MILEPOST 38 JULY 2017 I 28

Class 345: Welcome to TfL Rail – from page 140

RPS railway performance society www.railperf.org.uk

Milepost 38¼ 73 July 2017 Milepost 38¼ - July 2017

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., Weetwood, Leeds LS16 5AB Tel 0113 305 0367 [email protected] 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], German FT: Bill Long - [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 75 Fastest Times Martin Robertson 78 Sent to Coventry – 28 times David Ashley 84 Farewells Derek Wilson 94 Michael Hedges, Thank you Michael Rowe 102 Recorder’s guide to SNCF: Old and new from Paris Est Alan Varley 109 Swiss Performance: 2015/2016 David Adams 115 Sodra Stambanan Alan Sprod 119 Letters 124 News: Decision making on VTEC John Irving 131 Cumbrian Mountain Express Andrew James 133 More Rocket news David Ashley 134 Rocket 1829 Noel Proudlock 135 High speed runs Jeremy Hartill/Reinhard Doute 136 Class 387 GW extensions David Ashley 138 Welcome to TfL Rail David Ashley 140 Network developments Ian Umpleby 142 Books 143

Enclosures: The Final Flourish – Southern Steam

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

Milepost 38¼ 74 July 2017

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.

THE MEETINGS SECTION. TUES 25th JULY 2017 THURS 28th SEPTEMBER 2017 SATURDAY 14th OCTOBER 2017 The Grove Inn, Leeds Royal Oak, Borough The Calthorpe Arms, London 1700 ** Note new time: 1215 ** 1215 Talk by Leslie McAllister: Area Meeting Area Meeting RPSI: Past, present and future

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]

LONDON – The Calthorpe Arms, 252 Grays Inn Road, London WC1. From King’s Cross station cross Euston Rd and turn left towards Grays Inn Road, where you turn right, and walk southwards down Grays Inn Rd. The Calthorpe Arms is on the left (About 10mins walk from King's Cross) OR From Russell Square Piccadilly Line station turn right, then turn first right into Grenville Street then first left into Guilford Street (Great Ormond Street Hospital on right) and walk to the end of Guildford Street

Milepost 38¼ 75 July 2017 where it meets Grays Inn Road. The Calthorpe Arms is diagonally left from the end of Guildford Street. We will use the Dining Room upstairs

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]

FASTEST TIMES

Alan Varley has taken on the compilation of Foreign Fastest Times. Contact details are shown on page 2. 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.

DISTANCE CHART EDITOR’S REPORT – Ian Umpleby

Following a recent visit, a Far North chart should make the July Issue along with three heritage lines. It has not been possible to put together a Continental-style diagram for Brussels to Cologne, but the basic distance data has been entered in the Belgian website section (two charts) and a new German one.

RPS ARCHIVES – LATEST UPDATES

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 1st Quarter of 2017 • Milepost 38 • Latest runs from Bob Jennings • Logs from John Rishton to go with his Fastest Times entries • More from Bevan Price, including recent runs from the past few years.

Milepost 38¼ 76 July 2017 • More running from Derek Wilson with logs from Classes 321/185/91/45 • Images from a further 17 of John Heaton’s notebooks to go with runs already in the database • 10 more books from the late Martin Barrett, covering a wide variety of years and traction. Many more to come • 3 more books from Huw Gould, covering 1953 – 1957 • 10 more books from new member Ian Mitchell covering 1965 – 1979 • 6 more books from Frank Collins covering 2015/2016 • A folder of logs from David Ashley covering a wide range of modern traction

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.

• 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. • Images from more of John Heaton’s and David Sage’s notebooks to go with data already in the archive. • More logs from David Ashley with modern traction

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.

RPDF

The committee of the Rail Performance Data Foundation are still trying to locate an IT professional who would be able to upgrade and future-proof the database and the RPS web-site. If you have family friends, relatives or contacts who would be able to assist, please contact Frank Collins

Milepost 38¼ 77 July 2017 FASTEST TIMES UPDATE

Martin Robertson

Welcome to another Fastest Times Update for which my thanks go to those who have forwarded contributions over the past three months. My particular thanks to Lee Allsopp, Michael Bruce and Howard Claridge for their several emails containing new Fastest Times. The selection of runs covers the ECML to York, the Cross-Country services, the Chiltern Line, the GWR down to Taunton, a couple of Southern runs from Brighton and a run on the Eurostar services to Brussels. Eight different contributors have provided this issue’s offerings.

Table 1 starts with a very fine run recorded by Michael Bruce with an HST between Kings Cross and York, on his return from an RPS Committee meeting. Having had six runs out of KX myself this year, five with HST’s, I can say without doubt that Michael’s run was fortunate to have been made when there were no tsrs between KX and York, and that it was unchecked other than the almost obligatory signal check approaching York. I had not realised that Michael had been a driver based at Leeds, being promoted when the HSTs were introduced onto the ECML. This has its advantages in knowing the line well, but also in different circumstances as Michael notes in his comments: The HST run to York is I believe about the best that you can expect without a significant disregard of line speeds. I must admit to having a long conversation with the Newcastle driver before departure, which had its effect as we both knew each other from sight from British Rail days.

It is assumed that the driver knew he was being timed but still produced a time to Finsbury Park which is around 45 seconds better than usual. Speeds were well up to the line speeds with 125/26mph the general cruising speed. The power cars also appear to have been one of the better pairings, although I have been very impressed with the uniformity of performance achieved in my runs. Note that the schedule was rarely bettered other than when recovery time was provided: testament to how tight the basic schedule is. A very fine effort which may not be bettered, without either further improvements in the speed profile, or an increase in the traction power available.

Table 2 has a run of a Newark to Peterborough timed jointly by Paul Walker and John Heaton. John’s comments were that the run was not exceptional, but that it achieved the FT by the use of the new Up Main line platform. Note the gradual loss of time throughout - not just on the ascent to Stoke, but also towards Tallington, by which time the run was 45 seconds behind the schedule.

Table 3 has an offering from Ian Umpleby, and he comments: My first trip from Northallerton to Yarm since the 50/55 PSRs in the Long Lane area were removed. It only took a legal run to comfortably better the previous best of 12m 45s.

Table 4 moves to the Chiltern line with a pair of FT’s recorded by David Adams behind Class 68 traction from Bicester Village to Marylebone. David comments: After a lean spell, I finally had a couple of potential FT's on Wednesday as per the attachment. The increasing trend on Chiltern is one of only briefly touching maximum permitted line speed with excessive caution being adopted by many drivers when approaching station stops - especially with class 68's. The down run here with 68009 was the best I have experienced for many months, albeit with an incentive of four minutes delay earlier in the journey.

Milepost 38¼ 78 July 2017 Table 1 Miles Location Sched m s Speed avge Date Sat 11th March 2017 79.53 Werrington Jn 44 06 118 108.33 Train 1600 Kings Cross-Edinburgh 81.80 Helpston 45 12 123 123.82 Loco 43308/316 84.71 Tallington 48.5 46 37 125 123.25 Load 9/305/3xx 87.00 Greatford 47 43 125 124.91 Recorder M Bruce 88.70 Essendine 48 32 124 124.90 Pos, GPS Weather 6/11 Y Dry 92.13 Little Bytham 50 11 126/123 124.73 Miles Location Sched m s Speed avge 97.06 Corby Glen 52 37 122 121.56 0.00 Kings Cross dep 0 0 00 (1/2L) 99.66 Stoke Jn 56.5 53 53 120 123.16 0.64 Bell Isle Jn 1 36 36/rbt 24.00 100.45 Stoke TSP <1> 54 17 115 118.50 2.43 Finsbury Park 4.5 3 38 61/49*/57 52.82 102.03 Great Ponton 55 07 115 113.76 3.33 Harringay 4 27 73 66.12 105.35 Grantham 60 56 53 98* 112.75 4.00 Hornsey 4 58 84 77.81 107.73 Peascliffe TSP 58 14 111 105.78 4.88 Alexandra Parade 6.5 5 35 94 85.62 109.59 Barkston S Jn 62.5 59 14 123 111.60 6.38 New Southgate 6 31 97 96.43 111.58 Hougham 60 12 125 123.52 8.26 Oakleigh Park 7 41 101 96.69 115.25 Claypole 61 59 126 123.48 9.09 New Barnet 8 10 103 103.03 116.78 Balderton 62 43 124 125.18 10.48 Hadley Wood 8 59 103 102.12 120.06 Newark 68 64 18 122 124.29 12.65 Potters Bar 11 10 12 107 107.01 120.70 Newark Crossing 64 41 99* 100.17 14.40 Brookmans Park 11 08 115 112.50 122.85 Bathley Lane 65 53 112 107.50 15.49 Welham Green 11 42 113 115.41 126.24 Carlton 67 40 122 114.06 17.68 Hatfield 12 51 117 114.26 130.80 Egmanton <1> 69 51 123 125.31 20.34 Welwyn Garden City 15 14 13 111 116.78 131.85 Tuxford North 70 22 122 121.94 21.86 Welwyn North 15 00 116 116.43 134.38 Askham TSP 71 36 123/113* 123.08 23.73 Woolmer Green Jn 17 16 00 110 112.20 137.36 Grove Road 73 09 117 115.35 24.91 Knebworth 16 42 116 101.14 138.53 Retford 78.5 73 45 119* 117.00 27.51 Stevenage 19 17 58 125 123.16 143.13 Torwith LC 76 03 124/126 120.00 31.86 Hitchin 21 20 02 127/125 126.29 147.56 Bawtry 78 14 110* 121.74 33.56 Three Counties 20 52 125 122.40 151.28 Rossington 84.5 80 12 123 113.49 36.91 Arlesey 22 29 124 124.33 153.18 Black Carr Jn <1> 81 07 124 124.36 41.10 Biggleswade 24 29 126/124 125.70 155.90 Doncaster 88.5 82 40 100* 105.29 44.04 Sandy 27 25 55 125 123.07 157.95 Arksey 83 56 92 97.11 46.29 Tempsford 27 00 126 124.62 160.20 Shaftholme Jn 91 85 22 101* 94.19 49.91 Mp 50 28 44 124 125.31 162.95 Moss 87 00 115 101.02 51.64 St Neots 29 35 125 122.12 165.20 Balne Lowgate 88 09 122 117.39 55.83 Offord 31 40 119* 120.67 169.11 Templehirst Jn 95.5 90 02 125 124.57 58.75 Huntingdon 34 33 05 124 123.67 174.04 Hambleton N Jn 98 92 24 125 124.99 61.91 Mp 62 34 36 124 125.01 179.96 Ryther Viaduct 95 13 125 126.11 63.30 Abbots Ripton 35 16 127 125.10 182.90 Colton Jn 102 96 37 124 126.00 67.16 Connington South 37 08 125 124.07 184.70 Copmanthorpe 97 29 126 124.62 69.24 Holme 39 38 15 100* 111.76 186.50 Chalnors Whin 98 21 85 124.62 72.61 Yaxley 40 14 103 101.95 <2> sigs 15 74.91 Fletton Jn <1> 41 32 105 106.15 188.06 Holgate Jn 101 13 37* 32.65 76.25 Peterborough 44 42 17 104 107.20 188.41 YORK arr 108 102 30 (5E) 16.36

For Table 5 we venture to the south coast with a run from Brighton recorded by Lee Allsopp. Lee’s comments were: Having recently discovered that despite what the Southern website says, the Southern Daysave ticket is still available, I decided to venture out and risk putting myself at the mercy of the Southern ‘work to rule’ and overtime ban. It was a mixed day with a reduced timetable, and a number of cancellations. The day did however produce three new fastest times. With the revised stopping patterns on the Brighton line, and with stops on the fast trains at Burgess Hill, Hassocks and Horley, there was the opportunity for some fastest times over which were previously uncommon sections. The Burgess Hill-Horley section was heavily checked and should be easily beaten in the future.

Milepost 38¼ 79 July 2017

Table 2 dist M. C. timing point sch. m s mph avge Date 22/05/2017 12.30 107 65 Peascliffe Tnl 8 29.5 110 111.6 Train 1400Edinburgh-Kings Cross 14.67 105 35 GRANTHAM 9½ 9 51 99½ 104.7 Loco 91122 17.99 102 10 Great Ponton 11 44 110 105.8 Load 9+DVT 19.97 100 11 Stoke Summit 12½* 12 47.5 112 112.3 Recorder J Heaton/P Walker 22.96 97 06 Corby Glen 14 17.5 124½ 119.6 Pos/GPS/weather 2/9, Y Fine 25.11 95 00 MP 95 15 19.5 124½ 124.8 dist M. C. timing point sch. m s mph avge 28.00 92 09 Little Bytham 16 43 123½/122 124.6 0.00 120 09 NEWARK 0 0 00 31.32 88 63 Essendine 18 19.5 124 123.9 1.79 118 26 Bullpit Lane 2 40 74 40.3 35.31 84 64 Tallington 19½ 20 15 124/122 124.4 4.77 115 45 Claypole 4½ 4 33 108 94.9 38.22 81 71 Helpston 21 40.5 124 122.5 8.45 111 53 Hougham 6 28.5 120 114.7 42.05 78 05 N England N <1> 23 37 117 118.4 10.44 109 54 Barkston SJ 7 29.5 113/112½ 117.4 43.79 76 26 PETERBORO' 27 25 30 55.4 *Stoke J.

Table 3 Loco/Unit 185134 Vehicles/tare/gross tonnes 3/164/170 Train 0715 Liverpool-Middlesbrough Date (Good) Friday 14th April 2017 Weather Cloudy Rec/Pos/GPS? IU; 2/3:Y Dec. M. Chns Mls Timing Point WTT Min. Sec. mph avge 30 00 0.00 Northallerton 0 0 0.0 2L 30 11 0.14 Northallerton High Jc 0 31.0 25 16.0 0 00 0 37 0.60 Northallerton East Jc 1 23.9 38 31.5 43 00 43 24 0.90 Low Gates`LC 1 48.9 50 43.2 44 10 1.73 Clarks Crossing 2 39.7 61 58.5 44 57 2.31 Brompton LC 3 14.1 60 61.4 46 34 4.03 Long Lane LC 4 44.8 71 68.0 48 21 5.86 Welbury LC 6 18.2 71 70.8 50 12 7.75 Rounton Gates LC 7 53.7 71 71.2 52 31 9.99 Picton LC 9 47.0 71 71.1 54 35 12.04 Yarm 13 12 18.0 1L 48.9

Table 6 features the GWR main line to Plymouth with sections between Newbury and Pewsey recorded by John Heaton and Howard Claridge, with Howard also providing a Westbury to Taunton offering. Both runs are re-opened FT’s. John’s comments on his run were: The Newbury-Pewsey run was a good run with driver Andy Braund on the 11.33. I had intended to catch the 12.05 nonstop Reading-Exeter but arrived at Paddington earlier than expected and climbed the steps from the LUL concourse to hear an announcement that everyone had to evacuate the station. No one seemed to move much and there was three minutes before the 11.33 stopper to Exeter left so I thought I would evacuate the station that way. I was surprised to be allowed through the barrier but all was explained when the train manager told me that I must just have missed the first sentence of the announcement- that it was a test message. Anyway, the good news was that driver Braund was in charge- a good run on all sections to claim a re-opened record from Newbury to Pewsey. The raw figures do not look too impressive- but this was amongst the very fastest starts I have made to Hamstead. Brakes

Milepost 38¼ 80 July 2017 were used, slightly too much for Kintbury instead of coasting and there was acceleration after Kintbury which is unusual. 1mph over at Crofton level crossing was instead of the usual two mph below and the speed at Savernake was in the top handful I have recorded, so much so it commanded an exclamation mark in my notebook and then the braking for Pewsey was good.

Table 4 Date W 7-Jun-17 Date W 7-Jun-17 Train 1310 Myb-Moor St Train 0705 Kidd-Myb Loco 68009 Loco 68012/82303 Load 7,273/280 Load 7,273/285 Recorder D Adams Recorder D Adams Pos/GPS 1/7 Y Pos/GPS 7/7 Y miles m c m s mph miles m c m s mph 0.00 109.24 WARWICK PARKWAY 0.00 (4L) 0.00 86.05 BANBURY 0 (RT) 0.70 110.00 MP 110 1.26½ 51 1.15 85.03 M40 OB 1.50 70/91 2.20 111.40 Dark Lane OB 2.52½ 71 3.50 82.55 Kings Sutton 3.30½ 89/87/91 2.86 112.15 Hatton FB 3.25 79 5.02 81.14 Aynho Jnc. 4.33½ 89/87 3.74 113.05 Shrewley OB 4.03½ 85 18.30 5.39 114.55 Finwood Road OB 5.04½ 101/98 6.98 16.33 Souldern V No1 S 5.53 90 7.12 116.33 Lapworth FB 6.07 100 8.23 15.13 Ardley TS 6.42 94/98 8.20 117.40 Chapel Lane OB 6.46½ 100 10.28 13.09 Ardley gate 7.58 97/99 9.67 118.78 Dorridge 7.41 95 11.92 11.38 Crowmarsh Farm 8.57½ 98 10.22 119.42 Bentley Heath 8.01½ 98 14.05 9.26 BICESTER N. 11.14 11.52 120.66 Widney Manor FB 8.47½ 102 13.00 122.24 SOLIHULL 10.31 (3L)

Table 5 Miles M C location Sch m s mph avge Date/day Friday 6th January, 2017 9.14 41 32 BURGESS HILL 11 10 30.0 Train 1258 Brighton to Victoria (1) sigs Motive Power 377464/377102 0.43 40 78 Keymer J 1 2 28.2 32 10.4 Load (tons) 8, 324/350 0.80 40 48 WIVELSFIELD 3 03.4 49/57/44s 37.8 Pos, Recorder, GPS 3/8, L A Allsopp, Y 3.68 37 58 HAYWARDS HTH 4 6 14.4 69 54.3 Weather Dry 4.88 36 42 Copyhold 4½ 7 14.0 79 72.5 Miles M C location Sch m s mph avge 6.57 34 67 Ouse Valley 8 26.9 87 83.5 0.00 50 43 BRIGHTON 0 0 00.0 1L 7.58 33 66 BALCOMBE 9 08.4 87 87.6 1.29 49 20 PRESTON PARK 2½ 2 48.9 54 27.5 9.89 31 41 Balcombe Tj 9 10 48.2 78 83.3 2.45 48 07 Patcham TS 3 54.6 73 63.6 10.48 30 74 M23 11 14.7 84/90 80.2 4.15 46 31 Pangdean 5 12.3 86 78.8 12.15 29 21 THREE BRIDGES 10½ 12 21.8 88/s53 89.6 6.98 43 45 HASSOCKS 7 08.4 88 87.8 14.78 26 50 GATWICK A/P 12½ 14 42.0 66 67.5 9.14 41 32 BURGESS HILL 9 9 11.0 63.4 15.67 25 59 HORLEY 14 15 54.1 2.5L 44.4

Howard did not offer any specific comments on either run but between Newbury and Pewsey his run gradually gained ten seconds to Wootton Rivers before a better approach to Pewsey to better John’s run by 27 seven seconds. The Westbury to Taunton run was a fine effort taking almost a minute out of John’s previous post 2008 record. It is however over a minute slower than the current all-time FT of 1994.

