe 4 39 66½

4.76 MP 33 5 24 67

6.35 Balcombe Tunnel Jct 7.0 6 43 68½

7.26 MP 30½ 7 32 76

8.47 Three Bridges 9.0 8 27 83

9.76 MP 28 9 21 86½

11.10 Gatwick Airport 12.0 10 17 90

11.99 Horley 10 52 94

14.29 Salfords 12 23 87

16.09 Earlswood 16.0 13 42 78*

17.76 MP 20 15 03 75½/74

19.25 Quarry Tunnel South 16 16 74½

20.43 Quarry Tunnel North 17 14 73

21.26 Star Lane 17 49 80

23.02 Coulsdon North 19 03 87½

23.53 Stoats Nest Jct 23.0 19 22 90

24.37 Purley 19 57 94

25.29 Purley Oaks 20 33 92

26.45 South Croydon 21 30 53*/23* sigs

27.49 East Croydon 26.5 23 47 2L

Net time 22 45

Although I am better known for my steam interest I very much enjoyed those last few years of the slammers and quite a few runs will be found in my forthcoming book ''A Biography of British Train Travel'' to be published by Pen & Sword in February. Regards Don Benn Locks Heath, Southampton Readers are reminded that the RPS database and Fastest Times listings are two separate features, and supplying data to one application will not result in it being picked up by the other - Ed

Dear David, I am wondering whether the issue of this timetable is the shortest ever for a period timetable. It was due to start on 27 August, which it did, in theory, it was replaced on 5 September by another timetable because the Dover seawall was reopened. Since Cannon Street was closed on 30/31 August and 1 September the timetable only operated fully for one day Friday 2 September. Clearly in some form it operated over the weekend. Is, what is in effect, a one- day timetable, a record? Regards David Lloyd Roberts


NEWS

Glasgow Queen Street Refurbishment - Martin Robertson

The refurbishment of Glasgow Queen Street and the tunnel leading from the terminus, for the forthcoming electrification of the Glasgow to Edinburgh and Dunblane services has provided the opportunity for diverted services to traverse some lines which do not usually see limited stop services running over them. Amongst these are the Glasgow to Aberdeen and Inverness services which have been running from Glasgow Central station to reach Stirling via the Rutherglen East Jn to Rosehall Jn line, before joining the former Caledonian line at Coatbridge Jn. The line continues through the former industrial heartlands of North Lanarkshire, via Garnqueen NJ and Cumbernauld before joining the normal route at Greenhill Lower Jn. The hourly Glasgow-Aberdeen and more limited Glasgow- Inverness services have all been maintained although the journey time between Glasgow and Stirling has been increases to anywhere between 47minutes to over an hour, if there are clashes with the suburban services. Generally, the schedule is in the low fifty minutes which, if a clear road is obtained, is a generous allowance. On the three services I used in each direction, which are tabulated below, there was a stop at Cumbernauld in both directions to change the driver. On the two runs with the 19 10 ex Glasgow to Aberdeen service it was the same DB Schenker driver/pilotman in both directions, although I am not sure if he was actually at the controls on each occasion. The 19 10 ex Glasgow to Aberdeen would probably have an Aberdeen crew working home, who may not be familiar with the route, but it should have been possible to ensure that the Glasgow crews had knowledge of the line before the diversions commenced. Line speeds are relatively low with a maximum of 70mph permitted until after Larbert. Lower restrictions apply at the main junctions and around Kirkwood, where the embankment above the Luggie Burn, may be susceptible to movement. Table 1 has three eastbound runs, the first on a Saturday with the usual xx 16 departure time for the Aberdeen services, with the other two runs on the 19 10 ex Glasgow. The run was relatively uneventful with only a slight signal check at Polmadie before a three-minute stop at Cumbernauld to change the driver. A clear run thereafter with no need to hurry gave an arrival in Stirling three and a half minutes early. Run 2 departed from Platform 10 and had to cross the four running lines from Polmadie to reach the slow line at Eglington St. We suffered a severe signal check to walking pace to be followed by a lengthy signal check before Rutherglen to allow the Cumbernauld via Hamilton service to depart. A reasonable acceleration on the rising gradient to Ballieston before braking for the 55mp psr, which was rather overdone, as was the 20mph psr after Kirkwood Viaduct. The running after Coatbridge was nearer the line speed and this continued after the possible driver change. However, we ran into a succession of signal checks after Carmuirs West Jn possibly from the late running 18 52 Glasgow-Alloa service which calls at Larbert and is checked approaching Stirling to access the Alloa line. Arrival in Stirling was half a minute late. Run 3 was another recording on the 19 10 ex Glasgow, with I think the Aberdeen driver at the controls from Glasgow Central. A very slow departure from Glasgow with successive signal checks until past Rutherglen, although why the driver eased the unit for the 50mph limit at Rutherglen East Jn was not ascertained. However, a superior acceleration to Ballieston resulted in a creditable 66mph through the station. A signal check through Bargeddie - again .


Table 1

Run 1 2 3

Date 11/06/2016 29/06/2016 xx-xx-xx

Train 1116 Glasgow Aberdeen

1910 Glasgow-Aberdeen

1910 Glasgow-Aberdeen

Loco 170428 170474 170402

Load 3, 133/138 3,133/140 3,122/138

Recorder M Robertson M Robertson M Robertson

Pos/GPS 2/3 Y Mild 2/3 Y Mild rain 1/3 Y Mild

miles m c Location m s mph m s mph m s mph

0.00 102 20 GLASGOW C'L dep 0 00.0 P3 (-) 0 00.0 P10 (-) 0 00.0 P10 (-)