Table 7 has several sections of run recorded by John Rishton on a Worcester Foregate St. to London Paddington HST service. I have no knowledge of the line and only the Evesham to Moreton-in-Marsh section was featuring on the FT listings previously. John’s comments were: Attached are the remaining output of the decent bits of my Oxford-Worcester mini-MTD. There is surprisingly little difference between a 166 and an HST but the 180 zooms away.

Milepost 38¼ 81 July 2017

Table 6 Date Thursday 25th May 2017 Tues 18th April Train 0706 Paddington-Penzance 11 33 Padd-Exeter StD Motive Power 43094 / 43156 43088/097 Load 2 + 8 coaches 412/425 tons 2+ 8 Position / Weather 9/10 Sunny 19c 9 of 10 Recorder / GPS Howard Claridge / No J Heaton / Yes Miles m c Timing point WTT min/secs mph avge m s mph ave 0.00 53.06 NEWBURY 0.0 0.00 3L 0 00 3.02 56.08 Hamstead 3.23 90 53.6 3 21 92/96 54.2 5.42 58.40 Kintbury 4.52 100 97.1 4 54 85/91 92.4 8.46 61.43 Hungerford 7.02 75 84.2 7 77 73/72 87.1 12.20 65.22 Little Bedwyn 9.33 100 89.2 9 36 98/100 86.3 13.35 66.34 Bedwyn 10.5 10.14 101 101.0 10 18 95 98.6 14.97 68.04 Crofton 11.18 69 91.1 11 28 71 83.6 17.03 70.09 Savernake 12.54 90 77.2 13 01 87 79.4 19.42 72.40 Wootton Rivers 14.22 103 97.8 14 32 99 95 22.26 75.27 PEWSEY 18.0 16.39 17 06 0.00 109.63 WESTBURY 0.0 0.00 1.35 111.11 Fairwood Junction 2.5 2.54 39 27.9 4.71 114.40 Clink Road Jn 5.5 5.43 92 71.6 6.68 116.53 Blatchbridge Jn 7.0 6.55 100 98.5 10.88 120.69 East Somerset Jn 9.5 9.30 95 97.5 12.67 122.52 Brewham Summit 10.39 90 93.4 16.13 126.09 Bruton 12.56 92/103 90.9 19.57 129.44 CASTLE CARY 15.5 15.03 90 97.5 22.23 118.00 Milepost 118 16.41 101 97.7 24.43 120.16 Keinton Mandeville 18.00 100 100.3 27.23 123.00 Milepost 123 19.41 100/103 99.8 29.98 125.60 Somerton 21.18 101 102.1 34.23 130.00 Langport East 23.49 101 101.3 39.22 134.79 Athelney 26.46 101 101.5 42.48 158.40 Cogload Junction 29.5 28.48 90 96.2 44.23 160.20 Creech St Michael 29.52 101 98.4 47.14 163.13 TAUNTON 33.5 32.32 2E

Table 8 returns to the Chiltern line with an offering from Alistair Wood behind Class 68 traction on an Oxford to Marylebone service. Alistair did not offer any comment other than noting the determined running and that the time from Princes Risborough should be bettered if an unchecked entry into Marylebone is achieved.

Table 9 has a further offering from Michael Bruce, again with HST traction on a cross Country service from Wakefield to Sheffield. I know very little about the line but suspect that twenty years ago such speeds would have been unheard of. A fine effort which significantly bettered the schedule.

Finally, Table 10 has an offering from Lee Allsopp on a Eurostar service between Lille and Brussels. Lee’s only comment was that the run did not feel especially fast at the time, but there was fine spell of running close to the units 300km/hr maximum in the middle of the log.

Once again, my thanks to all of those who have contributed for without their offerings this article would not be compiled. As always submissions can be electronically or in written text, with my email and postal address included in the front cover of Milepost.

Milepost 38¼ 82 July 2017

Table 7 Miles mm cc location WTT mm:s mph avge Day/Date Tuesday 2nd May 2017 0.00 91 61 Moreton 0 00:00 T 0.0 Train 1550 Worc F St-Padd 1.14 90 50 underbridge 01:57 78 35.1 Motive Power 43.148 + 43.153 2.96 88 64 overbridge 03:12 91 87.4 Load (tons) 417/430 = 10.5hp/tonne 4.41 87 28 Adlestrop 04:10 91 90.0 Weather dry 5.79 85 78 overbridge 05:05 88 90.4 Rec. Pos. GPS J Rishton - 2/10 - GPS 7.03 84 59 Kingham 05:56 84 87.5 Miles mm cc location WTT mm:s mph avge 8.54 83 15 Bruern 07:04 82 79.9 0.00 120 40 Worcester SH 0 00:00 T 0.0 10.05 81 57 Shipton 08:11 75 81.2 0.59 119 73 Perry Wood Walk 01:48 49 19.7 11.31 80 36 Ascott 9.5 09:14 74 72.0 1.85 118 52 A4440 02:52 71 70.9 13.60 78 13 Catsham Ln 11:10 68 71.0 3.18 117 26 Norton junction 3.5 04:01 68 69.4 15.00 76 60 Charlbury 14 13:34 0 35.0 5.35 115 12 overbridge 05:37 95 81.4 0.00 76 61 Charlbury 0 00:00 4L 0.0 7.86 112 51 Pershore 07:14 90 93.2 1.63 75 11 Finstock 02:20 76 41.9 9.97 110 43 overbridge 08:39 89 89.3 3.14 73 50 overbridge 03:22 97 87.6 12.88 107 50 Evesham WJ 11:00 68 74.3 5.26 71 40 Boltons Lane 04:39 100 99.1 13.83 106 54 Evesham 13 12:22 0 41.7 6.26 70 40 Hanborough 05:15 99 100.0 0.00 106 54 Evesham 0 00:00 T 0.0 7.81 68 76 Cassington Rd 06:14 91 94.6 0.95 105 58 overbridge 01:52 61 30.5 8.98 67 63 Yarnton 07:00 88 91.5 2.30 104 30 Littleton 02:57 75 74.8 10.44 66 26 Wolvercote J 8 08:39 40 53.1 4.19 102 39 o/c 04:28 74 74.8 10.98 65 63 Godstow Rd 09:22 55 45.2 4.95 101 58 Honeybourne 5.5 05:05 73 74.0 12.23 64 43 Oxford NJ 9.5[1] 10:30 68 66.2 6.45 100 18 overbridge 06:19 73 72.9 13.26 63 40 Oxford 13 12:27 0 31.7 7.47 99 16 Mickleton 07:10 71 72.0 8.59 98 7 Campden tnl 08:07 70 70.7 9.71 96 77 Campden 09:04 73 70.7 11.72 94 76 Blockley 10:41 75 74.6 12.95 93 58 Aston Magna 11:44 67 70.3 14.07 92 48 Dorn 12:50 56 61.1 14.91 91 61 Moreton 14.5 14:19 0 34.0 . Table 8 Miles Location m s mph Date Fri 26-May-17 2.03 Lee Road 2 39 75 Train 2000 Oxford- 3.43 Saunderton 3 27 91/102 Marylebone 6.35 West Wycombe 5 23 83* Loco 68014/82301 7.64 Hughenden Viad 6 22 68 Load 7,273/285 8.15 High Wycombe 7 12 60* Recorder GAM Wood 11.10 Whitehouse TN 9 25 95 Pos/gps/weather 6/7 Y Bright 12.95 Beaconsfield 10 33 97/101 Miles Location m s mph 14.50 Sear Green 11 30 100 0.00 BICESTER VIL 0 00 (RT) 15.80 Mimford Lane 12 16 101/99 0.51 Gavray J 1 17 41 17.23 Gerrards Cross 13 08 98 1.16 Bicester SJ 2 06 39* M25 Ub 13 44 102 3.14 Blackthorn 4 10 86 18.95 Denham Golf Club 14 10 101/102 6.22 Brill 6 12 98/97 22.59 West Ruslip 16 19 97/99 8.25 Dorton 7 20 101 24.40 South Ruslip 17 26 102/101 Ashendon J 98 26.18 Northolt Park 18 33 96 10.56 Chilton Road 8 44 97 27.22 Sudbury Hill 19 09 101 11.52 Cheasley Road 9 20 99 29.44 Wembley Stadium 20 30 88 13.04 Haddendham 10 13 101 31.02 Neasden LUL 21 43 69* 14.94 Kingsey 11 24 98 32.22 Wiilesdon Green 23 03 46 17.62 Lanwick 13 13 73 33.02 Kilburn 23 56 51 18.68 PRINCES RISBORO 15 05 33.65 West Hampstead 24 44 48 0.00 0 00 (RT) 34.07 West Hampstead TN 25 15 52 1.02 Saunderton TN 1 45 62 35.49 St John's Wood T ss 27 53-30 24 35.94 MARYLEBONE 32 40 (1.5E)

Milepost 38¼ 83 July 2017

Table 9 Miles Location Sched m s Speed Date Sat 3-Jun-17 10.76 Moorthorpe J 10 9 14 52* Train 0745 York-Penzance 14.03 Thurscoe 12 12 98 Loco 43303/43357 14.86 Goldthorpe 12 42 103 Load 7,232 16.13 Bolton-on-Dearne 13 26 103 Recorder M Bruce 16.74 Dearne J 13 48 101 Pos/GPS/weather 8/9, Y Fine 18.50 Swinton 16 14 54 88/100 Miles Location Sched m s Speed 20.89 Aldwarke J 16 24 98 0.00 WAKEFIELD 0 0 00 (-3/4L) 23.44 Rotherham Masboro 18 24 47* 1.68 Sandal 2 45 70 25.33 Meadowhalll 22 20 27 81 3.90 Hare Park J 5 4 25 90 26.06 Brightside 20 59 82 6.63 Fitzwilliam 6 04 105/107 27.94 Attercliffe Rd <2> 22 29 52 8.06 Hemsworth 6 56 102 28.46 Nunnery M/L J 23 20 18* 9.81 South Kirby J 9 8 29 52* 28.89 SHEFFIELD 28 24 46 (2.5 E)

Table 10 Km km location m s kph avge Date/day Tues 14th February, 2017 23.45 83 45 Rumes 9 45.4 246 246.9 Train 1058 St Pancras-Brussels 31.79 75 11 Antoing 11 34.9 292 274.2 Motive Power 3009/3010 43.95 62 95 Tourpes Leuze 14 04.4 294 292.8 Load (tons) 20, 752/800 53.16 53 74 Chilvres 15 55.6 295 298.2 Recorder L A Allsopp 63.28 43 62 Ath 17 57.8 296 298.1 Pos/GPS/Weather 7/20, Y, dry 73.32 33 58 PRCI 20 01.1 295 293.1 Km km location m s kph avge 82.78 24 12 PRCI 21 58.2 277 290.8 0.00 11 68 LILLE EUROPE 0 00.0 86.50 20 40 Rebecq 22 54.9 218 236.2 0.77 10 91 Lille Tunnel S 1 15.0 37.0 95.80 11 10 BUIZINGEN 26 30.9 157 155.0 2.78 8 90 MONT DE TERRE 2 37.8 117 87.4 97.76 9 14 LOT 27 14.8 157 160.7 4.61 7 07 FB 3 25.5 118 138.1 100.93 5 97 RUISBROEK 28 27.1 158 157.8 10.85 2 76 Fretin Est Junction 6 09.4 154 137.1 103.25 3 65 FOREST MIDI 29 20.7 153 155.8 17.73 208 70 Wannehain 8 22.0 215/252 186.8 106.50 0 40 BRUSSELS MIDI 33 37.2 45.6

SENT TO COVENTRY – 28 TIMES

David Ashley

The Plan Having seen on the RPS web-site that the south end of the West Coast Main Line was clear of TSRs early in December 2016, I thought that it might be interesting to examine the service in detail. Table 1 . In view of the 1000 hours restrictions on the All Line Rover ticket Schedule arr dep . from Euston, I decided to use a weekly season ticket from Euston to Euston 0620 . Coventry, and plan to use the trains shown on Table 1 throughout Coventry 0722 0731 the week. The appeal of the schedule was that it included a couple Euston 0831 0843 . Coventry 0942 0951 .. of non-standard stopping patterns: the Watford Junction to Rugby Euston 1056 1103 section on the 0620 Euston and the non-stop Coventry-Euston run Coventry 1202 1211 on the 0731. However, as can be expected, it didn’t quite work out Euston 1315 1323 as planned. On the first day, Monday, it failed from the 0843 Euston, Coventry 1422 1430 (0731 Coventry 21L at Euston) on the Tuesday and Saturday it failed Euston 1534 1543 on the 1123 Euston (0930 Birmingham 4L, 0818 Shrewsbury 6L), Coventry 1642 1651 and on the Thursday it failed on the 1011 from Coventry (0843 Euston 1756 1803 Euston 13L). On the Friday, things went as planned right up to an Coventry 1902 1911 Euston 2015 . early finish at 1315. .

Milepost 38¼ 84 July 2017 Having suffered the delays mentioned above, there was only one other instance when further time was lost later in the day, and that was due to the knock-on effects of the delays on the Thursday morning. However, the 7/8 minute Euston connection was only viable with a punctual arrival, and a manageable negotiation of the masses there - particularly when it required a transit from, say, Platform 3 to Platform 16. The platform closure two minutes prior to departure didn’t help. Ironically, there were more reliable Euston transfers on the Sunday, even though, due to extra recoveries, the arrivals are three minutes later and departures are three minutes earlier – resulting in a zero connection. As the extra recovery was not required on the day, arrival in Euston was up to eight minutes early.

The schedule

A mixture of traction (Classes 221 and 390), a mixture of station stops (Watford Junction, Milton Keynes or Rugby) and a standard timetable is always going to result in a compromise, although this does not appear to be the case in respect of the WTT:

Stop Watford Milton Keynes Rugby Down 221 390 221 390 221 390 Travel 56 53.5 56.5 53.5 55 53.5 Dwell 1.5 1.5 1.5 2 1.5 2 Recovery 3 3.5 3 3 3 3 Gross 60.5 58.5 61 58.5 59.5 58.5 WTT/PTT Cov 3 2 3.5 1.5 2 1.5

Up Travel 56 55 57.5 55 57.5 55 Dwell 1.5 1.5 1.5 2 1.5 2 Recovery 7 6.5 2 4 4.5 5 Gross 64.5 63 61 61 63.5 62 WTT/PTT Cov -0.5 WTT/PTT Eus 2

In spite of an approach to and from Watford at 110 mph, 125 mph at Milton Keynes and approach control slowing trains two miles away from Rugby, Down Class 390s are allowed the same 53½ minutes for all stops. Personal experience suggests that the times should be 54m 25s, 54m 52s and 55m 48s respectively. Down Voyager WTTs seem more realistic for Watford and Milton Keynes stops, but the Rugby time seems particularly optimistic. With a standard timetable and WTT times between 58½ minutes and 61 minutes, it could be implied that the variable times are expected to be sorted beyond Coventry. As the onward route to Birmingham is one of the most intensively operated two track railways in the UK, it seems that variable arrivals at Coventry could compound problems, rather than resolve them, further along the line.

The Class 390 WTT times in the up direction are also identical (at 55 minutes), but the variations are less, as non-stop trains through Rugby are also restricted on the approach. Actual expectations are around 56 minutes for Watford and Milton Keynes stops, and 55½ minutes for Rugby. Once again, Voyager times seem more realistic, with an additional minute required. The differing recoveries are probably due to pathing in proximity to the xx35 Manchester (Watford stop) and xx40 Glasgow (Rugby stop).

In search of the West Midlands Hot Pot

There seems to be a tendency for the comfort of trains to be to inversely proportional to their age, and whilst Virgin’s trains are over ten years old, the ambience of their standard class stock is still an acquired taste – and one that I have yet to appreciate. So, I decided to travel First Class and exploit the complimentary offer that Virgin provide.

Milepost 38¼ 85 July 2017

Whilst accepting three of the four daily breakfasts offered may seem greedy, my excuse was that the later brunch menu did not seem particularly appealing (bacon roll or leek and potato soup) and one of the breakfasts was just the fruit plate, so the breakfasts supplied energy until the arrival of the pre-packed – and therefore more portable - afternoon menu.

Whilst Virgin promote their evening meals in First Class, they offer a reduced menu on the West Midlands services, which when I travelled, was a hot sausage roll. They do advertise a full service on the 1823 Euston to Shrewsbury Voyager, and possibly also provide them on the Scottish services. Although I returned to Euston in time to catch the 1823 on some occasions, the lack of daylight meant that it felt far later than 1823 when I got there, and as I had been around each day since 0430, the thought of a micro-waved hot pot was not sufficiently enticing for me to enjoy it more than once.

The Logs

. Table 2 Run 1 2 3 Date 08/12/2016 11/12/2016 10/12/2016 Train 1623 Euston-Bham 1320 Euston-Bham 1123 Euston-Shrewsbury Loco 390148 390001 221113/118 Load formation 11 9 10 Recorder D Ashley D Ashley D Ashley Position/ GPS Bright Bright miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 0.00 0 04 EUSTON 0 0 00 /49/39 1L 0 0 00 T 0 0 00 T 2.95 3 00 3 4 40 71 37.9 4 50 68 36.6 4 45 37.3 5.34 5 31 Willesden J 6 6 14 102 91.4 6 6 27 101 88.6 6 6 44 72.2 7.95 8 00 Wembley C 7.5 7 46 110 102.2 7.5 7 52 119/125 110.6 7.5 8 20 98.0 11.34 11 31 Harrow 9.5 9 29 123/124 118.4 9.5 9 30 124/122 124.4 9.5 10 07 112 114.0 13.23 13 22 Hatch End 10 24 122 123.5 10 26 123 121.3 11 04 119 119.2 15.95 16 00 Bushey 11 50 114.1 11 50 110 116.8 12 27 107 118.2 17.40 17 36 WATFORD J 13.5 13 36 49.2 13.5 13 35 49.7 14 14 35 40.8 0.00 17 36 WATFORD J 15 15 14 15 15 52 15.5 16 12 3.49 20 75 K Langley 3 08 66.8 3 09 66.4 3 15 95 64.4 5.65 23 08 Apsley 4 13 119 119.8 4 32 103 101.1 7.04 24 39 H Hempstead 4 55 121 118.9 5 16 125 113.5 10.46 27 73 Berkhamsted 6 36 125 122.1 7 07 107 111.1 14.25 31 56 Tring 8.5 8 25 125.1 8.5 8 26 123 51.3 8.5 9 05 123 115.6 18.66 36 09 Cheddington 10 32 123 125.1 10 35 124/123 123.1 11 13 127 124.1 22.73 40 14 L Buzzard 12 30 120 123.9 12 33 124/122 123.9 13 16 112 118.9 24.80 42 20 42.25 14 21 117/124 114.9 29.20 46 52 Bletchley 16 15 39 125 123.3 16 15 43 125 122.7 16 16 35 122/125 118.2 [3] 32.38 49 66 MILTON KEYNES 17.5 17 12 122.9 20.5 17 15 123 124.2 17.5 18 08 120 122.9 32.38 49 66 MILTON KEYNES 34.95 52 32 Wolverton [1] 18 27 123.6 [.5] 18 30 125/90s 123.6 19 23 124/122 123.6 37.39 54 65 Castlethorpe -0.5 19 38 124/123 123.6 19 55 95 103.2 [1] 20 35 124 121.9 39.08 56 40 Hanslope J 22 20 27 124/122 124.0 24 21.5 21 25 120/125 121.5 42.39 59 65 Roade 22 04 125/122 122.9 22 43 117/125 107.1 23 04 118 120.5 45.44 62 69 Blisworth 23 33 124/123 123.4 24 13 123/125 122.0 24 34 124 122.0 47.03 64 36 Banbury Ln 24 19 124/125 124.2 25 00 124/125 121.6 25 21 121 121.6 49.58 67 00 67 25 33 124/119 124.1 26 15 120/116 122.4 26 35 124 124.1 52.23 69 52 Weedon 28.5 26 53 120/123 122.8 30.5 27 36 119/123 117.8 28 28 01 111/120 110.9 57.83 75 20 Welton [1] 29 37 122 122.9 [1.5] 30 25 121 119.3 31 00 118 112.6 .

Milepost 38¼ 86 July 2017 miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 60.74 78 13 Kilsby TN 31 12 110 110.4 31 58 108 118.5 [1] 32 37 109 108.1 62.70 80 10 Hilmorton 35.5 32 10 125 121.8 38 33 01 118 112.1 34.5 33 41 118/113 110.4 65.08 82 40 RUGBY 36 33 20 123 122.1 38.5 34 12 125 120.4 35 34 53 118/110 118.8 65.08 82 40 RUGBY 66.95 84 30 L Lawford J 34 15 124/122 122.7 35 06 122/125 125.0 35 50 117/124 118.4 69.08 86 40 C'nation Rd 35 17 124 123.4 36 08 123/124 123.4 36 53 122 121.4 70.88 88 24 Priory Rd [1] 36 09 125/122 124.6 [1] 37 00 123/124 124.6 [1] 37 46 124 122.3 72.71 90 11 Brandon Ln 37 02 125 124.8 37 54 122/125 122.5 38 40 117 122.5 76.55 93 78 COVENTRY 43.5 40 32 2E 65.8 46 41 01 5E 73.9 45 42 06 T 67.1

Table 3 Run 4 5 6 Date 10/12/2016 11/12/16 6/12/16 Train 0843 Euston-Edinburgh 1540 Euston-Glasgow 1343 Euston-Glasgow Loco 390131 390118 221109/112 Load formation 11 11 10 Recorder D Ashley D Ashley D Ashley Position/ GPS Drizzle Bright Misty Cold miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 0.00 0 04 EUSTON 0 0 00 1L 0 0 00 1L /50/36 0 00 T 2.95 3 00 3 5 04 68 34.9 5 17 33.5 4 36 38.5 5.34 5 31 Willesden J 6 6 40 104/94rbt 89.5 6 6 38 97 106.1 6 6 21 81.9 7.95 8 00 Wembley C 7.5 8 14 114 100.1 7.5 8 10 114 102.2 7.5 7 49 106.9 11.34 11 31 Harrow 9.5 9 58 118 117.3 9.5 9 49 124 123.2 9.5 9 29 122.0 13.23 13 22 Hatch End 10 54 126 121.3 10 45 118 121.3 10 28 115.2 15.95 16 00 Bushey 12 17 110/101 118.2 12 14 104 110.2 11 49 121.1 17.40 17 36 WATFORD J 12.5 13 05 106 108.8 12.5 13 05 102 102.4 13 12 34 110 116.0 20.89 20 75 King's Langley 14 55 123/125 114.1 14 59 118 110.1 14 27 109 111.1 23.05 23 08 Apsley 15 58 123/124 123.6 16 02 123 123.6 15 31 123 121.6 24.44 24 39 H Hempstead 16 38 123 124.9 16 12 111 121.8 27.86 27 73 Berkhamsted 18 20 121/125 120.9 18 26 119 120.3 17 54 123 120.9 31.65 31 56 Tring 19.5 20 10 124 124.0 19.5 20 16 124/126 124.0 20 19 47 120 120.7 36.06 36 09 Cheddington 22 17 125 125.1 22 24 124 124.1 21 56 123 123.1 40.13 40 14 L Buzzard 24 16 123/126 122.9 24 30 109 116.1 23 55 118 122.9 46.60 46 52 Bletchley 27 27 26 123 122.7 27[3] 27 46 119 118.9 27.5 27 09 125 120.2 49.78 49 66 MILTON K 29.5 30 06 71.4 32.5 30 27 71.0 30 29 45 73.3 0.00 49 66 MILTON K 31.5 32 02 34.5 32 55 31.5 2.58 52 32 Wolverton [1] 2 52 91 53.9 2 36 98 59.4 [1] 2 30 93 61.8 5.01 54 65 Castlethorpe 4 16 113 104.5 3 57 116 108.3 3 50 111 109.7 6.70 56 40 Hanslope J 5.5 5 09 121/125 114.6 4.5 4 49 124/119 116.8 6 4 50 118 101.3 10.01 59 65 Roade 6 45 122/125 124.2 6 25 121/126 124.2 6 26 122 124.2 13.06 62 69 Blisworth 8 13 123/124 124.8 7 55 122/120 122.0 7 53 125 126.2 14.65 64 36 Banbury Ln 9 00 122/125 121.6 8 42 122 121.6 8 39 125 124.2 17.20 67 00 67 10 15 124/117 122.4 9 56 125 124.1 9 53 124 124.1 19.85 69 52 Weedon 12 11 36 120 121.4 11 11 18 116/124 116.3 12.5 25.45 75 20 Welton [1] 14 18 125 124.4 [2] 14 05 114 120.7 14 06 112 117.4 28.36 78 13 Kilsby TN 15 52 106 111.5 15 46 104 116.9 [1] 15 43 111 108.1 30.33 80 10 Hilmorton 19 16 53 121 115.8 19 16 48 117 114.0 20 16 43 120 117.8 32.70 82 40 RUGBY 19.5 18 03 124/123 122.1 19.5 18 01 126 117.1 20.5 17 57 111/121 115.5 34.58 84 30 L Lawford J [1] 18 58 124/125 122.7 [1] 18 55 120 125.0 18 53 119 120.5 36.70 86 40 C'nation Rd 20 00 123/122 123.4 20 01 114 115.9 19 57 117/122 119.5 38.50 88 24 Priory Rd 20 53 123/125 122.3 20 58 110 113.7 [1] 20 50 128 122.3 40.34 90 11 Brandon Ln 21 46 121 124.8 21 59 104 108.4 21 43 116 124.8 44.18 93 78 COVENTRY 27 24 54 1E 73.5 27 25 17 3E 69.8 29.5 24 49 2E 74.3

.

Milepost 38¼ 87 July 2017 Table 4 Run 7 8 9 Date 05/12/2016 06/12/2016 07/12/2016 Train 1403 Euston-Bham 1603 Euston-Bham 1603 Euston-Bham Loco 390128 390130 390016 Load formation 11 11 9 Recorder D Ashley D Ashley D Ashley Position/ GPS Bright Cold Clear Mild miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 1L 0.00 0 04 EUSTON 0 0 00 /51/41 0 0 00 T 0 0 00 1L 2.95 3 00 3 4 20 65/31sig 40.8 4 40 70 37.9 5.34 5 31 Willesden J 6 6 02 106 53.1 6 7 26 55 46.2 6 6 16 96 89.5 7.95 8 00 Wembley C 7.5 7 29 117 108.1 7.5 9 30 102 75.8 7.5 7 38 114.7 11.34 11 31 Harrow 9.5 9 06 126 125.7 9.5 11 19 117/124 111.9 9.5 9 15 125 125.7 13.23 13 22 Hatch End /110 12 16 121/123 119.2 10 10 124 123.5 15.95 16 00 Bushey 11 24 116/105 120.3 13 41 110/106 115.4 11 34 111 116.8 17.40 17 36 WATFORD J 12.5 12 13 110 106.5 12.5 14 29 110 108.8 12.5 12 21 108 111.1 20.89 20 75 K Langley 14 02 121/125 115.2 16 17 123 116.3 14 10 121 115.2 23.05 23 08 Apsley 15 05 124 123.6 17 22 118 119.8 15 13 125 123.6 24.44 24 39 H Hempstead 15 46 122/123 121.8 18 04 120 118.9 15 53 124/122 124.9 27.86 27 73 Berkhamsted 17 26 121/110 123.3 19 44 126 123.3 17 33 124 123.3 31.65 31 56 Tring 19.5 19 18 115 121.7 19.5 21 34 124 124.0 19.5 19 21 126/122 126.3 36.06 36 09 Cheddington 21 26 123 124.1 23 42 125 124.1 21 29 126/125 124.1 40.13 40 14 L Buzzard 23 23 125.0 25 40 121 123.9 23 26 126/121 125.0 46.60 46 52 Bletchley 27 26 30 122 124.7 27 28 50 123/125 122.7 27 26 34 124/123 124.0 49.78 49 66 MILTON K 28.5 28 04 124 121.6 28.5 30 23 123 122.9 28.5 28 06 124/118 124.2 52.35 52 32 Wolverton 29 19 119 123.6 31 38 124 123.6 29 22 123/127 122.0 54.79 54 65 Castlethorpe 30 31 126 121.9 30 31 123/119 127.2 56.48 56 40 Hanslope J 32.5 31 20 123 124.0 32.5 33 38 123 123.8 32.5 31 21 123/120 121.5 59.79 59 65 Roade 32 57 120 122.9 35 16 121/124 121.7 32 57 123/125 124.2 62.84 62 69 Blisworth 34 26 124/125 123.4 36 45 123 123.4 34 26 124 123.4 64.43 64 36 Banbury Ln 35 12 124/123 124.2 37 31 124 124.2 35 12 126 124.2 66.98 67 00 67 36 26 124 124.1 38 46 117 122.4 36 26 124 124.1 69.63 69 52 Weedon 39 37 45 112 120.8 39 40 07 117/123 117.8 39 37 45 120 120.8 75.23 75 20 Welton [1] 40 30 123 122.2 [1] 42 59 110 117.2 [1] 40 28 126 123.7 78.14 78 13 Kilsby TN 42 08 99 107.0 44 34 108/116 110.4 42 03 110 110.4 80.10 80 10 Hilmorton 46 43 20 98/27/52 98.1 46 45 35 99/38/56 115.8 46 43 10 80/32/61 105.4 82.48 82 40 RUGBY 47.5 46 53 40.1 47.5 49 01 41.5 47.5 46 38 41.1 0.00 82 40 RUGBY 49.5 49 16 49.5 50 36 49.5 48 51 4.00 86 40 Coronation Rd 3 26 111 95.6 3 27 109 94.4 3 18 111 100.7 5.80 88 24 Priory Rd 4 20 125/123 120.0 4 21 120 120.0 4 12 123/125 120.0 7.64 90 11 Brandon Lane 5 13 124 124.8 5 15 123 122.5 5 05 124 124.8 11.48 93 78 COVENTRY 9 9 22 T 55.5 9 8 25 T 72.7 9 9 10 T 56.4

Table 5 Run 10 11 12 Date 11/12/2016 08/12/2016 05/12/2016 Train 1150 Birmingham-Euston 1450 Birmingham-Euston 0950 Birmingham-Euston Loco 390009 390103 221107 Load formation 9 11 5 Recorder D Ashley D Ashley D Ashley Position/ GPS Sunny Cloudy Bright cold miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 0.00 93 78 COVENTRY 0 0 00 1L 3.84 90 11 Brandon Ln

.

Milepost 38¼ 88 July 2017 miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 5.68 88 24 Priory Rd [1] 4 00 125 85.1 7.47 86 40 C'nation Rd (1) 4 52 126 124.6 9.60 84 30 L Lawford J 5 57 92 117.7 11.48 82 40 RUGBY 10 8 39 41.7 0.00 82 40 RUGBY 0 0 00 T 12 11 35 0 0 00 2L 2.38 80 10 Hilmorton 2 2 46 93 51.5 2 2 44 93 52.1 2 2 31 82 56.6 4.34 78 13 Kilsby TN 3 55 106 102.4 3 55 102 99.5 3 54 98 85.1 7.25 75 20 Welton 5 33 118 107.0 5 27 /125/118 114.0 5 30 110/112 109.2 12.85 69 52 Weedon 8 8 21 121 120.0 8 8 10 123 123.7 8 8 40 90 106.1 15.50 67 00 67 9 38 124/123 123.9 9 28 125/127 122.3 10 25 99 90.9 18.05 64 36 Banbury Ln 10 52 124 124.1 10 41 125/127 125.8 11 50 109 108.0 19.64 62 69 Blisworth 11 38 124/123 124.2 11 26 126 127.0 12 42 110 109.9 22.69 59 65 Roade 13 06 124/121 124.8 12 54 126/124 124.8 14 22 110 109.8 26.00 56 40 Hanslope J 14.5 14 42 123/124 124.2 14.5 14 30 125/123 124.2 14.5 16 10 111 110.4 27.69 54 65 Castlethorpe 15 31 122 124.0 15 18 125/127 126.6 17 05 111 110.5 30.13 52 32 Wolverton 16 42 126 123.6 16 28 125 125.4 18 24 106 111.1 32.70 49 66 MILTON K 17.5 17 58 118/116 122.0 17.5 17 42 124/126 125.3 17.5 19 50 109/106 107.8 35.88 46 52 Bletchley 19.5 19 32 124/121 121.6 19.5 19 13 125/120 125.6 19.5 21 35 111 108.9 40.28 42 20 42.25 24 10 87 104.9 42.35 40 14 L Buzzard [2] 22 40 124/115 124.0 [1] 22 20 125/127 125.0 (0.5) 25 32 95 91.1 46.41 36 09 Cheddington 24 42 122/124 119.9 24 17 125/127 125.0 [1] 27 52 110 104.5 50.83 31 56 Tring 28.5 26 49 123 125.1 27.5 26 24 125/127 125.1 28.5 30 17 110 109.6 54.61 27 73 Berkhamsted 28 39 124/122 124.0 28 11 126/123 127.4 32 22 104 109.1 H 58.04 24 39 Hempstead 30 20 125/122 122.1 29 50 127/125 124.5 34 19 112 105.4 59.43 23 08 Apsley 31 01 124/125 121.8 30 30 126/124 124.9 35 04 110/111 111.0 61.59 20 75 K Langley 32 04 123 123.6 31 32 125 125.6 36 15 109/108 109.6 65.08 17 36 WATFORD J 35.5 33 56 110/105 112.1 34.5 33 21 113 115.2 35.5 38 11 110 108.2 66.53 16 00 Bushey 34 45 106 106.5 34 08 105 111.1 38 57 112 109.7 69.25 13 22 Hatch End 36 12 125 112.8 35 31 126 118.2 40 29 107 106.6 71.14 11 31 Harrow 39 37 07 124 123.5 38 36 25 127/124 125.8 39 41 31 112 109.6 74.53 8 00 Wembley C 41 38 46 119 123.2 40 38 01 125 127.0 41 43 20 110 111.9 77.14 5 31 Willesden J 42.5 40 12 102 109.4 41.5 39 26 105 110.6 42.5 45 04 90.4 79.53 3 00 3 [3](1) 41 50 65 87.7 [1](1) 41 00 75/sig st 91.4 [1](1) 82.48 0 04 EUSTON 53 46 41 8E 36.5 50 50 50 1E 18.0 51 52 12 1L 44.9

Table 6 Run 13 14 15 Date 06/12/2016 05/12/2016 10/12/2016 Train 0800 Glasgow-Euston 0800 Glasgow-Euston 0800 Glasgow-Euston Loco 390155 390042 221115/102 Load formation 11 9 10 Recorder D Ashley D Ashley D Ashley Position/ GPS Mist Bright Cold Dull Mild miles M C Timing Point Sch. m s mph ave sch m s mph ave Sch. m s mph ave 0.00 93 78 COVENTRY 0 00 5L 0 00 14L 0 0 00 3L /96 3.84 90 11 Brandon Ln 3 01 119 76.3 3 30 87 65.8 5.68 88 24 Priory Rd 4 05 122 83.4 3 55 124/123 122.5 4 44 98/104 89.4 7.47 86 40 C'nation Rd [1] 4 59 113 120.0 [1] 4 47 124 124.6 9.60 84 30 L Lawford J 6 22 75/66 92.2 7 04 76/68 100.9 11.48 82 40 RUGBY 8.5 7 56 73 71.8 8.5 7 24 74 91.7 9 8 33 74 75.8 13.85 80 10 Hilmorton 9.5 9 32 104 89.1 9.5 8 57 110 91.9 10 10 15 90 83.8 15.81 78 13 Kilsby TN 10 38 107 107.0 10 02 108 108.7 11 32 102 91.8 18.73 75 20 Welton 12 13 /121 110.4 11 34 123/124 114.0 13 10 114/124 107.0 .