0.24 102 01 Sig Gantry A 1 17.0 12* 1 16.0 13/sc3 1 25.0 13

0.55 101 56 Bridge St Ub 2 21.0 18* 2 46.5 17 2 39.5 15 sc

0.87 101 30 Eglington St Ob 3 15.5 24* 3 35.5 24* 3 42.5 21 sc

1.32 100 74 Cathcart Rd Ob 4 20.5 32* 4 39.5 25* 4 56.5 26

1.95 100 24 Polmadie Rd Ob 5 11.0 55/42sc 5 43.5 39 sc 6 01.5 38/16 sc

3.06 99 15 Rutherglen Ob 6 38.5 48 8 47.0 11 sc 8 20.5 45

ss 9. 51 -12.18

3.86 98 31 Rutherglen East Jn 7 39.0 47 13 39.5 45 9 21.0 42

0 00

5.39 1 42 Carmyle Shl 9 31.0 55/60 15 40.5 50 11 24.0 52

6.44 2 46 Mount Vernon Shl 10 38.0 55/50 16 49.0 61 12 30.0 63

7.25 3 32 Ballieston Sfb 11 33.5 53 17 36.0 64 13 15.0 66

8.51 4 52 A8 Underbridge(Old) 13 04.0 45 19 05.0 45* 15 10.0 20 sc

8.87 5 01 Bargeddie Shl 13 27.0 44 19 29.5 35 16 04.5 25

9.16 5 24 Kirkwood Viaduct E 14 04.0 18*/15 20 15.0 14* 16 49.5 18*

9.90 6 03 Kirkwood Shl 16 24.5 22/29 22 46.5 19* 19 04.5 18*

10.60 6 59 Rosehall Jn 17 11.0 25* 23 39.0 29* 19 59.5 29*/26

10.90 7 03 Coatbridge Jn

94 49

11.04 94 62 Coatbridge C'rl Shl 19 22.0 32/47 25 43.5 29 22 08.0 29

11.95 95 55 Underbridge 20 40.0 45 27 00.5 45 23 23.5 46

12.47 96 17 Heatherbell Lc 21 17.5 44 27 43.0 47 24 08.5 46

13.26 97 00 Garnqueen N Jn 22 08.5 62 28 33.5 61 24 56.5 62

14.01 97 60 Greenfoot Lc 22 50.0 67 29 14.5 69 25 37.5 69

15.29 99 02 Condorrat Road Ob 23 59.0 61 e'd 30 21.5 67 26 44.0 69

16.29 100 02 Auchenkilns Lane Ub 31 16.5 65 27 39.0 62 e'd

16.79 100 42 Greenfauld Shl 25 44.0 38 31 47.0 57 28 10.5 65

17.50 101 19 Cumbernauld crew chnge 27 28.0 33 16.0 29 31.0

30 56.0 34 04.0 30 10.0

18.67 102 33 Footbridge Fb74 32 15.5 60 35 46.5 65 31 50.5 68/70

19.36 103 08 Broom Rd Ob 33 21.0 67 36 24.5 68 32 26.0 70

20.32 104 05 Walton Rd Ob 34 11.5 63 37 15.5 65 33 16.5 65

21.37 105 09 Underbridge 35 09.0 67 37 56.0 68 34 13.5 69

21.99 105 58 Ob 59 38 45.5 66 34 46.0 67

22.79 106 42 Greenhill Rd Ob 36 34.0 44* 39 34.0 50/47* 35 47.5 38

23.67 107 33 Bonnyside Road Ob 37 38.5 64 40 40.5 62 37 03.0 49 sc

ss 40.00-40.19

25.26 109 00 Carmuirs West Jn 39 21.5 46* 42 27.5 32sc/26 41 40.5 17 sc

ss 43.22-44.06

26.47 110 17 Larbert Shl 40 35.0 68 45 14.5 32sc/26 46 19.5 29

27.52 111 21 M876 Ob 41 27.5 80 46 32.0 66 47 44.0 58 sc

28.54 112 22 Cockmalene Rd Ub 42 09.5 89 47 21.0 80 48 15.0 64/70

30.11 113 68 Gallanmuir Rd Ob 43 14.0 88 48 31.0 82 50 08.5 67sc

30.57 114 25 Plean Ob (Demolished) 43 33.0 87 e'd 48 51.5 83 50 34.0 61 sc

31.35 115 07 B1924 Ob 44 06.5 86 49 30.0 56 sc 51 20.0 69

32.69 116 34 Underbridge 44 47.0 87 51 14.0 19 sc/aa 52 07.0 75

33.39 117 10 St Ninians PC 45 34.5 63 br 53 42.0 37/22 sc 52 57.0 66 br

34.11 117 68 Kerse Rd Ob 46 29.5 38 55 13.0 36* 53 55.5 39

34.56 118 24 STIRLING arr 47 24.0 56 20.0 55 02.0

.


. Table 2

Run 4 5 6

Date 11/06/2016 29/06/2016 04/08/2016

Train 1242 Aberdeen-Glasgow 1730 Inverness-Glasgow 1730 Inverness-Glasgow

Loco 170456 170433 170420

Load 3,133/142 3,133/136 3,133/137

Recorder M Robertson M Robertson M Robertson

Pos/GPS 2/3 Y Mild 1/3 Y Mild 1/3 Y Mild

miles m c Location m s mph m s mph m s mph

0.00 118 24 Stirling dep 0 00.0 (-1.75) 0 00.0 (-6.5) 0 00.0 (-0.75)

0.45 117 68 Kerse Rd Ob 1 06.0 44 1 04.5 42 0 59.5 45

1.17 117 10 St Ninians PC 1 57.5 58 1 55.0 60 1 47.0 64

1.87 116 34 Underbridge 2 56.5 66 2 51.5 69 2 41.5 72

3.21 115 07 B1924 Ob 3 49.5 66 3 42.0 69 3 29.5 74

3.99 114 25 Plean Ob (Demolished) 4 31.0 69 4 22.0 75 4 06.5 79

4.45 113 68 Gallanmuir Rd Ob 4 55.0 76 4 44.5 81 4 28.0 86/100

6.02 112 22 Cockmalene Rd Ub 6 03.0 84 5 47.5 97 5 28.0 92 br

7.04 111 21 M876 Ob 6 48.0 75 6 28.0 80 6 35.0 44sc

8.09 110 17 Larbert Shl 7 46.0 62 7 23.5 65 8 02.0 34sc

9.30 109 00 Carmuirs W Jn 9 01.0 44* 8 36.5 46* 9 49.5 46

10.89 107 33 Bonnyside Rd Ob 10 51.5 56 10 23.0 59.5/61 11 29.0 64

11.77 106 42 Greenhill Road Ob 11 58.5 43* 11 21.5 45* 12 28.0 46*

12.57 105 58 Ob 59 12 56.0 59 12 07.0 63 13 16.5 69

13.19 105 09 Underbridge 13 31.5 65 12 47.5 66/63e'd 13 47.5 70/63 e'd

14.24 104 05 Walton Rd Ob 63 14 29.0 69 13 46.0 67 14 45.0 67

15.20 103 08 Broom Road Ob 66 15 20.0 65 14 40.0 65 15 34.5 65

15.89 102 33 Footbridge FB 74 15 59.0 61 15 15.0 65 16 12.0 63 e'd

17.06 101 19 Cumbernauld crew change 17 42.0 17 06.0 18 04.0

18 28.0 17 53.0 18 46.0

17.77 100 42 Greenfauld 19 49.5 56 19 12.5 56 20 01.5 56

18.27 100 02 Auchenkilns Lane Ub 20 14.0 67 19 42.0 68/70 20 30.5 68

19.27 99 02 Condorrat Rd Ob 21 13.0 66 20 35.0 67/65 21 25.0 71

20.55 97 60 Greenfoot Lc 22 28.5 53 21 45.0 67 22 27.5 67

21.30 97 00 Garnqueen N Jn 23 21.5 35sc 22 25.5 65 23 07.5 67

ss 25.00-26.44

22.09 96 17 Heatherbell Lc 27 18.0 33 23 11.5 54 23 51.5 55 sc

22.61 95 55 Underbridge 28 27.5 24sc/15sc 24 02.5 26/3 sc 24 40.5 23/3 sc

23.52 94 62 Coatbridge C'rl Shl 31 47.0 18sc 27 33.0 25* 27 32.0 27/19*

23.66 94 49 Coatbridge Jn

7 03

23.96 6 59 Rosehall Jn 34 22.5 18* 29 45.5 28* 29 36.5 29*

24.66 6 03 Kirkwood Shl 35 27.5 14sc/36 30 29.5 28 30 14.5 38/29*

25.40 5 24 Kirkwood Viaduct East 36 57.5 29 32 01.5 29* 31 58.5 33

25.69 5 01 Bargeddie 37 34.0 23 32 36.0 31 32 19.5 44

26.05 4 52 A8 Underbridge (Old) 38 19.5 25sc 33 04.5 46 33 36.0 54

ss 39.39-39.56

27.31 3 31 Ballieston Sfb 42 02.5 27sc 34 38.5 65/68 33 36.0 71/72

28.12 2 46 Mount Vernon Shl 43 51.0 43 35 21.5 67 34 16.0 69/72

29.17 1 42 Carntyne Shl 44 55.5 69/71 36 20.5 63 35 10.5 65br

ss 47.25-47.50 13sc

30.70 0 00 Rutherglen East Jn 48 56.0 22 sc 38 07.0 41* 37 56.5 36

98 31

31.50 99 15 Rutherglen Ob 50 11.5 54/58 39 08.5 53/56 38 55.0 60/69

32.61 100 24 Polmadie Ob 51 23.0 47 40 33.5 34sc 39 56.5 56br

33.24 100 74 Cathcart Road Ob 52 14.5 33 br 42 11.5 20/29 40 15.4 32

33.67 101 30 Eglington St Ob 53 20.5 19* 43 17.0 22 ss 42.11-43.24

34.01 101 56 Bridge St Ub 54 20.0 17* 44 18.0 15sc 44 38.5 13*

ss 45.59-47.03

34.32 102 01 Sig Gantry A 55 33.5 11 47 49.0 45 45.5 12*

34.56 102 00 GLASGOW C'RL (P3) 57 26.0 (-8) 50 06.0 47 39.0


for no obvious reason, and with no services booked immediately ahead of us. Once past Rosehall and Coatbridge Jn’s there was excellent work by the driver to closely observe the psr’s. A brief stop was made at Cumbernauld to let the DB Schencker driver out of the cab, and then the good running commenced again. This was sufficient to catch the 18 52 Glasgow-Alloa service again with two signal stops and a succession of signal checks. Arrival in Stirling was still one minute early. Table 2 has three westbound runs with Run 4 on an ex Aberdeen service with a 1¾ minute late departure. A below-par ascent to Plean and the 50 mph psr at Carmuirs West Jn was grossly overdone. There is a 50mph limit through the divergence at Greenhill Lower Jn, but it is a rough passage, so the 43mph was not unexpected. Reasonable running thereafter until a signal stop after Garnqueen N J, possibly for a local service. We had a succession of signal checks after Rosehall Jn but I was not sure if we were following an all stations suburban service. 71mph after Carmyle was rather unexpected, and then we suffered a brief signal stop at Rutherglen East J. There was a slow entry into Glasgow, which contributed to a 7½ minute lateness on the 50m minute schedule. Run 5 was on the 17 30 ex Inverness with a 6½ minute late departure. An average ascent to Plean, and then the driver pressed the unit to reach 97mph at the foot of the descent. The psr’s at Carmuirs and Greenhill Junctions were both overdone again, although not by quite so much. A stop was made at Cumbernauld to pick up the same DB Schencker driver who had come out on the 19 10 service from Glasgow. Decent running followed until another check approaching Coatbridge - although only to walking pace. A much faster passage along the Rosehall Jn to Rutherglen East line, raised the prospect of reaching Glasgow Central in around 45 minutes. But a signal check at Polmadie and a stop outside Glasgow Central for the 21 05 XC service to Edinburgh to depart, gave a time of just over 50 minutes, and a two- minute late arrival. Finally Run 6 again on the 17 30 ex Inverness but this time the departure was 11 minutes late, advised as being due a freight train failure north of Perth, and assumed to be the Tesco container service. A much superior ascent to Plean, with 74mph at the overbridge before Plean, followed by a full 100mph on the descent to Larbert. The signal checks were from the 20 21 Stirling to Glasgow service which had left punctually, and four minutes ahead of our departure. The driver observed the slack at Carnuirs West Jn before reaching 64mph on the climb to Greenhill Lower J, which was given due regard. Speed hovered around the 70mph line limit until the crew change at Cumbernauld, although I suspect the same driver continued through to Glasgow Central. Following the stop at Cumbernauld speed rose to 71mph after Auchenkilns Road, but was soon reigned back to below the 70mph psr. An early signal check after Heatherbell LC and there was a check to walking pace past the Freightliner terminal, before turning onto the Carmyle line. This was by far the best passage of the line that I recorded, being unchecked with several miles of running at the 70mph line speed. No obvious reason for the sc at Rutherglen East J, but was probably due to a local service heading for Motherwell from Rutherglen. There was a surprising turn of speed after Rutherglen, almost reaching 70mph before Polmadie. There was an unfortunate signal stop at Eglington St for the 21 05 XC service to Edinburgh, before the usual slow entry into Glasgow Central, where arrival was 8 minutes late. Not the most exciting of running, but the Rutherglen East J to Coatbridge Central line would not see many recorders for its all stations suburban services. If a clear run could be provided for the services a time of 45 minutes should be practical - close to the 47minute timing on a Sunday, if the services run due to the RMTs current pointless industrial action, which seriously inconveniences the public on the longer distance services.