Milepost 38¼ 89 July 2017 miles M C Timing Point Sch. m s mph ave sch m s mph ave Sch. m s mph ave 24.33 69 52 Weedon 15.5 14 58 118 122.2 15.5 14 18 117/125 122.9 16 16 03 108 116.5 26.98 67 00 67 16 19 122 117.8 15 38 123 119.3 17 30 112 109.7 29.53 64 36 Banbury Ln 17 34 125/123 122.4 16 52 126 124.1 18 47 121 119.2 31.11 62 69 Blisworth 18 21 124/122 121.6 17 38 124/123 124.2 19 34 124 121.6 34.16 59 65 Roade 19 51 124/121 122.0 19 07 125 123.4 21 02 125/123 124.8 37.48 56 40 Hanslope J 22 21 28 124 122.9 22 20 44 124 122.9 22.5 22 39 125 122.9 39.16 54 65 Castlethorpe 22 17 124 124.0 21 33 125 124.0 23 28 124 124.0 41.60 52 32 Wolverton 23 28 120 123.6 22 44 122 123.6 24 37 123 127.2 44.18 49 66 MILTON K 26 26 05 59.0 26 25 04 66.2 26.5 26 43 73.6 0.00 49 66 MILTON K 28 27 30 28 26 26 28 0 00 3.18 46 52 Bletchley 3 3 11 99/124 59.8 3 2 50 109/126 67.2 3.5 3 17 91 58.0 9.65 40 14 L Buzzard (1) 6 27 117/123 118.9 (1) 6 00 117/16sig 108.6 7 01 112/120 105.2 13.71 36 09 Cheddington [1] 8 28 121 120.9 [1] 10 26 88/122 55.0 [1] 9 08 119 115.2 18.13 31 56 Tring 12 10 37 123/124 123.1 12 12 53 121 108.1 12 11 20 121/125 120.3 21.91 27 73 Berkhamsted 12 27 123 124.0 14 55 90 111.8 13 11 114 122.8 25.34 24 39 H Hempstead 14 07 125/123 123.3 16 59 119 99.4 14 56 125 117.4 26.73 23 08 Apsley 14 47 124/122 124.9 17 41 122/123 118.9 15 36 124 124.9 28.89 20 75 King's Langley 15 50 123 123.6 18 46 116/25sig 119.8 16 39 123 123.6 32.38 17 36 WATFORD J 19 17 42 110 112.1 19 23 25 39 45.0 19 18 30 110 113.1 33.83 16 00 Bushey 18 29 111 111.1 25 03 72 53.3 19 17 110 115.7 36.55 13 22 Hatch End 19 57 117 111.5 26 45 119/123 96.2 20 44 115 112.8 38.44 11 31 Harrow 22.5 20 55 124/125 117.2 22.5 27 42 121/124 119.2 22.5 21 40 123 121.3 41.83 8 00 Wembley C 24.5 22 33 120 124.4 24.5 29 20 123 124.4 23.5 23 19 120 123.2 44.44 5 31 Willesden J 26 24 00 102 108.1 26 30 47 102 108.1 25 24 40 100 116.1 46.83 3 00 3 [1] 25 40 68 86.0 [1] 32 27 60 86.0 [1] 26 17 79 88.6 49.78 0 04 EUSTON 33 30 42 T 35.2 33 38 24 16L 29.7 33 31 07 T 36.6

Table 7 Run 16 17 18 Date 09/12/2016 10/12/2016 08/12/2016 0645 Wolverhampton- Train 0930 Bham-Euston 0818 Shrewsbury-Euston Euston Loco 390115 221113/118 390151 Load formation 11 10 11 Recorder D Ashley D Ashley D Ashley Position/ GPS Cloudy Mild Cloudy Cloudy mild miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 0.00 93 78 COVENTRY 0 0 00 5L 0 0 00 13L 0 00 6L 3.84 90 11 Brandon Ln 5.68 88 24 Priory Rd 4 02 126 84.4 [1] [1] 4 07 124 82.7 7.47 86 40 C'nation Rd [1] 4 54 123 124.6 (1.5) 5 00 116 122.3 9.60 84 30 L Lawford J 6 03 77 110.9 6 18 91.4 6 26 63sigs 89.0 11.48 82 40 RUGBY 8.5 7 35 71 73.4 10 7 45 74 77.6 10 9 45 stop 33.9 11.48 82 40 RUGBY 10 10 13.85 80 10 Hilmorton 9.5 9 11 109 89.1 10.5 9 20 97 90.0 10.5 12 44 96 47.8 15.81 78 13 Kilsby TN 10 15 111 110.4 10 32 105 98.1 13 55 106 99.5 18.73 75 20 Welton 11 47 123/126 114.0 12 10 124/110 107.0 15 29 122/125 111.5 24.33 69 52 Weedon 15.5 14 30 117 123.7 16.5 14 53 113/108 123.7 16.5 18 13 119 122.9 26.98 67 00 67 15 50 127 119.3 16 22 114 107.2 29.53 64 36 Banbury Ln 17 04 123 124.1 17 37 124/126 122.4 20 45 124 123.2 31.11 62 69 Blisworth 17 50 125/122 124.2 18 23 124 124.2 34.16 59 65 Roade 19 20 124/125 122.0 19 52 125/126 123.4 37.48 56 40 Hanslope J 22 20 56 124 124.2 23 21 28 125/124 124.2 23 24 36 124 123.9 39.16 54 65 Castlethorpe (1) 21 46 122/118 121.5 22 17 126 124.0 25 25 124 124.0 41.60 52 32 Wolverton 22 57 124/121 123.6 (1) 23 25 124 129.0 26 39 119 118.6 .

Milepost 38¼ 90 July 2017 miles M C Timing Point Sch. m s mph ave Sch. m s mph ave Sch. m s mph ave 44.18 49 66 MILTON K 26 24 12 125/123 123.6 27 24 40 124 123.6 26 27 56 120 120.4 44.18 49 66 MILTON K (0.5) [2](.5) 47.35 46 52 Bletchley 28.5 25 45 124 122.9 29 26 11 125/109 125.6 28 29 28 124/125 124.2 53.83 40 14 L Buzzard [1] 28 52 120/125 124.7 29 28 112 118.3 [1] 32 34 124/120 125.3 57.89 36 09 Cheddington (1.5) 30 52 123/120 121.9 31 33 122/125 117.0 (0.5) 34 34 123 121.9 62.30 31 56 Tring 38 33 01 123/126 123.1 39 33 40 124 125.1 36.5 36 43 122 123.1 66.09 27 73 Berkhamsted (0.5) 34 49 125 126.3 35 30 118 124.0 (1) 38 33 125 124.0 H 69.51 24 39 Hempstead 36 30 120 122.1 37 10 125 123.3 40 13 124/125 123.3 70.90 23 08 Apsley 37 12 118/125 118.9 37 50 124 124.9 40 53 124/125 124.9 73.06 20 75 K Langley 38 16 123/sigs 121.6 38 53 125 123.6 41 55 122 125.6 76.55 17 36 WATFORD J 46.5 42 25 50.4 47 41 59 67.5 44.5 43 49 109 110.1 76.55 17 36 WATFORD J 48 44 38 48.5 78.00 16 00 Bushey 1 42 83 51.2 1 44 75 50.2 44 36 111 111.1 80.73 13 22 Hatch End 3 19 119 101.1 3 31 105 91.7 45 59 125/124 118.2 82.61 11 31 Harrow 4.5 4 13 126/120 125.8 5 4 32 120/125 111.4 48 46 54 125 123.5 86.00 8 00 Wembley C 6.5 5 49 127 127.0 6 6 10 124 124.4 50 48 33 123 123.2 88.61 5 31 Willesden J 8 7 16 105 108.1 8.5 7 34 107 112.0 51.5 49 56 104 113.3 91.00 3 00 3 [1] 8 53 70 88.6 [1](.5) 9 10 79 89.5 [1] 51 30 75 91.4 93.95 0 04 EUSTON 15 13 51 1E 35.6 16 14 33 6L 32.9 59 56 13 1L 37.5 . Firstly, there are a few observations that may be relevant to all the tables. There was a fairly consistent speed reduction on the down line from about 50 mph to 40 mph some two miles out from Euston. This could have been due to a running brake test or possibly a speed restriction. GPS was used on the Class 390s and mileposts with Voyagers. GPS reception was fairly good, with only a few lost signals. The biggest problem was when transferring in Euston from a Voyager into a Class 390, with insufficient time to go outside to acquire a GPS signal. What is apparent from the data is the strict adherence to the 125mph line limit throughout, which may indicate that any variations in speeds are due to GPS inaccuracies. The weather throughout the week was benign, but was very cold at the start and much milder towards the end.

The logs are presented, based on stopping pattern, and include a Voyager where possible.

Apart from a signal check in Run 2 around Wolverton, Runs 1 and 2 are very similar. The effect of the reduced speed limits of the Voyagers is apparent in Run 3. Ironically, in spite of the differential limits, the fastest time throughout the journey in Table 3 is actually with a Voyager – although to Milton Keynes most of the saved time is in the early stages of the journey. North of Milton Keynes, Voyagers are allowed an extra ½ minute to Hanslope Junction, but the logs indicate that this is not really necessary. This is because, shortly after leaving Milton Keynes, the 390 has to tackle a neutral section, for which the time lost compensates for later differential limits. The charts give an indication of what is happening. The chart north from Milton Keynes shows the effect of the neutral section around MP51, and the southbound chart shows the typical acceleration south from Milton Keynes. Runs 7 and 9 are very similar and Run 8 was affected by a signal check in the Willesden Junction area.

Milepost 38¼ 91 July 2017

mph North from Milton Keynes In the Up direction, we start 140 with an unchecked run (Run 120 10). Run 11 follows in a similar pattern, but was held by signals 100 on the approach to Euston. Run 12 shows a Voyager 80 running without tilt. Due to the absence of TSRs, it was 60 possible to arrive in Coventry

40 221 only one minute late, in spite of speed not significantly 20 390 exceeding the 110 mph limit. Run 13 shows an unchecked 0 run with the Milton Keynes 49 50 51 52 53 54 55 mp stop. Run 14 is a better run as . far as Milton Keynes, but was affected by signal checks South from Milton Keynes mph onwards to Euston. Voyager Run 15 suffered a slow start 140 from Coventry, but was not 390 120 significantly delayed by the differential speed limits around 100 Weedon. Voyager 80

60

40

20

0 -52 -50 -48 -46 -44 -42 -40 mp

Beyond Milton Keynes, a slower start and the differential speed limits around Linslade and Berkhamsted cost around ¾ minute compared with Run 13. Watford stops on Runs 16 and 17 with both traction types have fairly similar outcomes. Run 18 is typical of the non-stop runs, which all suffered signal checks at various points during their journeys.

Delays

We now look at delays during the week. As may have been expected, trains in the Down direction were running in a more orderly fashion than in the Up direction. So, most of the delays involved catching up with the Manchester trains that run three minutes before the West Midlands train to its first stop (xx03 Rugby, xx23 Watford Junction, xx43 Milton Keynes). One exception was the 0843 Euston on 8 December which was held to follow the 0840 to Manchester which was examining the line through Stowe Hill Tunnel to find a trolley left in there following earlier engineering work. This also had repercussions to the 1123 which was delayed at Euston as the inbound stock was also delayed by the Stowe Hill problem (see the Up direction data). In the event, it closely followed the 1130 Euston. .

Milepost 38¼ 92 July 2017 In the Up direction we should perhaps first consider how punctually the trains in each stopping pattern depart from Coventry. It can be seen that the Scottish-originating xx10 trains from Birmingham were four minutes late leaving Coventry. In spite of laying-over 15 minutes at Wolverhampton to allow a Manchester-Bournemouth XC train to pass it, a late-running Scottish train can in some circumstances delay the XC train which – in turn – can delay the Scottish train between Wolverhampton and Coventry. The xx30 Birmingham trains – on average – left Coventry seven minutes late, probably due to their proximity to the xx14 Birmingham train which is all stations from Birmingham International and is only three minutes ahead of the xx30 train arriving at Coventry. The XX50 Birmingham trains should not normally be affected by nearby trains, and they were only two minutes late away from Coventry. On their journeys, the xx50 Birmingham trains are timed to allow the xx40 Glasgow trains to pass them at Rugby, so there is plenty of scope for late-running Glasgow trains to delay the xx50 train either at Rugby or on its onward journey, and there is ample evidence of it here. The 0950 on 8 December was indirectly involved in the Stowe Hill incident, as the preceding 0930 train was diverted via Northampton, and the 0950 was held to allow it through

Coventry departures xx10 Bham (Scot) 4L xx30 Bham 7L xx50 Bham 2L

– even though it also delayed it for the 0930’s Watford stop. The xx30s seem to be consistently delayed by the xx02 LM trains from Crewe when the LM trains are running a few minutes late. The xx10s don’t appear to have been unduly delayed, apart from when already running late. The 0645 Wolverhampton suffered delays at different places every day, most notably on 5 December when No. 87002 failed when pulling the sleeper stock out from Euston and blocking most of the tracks for twenty minutes in the morning rush hour. The loco that arrived on the sleeper was used to draw the train back into the platform until it could be removed.

And finally, punctuality

Whilst we have considered the delays in detail, most were relatively minor, and did not result in a late arrival. If there had been a few TSRs, punctuality may have deteriorated, but overall the perception was that punctuality was very good.

Punctuality No Cum % Certainly, in these days of saturated rail routes, the recording of 61% E 26 26 46 T 8 34 61 of inter-city trains early or on-time is impressive. However, it does 1-5 16 50 89 highlight the difficulty of achieving 90% PPM. 6-10 2 52 93 10+ 4 56 100 In the week, there was only one major disruption (Stowe Hill Tunnel) 56 and a few isolated incidents (including the blockage outside Euston), but in spite of the minimal disruption, one further train more than 10 minutes late would have pushed towards the 90% limit. So, it seems that in extending these examples on a global basis, a single disruption over a few hours could result in operators failing to achieve their weekly PPM targets.

So, a week that started with uncertain expectations, finished with an impressive display of punctuality in a very congested railway.

Milepost 38¼ 93 July 2017 FAREWELLS

By Derek Wilson

This is a miscellany of journeys: either the last day of service, the last day in service, or a tribute to the service.

1. The last day of the through service from Maidenhead to High Wycombe.

The Maidenhead to High Wycombe branch connected the GWR main line to the GCR main line, with a branch at Bourne End for Marlow.

In the late 1960s the line beyond Bourne End was declared uneconomical and closure notices were issued.

Thus, in April 1970 that part of the line was shut along with the stations at Woobum Green and Loudwater, as were the level crossings at Bourne End and Loudwater, so letting road traffic flow more easily.

Bourne End thus became a dead-end station and the service became a Maidenhead to Marlow shuttle, with a reversal at Bourne End, this allowed the release of one diesel unit.

Date 02/04/1970 Loco Class 117 Load 3,103.5/107.1 Miles Place Sch m s mph 0.00 Bourne End 0 0.00 /41 1.35 Woobum Green 3 3.59 0.00 0 0.00 /35 1.50 Loudwater 4 3.29 0.00 0 0.00 /48 2.65 High Wycombe 7 5.56

2. The Class 84 Farewell Rail-tour.

Built as E3045 in 1961 at the North British Locomotive Works in Glasgow as the last of a class of ten, it was fitting that part of its last revenue earning journey was back to the city where it was built.

One of the major difficulties when booking a railtour, is that you are allocated a seat and that is where you are supposed to stay for the entire journey, especially if the tour is fully booked, as this one was. My seat was by the central aisle and also by the door leading to the next coach. Also in early November, it stays dark later in the mornings and gets dark early in the afternoon and these are some of the reasons for the lack of detail, especially on the return journey.

As with the introduction of diesel locomotives in earlier years, BR asked certain locomotive manufacturers to produce locos for the soon-to-be-electrified Euston-Carlisle main line, in the hope of further orders.

Unfortunately, the locomotives designed and built by North British seemed to be fatally flawed from the outset. The ten engines of Class AL4, later Class 84, were built between 1960 and

Milepost 38¼ 94 July 2017 1961, but problems with the GEC mercury-arc rectifiers, saw the whole class withdrawn for the first time not long after their introduction.

E3036 had been sent back to GEC, who failed to find a permanent solution, so all ten locos were put into storage in the former steam shed at Bury and they seemed headed for the scrapyard. However, by this time approval had been given to electrify the West Coast route throughout to Glasgow; this meant that until the Class 87 locos were built and tested, there would be a shortfall in the motive power department, thus giving the Class 84s a reprieve. There was therefore a second rebuild, between 1971 and 1972, unfortunately, this too failed to overcome some of the more persistent problems and so in 1976 British Rail took the final decision and withdrew the whole class again.

The first to be withdrawn in 1977 was No. 84007, and the last were 84003 and 84010 in 1980. However, 84002 and 84010 were bought in 1980 by GEC for further (presumably failed) experiments and then sold to Texas Metals for cutting up in the same year. 84001 has been preserved and is currently at Barrow Hill depot.

On arrival at Northampton, the loco was uncoupled, ran around the train, re-coupled at the opposite end and prepared to head for Scotland.

There was a short break at Glasgow to allow for rubbish to be removed, the toilets to be tanked, refreshments re-stocked, and of course for the locomotive to run around and recouple.

The big advantage of an electric locomotive, is that no re-fuelling is required, you just keep on running until you either run out of overhead power supply, or you just switch it off.

TABLE 2A Miles Place Sch Actual Speed Train Class 84 Farewell Tour 7.87 Madeley 10 11.33 82 Date 10 November 1979 10.51 Whitmore 13.40 85 Loco 84010 13.05 Mp 145 18.56 87 Load 10,326/350 19.19 Norton Bridge 23.45 Sigs 2m 14s Miles Place Sch Actual Speed 24.49 Stafford 28 33.17 Sigs 11s/73/63 0.00 Manchester Piccadilly 0 0.00 70 30.22 Penkridge 40.47 51/69/Tsr 16 2.85 Levenshulme 4.47 75 38.33 Bushbury J 41 50.43 44/23 5.81 Stockport 7 8.08 41.60 Mp 12 56.11 42 0.00 Stockport 0 0.00 54 44.99 Bescot Stadium 51 60.46 72 3.75 Cheadle Hulme 8 4.08 50.20 Perry Bar 65.43 84/58 0.00 Cheadle Hulme 0 0.00 Sigs 25/91 54.73 Stetchford 72.15 87 3.75 Wilmslow 5 6.15 59.13 Birmingham Int. 76.05 99/Sigs 25 0.00 Willmslow 0 0.00 98 66.26 Tile Hill 82.00 77 14.30 Sandbach 11.41 37 69.84 Coventry 83 88.31 100/53 18.86 Crewe 20 20.13 81.29 Rugby 100 94.35 Sigs 42s/75 0.00 Crewe 0 0.00 Sigs 23 90.63 Long Buckby 106.02 75 2.05 Mp 156 6.54 82 110.33 Northampton 117 118.49 Net 108m

.

Milepost 38¼ 95 July 2017 Table 2B Miles Place Sched. Actual Speed Net For details see Table 2A 66.23 Bay Horse 53.04 85 Miles Place Sched. Actual Speed Net 71.96 Lancaster 57.30 79 0.00 Northampton 0 0.00 73 76.11 Hest Bank 59.57 88 9.70 Long Buckby 11.06 Sigs 21/ Tsr 17 78.22 Camforth 62.06 97/Tsr 37 19.04 Rugby 24 28.28 Sigs 2m21s/51 87.47 Hincaster J 69.09 Tsr 21/64 24.61 Brinklow 37.54 Tsr 31/86 91.11 Oxenholme 74.41 79/71/87 27.90 Shilton 42.51 97/Sigs 26 111.97 Dillicar 86.20 97 33.59 Nuneaton 34 47.51 87/70 114.18 Tebay 88.50 73/86/75 38.54 Atherstone 51.17 98 119.92 Eden Valley J 91.42 90/71 43.04 Polesworth 54.47 97 123.19 Penrith 94.42 69/96 52.79 Lichfield 61.40 99 133.72 Southwaite 106.23 82/91 60.81 Rugeley 65.52 58 141.07 Carlisle 118 113.18 110.00 70.06 Stafford 67 72.34 89/Tsr 21 A short stop for a crew change 75.16 Norton Bridge 77.32 90 0.00 Carlisle 0 0.00 94 81.53 Mp 145 80.49 97 8.72 Gretna J 6.51 97/87 86.71 Madeley 92 84.32 102 25.84 Lockerbie 18.11 100/95 91.53 Mp 155 90.25 Sigs 4m+ 2m 29s 34.51 Wamphray 23.31 85 94.58 Crewe 102 102.33 88.00 39.76 Beattock 28.22 71 0.00 Crewe 0 0.00 95 45.00 Mp 45 33.13 59 7.48 Winsford 5.10 99 49.77 Beattock Summit 38.18 88 11.80 Hartford 8.10 95 52.65 Elvanfoot 41.37 88 14.46 Acton Bridge 9.58 97 60.00 Mp 60 48.29 89/Tsr 41 24.11 Warrington BQ. 19 16.32 78 68.55 Thankerton 54.11 97 27.51 Winwick J 19.47 65/93/73 73.65 Carstairs 55 58.17 Tsr 40 35.84 Wigan N.W. 25.56 77/Tsr 23 82.00 Carluke 66.13 88/72/87 43.95 Mp 14 33.54 88 89.52 Motherwell 71.06 76 47.00 Leyland 36.54 90/27 93.96 Uddingston 74.31 80 50.98 Preston 44 41.45 99/85/99//80 99.17 Rutherglen 78.37 102.39 Glasgow Central 85 82.00 79.00 . Table 2C Miles Place Sch Actual Speed Net For details see table 2A 0.00 Carlisle 0 0.00 82 Miles Place Sch Actual Speed Net 17.85 Penrith 14.52 88 0.00 Glasgow Central 0 0.00 36.89 Tebay 28.10 80 4.99 Cambusiang 7.48 70/Tsr 16 49.96 Oxenholme 39.01 95 12.87 Motherwell 16.51 71/Sigs 9m 26s 63.85 Camforth 47.14 92 20.39 Carluke 34.07 75/Tsr 30/Sigs 10 69.11 Lancaster 51.57 77 26.31 Lanark J. 41.40 73 90.09 Preston 94 71.06 71.05 28.74 Carstairs 30 48.40 77 Crew change? 57.23 Greskine 80.17 Sigs 21 0.00 Preston 0 0.00 64 59.37 Mp43 84.15 62 3.98 Leyland 4.29 74 62.63 Beattock 88.00 94 15.14 Wigan N. W. 15 13.55 13.50 76.54 Lockerbie 96.51 94 0.00 Wigan N.W. 0 0.00 83 93.66 Gretna J 75 108.12 90 8.32 Winwick J 6.44 60 102.39 Carlisle 85 113.33 94.00 11.72 Warrington B.Q. 11 10..25 69 Crew change - Now in total darkness 21.34 Acton Bridge 19.30 66 24.04 Hartford 22.56 Sigs 49 28.36 Winsford 29.04 62/Sigs 35.84 Crewe 32 38.11 35.00

The last run-round was at Crewe, and then we headed back to Manchester via the Styal line

Milepost 38¼ 96 July 2017 3. The Last Class 309s to Clacton

What was originally designated Class AM9, the first 100 mph electric multiple units were built at York between 1962 and 1963 and later became Class 309.