SRPS’s The Golden Stag Railtour – Sandy Smeaton

37025 was withdrawn from service by EWS in 1999. The following year it was purchased by the ‘Scottish 37 Group’ and after extensive restoration returned to traffic in 2007. The run, described below and in the logs below, from Linlithgow to Inverness and back was its first passenger mainline tour for 17 years. The tour was organised jointly by the ‘Scottish 37 Group’, GB Railfreight and the SRPS. Unfortunately, the tour date coincided with an RMT guards strike in their dispute with Abellio ScotRail resulting in reduced services to and from Linlithgow. To avoid passengers being stranded on returning to Linlithgow at night the tour itinerary was changed to run direct to Waverley and then via the sub to Linlithgow arriving at 23.25. I joined and left the train at Perth to avoid a late return to Glasgow. One advantage of running on a strike day however, was avoiding the booked pathing stops at Dunkeld and Dalwhinnie, and running direct to Kingussie to cross the 08.10 Lairg-Mossend oil tanks. 37025 took 83m 58s from Perth to Kingussie, arriving 33 minutes early. On the 18 mile grind up the ‘Hill’ from Blair Atholl to Druimuachdar speed gradually fell from 62 near MP36¼ to a minimum of 31½ mph just before MP49. The average power output on the 1 in 70 between Mileposts 45 and 49 was about 1,125 edhp. Earlier, maxima of 76 and 75½ mph were reached before Dalguise and after Moulinearn level crossing respectively, but the maximum for the day occurred on the falling gradient between Dalwhinnie and the site of the old Inchlea box where 37025 was coaxed up to 90½mph. The maximum between Kingussie and Aviemore was 78mph. The 1 in 60/70 to Slochd produced a minimum of 33mph at MP95 after passing Carr Bridge at 58½mph. The power output was similar to that on Druimuachdar, approximately 1,130 edhp. On the downhill run from Culloden to Inverness we touched 84 mph before arriving 23½ minutes early in the Highland Capital, increasing our time in the city to over 5 hours. The gruelling start out of Inverness up 1 in 60/70 gradients to Culloden and Slochd is not quite so daunting to diesel drivers as steam crews, even so what I presume was a brake test to 23mph just before MP116½ hardly did the engine any favours. 37025 gradually accelerated to 35mph at MP113, reached 53½mph on Culloden Viaduct and fell to a minimum of 28mph before the minor summit after Daviot. The minimum at MP96 before Slochd was 30mph after 55½mph near Tomatin. On these climbs and the subsequent one to Druimuachdar, the power outputs were marginally higher than on the outward run, about 1,200 edhp. Three minutes were dropped on the schedule to Kingussie due to a signal check before entering the loop, as the KX-Inverness HST was waiting to cross us. The long climb to Druimuachdar was achieved with a minimum of 45mph before the site of Etteridge box (near MP65½), a maximum of 56½mph after Inchlea and minima of 43½mph before Balsporran and the Summit. The last significant incline before Perth, the 2 miles up 1 in 80 from Dunkeld was climbed at just below 40mph, requiring a power output of 1,200 edhp. The maximum speed on the return run was 72, achieved twice: at Ballinluig and between Strathord and Luncarty. Arrival at Perth was on time, where it was a shock to the system to see steam leaking from the leading coaches in mid-July! 37025’s steam heating boiler had been ignited, presumably for demonstration purposes.


Run 1 Miles Ms Ch LOCATION Sch Mn Sc Speeds Av

Date: Sat 16.7.16 47.14 47 00 " 56 31.0 33½ 32.5

Train: 1z37 08.33 Linlithgow - Inverness 48.39 48 20 " 58 48.4 32 32.8

Locomotive: 37025 1,750hp Co-Co 49.14 49 00 " 60 13.0 31½ 31.9

Load: 7,250/270 50.14 50 00 " 62 01.0 34½ 33.3

Driver: John Thompson (GBRF) 51.03 50 71 Dalnaspidal 63 27.7 42½/49½ 36.9

Weather: Westerly breeze; dry sunny spells. 52.14 52 00 MP 64 55.6 39½ 45.6

Recorder: A.Smeaton 52.88 52 59 Druimuachdar 66 10.0 35 35.7

Position: 8/8 54.94 54 64 Balsporran 68 41.3 65½ 49.1

Miles Ms Ch LOCATION Sch Mn Sc Speeds Av 56.14 56 00 MP 69 43.7 73½ 69.2

0.00 151 25 PERTH (P7) 0 0 00.0 ~ ~ 57.64 57 40 " 70 51.0 86/81½ 80.3

0.69 152 00 MP 2 24.2 32 17.2 58.69 58 44 DALWHINNIE 93 71 36.5 83½ 83.0

1.69 153 00 Almond Valley 3 49.0 49 42.5 104

2.69 154 00 MP 4 55.1 57 54.5 59.64 59 40 MP 72 17.5 85½ 83.4

4.14 155 36 Luncarty OB 6 26.2 58/62 57.3 60.64 60 40 " 72 58.8 88 87.2

5.14 156 36 Strathord 7 25.6 61½ 60.6 61.64 61 40 " 73 39.5 90½ 88.5

7.16 158 38 MP change ~ ~ ~ ~ 62.89 62 60 Inchlea (MP) 74 43.0 Psr 58 70.9

~ 7 02 " " ~ ~ ~ ~ 65.64 65 40 Etteridge 77 28.6 64½ 59.8

7.24 7 08 Stanley Jn 11 9 41.9 *48/46 55.5 67.14 67 00 MP 78 47.4 73½/74½ 68.5

8.14 8 00 MP 10 52.3 45 46.0 68.89 68 60 NEWTONMORE 80 15.6 68½ 70.1

9.14 9 00 " 12 10.0 51½ 46.2 71.69 71 44 KINGUSSIE 117* 83 58.2 ~ 45.3

10.33 10 15 Murthly LC 13 19.9 70 61.2 " " " " 0 00.0 ~ ~

11.14 11 00 MP 14 03.0 66 67.9 2.45 74 00 Balavil (MP) 3 44.6 59 39.3

12.14 12 00 " 15 01.0 57½ 62.1 3.95 75 40 MP 5 08.0 69/64½ 64.7

12.64 12 40 Kingswood 15 33.7 53½ 55.0 5.88 77 34 Kincraig 6 51.0 67 67.3

14.14 14 00 MP 17 09.0 61½/65 58.1 7.45 79 00 MP 8 12.4 72½ 69.7

15.55 15 33 DUNKELD 23 18 45.1 *46 52.9 8.95 80 40 " 9 23.0 78 76.5

28 9.95 81 40 " 10 09.0 77½ 78.3

16.14 16 00 MP 19 30.4 48½ 46.7 11.45 83 00 " 11 43.9 26½ 56.9

18.14 18 00 MP 21 27.2 71½ 61.6 11.80 83 28 AVIEMORE 13 12 38.1 ~ 23.2

19.64 19 40 MP 22 39.6 76 74.6 1.65 85 00 MP 2 54.3 48½/51½ 34.1

20.29 20 12 Dalguise 23 11.9 69 72.4 2.65 86 00 " 4 07.0 50½ 49.5

20.73 20 47 Tay V S 23 36.7 *62½ 63.5 3.65 87 00 " 5 17.7 48½ 50.9

21.48 21 27 Guay 24 19.3 66 63.4 4.90 88 20 Summit 6 57.8 43/61 45.0

23.64 23 40 Ballinluig 26 11.5 71½ 69.4 6.65 90 00 CARR BRIDGE 13 8 48.3 58½ 57.0

24.64 24 40 MP 27 03.0 67 69.9 7.65 91 00 MP 9 53.7 49 55.0

25.55 25 33 Moulinearn 27 51.0 72½ 68.4 8.65 92 00 " 11 16.1 39/35 43.7

26.39 26 20 MP 28 31.7 75½ 74.1 9.65 93 00 " 12 56.3 36/37½ 35.9

28.48 28 27 PITLOCHRY 42 30 41.0 *45/42½ 61.9 10.65 94 00 " 14 32.8 36 37.3

29.89 29 60 Minor summit 32 38.5 43/54½ 43.3 11.65 95 00 " 16 17.8 33 34.3

31.96 31 66 Kil’crankie TS 35 30.5 *29½ 43.4 12.04 95 31 Slochd Smt 24 16 58.2 38 34.5

32.14 32 00 Killiecrankie 35 51.6 *37½ 29.9 13.65 97 00 MP 18 44.8 67½/61½ 54.5

34.14 34 00 MP 38 18.9 57/*54 48.9 15.65 99 00 Tomatin 28 20 36.7 66 64.3

35.25 35 09 BL ATHOLL 53 39 30.8 56 55.7 17.65 101 00 MP 22 16.4 76½/64½ 72.2

36.14 36 00 MP 40 25.8 60/62 58.1 19.83 103 14 Moy 32 24 10.0 65/67 70.5

37.14 37 00 " 41 28.0 53½ 57.9 21.65 105 00 MP 25 52.3 63½/75½ 66.7

38.39 38 20 " 42 53.5 50/53 52.6 23.65 107 00 Daviot (MP) 27 32.2 69/74/73 72.1

39.14 39 00 " 43 45.2 52½ 52.2 25.65 109 00 MP 29 11.5 77/78 72.5

39.81 39 54 Struan 44 32.7 49 51.2 26.65 110 00 " 29 58.3 73½/80½ 76.9

40.14 40 00 MP 44 57.6 47 47.0 28.04 111 31 Culloden Moor 39 31 03.0 78/77½ 77.2

41.14 41 00 " 46 19.6 41½ 43.9 29.15 112 40 MP 31 52.9 84 80.3

42.14 42 00 " 47 49.4 37½ 40.1 30.65 114 00 " 33 00.0 75½ 80.5

43.14 43 00 " 49 27.2 36 36.8 33.15 116 40 Cradlehall (MP) 44 35 20.9 59 63.9

44.14 44 00 " 51 08.0 35 35.7 34.15 117 40 Millburn Jn 48 36 40.2 29 45.4

45.14 45 00 Dalnacardoch 70 52 52.8 34 34.4 34.56 117 73 INVERNESS P1 50 38 33.9 ~ 13.1

46.39 46 20 MP 55 08.0 32½/32 33.3


. Run 2 Miles Ms Ch LOCATION Sch Mn Sc Speeds Av

Date: Sat 16.7.16 1.58 70 00 MP 3 21.4 44 28.2

Train: 1z38 17.59 Inverness - Linlithgow 2.83 68 60 NEWTONMORE 4 47.9 56 52.0

Locomotive: 37025 1,750hp Co-Co 3.58 68 00 MP 5 39.7 50 52.1

Load: 7,250/270 4.58 67 00 " 6 55 46½ 47.8

Driver: D. Fraser (GBRF) 5.58 66 00 " 8 13.8 45 45.7

Weather: Westerly breeze and overcast. 6.08 65 40 Etteridge 8 53.2 47 45.7

Recorder: A.Smeaton 6.58 65 00 MP 9 30.5 49½/48½ 48.3

Position: 8/8 7.58 64 00 " 10 42.2 49½ 50.2

Miles Ms Ch LOCATION Sch Mn Sc Speeds Av 8.83 62 60 Inchlea 12 12 53 50.1

0.00 118 03 INVERNESS (P1) 0 0 00 T ~ 9.58 62 00 MP 13 01 56½ 55.1

0.54 117 40 Millburn Jn 2 2 02 29½ 15.9 10.58 61 00 " 14 06 53½ 55.4

1.04 117 00 MP 2 52 40½ 36.4 11.58 60 00 " 15 12.2 55/52½ 54.4

1.29 116 60 " 3 15 29/23 ¶ 37.7 13.03 58 44 DALWHINNIE 18 16 50.3 55 53.2

2.04 116 00 " 5 01 28 25.6 14.58 57 00 MP 18 40.8 46½ 50.5

3.04 115 00 " 7 03 29½ 29.5 15.58 56 00 " 20 02 43½ 44.3

4.04 114 00 " 9 00 32 30.8 16.78 54 64 Balsporran 21 37.2 46½ 45.4

5.04 113 00 " 10 47 35 33.7 18.08 53 40 MP 23 20 43½ 45.5

6.04 112 00 " 12 30 34½ 35.0 18.83 52 60 Druimuachdar 24 17.7 53½/60 46.8

6.65 111 31 Culloden Moor 16 13 26 49 39.4 19.58 52 00 MP 25 05 56/61½ 57.1

7.04 111 00 MP 13 52 53½ 52.8 20.70 50 70 Dalnaspidal 29 26 13.3 57/64/60 59.3

8.04 110 00 " 15 11 40 45.8 23.58 48 00 MP 29 03 64/56/61 61.0

9.04 109 00 " 16 51 33 35.7 26.58 45 00 Dalnacardoch 34 31 58.8 57/68/52 61.4

10.04 108 00 " 18 47 30 31.1 29.58 42 00 MP 34 54.6 58/64/58 61.4

11.04 107 00 Daviot 20 45 34 30.6 31.90 39 54 Struan 37 11 62/54/58 61.4

12.04 106 00 MP 22 38 30½ 31.8 36.46 35 09 BL ATHOLL 47 42 13.8 38½ 54.2

12.79 105 20 Minor Summit 24 07 28 30.3 37.58 34 00 MP 43 49 49½/52 42.1

14.04 104 00 MP 25 54 55 42.1 39.58 32 00 Killiecrankie 46 41.7 Psr 26 41.7

14.88 103 13 Moy 32 26 54 45/44 50.0 39.75 31 66 Killiecrankie TS 47 10.6 25½ 21.8