These units were designed specifically to work the then newly-electrified lines, at 25 Kv AC from Liverpool Street to Walton on the Naze and Clacton and were built as follows:

• Units 601 to 608, two car sets. • Units 611 to 618, four car sets with a Griddle Car. • Units 621 to 627 four car sets.

The basic idea was that trains departing London would comprise of ten coaches during peak hours, and would divide at Thorpe le Soken: the front four coaches going on to Walton, the rear six going to Clacton.

In the late 1970s the two-car sets were reformed by the addition of converted of former loco hauled coaches, so they became four-car sets. A further change in 1980 saw the withdrawal of the Griddle Cars so Units 611-618 temporarily reverted to three-car status. However, during refurbishment, an additional Mark 1 coach was added - so back to four cars they went.

The refurbishment programme ran from 1985-87. This coincided with the extension of the electrification of the lines to Harwich and Norwich, which soon saw the use of the refurbished units, now in Network South East livery.

Progress rarely stands still and in 1989, Class 321/3 units began entering service, displacing Classes 309 and 312 from their diagrams. The 309s soldiered on until May 1992 and then a reduced fleet operated rush hour services until January 1994. On the 15th of that month a ‘Final Rail-tour’ was run, after which, at the end of the week, units 309626/613/616 worked the 1800 Liverpool Street - Clacton service, and that was presumed to be the end.

Not so, as seven units were set aside for possible use in the Manchester area. These were sent to Blackpool for secure storage, pending a decision on their future use.

1994 saw Regional Railways North West being awarded the North-West franchise and so Units 309613/616/617/624/626/627 were put into service working from Manchester to Crewe and Stoke, with one return working in the late 1990s from Manchester Piccadilly to Birmingham International.

Due to a further change of franchise being awarded to First North West Group, part of their commitment was to withdraw of all slam door stock - this was the death knell for the 309s. So, for the last time the units would be seen in their old haunts. I was fortunate to travel on this train and Table 3 shows the journey in full.

This still was not the end as the units lingered on and I found one working Manchester - Hazel Grove shuttles about 10 days later. Soon all were withdrawn and sent to the MoD depot at Pigs Bay, Shoeburyness, Essex.

Five units were scrapped in 2004, the other two seeing Departmental use. Three coaches, each from Units 616 and 624, have been preserved at Electric Railway Museum, Coventry.

Following a journey over some tracks that I doubt that they ever travelled, I was surprised how many people had turned out - not only in the capital, but also at Clacton to witness the final visit of the Class 309s.

Milepost 38¼ 97 July 2017

After all the passengers had de-trained at Clacton, and in order not to interfere with the scheduled passenger traffic, the units were taken to a siding, where they were cleared of rubbish, tanked and generally prepared for the return journey.

Table 3A Miles Place Sched. Actual Speed Net Date 13/05/2000 34.68 Birmingham Inter. 48 48.02 93 Train ‘Out with the old’ Railtour 39.82 Berkeswell 51.42 34 Loco 309616/617/623 45.40 Coventry 59 57.26 93/30 Load 507/525 56.89 Rugby 74 67.24 85 Miles Place Sched. Actual Speed Net 61.23 Kilsby Tunnel North 71.17 89 0.00 Manchester Picc 0 0.00 52/sigs31 62.80 Kilsby Tunnel South 72.13 96 2.86 Levenshulme 5.48 65 69.94 Weedon 83 76.44 84/91 4.28 Heaton Chapel 7.13 59 76.47 Blisworth 81.27 57/87 5.81 Stockport 7 10.15 8.30 83.01 Hanslope J 92 86.07 84 0.00 Stockport 0 0.00 65 87.14 Wolverton 88.51 87 2.35 Cheadle Hulme 3 4.27 56 89.71 Milton Keynes Cent. 97 90.55 Tsr 28 6.09 Wilmslow 5 8.15 88 92.89 Bletchley 100 96.33 85/Tsr44 10.91 Chelford 11.51 96 99.36 Leighton Buzzard 102.41 56/41 16.58 Holmes Chapel 15.34 96 103.42 Cheddington 107.36 64 20.50 Sandbach 15 18.17 Sigslm Is 107.84 Tring 116 112.20 79 25.04 Crewe 23 25.04 23.30 111.62 Berkhamsted 115.14 70/80 0.00 Crewe 0 0.00 90 115.05 Hemel Hempstead 118.06 81 2.77 Basford Hall 2.52 85 122.10 Watford Junction 133 124.26 119.00 7.09 Madeley 7 7.48 95 0.00 Watford Junction 0 0.00 81 14.69 Standon Bridge 12.13 97 6.30 Harrow & Wealdstone 5 5.35 80 19.21 Norton Bridge 15 15.17 78 9.61 Wembley Central 8 8.03 75/14 24.54 Stafford 21.27 21.30 12.23 Willesden Jct.Low Level 13.50 41 0.00 Stafford 0.00 86 13.25 Kensal Green 16.08 45 5.73 Penkridge 5.39 75/85/33 14.43 Brondesbury 18.01 47 13.71 Bushbury J 14 12.58 68/40 16.04 Hampstead Heath 20.28 28 16.51 Portobelllo J 22 20.20 27 16.55 Gospel Oak J 28 21.35 20 20.50 Bescot Stadium 30 22.33 6/50 17.87 Camden Road 37 24.28 19 24.19 Hamstead 29.51 22 18.91 Caledonian Road 27.30 Tsr 16/27 24.99 Perry Bar North J 35 31.08 46/Sigslml8s 21.73 Dalston Kingsland 32.45 Tsr 17/25 27.29 Aston 37 38.06 19/45 24.05 Hackney Wick 38.09 Sigs 2 30.24 Stechford 43 43.32 30/80 25.45 Bow J 59 42.16 44 32.98 Marston Green 45.52 81 27.20 Bethnal Green 61 46.36 55/Sigs lm42s 28.26 Liverpool Street 64 50.20 44.00 .

Note: Mileage discrepancy explanation at Colchester. On the outward leg, we passed Platform 1 on the Down Clacton Avoiding Line. On the return, we used the Clacton Single Line and passed through Platform 3.

After a final reversal at Liverpool Street, we took a slightly different path back to the DC lines, to regain the West Coast Man Line at Watford Junction.

A final 101 mph maximum was achieved at Blisworth.

Milepost 38¼ 98 July 2017

Table 3B Miles Place Sched. Actual Speed Net Details as Table 3A 0.00 Clacton P 3 0 0.00 /79/23 Miles Place Sched. Actual Speed Net 4.60 Thorpe le Soken 6 7.55 72 0.00 Liverpool Street 0 0.00 49 8.89 Great Bentley 12.24 65/73/46 1.06 Bethnal Green 3 3.50 65 13.64 Wivenhoe 16.52 56/27 7.31 Ilford 8 7.58 77 16.04 Hythe 19 20.59 17/30 12.33 Romford 13.05 75 18.00 Colchester P 3 25 25.56 /87 14.81 Harold Wood 15.16 76/70 22.96 Marks Tey 30 30.20 101 20.14 Shenfield 21 19.33 76 30.99 Witham 36 35.28 79/91 23.54 Ingatestone 22.30 Sigs 25/81 33.71 Hatfield Peverell 37.15 72/19 29.70 Chelmsford 28 30.10 Sigs 14/86 39.86 Chelmsford 42 42.57 99 35.83 Hatfield Peverell 36.40 94 46.02 Ingatestone 48.01 Sigs 28 42.20 Kelvedon 40.43 95 49.43 Shenfiield 52 51.56 64/Sigs 48 51.60 Colchester P 1 47 47.27 26/52 54.70 Harold Wood 57 57.29 66/Sigs 44 56.03 Wivenhoe 55.04 72 57.25 Romford 60.23 78 57.80 Alresford 56.40 36/54 62.25 Ilford 62 64.26 75 65.07 Thorpe le Soken 61 64.05 65.55 Stratford 65 67.25 Sigs 26 69.67 Clacton P 3 70 70.42 70.00 68.36 Bethnal Green 70 70.56 Sigs 33 sec 69.42 Liverpool Street 75 77.11 73.00

Table 3C Miles Place Sched. Actual Speed Net For details see Table 3A 60.75 Kilsby Tunnel N 51.39 100/73 Miles Place Sched. Actual Speed Net 65.09 Rugby 54 54.33 92 0.00 Liverpool Street 0 0.00 32 70.66 Brinklow 58.33 100/26 1.12 Bethnal Green 3 3.26 Sigs 20 79.66 Nuneaton 65 66.04 79 3.60 Dalston Junction 9.41 26 84.89 Atherstone 70.34 Tsr 30 4.27 Canonbury 13.24 14 89.08 Polesworth 74.47 Tt 30/Sigs 24 5.33 Caledonian Road 17.52 Sigs 2m 19s/22 92.61 Tamworth 73 80.46 83 6.50 Camden Road J 16 24.38 13/69 98.84 Lichfield 77 86.40 85 10.37 Queens Park 31.43 72 106.86 Rugeley 95.31 89 12.18 Willesden J. LL 23 33.06 Sigs 23 111.13 Shrugborough TS 103.22 87 14.80 Wembley Central 35.52 77 116.11 Stafford 90 109.39 94.00 18.11 Harrow & Wealdstone 31 40.04 80 0.00 Stafford 0 0.00 85 24.41 Watford Junction 38 45.50 40.00 3.50 Norton Bridge 5 5.36 92/56 0.00 Watford Junction 0 0.00 91 10.07 Standon Bridge 9.05 100 7.05 Hemel Hempstead 6.14 94 16.87 Madeley 13 14.12 100 10.48 Berkhamsted 8.31 96/Tsr 18 22.99 Basford Hall 18.03 14.26 Tring 14 13.12 85 24.76 Crewe 22 21.56 21.00 18.68 Cheddington 16.54 Tsr 25/65 0.00 Crewe 0 0.00 60 22.74 Leighton Buzzard 22.52 89 4.56 Sandbach 7 5.46 84 29.21 Bletchley 27 27.54 Tsr 29/57 8.46 Holmes Chapel 8.56 95 32.39 Milton Keynes Central 29 32.19 86 14.11 Chelford 12.43 92 34.96 Wolverton 34.18 87 18.86 Wilmslow 19 15.42 74 39.09 Hanslope J 34 37.48 80/83 22.61 Cheadle Hulme 24 19.01 42.40 Roade 39.56 96 24.96 Stockport 27 21.57 21.00 45.45 Blisworth 41.01 101 0.00 Stockport 0 0.00 68 52.24 Weedon 43 46.03 89 1.53 Heaton Chapel 2.14 Sigs 28 59.58 Kilsby Tunnel South 50.47 93 2.96 Levenshulme 4.30 52 5.81 Manchester Picc 8 10.41 9.00

Milepost 38¼ 99 July 2017 4. CLASS 56: The Twilight Grids Railtour

First introduced in 1976, this class has had an extremely chequered life, although a few locomotives are still at work.

Under an agreement made by the government of Harold Wilson, the first 30 locos, (Nos. 56001- 56030), were built in Romania by Electroputere. So badly finished were they that all had to be re-built in the UK before being allowed to enter service. Numbers 56031 to 56115 were built at Doncaster, but to allow the plant to build the 50 Class 58 locos, 56116 to 56135 were built at Crewe.

All had Ruston Paxman 6RK3CT engines of 3,520 hp, but de-rated for rail use to 3,250hp. Also, all locos had, as stipulated by BR, a Class 47 body-shell design, with certain modifications, such as the removal of the obsolete head-code panel.

With almost as much power as a Deltic, these locos were designed for heavy freight work at which they were successful, despite emitting vast amounts of ‘clag’. However, maintenance costs were high when compared with the more modem Class 66, which also had a better route availability. As a result, the then owners EWS took the decision to withdraw all of the class on 31 March 2004.

Subsequently certain locos have been returned to traffic as refurbished originals, or overhauled by Brush Traction and re-numbered in the 563xx series.

‘The Twilight Grids’ railtour was a combined effort by F&W/Pathfinder Tours, Riviera Trains, EWS and Network Rail, to provide a Class 56 Farewell Charter, which started at 0523 at Bristol Temple Meads, with No. 56115 Barry Needham piloted by 56078 Doncaster Enterprise and picking up at Bristol Parkway, Cheltenham Spa, Bamt Green and Birmingham New Street. It then called at Toton for a crew change and was due to arrive at York at 1130, where I joined. Here 56078 ran around the train, to head south west for the circular part of the tour, whilst 56115 was uncoupled and remained at York.

The trans Pennine part of the tour was timed at a leisurely 30 mph, but this included some scheduling which included vast quantities of recovery time, witness the 45 minutes allowed for the 6.6 miles from Mirfield to Elland. Our maximum gain on the schedule was 75 minutes at Church Fenton, which explains the long stop at signals there.

Before our arrival back at York, we were all presented with a certificate stating that we had travelled on the last public train to be hauled by a Class 56 locomotive.

However just over two years later, Pathfinder organised ‘The Grid Arising’ railtour, which on 30 September 2006 started from Crewe behind an un-named Class 60, No. 60022 and travelled via Birmingham and Leicester to Toton. Here 60028 John Flamsteed took us to Doncaster, where 56302, formerly 56124, took us back to Toton via Bametby, Gainsborough Central and Worksop. At Toton, the 56 was replaced by 67005 Queens Messenger piloted by 66043.

Milepost 38¼ 100 July 2017 Table 4 Miles Place Sched. Actual Speed Net Train Twilight Grids: 1241 York Circular 72.17 Moston 96.07 Tsr 17 Date 31/05/2004 74.52 Brewery J 164 107.33 Stop 5m 14s See #1 Loco 56078 74.87 Phillips Park West J 169 110.36 47 Load 13,459/490 78.77 Ashton Moss NJ 174 116.35 44 Miles Place Sched. Actual Speed Net 79.53 Ashton under Lyne 177 117.56 Stop 5m 50s See #2 0.00 York 0 0.00 49 80.97 Stalybridge 187 128.02 41 1.91 Chaloners Whin 5.23 65 83.57 Mossley 132.24 53 5.51 Colton J 6 7.09 81 87.81 Diggle J 199 138.22 73/44 10.75 Church Fenton 10 11.20 67/71 91.74 Marsden 203 141.50 79 15.86 Micklefield 16 15.58 58/68 94.32 Slaithwaite 144.03 80/Sigs 2m 9s 18.26 Garforth 18.18 82 98.83 Huddersfield 210 152.41 55 21.14 Cross Gates 21 20.43 66/Sigs 5 101.58 Bradley J 156.47 Sigs 44 25.60 Leeds 29 28.53 49 103.82 Mirfield 158.50 Sigs 21/46 30.18 Morley 31.40 76/72 105.37 Thornhill LNW J 218 161.47 59 34.69 Dewsbury 45 41.49 58 108.21 Healey Mills Box 164.48 49 37.76 Mirfield 44.55 30/55 110.88 Horbury J 228 168.29 Sigs 21/48 40.42 Bradley Wood J 78 48.45 58 113.16 Wakefield Kirkgate 234 172.47 58 44.41 Elland 90 52.52 57 116.31 Normanton 176.39 21 46.90 Milner Royd J 99 55.31 55/59 119.86 Castleford 256 181.19 55 52.56 Hebden Bridge 109 62.13 63 125.92 Milford 262 187.35 72 57.01 Todmorden 66.54 66/42 128.26 Sherbum in Elmet 191.24 45 62.38 Littleborough 72.28 52/Sigs 3m 53s 130.34 Chuch Fenton 267 193.27 68/Sigs21m24s 65.72 Rochdale 127 84.09 49 135.32 Colton J 272 224.59 57 67.31 Castleton 87.25 Sigs 15 139.22 Chaloners Whin 229.11 42 70.24 Mills Hill 93.14 45 141.13 York 278 231.51 187.00 #1 - The tour was due to wait here for 24 mins as a pathing requirement. As we were almost an hour early, a shorter stop was made #2 - We were due to stop here for two minutes for a crew change,but for the sake of continuity I have shown it as a stop.

RPS Supplements

Members will have received this year’s RPS supplement, which commemorates the 50th anniversary of the end of steam on the Southern Region, and reviews the services from Waterloo prior to electrification. If you have further material on this topic, please send a copy to me and I will include it in future editions of “Milepost”

We are hoping that the 2018 RPS supplement will commemorate the 50th anniversary of the end of steam in the UK, and as well as activity in the North-West, will also include the final years of steam around the regions (including the Western Region Eastern Region and the A4s in Scotland). If you are able to supply an article, send me logs or give me an indication of logs on the RPDF data-base worthy of publication, please let me know.

Similarly, if you are aware of examples of good performance, from any era, on the RPDF database that deserves publication, please supply details and we will publish it in a future magazine.

David Ashley, Editor

Milepost 38¼ 101 July 2017 Michael Hedges, Thank you

A tribute to the prolific recorder and RPS member, who died recently

Michael Rowe

Michael Hedges, particularly for those of us with a Southern bent is, and was, via his various logs a major source of performance data. There are over 8,000 items with his name on the RPS database. The earliest is a run behind a Lord Nelson, in March 1947. His first of many journeys from Bournemouth to Southampton was on the 30 May, when Merchant Navy Class 4-6-2 No.21C19 ran non-stop between the two towns in 37 minutes 30 seconds (schedule: a very undemanding 41 minutes). Although the most recent log on the database dates from 2009, two thirds pre-date the end of 1961. His priority was steam and particularly, as he mentioned in letters to Milepost, Bulleid Pacifics.