16.04 102 00 MP 28 25 49 46.4 41.08 30 40 Minor summit 49 38.9 37½/43½ 32.2

17.04 101 00 " 29 31 55½ 53.9 43.26 28 25 PITLOCHRY 56 53 08 *35½/65½ 37.7

18.04 100 00 " 30 47 46 47.4 46.16 25 33 Moulinearn LC 56 21.9 64½ 53.8

19.04 99 00 Tomatin 37 32 11 43 45.1 48.08 23 40 Ballinluig 58 03 72 68.1

20.04 98 00 MP 33 40 35½ 41.6 49.08 22 40 MP 58 54.6 69½ 69.8

21.04 97 00 " 35 31 31 32.6 50.24 21 27 Guay 59 59 56 65.0

22.04 96 00 " 37 29 30 30.3 50.93 20 52 Tay Viaduct N 60 51.7 *40 47.0

22.65 95 31 Slochd 43 38 40 36½/59 31.3 51.43 20 12 Dalguise 61 32.2 50 45.9

25.04 93 00 MP 41 29 53/51/56 50.8 53.58 18 00 MP 63 44.3 62 55.3

28.04 90 00 CARR BRIDGE 49 44 52 *54½/59 53.3 54.70 16 70 Inver Tunnel N 64 55.3 49 58.1

29.79 88 20 MP 46 45 53 55.7 56.16 15 33 DUNKELD 68 66 55.8 *40/39 43.7

31.04 87 00 " 47 58 66½ 61.5 56.58 15 00 MP 67 33 41 39.9

33.04 85 00 " 49 54 49½ 62.2 57.58 14 00 " 69 03 39½ 40.0

34.79 83 20 AVIEMORE 55 53 09 3E 32.2 58.08 13 40 " 69 49 38 39.1

1.25 82 00 MP 3 15 45½ 23.1 58.41 13 13 Kingswood TN 70 20.9 38½ 38.1

2.25 81 00 " 4 28 51 49.3 60.58 11 00 MP 72 47.9 68½/71 53.0

3.25 80 00 " 5 32 58 56.3 61.41 10 13 Murthly 73 30 69½ 71.6

4.25 79 00 " 6 32 60 59.2 62.33 9 20 Minor summit 74 24.3 53/51/53 60.5

5.25 78 00 " 7 30 67 62.6 64.48 7 08 Stanley Jn 78 77 10 Psr 31 46.7

5.83 77 34 Kincraig 8 8 01 64 66.8 64.48 7 08 MP change ~ ~ ~ ~

7.25 76 00 MP 9 17 72½ 67.8 " 158 44 " " ~ ~ ~ ~

9.25 74 00 " 11 03 62 67.7 66.53 156 40 Strathord (MP) 79 33.5 71½/72 51.4

11.25 72 00 " 13 55 Sg15/7/11 41.8 67.58 155 36 Luncarty OB 80 25.9 70½ 72.1

11.68 71 46 KINGUSSIE 14 16 54 2L 8.6 68.34 154 55 Belvedere 81 06 68 68.5

70.03 153 00 Almond Valley 82 49.7 50 58.6

71.03 152 00 MP 84 29.9 *26½ 35.9

71.74 151 23 PERTH (P4) 89 87 33.2 ~ 14.0

¶ Brake test


37025’s estimated power range of 1,125 to 1,200edhp compares well with the top end of the range from earlier regular Class 37 runs over the same route. Of three runs I made in the summer of 1994 on the 09.25 Edinburgh to Inverness, 37428 gave the best performance on Druimuachdar with a minimum of 41mph with a load of 6/192/205 which represents about 1,200edhp. In the summer of 1989, 37418 loaded to 6/193½/210 produced a minimum of 41½ mph on the 1 in 70 section of the climb to Slochd which equates to about 1,230edhp. It has to be recognised that power estimates are just that, estimates. However, 37025 is operating very near the top end of the class’s power output range. NB The estimated power figures above are edhp (equivalent drawbar horse power) which do not include the locomotive’s rolling resistance, as reliable values for this are not available. The calculated powers are therefore lower than the 1,750 hp rating for the class.

At last - 280 km/h start-stop! – Alan Varley

Long-standing readers will be aware that I have been seeking for some years to time the 280 km/h run that should be possible between the two intermediate stations on the LGV Est, Lorraine TGV and Champagne TGV (see for example Milepost 28¾). But despite making 30 runs westbound (which seemed the more favourable direction) and 17 eastbound I had never managed an actual time of under 36 minutes. However the extension of the LGV to Vendenheim has coincided with the introduction of the 4700 series of Euroduplex TGV sets which are slightly more powerful than the TGV-R units (9280 kw as against 8800) offering a potential advantage in terms of initial acceleration and uphill performance. And it was with one of these units that I finally recorded the run set out in the table, with a start-stop average of 281.5 kph.

Train 1123 Bordeaux-Strasbourg Dist PK m s kph ave

Date Th 25.18.16 80,24 193,85 OB 17 26,8 320 317,2

Load 2+8/399/425 84,31 197,92 OB 18 13,1 316/318 316,5

Set n° Euroduplex 4717 90,64 204,25 CAI 19 24,9 316/314/320 317,4

Rec/Pos AV 9/10 95,81 209,42 OB 20 24,4 301/314/305 312,8

Dist PK m s kph ave 99,96 213,57 Meuse TGV 21 12,5 308/314/311 310,6

00,00 113,61 Champagne TGV 0 00,0 6.5 late 104,20 217,40 OB 21 56,7 315 311,9

02,39 116,00 OB/PK 1 53,4 75,9 106,89 220,50 OB 22 33,4 278* 304,1

04,62 118,99 Tunnel west 2 54,5 /271 176,2 110,70 224,31 CAI 23 22,1 289/288 281,6

09,43 123,05 CAI 3 53,3 269/265 248,6 114,27 227,88 OB 24 03,6 312/302 309,7

12,82 126,43 OB/PK 4 38,1 283 271,6 117,94 231,55 Canal Via west 24 46,5 315/310 308,0

16,34 129,95 OB/PK 5 20,6 308 298,2 121,45 235,06 SEI Lamorville 25 26,6 315/313/317 315,1

19,68 133,29 CAI 5 58,7 318/317 315,6 126,31 239,92 OB 26 22,4 307/319/310 313,5

23,39 137,00 Via east/PK 6 41,0 319 315,7 130,91 244,52 CAI 27 14,8 320/314 316,0

27,01 140,62 SEI Livry-Louvercy 7 21,8 316/317/315 319,4 134,12 247,73 Radio hut 27 51,6 317 314,0

32,59 146,20 CAI St-Hilaire 8 25,1 317/319 317,3 140,41 254,02 CAI 29 02,7 315/319 318,5

37,27 150,88 OB/PK 9 18,2 315/311 317,3 144,87 258,48 Via de Jaulny west 29 53,3 317/313/319 317,3

42,19 155,80 CAI 10 14,4 317 315,2 149,83 263,44 SEI Preny 30 53,3 265/255 297,6

47,05 160,61 UB M'way west 11 09,3 315/317/316/319 315,4 154,44 268,05 OB/Jct 31 55,2 293 268,1