The first ‘M. Hedges’ log to appear in a magazine was, perhaps surprisingly, not on the ‘Southern’. C. J. Allen, in the February 1952 Railway Magazine, wrote, after some previously less than encouraging words with respect to the performance of the new Standard Class 5 4- 6-0s, ‘Certainly No. 73000 acquitted herself well on the run timed by Mr M. Hedges which appears in Table 1. The load was a light one of seven bogies only, or 240 tons gross, but she was equal to that of the pre-war ‘East Anglian’ and on a booking three minutes faster than that of the latter from Ipswich.’ We know from Michael’s note books that this was a result of an early foray away from the SR, a return trip to Ipswich, Down on the 1230 behind a B1 4-6-0 with a ‘leaky cylinder cock or gland’, returning on the 1538 behind the Standard 5. He notes on passing Stratford, ‘running on double yellow, turning to green on approach.’

The December 1955 Railway Magazine contained two logs from ‘Mr. Michael Hedges’, a Down run to Bournemouth from Waterloo behind a West Country Class Pacific with 13 on (No. 34109 on 2/7/55) and an Up run on the 0720 from Bournemouth behind a Merchant Navy (No. 35030 24/8/1955). It was runs such as these that cemented this particular teenager’s enthusiasm for Mr. Bulleid’s Pacifics. (An annual subscription to the Railway Magazine had been a Christmas present from a thoughtful Uncle since Christmas 1952). The October 1957 RM contained no less than eight ‘Mr. Michael Hedges’ logs.

Michael was to become a much-quoted source of material both in the RM and elsewhere. Derek Winkworth in his book on the Bulleid Pacifics reproduces 21 of Michael’s logs; the post- war performance section of his book on the Lord Nelsons is heavily dependent on his logs. Although Michael amassed a significant number of logs between Bournemouth and London much of his early and mid-1950s material relates to the Winchester to Weymouth and Southampton to Portsmouth sections, no doubt conditioned by the availability of Runabout tickets, and specifically between Bournemouth and Southampton.

He was apparently always on the lookout for new motive power as the list in Table I illustrates. Some of these runs were outstanding: the 29m 4s with newly (a month previously) rebuilt Merchant Navy No.35027 is a RPS fastest steam time and the performance of diesel electric No.10201 with a 510-ton train, for a loco with only 1,760 H.P. at the rotor, also impresses. Logs of the V2 2-6-2 No.60908, (one of six class members loaned to the Southern Region whilst Bulleid Pacifics were stopped for examination after the crank axle fracture incident at Crewkerne), the Hall 4-6-0 No.4921 (on a Western Region Sunday excursion to the South Coast) and Britannia No. 70009 (allocated to the Southern Region for a few months before transfer to East Anglia) illustrate his vigilance. His logs afford a comprehensive view of operations between Bournemouth and Southampton over a decade and a half. He was a regular visitor for another forty odd years.

Milepost 38¼ 102 July 2017

Table I Bournemouth to Southampton non stop Date loco gross Ch’ch L.Jct Totton Soton max min net 29/8/50 30929 12/ - 7-30 20-25 31-50 36-55 64 39 37 8/9/51 30747 10/320 6-33 18-17 28-50 39-25 68 44 33¾ 8/9/51 34105 10/ 6-03 15-40 25-10 30-31 74 56 30½ 8/9/51 70009 12/500 6-43 18-19 28-38 33-14 70 49 33¼ 1/8/52 31632 8/265 6-12 18-47 30-55 35-44 62 40 35¾ 23/8/52 30488 10/360 6-23 18-22 29-32 34-10 66 44 34¼ 7/1/53 30787 12/415 6-57 19-19 29-49 35-05 67 40 34¾ 18/5/53 60908 11/385 7-26 19-45 30-40 36-00 72 38 35 26/5/53 10000 12/420 6-03 18-05 28-38 34-09 70 42 34¼ 12/2/54 35012 13/460 6-29 16-44 26-16 31-12 78 53 31¼ 1/6/54 76006 8/270 6-03 16-36 28-49 36-40 70 53 33½ 4/7/54 10201 12/510 5-42 16-59 27-19 32-21 70 51 32¼ 4/7/54 4921 10/345 6-37 18-32 29-35 34-44 66 45 34¾ 19/9/54 30856 10/360 6-05 17-00 26-45 31-20 79 51 31¼ 2/5/55 34007 11/375 6-04 15-59 26-22 31-15 76 58 31¼ 25/2/56 30863 13/450 6-35 18-27 28-40 34-05 72 42 32 19/7/57 10201 11/400 5-46 15-38 25-30 32-01 74 54 31 4/6/59 35027 11/370 6-06 16-00 25-00 29-04 80 57 29 25/8/61 34037 13/450 7-04 17-44 27-26 32-20 73 51 32¼ 16/6/62 35005 13/460 6-15 16-58 27-00 32-11 68 52 32¼ 30/5/83 47444 10/345 5-02 13-40 23-00 27-31 85 71* 27½

Notes: ‘gross’ number coaches/gross tons - ‘Ch’ch’- passing time at Christchurch, ‘L.Jct’- at Lymington Junction and Totton - ‘max’ maximum speed between Brockenhurst and Totton - ‘min’ minimum speed on climb from Christchurch to Mile Post 100. ’net’ – net time Bournemouth to Soton (Southampton) ‘loco’ locomotives: 30929 - ‘Schools’ Class 4-4-0, built 7/1934, allocated 73B Bricklayers Arms, 30747 - Urie N15 ‘King Arthur, 4-6-0, built 7/1922, allocated 70D Basingstoke 34105 - ‘West Country’ Class 4-6-2, built 3/1950, allocated 71B Bournemouth 70009 - ‘Britannia’ Class 4-6-2, built 5/1951 , allocated 70A Nine Elms 31632 -‘U’ Class 2-6-0, built 3/1931, allocated 71C Dorchester 30488 -‘H15’ Class 4-6-0, built 3/1914, allocated 70A Nine Elms 30787- Maunsell N15 ‘King Arthur’ 4-6-0, built 9/1925, allocated 70A Nine Elms 60908 -Ex LNER V2 Class 2-6-2, built 4/1940, allocated (on loan) 70A Nine Elms 10000 -Ex LMS D16/1 Class Co-Co 1600HP D/electric, built 11/1947(on loan) 35012 -‘Merchant Navy’ Class 4-6-2, built 12/44, allocated 71B Bournemouth 76006 -BR Standard Class 4 2-6-0, built 1/1953, allocated 71C Dorchester 10201 -BR 10201 Class 1Co-Co1 1760HP Diesel Electric, built 11/1950 4921 - Ex GWR 49xx ‘Hall’ Class 4-6-0, built 4/1929, allocated 81F Oxford 30856- ‘Lord Nelson’ Class 4-6-0, built 11/1928, allocated 71A Eastleigh 34007 - ‘West Country’ Class 4-6-2, built 8/1945, allocated 70A Nine Elms 30863 - ‘Lord Nelson’ Class 4-6-0, built 10/1928, allocated 71B Bournemouth 35027 - ‘Merchant Navy’ 4-6-2, built 12/1948, rebuilt 5/1957, 71B Bournemouth 34037 - ‘West Country’ 4-6-2, built 8/1946, rebuilt 3/1958, 71B Bournemouth 35005 - ‘Merchant Navy’4-6-2, built 12/1941, rebuilt 5/59, 71B Bournemouth 47444 - Brush 4 Co-Co, 2580HP D/Electric, built 3/1964 (D1560) allocated Crewe

Michael, in addition to the above, inter alia regularly timed other trains between Southampton and Bournemouth: M7 0-4-4 tanks between Christchurch and Bournemouth West, Marsh H2 4-4-2s on the Brighton to Bournemouth service, ex-London and South Western 4-4-0s including L11s, D15s & T9s, ex South Eastern and Chatham L 4-4-0s plus the various BR Standard Classes.

Michael’s last letter to Milepost was written last year (Milepost 37¼, July 2016). He wrote, ‘I was delighted to see a couple of my runs in MP37.’ He remembered the circumstances of a somewhat surprising run over ‘Castleman’s Corkscrew’ and that the ‘Southampton control room did not expect the train so soon.’ He continued, ‘Two runs recorded by me on the Lymington Pier-Waterloo boat trains hauled by T9s in the 1950s might be worth publishing some time.’ They were actually included in an article he wrote in Milepost 15½ but the better of the two is compared (Table II) with the following year’s efforts; a rousing performance by the BR 2-6-0, a less energetic run by the ‘U’ 2-6-0. (The short turntable at Brockenhurst restricted larger locomotives). In later years ‘Schools’ 4-4-0s and then Type 3 diesel-electrics

Milepost 38¼ 103 July 2017 assumed the mantle. One wonders, following the U’, whether Michael thought there were better ways, both time wise and financially, to spend his Saturdays.

Table II Lymington Boat Train, Southampton to Waterloo Date 21/8/1954 2/7/1955 28/7/1956 Train 10.35 ex L’n. Pier 10.30 ex L’n Pier 10.50 ex L’.Pier Loco class number T9 4-4-0 30300 BR4 2-6-0 76012 U 2-6-0 31624 Load coach/tons 8/270/290 8/270/290 10/329/350 m.ch actual mph actual mph actual mph 00.00 Southampton 00-00 50secsL 00-00 8½ML 00-00 6½ML 01.05 Northam Jct 04-05 sigs {10) 03-12 (26)(18) 03-20 03.33 Swaythlin g 10-20 sigs (18) 07-25 (46) 08-20 05.54 Eastleigh 14-51 (45) 10-10 (52) 13-22 (36) 06.44 Allbrook 15-51 (46) 11-20 pws(17) 14-49 09.42 Shawford 19-46 (44) 17-08 (40) 19-40 (35)(36) 12.52 Winchester 23-57 (45) 21-35 (43) 25-30 stp8ML 14.59 Win Jct 26-35 (50) 24-19 (48) 05-31 (30) 15.37 Wallers Ash 29-52 (49)(50) 28-00 sigs(39) 10-15 (36) 21.10 Micheldever 34-30 (43) 32-55 (47) 16-06 (37) 23.00 Roundwood 37-12 (40) 35-20 (46) 19-05 (37) 26.56 Wootton sigstop 51 secs 39-33 ‘eased’ 23-48 (54) 28.76 Worting Jct 49-39 (50) 42-02 (48)(55) 26-31 (56) 31.36 Basingstoke 52-20 (60)pws 45-45 stop sigstp 8 mins 37.05 Hook 58-30 (15)(26) 08-19 (63)pws 46-38 (54) 39.32 Winchfield 61=40 (47) 11-32 (19)(57) 49-16 42.60 Fleet 64-56 (64) 14-37 (70) 58-26 (57) 46.01 Farnborough 68-03 (65) 17-37 (72)(64) 56-11 (58)(59) 48.19 Mile Post 31 - (57) 19-41 58-26 (57) 51.20 Brookwood 73-03 (65)(62) 22-16 (76) 61-20 (65)(66) 54.73 Woking sigstop 61 secs 26-27 (60) sigstop 2¼ min 57.46 W.Byfleet 84-00 (50)(60) 27-48 (74)(75) 78-12 (49)(56) 60.10 Weybridge 86-50 (54) 30-02 80-55 62.13 Walton 89-07 (52) 31-56 (63)(66) 83-11 (49)(61) 64.68 Esher 91-48 (61)(62) 34-25 sigsstop 85-56 (59) 65.73 HamptonCJct 92-52 (55) 38-32 15 secs 86-58 (59) 67.23 Surbiton 94-15 (55) 41-44 88-19 (56) 72.02 Wimbledon 99-16 (62)pws 48-31 (62)(63) 93-16 (55)(58) 75.38 Clapham Jct 103-02 (26)(50) 52-22 (32)(53) 97-18 (31)(40) 79.30 Waterloo 110-11 (54)stop 60-17 stop 104-30 stop

Schedules: 1954 - (30300) Southampton to Waterloo 95 minutes non-stop - 1955 - (76012} Soton to Basingstoke stop 46 mins - to Waterloo 56 mins, - 1956 – (31624) Soton to Winchester stop 24 mins - Waterloo 93 mins.

Many of Michael’s more exciting logs featuring Bulleid Pacifics and Lord Nelson 4-6-0s have found their way into print. The collection provides insights to much of the working of many of the less glamorous trains. From July 1956 to May 1963 he became a regular user of two 1900 departure time trains, whilst travelling between Bournemouth and Maidenhead. Firstly, the Sunday 1900 from Bournemouth West to Waterloo (143 logs held on the data base) regularly loaded to 400 tons (occasionally more). Between Christchurch and Basingstoke there were six scheduled stops, (latterly seven with Micheldever added.)

Table III includes four runs with 10 coach trains featuring a King Arthur Class 4-6-0 (which shared the working with Lord Nelson 4-6-0s for some years), a Lord Nelson, a Standard Class 5 4-6-0 (which with the transfer of locos from other BR Regions increasingly replaced the Arthurs and Nelsons), and a Bulleid light Pacific (which, following the transfer of more Class members post the Stage 1 & 2 electrification project completions in Kent, often did duty). Three runs he timed behind Schools Class 4-4-0s all reached Basingstoke a few minutes late debited to the loco; apart from these, overall time keeping was excellent. The schedule was, however, generous, a running time of 95½ minutes, (94 minutes without the Micheldever stop). Actual and net times were: No. 30785 94m 9s (90 net), 73115 88m 49s (87 net), 34041 91m 51s (82 net), 30865 90m 46s (89 net).

Milepost 38¼ 104 July 2017 Table III Sunday 19.00 Bournemouth West to Waterloo: Christchurch to Basingstoke Date 1/9/57 29/6/58 6/7/58 23/8/59 Loco/class/no KA 30785 BR5 73115 WC 34041 LN 30865 Load/coach/tons 10/322/345 10/316/335 10/315/340 10/312/335 m.ch. location actual mph actual mph actual mph actual mph 00-00 Christ’ch’ 00-00 1ML 00-00 1E 00-00 1ML 00-00 RT 03.23 H.Admiral 06-13 (47)” 05-55 (50) 06-18 (52)” 06-24 (39) 05.64 N.Milton 09-52 stop- 09-39 stop 08-48 stop 10-38 stop 02.79 Sway 05-04 (50)_ 05-10 (52) 05-12 05-13 04.64 L’ton Jct 07-15 (57) 08-20 pws 07-02 (62) 07-13 05.59 Brock’urst 08-48 stop 09-55 stop 08-33 stop 08-58 stop 04.59 B’lieu Rd. 06-40 (58) 06-20 (60) 06-22 (61) 06-39 (62) 07.32 L’hurst Rd 08-15 (67) 08-57 (65) 08-44 (71) 09-09 (68) 10.23 Totton 11-55 (68)* 11-40 (68)* 11-16 (70)* 12-12 12.54 Millbrook 16-01 pws 14-40 (55) 13-52 (58) 15-32 13.46 Soton 18-35 stop 16-25 stop 16-05 stop 17-39 stop 01.05 N’ham Jct 03-10 (12) 03-05 (16) 03-31 (22) 03-05 St Denys 05-45 05-10 05-33 sigs 05-05 03.33 Swaythlin 08-08 (38) 07-14 (57)” 08-06 07-31 (40) 05.54 Eastleigh 13-43 stop 10-48 stop 12-44 stop 11-05 stop 00.70 Allbrook 02-55 (35)” 02-42 (40)” 02-28 (43)^ sigs (40) 03.69 Shawford 08-37 stop 07-25 stop 14-09 stop 08-33 stop St. Cross 04-36 (40)” 04-54 (37)” 03-21 (46)” 04-18 (40) 02.49 Winch’ter 07-09 stop 07-24 stop 06-24 stop 06-40 stop 0207 Win Jct 05-02 (41) 04-55 (40) 04-32 (43) 04-45 (41) Wall’s Ash - (44) 08-37 (50)” 07-48 (58)” 08-20 (51) 08.38 Micheld’r 13-43 (44) 13-27 stop 12-05 stop 13-08 stop R’dwood 16-20 (44) 04-20 (38) 04-35 (41) 04-32 (36) Wootton 21-00 (51) 09-04 (62) 08-46 (60) 09-03 (57) 07.66 Worting Jt 23-33 (54) 11-05 (75)” 11-04 (60) 11-11 (68) 10.26 Bas’stoke 27-15 stop 13-46 stop 13-05 stop 14-10 stop Notes: * Maximum speed before Totton “ Max’m before stop ^ Max’m before signal stop 07-16/11-17 Schedules Christchurch – N.Milton 10 mins, to Brockenhurst 10, Soton 19, Eastleigh 11, Shawford 9, Winchester 7, Micheldever 15½, Basingstoke 14, Winchester to Basingstoke without the Micheldever stop 29 minutes

Secondly, the Friday 1900 from Reading General to Southampton Terminus (166 logs) in contrast to the Sunday 1900 from Bournemouth usually loaded to only three or four coaches, stopped at all stations as far as Eastleigh, where locos were changed. (A Hampshire DMU took over the duty from May 1961). Table IV includes one of the faster runs timed behind a King Arthur 4-6-0, a BR Standard Class 4 4-6-0 (the most frequent motive power during the period of Michael’s observations), a BR Standard Class 4 2-6-0 (seldom used) and a Maunsell Mogul U Class 2-6-0 (also rare). Urie H15 Class 4-6-0s did duty on occasion as did Schools Class 4-4-0s. Michael apparently went out of his way to travel behind Schools, which until the transfers to Nine Elms post electrification in Kent were rare birds on the Western Section of the Southern. His experiences were seldom better than poor, unlike pre-war, when Western Section footplate crews produced some exceptional performances with them or, indeed, Eastern Section performances post-war on trains such as the 0915 from Charing Cross.

Even with the light trains some speeds in Table IV catch the eye, particularly the 67 mph achieved on the rising grades before the stop at Mortimer by the 2-6-0 No. 76026 and the 75 mph before the Micheldever stop followed by 85 mph past Winchester Junction by the Class 4 4-6-0 No. 75075. Michael noted that the 4-6-0 might have been 15 seconds quicker to the Micheldever stop if they had not initially stopped short: presumably there had been a full brake application. Similarly, he noted that despite the short train they drew up twice at Winchester, presumably hard braking had not delivered the required positioning.

There was often smart running west of Bournemouth, particularly on the favourable section in the Up direction from Moreton to Wool, invariably, however, with light trains. On summer Saturdays (Michael often spent a Saturday on the Bournemouth-Weymouth section including visits to the Swanage branch) and some peak season days, some trains were not split at Bournemouth, the whole set continued through to Weymouth. Table V has a T9 4-4-0, with a three coach Weymouth portion belying its Victorian heritage, (built 2/1901, withdrawn 12/1952) keeping time comfortably:

Milepost 38¼ 105 July 2017 Table IV Reading General to Eastleigh Date 1/6/1956 15/2/57 4/7/58 14/4/61 Loco/class/no. KA 30763 BR4 75075 BR4 76026 U 31806 Load/coach/ton 4/133/145 4/133/145 4/129/140 3/100/105 m.ch locatio actual mph actual mph actual mph actual mph 00-00 Rdg G 00-00 5ML 00-00 10ML 00-00 8ML 00-00 ¾ML 00.74 Rdg W 03-02 ( - )* 03-12 ( - )* 02-45 ( - )* 02-44 ( - )* 01.06 S’cote 02-47 02-33 02-11 02-26 06.22 Mortr 09-09 (57)* 09-02 (58)* 07-49 (67)* 08-56 (52)* 03.27 Braml 06-05 (52)* 06-02 (49)* 05-11 (57) 05-37 (50)* 03.76 Basing 08-38 (52)* 07-13 (49)^ 09-17 (57)* 10-19 (47)* 02.40 Wort J 04-57 (45) 04-22 (48) 04-22 (48) 04-55 pws15 04.56 Woott 07-41 (52) 06-54 (55) 07-01 (55) 08-25 (51) 10.26 M’dev 13-07 (72)* 12-21 (75)* 12-49 (68)* 14-36 (64)* 03.47 W Ash 05-18 (59)* 04-20 (70) 04-23 04-51 (63) 06.31 W Jct 07-38 (69) - (75) 09-04 (64) 07-25 (66) 08.38 Win’er 09-53 (71)* 08-53 (85)* 13-25 sigs* 10-20 (60)* 01.25 St X 02-39 (45) 02-20 (54) 02-31 02-26 (50) 03.10 Shawd 05-11 (51)* 04-35 (66)* 04-29 (62) 04-34 (58) 02.76 Allb’k 04-46 (51) 03-55 (65) 08-42 (68)sg 08-20 (56) 03.68 E’leigh 06-57 RT 05-28 2ML 10-57 4ML 10-12 ½ML Notes: 4/7/58 stop for signals before Basingstoke 06-04/07-00 14/4/61 stop for signals before Basingstoke 07-51/09-00 ( - )* maximum speed before stop

The other three logs in Table V feature heavier trains, in each case the footplate crews presumably found the Poole to Wareham and continuation to Dorchester South schedules challenging. Schools No. 30909 lost 75 seconds to Wareham and gained 16 seconds to Dorchester. It lost another 112 secs to Weymouth after slipping badly before Dorchester Junction. The West Country No. 34021 lost 107 seconds to Wareham and 35 seconds on each of the next two stages. This plus the need to pull up twice at Poole, Wool and Dorchester led to an overall loss of ten minutes between Bournemouth and Weymouth, a not untypical happening, A heavy train, frequent stops, short platforms and Bulleid Pacifics was not always a happy combination. (Personal experiences with heavy trains west of Bournemouth were very variable. However what could be achieved is indicated by a log by RPS Member David Foale, behind West Country No. 34023, reproduced by Mr. Winkworth in his book on Bulleid Pacifics).

The BR4 2-6-0 No. 76059, although with a more generous schedule, gained 48 seconds to Wareham and 63 seconds to Dorchester.

Michael’s home for many years was in the Bournemouth area, he subsequently moved to Maidenhead (for some years he appears to have regularly travelled between the two) where he lived, I believe, for the rest of his life. Bournemouth and its railways, however, based on various letters he wrote to Milepost, remained his first love. His last journey behind steam on the Southern Region was on the 28 August 1965, a Standard Class 5 with six coaches on the 1851 Bournemouth to Woking slow, an undistinguished performance. It is noticeable, as with John Webber, another long-term observer of the Bournemouth steam scene, that he took no part in the last year of Southern steam. Undoubtedly the many poor performances in 1966 and perhaps the ever-increasing army of enthusiasts dampened his enthusiasm.

Not surprisingly, living in Maidenhead he became an observer of Western Region practice. His logs afford the opportunity to outline the development of services between Maidenhead and Paddington. Tables VI and VII span five decades.

The first two logs in Table VI were on the 1455 Swindon to Paddington; all stations to Slough, then fast to Paddington, reached at 1730. Michael travelled frequently, perhaps because it was occasionally a Swindon Works running in turn, on this train. Grange Class 4-6-0 No. 6832 and Hall No. 6993 were, however, regular performers, both being allocated to Swindon. These

Milepost 38¼ 106 July 2017 two logs represent their best efforts; over 80 mph attained by the Hall with its 6ft diameter coupled wheels and 70 by the Grange with 5ft 8in, on a service with an overall average speed of less than 30 mph.

Table V Bournemouth to Weymouth Loco/number T9 30307 V 30909 WC 34020 BR4 76059

load/coach/ton 3/97/103 10/334/360(a 11/367/400 8/262/265

m.ch locat’n actual mph actual mph actual mph actual mph

00.00 B’mth 00-00 RT 00-00 28L 00-00 10L 00-00 GW.Jc 04-50 ps15 07-11 sig.st 04-50 (46) 04-57 02.49 B’som 06-20 09-34 05-22 05-27 03.72 P’tone 08-20 12-30 07-06 07-30 05.60 Poole 10-55 (61)* 15-12 (58)* 09-50 (62)* 15-00 sstop 02.15 Ham.J 04-25 (43) 04-59 (39) 05-07 04-19 (40) 04.79 H.Hth 07-35 (57) 08-21 (58) 08-50 07-34 (58) 07.08 Wham 11-10 (57)* 11-15 (59)* 11-47 ( - )* 10-11 ( _)* 01.07 W.Jct 02-50 03-07 (30) 03-15 03-05 04.79 Wool 07-50 (57)* 07-32 (60) 08-35 ( - )* 07-45 (57) 09.34 M’ton 07-00 (44) 12-08 (51) 07-45 (38)^ 12-44 (48) 14.79 D’ Sth 13-10 (65) 18-44 (62)* 14-35 (65)* 18-57 (62)* 00.26 D.Jct 01-15 03-20 sigs 01-10 02.12 MChlt 02-55 (40) 05-34 (41) 03-17 (41) BTbox 04-55 07-40 (32) 05-25 (33) 04.44 U&B 07-10 (60) 09-54 (68) 07-48 (69) 06.79 Wey’h 10-25 (66)* 13-52 (71)* 15-05 sstop Notes: ( -)* - maximum speed before stop, (a – 7/237/250 after Wareham ^ minimum 38mph after 44

Hall No.6927, on the first of the two rush-hour through trains from Henley-on-Thames to Paddington was an Oxford engine (transferred from Reading the previous year). Michael only sampled this service three times, each hauled by a Hall. (Castles and Britannias also did duty on occasion). The performance of No. 6927 with an eleven coach train and a PWS before Hanwell was good as was the lack of any other checks. The Hymek D7076 a decade later on an Oxford to Paddington service produced a different level of performance, but the schedule was 25 rather than 31 minutes, albeit with two less coaches.

Table VII in chronological order includes four of Michael’s fastest times for that particular class. In practice the Class 50 made a quicker start than the Brush 4 and was two seconds to the good twixt Slough and Old Oak Common West and almost a minute quicker than Western No. D1057. The Western, however, was undoubtedly eased after Hayes at which point it was in contention with the other two. The run behind the pair of Thames Turbos is a RPS fastest time, only beaten by an HST making a special stop at Maidenhead. By this time Michael had obviously gone the way of many of us who were brought up on steam i.e. he merely recorded passing times, I have added average speeds.

Table VI Maidenhead to London Paddington 1957-69 Date 6/5/1957 10/4/57 12/6/59 26/6/69 loco/number Grange 6832 Hall 6993 Hall 6927 35 D7076 load/coach/ton 5/150/175 5/152/170 11(7+4)/380 9/303/320 m.ch location actual mph actual mph actual mph actual mph 00.00 M’head 00-00 4ML 00-00 1ML 00-00 1ML 00-00 1ML 01.61` Taplow 03-28 (48)* 03-36 ( - )* 03-40 (46) 02-52 01.41 B’nham 03-10 (45)* 03-20 (- )* 05-25 (54) 04-28 02.41 Slough 04-59 (48)* 04-34 (50)* 08-07 (56) 06-35 02.18 Langley 03-52 (51) 04-14 (47) 10-22 08-22 (76) 03.56 Iver 05-26 (62) 05-54 (59) 13-52 (62) 09-32 07.42 Hayes 08-56 (66) 09-25 (70) 15-29 (65) 12-24 (80) 09.30 S’hall 10-36 (67) 10-56 (71) 17-42 (a) 13-44 (84) 12.60 Ealing B 13-35 (68) 13-35 (79) 21-55 (59) 16-08 OOC.W 15-40 (71)b 15-23 (81)b 24-19 (63)(b 18-11 (87)b 17-16 West P 17-37 (45) 17-10 26-35 (32) 19-40 18.36 PDN 20-19 RT 19-33 1½E 29-44 ¼ME 22-35 1½E

Milepost 38¼ 107 July 2017 Notes : 14.55 ex Swindon: Maidenhead to Taplow stop 4 mins – to Burnham stop 3 – to Slough stop 5 – to Southall pass 10, Westborne Pk pass 18 Paddington 22 stop. 07.48 ex Henley-on-Thames: Maidenhead to Slough pass 8, S’hall pass 18, Paddington stop 31 minutes . 08.00 ex Oxford Maidenhead – Paddington 25 mins (a) – slowing for pws (36) before Hanwell (b – maximum speed at Acton

Table VII Maidenhead to London Paddington 1975-94 Date 25/4/75 1/2/84 28/11/85 21/3/94 loco/number 52 D1057 50 50048 47 47484 166 216 165 218 load/coach/ton 11/390/415 11/380/410 11/382/420 3+2 194/225 m.ch location actual mph actual mph actual mph actual mph 00.00 M’head 00-00 5½ML 00-00 ½ML 00-00 LtoT 00-00 LtoT 01.61 Taplow 02-52 02-45 LtoT 03-00 02-27 03.22 B’nham 04-17 04-10 04-29 03-40 75 05.63 Slough 06-18 06-10 (80) 06-31 (80) 05-22 89 08.01 Langley 07-57 (83) 07-48 (83) - (84) 06-48 93 09.39 Iver 09-02 (85) 08-52 09-12 (87) 07-47 90 13.25 Hayes 11-49 (88) 11-30 (88) 11-46 (90) 10-17 92 15.13 S’hall 13-18 12-45 (89) 13-02 (91) 11-29 92 18.43 Ealing B 15-50 14-57 (93)(a 15-16 (89) 13-42 91 OOC.W 17-50 (82) 16-55 (90)(b 17-18 (83) 15-37 22.79 West P 19-10 18-35 18-40 17-09 sigs 24.19 PDN 21-57 ½ME 21-25 2ME 21-10 1½ML 19-38 5½ME Notes: 07.22 ex Oxford: Maidenhead – Paddington 28 minutes. 07.50 ex Twyford: Maidenhead – PDN 24 mins (1/2/84 & 28/11//85, 07.32 ex Henley-on-Thames: Maidenhead - PDN 26 minutes (a) – 93 mph at West Ealing (b) 80mph at Old Oak Comon West

Whilst the Weymouth, Bournemouth, Basingstoke, Reading, London Paddington, with frequent visits to Waterloo, represents the major part of the 8,000 plus logs, Michael was a regular visitor to other parts of the Kingdom. In the fifties he availed himself of excursions from Bournemouth to Brighton, Paignton, Wolverhampton, Nottingham, South Wales, etc. These often loaded to 12 carriages. Typically, on the Southern Region such trains were run at speeds similar to regular services, on the Western Region, often hauled by a Hall they seldom exceeded 60 mph (on occasions when a Castle 4-6-0 at one extreme or a 43xx 2-6-0 at the other did the honours the result was similar). Michael also spent some weeks away from home e.g. Kent, Devon and Cornwall, South and Central Wales, etc. In July 1957 he spent a week travelling the Chester-Llandudno section and branches ln the area.

Table VIII includes four out of eight journeys made during the week. Stanier Class 5 4-6-0 No. 45005 with a 12 coach train produced probably a not untypical Sunday performance, eleven minutes lost through signal checks, 10 minutes at stations, primarily due to drawing up twice and four minutes debited against the loco. Conversely Standard Class 5 No. 73099 with only nine coaches on the following Friday left Chester on time, was unchecked and early into every stop. The start from Chester was good and speed only fell from 41 to 38 mph on the 1/100 before Llysfaen. The BR 2-6-4 Standard Class tank No. 80051 with an even easier schedule and only seven coaches kept time, except for overtime at the Colwyn Bay station stop, without exceeding 58 mph. Stanier Class 5 No. 44871 with 10 coaches, leaving Chester 29 minutes down, once clear of Connahs Quay produced the best running of the week in either direction. Despite the initial delays and a stop for signals at Foryd Junction seven minutes was regained by Llandudno. Speed fell from 55 to 48 mph on the 1/100, the total net running time from Chester to Llandudno Junction with stops at Prestatyn, Rhyl and Colwyn Bay was 55 minutes for the 44.3 miles.

In later years Michael extended his railway journeys to the north of Scotland, Belgium and Switzerland, but his logs lack the details of former years and more noticeably the obviously enervated double under lining of surprising speeds.

Michael was above all a steam man. May he rest in peace and thank you for all his many and varied shared experiences.

Milepost 38¼ 108 July 2017

Table VIII Chester Llandudno Date 7/7/57 12/7/57 10/7/57 11/7/57 loco/number LM5 45005 BR5 73099 BR4 80051 LM5 44871 Load/coach/ton 12/361/380 9/276/290 6+1/204/210 10/315/325 m. Location actual mph actual mph actual mph Actual mph 00.0 Chester 00-00 20L 00-00 RT 00-00 2ML 00-00 29ML 01.9 Saltney Jct sig st ops 03-56 05-03 04-35 05.8 Sa’dycroft 18-25 08-03 (62) 09-53 (56) 08-49 07.0 Que’sferry 21-50 09-18 (65) 11-22 (57) 10-12 (59) 08.9 Con Quay 23-40 11-01 (65) 13-13 (56) 12-20 sig(7) 12.4 Flint 27-48 (56) 14-23 (58) 16-59 (57) 19-01 (52) 14.5 Bagillt 30-02 (57) 16-23 19-10 21-09 (60) 15.7 Holy’el Jct 32-25 18-33 21-37 23-19 (66) 20.1 Mostyn 36-46 (62) 21-52 (61) 25-16 (58) 26-17 (71) 22.9 Talacre 38-30 (^5) (62) 28-31 sigs 28-38 (74) 26.3 Prestatyn 42-42 stop 28-02 stop 33-50 stop 32-01 (75)* 03.6 Rhyl 07-19 stop 06-10 (52)^ 06-20 stop 06-23 (52)* 01.9 Foryd Jct 02-51 (46) 02-40 (34) 03-00 sig (A) stop 04.3 Abergele 07-42 stop 07-08 (53)* 07-44 stop 09-26 (50) 06.9 Llandulas (41) 04-48 (41) (38) 12-09 (55) 08.0 Llysfaen (35) (38) 06-46 (36) (48) 10.5 Col’yn Bay 10-58 stop 10-19 stop 10-36 stop 16-57 (55)* 03.9 Lland’ Jct 07-14 (54* 06-28 (58)* 06-50 (56) 07-24 (54)* 01.2 Deganwy 04-58 (38* 2ME 1ML 22ML 03.8 Lland’dno 06-27 45L delay sigs/station 11min 10¼ ½ nil 1½ 2½ 8 nil

Notes: Sunday 7/7/57 : 45005, 14.00 Manchester Exchange Llandudno Friday 12/7/57 : 73099, 10.20 Manchester – Holyhead Wednesday 10/7/57 : 80051. 10.52 Chester – Llandudno Thursday 11/7/57 : 44871, 07.30 Derby – Llandudno (A) – sig stop Foryd Jct 02-58 to 03-57. (B) (xx)* indicates max mph before stop

A recorder’s guide to the SNCF

Old and new from Paris Est

Alan Varley

Extension of the LGV-Est Européen to Strasbourg is not the only novelty affecting services from Paris Est. The very long reign of SNCF’s CC diesels, the 72000 series (remotorized as 72100), on trains to Culmont-Chalindrey and Belfort is about to come to an end. Round about the time this article appears in print their replacement by Coradia Liner units will be complete, with a few locos retained for a while to cover possible failures. It has to be said that this change is long overdue. I first published logs of runs on these services in Milepost 5½; when I returned to the topic eighteen years later I commented that performance had scarcely evolved over the intervening period. Today – after another fifteen years! – I could say much the same thing. All that has changed is that, on more or less identical timings, loads have steadily declined. In the 1980s the Paris-Bâle trains operated as 9-11 coach formations – sometimes more but in that case the CC 72000 was replaced by a pair of BB diesels. Since the transfer of international trains to the Rhine-Rhône LGV the standard formation for trains to Mulhouse/Belfort or the semi-fasts to Culmont-Chalindrey has been six or seven Corail vehicles. Originally the CC 72000s were rated at 3,600 hp but normally operated at a maximum of 3,000. Their new more fuel-efficient and less-polluting power units also have a maximum rating of 3,600hp, but by all accounts, never operate on more than 70 or 80 % of full power.

In these circumstances, a trip on this line has not been one of my priorities. I sampled the bi- mode AGC units in 2008 (see Milepost 29¾) and also the Alstom X-TER MUDs on the semi- fasts, but it is a long time since I timed a CC on this road. In view of their forthcoming demise

Milepost 38¼ 109 July 2017 I set out to remedy this but a first attempt in March was dogged by failures: CCs were either absent or started seriously late, not leaving me time to get back from anywhere useful.