53,19 166,80 SEI Tilloy 12 19,7 317/319/316 316,5 156,96 270,57 Moselle Via west 32 24,6 317 308,6

57,93 171,48 OB 13 12,3 320/316/319/315 320,3 161,66 275,27 OB 33 20,7 258* 301,6

64,42 178,03 CAI 14 27,1 320/306 315,2 163,41 277,02 UB M'way 33 46,8 [225] 241,4

69,04 182,65 OB 15 19,6 312/320/312 316,8 166,02 279,63 OB 34 33,5 [180] 201,2

74,75 188,36 SEI Villers 16 24,5 318/316 316,7 167,64 281,25 Lorraine TGV 35 44,0 82,7

N.B. Distances 160.61 and 171.48 are slightly different from those in the RPS chart and correspond more closely to my actual timing point; distances for Champagne and Lorraine correspond to my position in the train. GPS does not work in Euroduplex so speeds are taken from the display panels in the coaches - which however only show speeds above 230 km/h. The last two speeds are therefore estimates.


This was far from being a perfect run. I have recorded faster starts from Champagne, faster speeds sustained up the gradual rise towards Tilloy, and faster running through the short 300 km/h section after Meuse TGV. This driver nevertheless managed to combine the three essential ingredients: a decent start, fair speeds and a good stop, and three features of the run were distinctly better than average: first the speed attained before the first neutral section near PK 123, where a TGV-R would typically be 10 km/h slower; secondly good maintenance of speed over the switchback sections, avoiding the only-too-frequent situation where a train runs through the gradient change at the bottom of a dip with full electric braking in operation and loses speed drastically at the foot of the subsequent climb; and thirdly quite late braking for the stages of slowing towards Lorraine, even though the final run into the station could have been faster. So another ten or a dozen seconds could easily be clipped from this time - but as my previous experiences have shown, 20 seconds or more can just as easily be lost.

A First for Great Western – David Ashley

Readers will be aware that Network Rail have generated a significant amount of bad publicity due to the delays to the electrification of the GW main lines and now, to the extent that GWR have three brand new eight-carriage electrical multiple units available to them, and a route of just 11 miles on which to run them. GWR have now introduced their first electric train: a limited peak hour service of two trains each way in the morning and two in the evening between Paddington and Hayes and Harlington. It is assumed that they are used for driver training at other times, although the opportunity for extra paths on the saturated GW main line approaching Paddington seem limited, so it is difficult to envisage how they are training in these circumstances. The trains themselves are probably comparable with the Class 387 already running on the Thameslink and Southern routes. They certainly have facilities that are better than those of the Class 700s mentioned in the July edition, and include tables and tray tables, free wifi and power points to each pair of seats. The seats, although still on the thin side, are not as narrow as those provided on the Class 700s. Conventional gangways are provided. Standard Class only. As might be expected, insights on the performance aspects on such a limited service on a route into London – and in the peak – provide merely glimpses of might be expected in the future. Also, driver unfamiliarity may produce more conservative performance. Due to delays on the approach to and departure from Paddington, the logs have been confined to the section from Hayes to Ealing Broadway. Comparisons between the existing Class 165/166s, Class 360s and 387s are difficult due to the differing stopping patterns of the services being examined. Selective door opening operates at all stations except Ealing Broadway. Doors on coach 8 remain closed at all other stations, and coach 7 also remains closed at West Ealing. It is assumed that the Hanwell stop is also omitted due to the shortness of the platform. At Paddington eight coach trains have been seen arriving at Platforms 5,9, 10, 12 and 14, and it is thought that – apart from platform 13 - all other platforms can take an eight coach train. The barriers at platforms 2-5 don’t currently read Oyster cards. Whilst drivers on the route were familiar with the need to draw up to the mirrors or screens at stops, the requirement to stop precisely to allow the doors to open, appears initially to result in a cautious approach to stations. Staff are provided in Coaches 7 and 8 to remind passengers of the arrangements. The evening timetable provides a service at 1718 from Paddington to Hayes, calling at all stations except Hanwell. It terminates in the down relief platform at Hayes, crosses to the up


relief line at Airport Junction, and returns ECS to Old Oak Common where it waits for 25 minutes before continuing to Paddington to form the 1848 to Hayes. and which returns to Paddington as the 1924. A second unit forms the 1915 from Paddington, returning at 1954. Run 1 shows one of the new units on the 1924 train from Hayes. A spritely departure produced a 0-60mph time of 50 seconds, and was up to 86mph within 100 seconds (see chart). Speed was restrained thereafter, probably due to cautious driving, but it seems that the four miles to West Ealing was a minute quicker than an equivalent 165/166 trip in run 2. Run 4 shows another swift start, this time from West Ealing, with 80mph being achieved in 90 seconds. The onward section from Southall may have been cautious, and the time of the

Run 1 2 3

Date 21/09/2016 23/09/2016 23/09/2016

Train 1924 Hayes-Paddington 1714 Reading-Padington 1507 Oxford-Paddington

Loco 387132/133 165105/109 165107/133

Load 10 6 5

miles m C sch m s speed avge sch m s speed avge sch m s speed avge

0.00 10 74 HAYES 0 00 /86 1L 0 00 6L 0 00 /55 5L

1.85 9 06 Southall 2.5 1 57 84 56.9 2.5 2 36 68/81 42.7 3.0 3 13 34.5

1.85 9 06 (0.5) 4.0 3 54

3.58 7 28 Hanwell 3 16 57 78.6 [.5] 4 00 78 73.9 2 25 65 42.8

3.58 7 28

4.39 6 43 West Ealing 5.5 4 42 34.0 5.5 4 37 80 79.1 3.5 3 38 40.1

4.39 6 43 6.0 5 16 /42 4.0 4 10 /42

5.24 5 55 EALING BDWY 2.0 2 04 1L 24.7 7.0 5 58 5L 37.8 2.0 2 10 5L 23.5

Run 4 5 6

Date 23/09/2016 23/09/2016 26/09/2016

Train 1848 Paddington-Hayes 1803 Padd-Heathrow 4 1724 Paddington-Banbury

Loco 387132/133 360205 165131/166216

Load 8 5 5

miles m c sch m s speed avge sch m s speed avge sch m s speed avge

0.00 5 55 EALING BDWY 0.0 0 00 /44 3L 0.0 0 00 1L 0.0 0 00 6L

0.85 6 43 West Ealing 2.0 2 05 24.5 2.0 1 45 29.1 1 32 52 33.3

0.85 6 43 2.5 2 46 2.5 3 09 /51

1.66 7 28 Hanwell 1 16 70/80 38.5 1.5 1 37 30.2 2 22 63/69 58.5

1.66 7 28 2.0 2 30 /69

3.39 9 06 Southall 4.0 3 28 47.0 3.0 2 30 41.4 4.5 4 25 50.5

3.39 9 06 5.0 4 31 /67 3.5 3 20 /70 7.0 5 14 /56

[.5]

5.24 10 74 HAYES 3.5 2 59 2L 37.2 3.5 2 37 2L 42.4 3.0 3 14 5L 34.3

Class 360 in run 5 could be more realistic, and which is half a minute faster than the Class 165/166 in run 6.


The indications are that the frequency of the service will increase to half-hourly from 2nd January 2017. This will be achieved by utilising the present Greenford train path from Paddington to West Ealing, and using an additional path onwards to Hayes and Harlington. The bay platform there should have been extended to accommodate an eight coach train, although there will be a conflicting move in accessing it. The Greenford branch will be served by a connecting service from the new bay platform at West Ealing (which also happens when the peak trains run at present). Whilst GWR are desperate to release the surplus Class 165/166s further west to Bristol and beyond, this timetable will allow just one two-car Class 165 to move. GWR have further announced that the service will be extended to Maidenhead from the summer of 2017, and it is difficult to see how the timetable will operate. Will Oxford stoppers run between Maidenhead and Oxford, and the alternate Reading trains simply run from Maidenhead to Reading to connect with the Electrostars? It will be interesting to see whether the service is accelerated once electrification is complete It has been said that “A journey of 1,000 miles begins with a single step”. It seems that, based on Network Rail’s performance on this project, there are still 999 miles to go!

Network Developments – Ian Umpleby

There have been few significant changes to speeds over the last 3 months. The down 55 mph TSR restriction over Roydon(Herts.) LC has been made permanent. The Glasgow Queen Street remodelling involved increasing the tunnel mouth crossover speeds to 25 mph and, in preparation for electric trains capable of achieving it, the 50 up Cowlairs (Glasgow) incline is being raised to 60 mph from the start of October. Trans-Pennine Express have observed a 60 mph restriction over Batley’s subway for several years for safety reasons, but the problem has been rectified and the 75 mph line speed is being observed again; the westbound 60 mph over Heaton Lodge Jn. remains however. A little known 30 mph restriction on non-bogie trains between Blackburn and Hellifield has been removed for class 142s. The Banbury remodelling, completed on time, has introduced bi-directional working and a few adjustments in crossover speeds. The work relocating crossovers at Chislehurst (Kent) has been completed and 70 mph running restored south of Hither Green. The connection between the ECML and St Pancras (Low Level) is now officially available after another false start. The delayed opening of the Norton Bridge East curve took place in late July. Gospel Oak to Barking line is fully closed until next year for electrification work and Kettering to Corby is currently closed for the same reason and re-doubling work. The Settle & Carlisle Line remains closed north of

10

20

30

40

50

60

70

80

90

-11 -10 -9 -8 -7 -6 -5

Hayes-Ealing Bdwy

387

360

milemiles

165


Armathwaite until March next year but Folkestone to Dover reopened earlier than expected in early September. Chiltern’s extension to Oxford opens on the 21st November. Flood alleviation work has taken place south of Oxford and on the Shepperton branch. Ongoing work underway includes the Ordsall Curve (Manchester) and the Sheffield tram-train scheme. The mammoth Crossrail/Thameslink schemes continue apace. Abbey Wood station’s transformation is nearing completion and the Electric to Main connection east of Shenfield has been removed. West of Paddington the Relief Line’s flyunder at Acton is complete and ready for use in December with the second Heathrow Junction flyover nearing completion. Another change at London Bridge sees the Cannon Street platforms out of use but three restored for Charing Cross trains. The Bermondsey flyunder enabling Thameslink trains to avoid conflicting moves is also well under way. Doncaster’s platform zero opens in December and a footbridge has been erected at Penrith which will be a useful timing point. A somewhat bizarre decision to close Pilning’s down platform permanently due to the need to remove the station footbridge for electrification work has drawn much comment. The re-doubling of part of the Wrexham to Chester line is now confidently expected to occur in Spring 2017. Work is cranking up on the quadrupling of Filton Bank (Bristol). Electrification work is accelerating on the GWML but the Heathrow Jn-Reading section remains to be filled. The Windermere platform at Oxenholme has been energised and the Preston to Blackpool scheme has just got underway. Completion of the Walsall to Rugeley electrification is reportedly deferred until 2019 and Longbridge to Bromsgrove is expected next summer. Rigid overhead conductor rails are currently being installed in Severn and Patchway tunnels whose closures finish on the 21st October. Resignalling has taken place at Hereford creating greater flexibility with bi-directional running and completion of the Nottingham to Newark scheme should have arrived early this month. The Filton “diamond” has been resignalled including removal of NR’s last crossing used by aircraft and Gresty Lane (Crewe) box has closed completing the Crewe to Shrewsbury (exc.) resignalling. The Fareham and district scheme is set for a late October commissioning and Five Ways to Ashchurch in November. Cardiff Central (inc. a new Valley Lines platform), Manchester Oxford Road to Eccles and Glazebrook and Paddington to Maidenhead are Christmas/New Year planned commissionings. Construction of new stations continues with Marsh Barton (Exeter) and Kenilworth just starting and planning objections to Worcester Parkway removed. Cambridge North and Edinburgh Gateway (TBC) are on course for a December opening but the long delayed Low Moor (W.Yorks) has been further delayed by the discovery of old mine shafts. The “temporary” closure of Barlaston and Wedgwood (Staffs.) is likely to end for one of them in a few years but Norton Bridge appears to be a “basket case”. Work is ongoing at Ilkeston. In Ireland the draft timetable for the reopened Phoenix Park Dublin line has finished its consultation period and an opening date is awaited; driver training has been ongoing for several weeks. The mothballed Wexford to Waterford line has seen engineering trains in the Summer and the Lisburn to Antrim line is expected to see a return to regular passenger trains early next year when the Dargan Viaduct just north of Belfast Central is closed for a partial extension of double track. The opening of Bellarena passing loop and closure of that at Castlerock in November will pave the way for an hourly Belfast to Derry/Londonderry service

MEETINGS: AREA MEETINGS

THURSDAY 27th OCTOBER – 16:00 BEAUFORT ARMS, BRISTOL PKWY

TUESDAY 15th NOVEMBER – 17:00 GROVE INN LEEDS

THURSDAY 26th JANUARY 2017 – 16:30 ROYAL OAK, BOROUGH, LONDON


Class 387/1 at Paddington – see page 212

Documents

MILEPOST OCTOBER 2016 II 28 · 2016. 10. 2. · Tel 01344 648644 e-mail [email protected] Technical Officer David Hobbs 11 Lynton Terrace, Acton, London W3 9DX Tel 020 8993 3788