Table 1 Paris-Troyes Run n°/Date Run 1 Th 04.05.17 Run 2 Sat 10.03.11 Train 1642 Paris-Culmont 1641 Paris-Mulhouse Load 7 cor/290/315/415 7 cor/284/300/410 Loco CC 72130 CC 72157 Rec/pos A Varley 7/8 A Varley 6/8 Weather Squally, rain at start Overcast GPS Yes Yes PK Dist Location m s Km/h m s Km/h 00.09 00.00 Paris Est 00 00 ½ late 00 00 RT 01.08 00.99 OB 02 55 27 02 41½ 30/29 04.46 04.37 Pantin 06 07½ 102 05 41½ 98/100/99 08.91 08.82 Noisy 08 32½ 117 08 21 107/108 12.73 12.64 Rosny-sous-Bois 10 29½ 112 10 30½ 102 16.24 16.15 Nogent-Le Perreux 12 42 92*tsr/25*sigs 12 27 116/20* sigs 23.82 23.73 Les Yvris 20 54 92 18 11 106 29.88 29.79 Roissy-en-Brie 24 07½ 132/136 21 11 136/141 34.21 34.12 Ozoir 26 03½ 133 23 04 138 38.32 38.23 Gretz 27 54½ 132/138 24 51½ 136/149 43.88 43.84 Villepatour LC 30 22 135/132 27 10 147/145 48.23 48.41 Ozouer LC 32 18 143/134 28 56½ 152/153 54.13 54.04 Verneuil 34 08½ 136/135 30 40½ 141/136 58.30 58.21 Mormant 36 41½ 142/145/36*tsr 33 13½ 138/143/139 69.33 69.24 Nangis 43 27 58 37 56 144 73.20 73.11 Rampillon LC 46 02½ 112 39 31½ 147/148 79.43 79.34 Maison Rouge 49 01½ 144/148 42 05½ 149/145/146 88.18 88.09 Longueville 52 36 147/109*tsr 45 41½ 143/133 95.05 95.96 Flamboin 55 49 112 48 41 152 102.81 102.91 0B 59 25 150/151 51 39 159/112* 110.30 110.21 Nogent 63 24 6½ late 54 53½ 115 00.00 64 40 5½ late 113.28 02.98 R Br west 03 21 95 56 20 129 116.09 05.79 Marnay 04 52½ 123 57 34 143 118.93 08.63 Pont-sur-Seine 06 11 136/143 58 44 149/152 121.95 11.65 Crancey 07 28½ 141 59 57½ 150 125.41 15.11 OB 08 56 138 61 20 147 128.71 18.41 Romilly 11 09 5 late 62 29 127 00.00 12 44 4½ late 129.82 01.11 Footbridge 02 13 65 133.20 04.49 Maizières 04 21 113 68 24 34*tsr 138.35 09.64 Châtres 06 48½ 139 72 57 117 140.67 11.96 Mesrigny 07 47 144/143 74 03½ 129 143.39 14.68 Vallant 08 55½ 145 75 18 134 147.00 18.29 St-Mesmin 10 22½ 155/157 76 50 148 151.25 22.54 Savières 12 02½ 149/148 78 30½ 155 154.41 25.70 Payns 13 19 150 79 44 158/159 157.47 28.76 St-Lyé 14 32 153 80 54 158/159 160.78 32.07 Barberey 15 56 132/130/132 82 12 140* 164.18 34.29 OB 17 31 123 83 41 133 166.15 37.44 Troyes 19 12 4½ late 85 09 3 late Net 77 I had better luck early in May when I found CC 72130 on a seven-coach rake on the 1642 semi-fast to Culmont, part of one of the two remaining loco-hauled diagrams in the early summer. I took this to Troyes: Run 1 in Table 1. It can be compared with a run I timed in 2002, published in Milepost 23¾, on a train with the same stops but a six-coach load, headed by CC 72010, with the original diesel engine and a 140 km/h speed limit. That run left Paris Est over 20 minutes late and was hindered by a slight TSR through Pantin; then like Run 1 it was checked by signals after Nogent and topped the climb to Les Yvris in 20 00 at 103 km/h. With speeds of between 131 and 141 km/h Nangis was passed in 40m 23s but signals intervened again with a check to below 30 on the descent to Longueville; Nogent was reached in 63m 02s. My recent run was somewhat similar. The start was extremely slow and we were again checked after Nogent-le-Perreux, a long slowing that cost over five minutes. Then speed hardly topped 140 km/h before a TSR at Mormant; we coasted up to 148 down the grade to Longueville but came down to 109 for a very short 120 TSR at Flamboin. So we lost 6½

Milepost 38¼ 110 July 2017 minutes to the Nogent stop; net time was a little under 54 minutes. Onwards to Romilly this run and that of 2002 made very similar times, but the latter made a much faster start and was 40 seconds ahead before a slower approach to the stop. Similarly it was notably faster away from Romilly – Run 1 took 3½ minutes to reach 100 km/h! Run 1 then made some attempt at high speed with a fleeting maximum of 157 but this was not sustained and the older run was still 20 seconds ahead when it was checked by another TSR. Run 1 was unchecked but still lost a few seconds on this last stage to Troyes: the impression throughout was that the loco was being handled like a piece of fragile china.

Run 2 in Table 1 was a rather more convincing performance by a 72100 on the predecessor to my recent train: same load, almost the same departure time, but in 2011 it was destination Mulhouse and non-stop to Troyes. This run too was checked after Nogent but less severely, so it was probably on time by Verneuil and ran quite easily to Flamboin (faster nevertheless than the other, late-running, trains). Then came a very long TSR costing over six minutes and a final burst of speed after a rather sluggish acceleration. Net time to Troyes was about 77 minutes – by far my best for this stretch.

Table 2 Troyes – Paris Run n°/Date Run 3 Tu 04.05.17 Run 4 Su 31.08.08 Run 5 Th 02.06.83 Train 1648 Belfort-Paris Est 1246 Mulhouse-Paris 0815 Bâle-Paris Load 6-c Coradia 9/372/405 11/449/490 Loco B 85020/019 CC 72137 CC 72030 Rec/pos A Varley 2/6 A Varley 4/10 A Varley 11/12 Weather Showers Overcast GPS No Yes No PK dist m s km/h m s km/h m s km/h 166.15 00.00 Troyes 00 00 1 late 00 00 1 late 00 00 6½ late 164.18 01.97 OB 03 00 104 02 30 84 02 22 85 160.78 05.37 Barberey 04 37 145/144 04 26½ 119 04 22 114 157.47 08.68 St-Lyé 05 58½ 148 05 57½ 137/147 05 59 129 154.41 11.74 Payns 07 13½ 148 07 15 146 07 22 137/144 151.25 14.90 Savières 08 30 149 08 32 150/148/150 08 42½ 141 147.00 19.15 St-Mesmin 10 11½ 155/158 10 15½ 144 10 30 142/143 143.39 22.76 Vallant 11 35½ 148/147 11 48 138/144 12 02½ 141/143 138.35 27.90 Châtres 13 38 148/147/159 13 55½ 138/133 14 09 140/139 133.20 32.95 Maizières 15 38 156 16 12 138/140 16 20 145 128.74 37.38 Romilly 17 30½ 131 18 08½ 136 18 13½ 140 125.41 40.74 OB 18 55½ 158 19 36 140 19 37½ 148 121.95 44.20 Crancey 20 15 155/157 21 03 143 21 00½ 150 118.93 47.22 Pont-s-Seine 21 24½ 156/157 22 19 144 22 13 151 116.09 50.06 Marnay 22 30½ 155 23 30½ 145 23 20 153/154 110.35 55.80 Nogent 25 06½ 118/158 26 08½ 118* 25 44½ 119* 104.34 61.81 Melz LC 27 41 156/158 28 52½ 144/150 28 32 137 99.15 67.00 Hermé LC 29 41½ 144 30 58 147/146 30 53½ 145 95.05 71.10 Flamboin 31 34 118/116 tsr 32 38½ 147 32 25 147/148 88.18 77.97 Longueville 34 36½ 151/137 35 31½ 146 35 30 110/97 tsr 85.50 80.65 Tunn W 35 45 142 36 38½ 142 37 07 98 79.43 86.72 Maison R. 38 11 156 39 17 135 40 47 101 77.76 88.39 LC summit 38 51½ 155/156 40 01½ 134 41 47 103 73.20 92.95 Rampillon LC 40 35½ 148 42 01½ 138 44 03 134 69.33 96.82 Nangis 42 17 133/157 43 45½ 130/133/131 45 45 140 62.13 104.02 LC 45 11 155 46 56 142/140 48 41½ 152 58.30 107.85 Mormant 46 41 146/144 48 33½ 142 50 10½ 157/159 54.13 112.02 Verneuil 49 06½ 145/146 52 21 Stop fail 52 26½ 151*/156 48.23 117.92 Ozouer LC 50 51½ 144 54 02 150*/140 43.83 122.22 V’patour LC 52 42½ 133 55 54 144 38.32 127.83 Gretz 55 44½ 94 sigs 58 16 140 34.21 131.94 Ozoir 57 57½ 134/135 60 40½ 143 29.88 136.27 Roissy:Brie 59 50 129/113 61 57½ * 23.82 142.33 Les Yvris 61 13½ 125/123/126 Sig stop 16.24 149.91 Nogent-le P 67 09 55*/53 tsr WL 12.73 153.42 Rosny/Bois 70 14½ 110/115 and sigs 08.91 157.24 Noisy 72 28½ 112 04.46 161.69 Pantin 75 02½ 100 01.08 165.07 OB 78 00 29* 00.09 166.06 Paris Est 80 49 1½ early 93 19 11 late Net 77½ Net 79

Milepost 38¼ 111 July 2017 Appropriately my return from Troyes this May was made with a Coradia Liner set, so the excursion combined the old order and the new (Table 2, Run 3). This train has a curious schedule, with a ten-minute layover in Troyes. So when it arrives the road beyond is not yet clear, and on the restart the KVB imposes a 10 km/h maximum to the first signal, although it has cleared to green in the meantime – hence the extremely slow start, costing about a minute. No great effort was needed to recover this time, but on the 1 in 166 climb above Longueville the MU (here on diesel power, with 1,850 hp available) accelerated promptly from the 140 km/h slack through the tunnel above Longueville to 156. With easy running onwards and a slow stop we arrived 1½ minutes early. I have counted the slowing at Gretz as a signal check but the location corresponds to the change from diesel to electric mode and maybe a slowing is imposed for this manoeuvre.

Run 4 in this table shows a CC 721XX running in similar circumstances with a slightly late start to recover. There was no attempt at high speed nor any use of maximum power: speed was falling gradually all the way up the climb to Maison Rouge and the output was similar to that produced with the original engines on the 3,000 Hhp setting. At Verneuil we came to a halt and it was announced that one of the bogies of the loco had to be inspected; after a while we ran forward very slowly to Gretz where we were diverted to a loop platform and the driver checked the loco but apparently found nothing amiss. We ran on normally to Paris where arrival was finally 55 minutes late.

Run 5 (already published in Milepost 5½, but that was a long time ago!) returns to the heyday of the 72000s, heading an international named train, the Bâle-Paris Arbalète. There was more sustained effort on this run but even so the driver never used the switch that freed access to the last few notches of the power controller. With a usefully-placed TSR after Longueville the climb to Maison Rouge offered a very precise test of performance: speed rose slowly from 98 to 104 km/h but this represents no more than 2,300-2,350 rail horse-power, consistent with a 3,000 hp output from the diesel. But the driver pressed on keenly enough until we hit checks and a slow-line weave on the approach to Paris. The net time of around 79 minutes corresponded exactly to the basic running time, recovery deducted, and with the full timing load: a good illustration of the capacities of these machines but also of the frustration they induced in the recorder, always aware of those 600 horses that were kept locked in the stable!

It remains to be seen whether schedules on this line will be tightened up to take advantage of the potential of the Coradia MUs. In terms of comfort they do not match what is offered by Corail coaches: engine noise from the roof-mounted diesels is muted but present nevertheless; the ride is stiff and rather joggly, and in my coach at least there was a persistent and quite loud tapping from part of the suspension. And the chilled air from the acon system blows down curtain-like from the top of the window, giving the passenger literally a cold shoulder!

Meanwhile on the LGV-Est the up-line viaduct at the eastern end has been released for service and trains are running normally in both directions. The standard non-stop booking is 106 minutes but timings are far from regular. One down train is booked in 104 minutes (104½ in the WTT) and one up in 105, but others take 111 or 112 minutes. The 0720 from Paris has the headline timing but is not the best train to have chosen for this honour. It is preceded by an 0709 to Nancy that stops at Champagne and then runs just in front with a headway that falls to 3½ minutes when it leaves the LGV at Vandières. On one run I timed with the 0720 this resulted in a check over this stretch; on the other run, the driver avoided adverse signals by dropping time steadily all the way. Even if there is no problem here the 0720 faces another obstacle as it runs into Strasbourg hard on the heels of a Metz-Marseille TGV. And this is not the end of the story: the 0720 has a Colmar portion that returns from there in time to join up with the morning Munich-Paris train in Strasbourg; the double rake goes forward from Strasbourg at 1020 with a 105-minute timing to Paris. The Strasbourg-Colmar-Strasbourg return involves a turnaround that is quite tight by SNCF standards; indeed, according to the

Milepost 38¼ 112 July 2017 analysis made by SNCF’s timetabling department it is too tight, and results in late departures from Strasbourg, though on a couple of occasions when I have caught this train it was the Munich portion that was late, with the Colmar set standing at signals outside the station. Be that as it may, a five-minute late start from Strasbourg poses a problem, as the 1020 is booked to overtake the preceding 0959 Strasbourg-Roissy TGV at Champagne-Ardennes TGV. On one of my runs the 0959 was sent out of Champagne ahead of the 1020, which ended up 12 minutes late in Paris: on another occasion our driver ran as if expecting to be checked but in fact we overtook the Roissy service as booked and reached Paris in a little under 104 minutes. Despite the relatively low traffic density on this line SNCF has managed to create some remarkably tangled situations!

Run 6 Tr 9570 1854 Stuttgart-Paris, Sat 6.5.17, TGV 549/4703, 20/782/805, A Varley, 17/20, GPS part Run 7 Tr 9576 0611 Munich-Paris Est, Su 7.5.17, TGV 4719, 10/399/415, A Varley, 8/10, GPS No Dist m s km/h ave m s km/h ave

502.00 00.00 Strasbourg Run 6 10½ late Run 7 5 late 497.21 04.79 Hausbergen 04 40½ 153/161/158 61.5 04 38 150/156 62.0 492.39 09.61 Vendenheim 06 29½ 161/155/160 159.2 06 30½ 155/159 154.2 403.94 12.83 CAI 07 43 155/148 157.7 07 44.0 158/146 157.7 400.41 16.36 OB 09 04½ 180 155.9 09 05.8 180 155.4 396.28 20.49 UB 10 14½ 234 212.4 10 14.7 238 215.8 392.03 24.74 CAI 11 13½ 283/320 259.3 11 12.0 277 262.4 386.81 29.96 UB rail 12 16 315/312/321 300.7 12 13.9 316 303.6 379.52 37.25 SEI Steinbourg 13 39½ 314/318 314.3 13 38.6 313 309.8 372.67 44.10 Saverne Tunn W 15 00 295 306.3 15 00.3 290 301.8 369.67 47.10 CAI 15 35½ 305 304.2 15 37.1 300/316 293.5 365.82 50.95 OB east 16 19 318.6 16 21.5 313/315 312.2 359.00 57.77 SEI Vx Lixheim 17 36 318.9 17 39.8 313/305 312.4 331.12 85.65 SEI Domnon 22 52½ 317.1 23 01.6 308-318 311.9 307.56 109.21 SEI Lesse 27 20 317.1 27 33.6 310-316 311.8 281.32 135.45 Lorraine TGV 32 19 323-287 315.9 32 39.4 313-263 308.9 263.44 153.33 SEI Prény 35 48½ 300-320 307.2 36 11.5 281-318 286.5 254.02 162.75 CAI 254 37 36 298-323 315.5 38 01.2 293-317 312.4 235.06 181.71 SEI Lamorville 41 13½ 296-324 313.8 41 41.7 295-317 309.2 213.57 203.20 Meuse TGV 45 20 308-323 313.8 45 51.3 297-313 310.0 188.36 228.41 SEI Villers 50 05 307-323 318.4 50 45.0 283-316 309.0 166.80 249.97 SEI Tilloy 54 10½ 307-322 316.2 55 03.8 300-316 299.9 140.62 276.15 SEI Livry-Louv. 59 06½ 311-324 318.4 60 05.2 308-315 312.7 113.77 303.00 Champagne 64 10½ 296-322 318.0 65 14.1 295-318 312.9 90.17 326.60 SEI Villers-Agron 68 43 294-323 311.8 69 51.3 288-316 306.5 71.61 345.16 SEI Beuvardes 72 16½ 307-322 313.0 73 27.7 292-316 308.8 45.01 371.76 SEI Coulombs 77 22 297-322 313.5 78 41.5 283-300 305.2 18.50 398.27 SEI Chauconin 82 29½ 295-300 310.4 84 08.9 293-298 291.5 12.00 404.77 SEI 75 83 48 300/141*sig 298.1 85 28.1 295/160/220 295.5 22.54 416.93 Vaires-Torcy 87 34½ 172/196 193.3 88 38½ 210 229.9 08.91 430.56 Noisy le Sec 93 18½ 118/51*sigs 142.6 94 23 114/117 142.4 00.16 439.31 Paris Est 101 25 6 late 64.7 101 42 1½ late 71.8 Net 100

This second run on the 1020 from Strasbourg, timed in March, posted a then-fastest time of 103m 42s. This was put in perspective, however, by a couple of recent runs that feature in Table 3. The logs show full detail as far as Vieux-Lixheim, since it is this section that was previously affected by the wrong-line running out to Steinbourg. Run 6 was made in the dark and some of the times are calculated from nearby bridges so I have shown them only to half seconds. After losing the signal in Saverne Tunnel the GPS took until Lorraine TGV to pick it

Milepost 38¼ 113 July 2017 up again, so no speeds are shown for this section; after that they are extreme max/min for the section concerned. (Incidentally, I suggested in a past article that GPS was inoperative in the Euroduplex TGVs but in fact my Garmin does work in some: I had a usable signal in set 4703, but nothing at all the next day in 4719.) On Run 6 I had travelled through from Stuttgart, and Euroduplex TGV 4703 had been a little sluggish, cruising at 246 for 250 km/h on the German high-speed lines. A signal stop in Rastatt and wrong-line running put us almost nine minutes behind time. In Strasbourg the TGV-D coupled to TGV-R set 549 which must have had a perfectly calibrated speedometer. Cruising speed on the easy stretches was around 318-320 km/h and maxima in the dips were certainly in the low 320s; GPS showed 325 or more on several occasions but the signal was far from perfect. The time at Chauconin suggested that a 100-minute run to Paris was possible but a slight check at the end of the LGV and a more severe one after Pantin put paid to that.

Table 4 Strasbourg-Lorraine Run 7 was made on a Sunday so the Colmar Run 8 1247 Strasbourg-Lille, W 1.2.17, TGV-R 505, 2+8, 385/390 portion of the 1020 from A Varley, 3/10, GPS Y Strasbourg was not running but the set from Munich PK Dist m s km/h ave arrived 4½ minutes late and

501.95 00.00 Strasbourg 0 0.0 1 late despite the fact that there was no coupling required the 497.21 04.89 Hausbergen 4 56.0 133/150 59.5 station time was slightly exceeded. This run, like Run 492.39 09.61 Vendenheim 6 56.0 146/151 141.6 6, made a good start, and had a clear road throughout, 403.94 12.83 CAI 8 14.2 146/142 148.2 including a smart approach 400.41 16.36 OB 9 37.3 181 154.2 to Paris with a full 220 at Vaires. The single 396.28 20.49 UB 10 47.5 233/279 211.8 Euroduplex set was able to accelerate more promptly 392.03 24.74 CAI 11 46.9 277/311/308 257.6 from the neutral section at the start of the LGV than the 386.81 29.96 UB rail 12 49.5 319/305 300.2 double formation of Run 6, so at Saverne tunnel the two 382.60 34.17 Viaduct W 13 38.5 318/315/320 309.3 runs were neck and neck. 379.52 37.25 PCV Steinbourg 14 13.5 316 316.8 But whereas Run 6 was clearly running with the 376.68 40.09 Saverne Tunn E 14 46.1 310 313.6 cruise control set to 320 km/h, Run 7 gave the 372.66 44.11 Saverne Tunn W 15 34.9 275 296.6 impression that the driver had selected 315 – and with 369.67 47.10 CAI 16 12.2 300/320 288.6 a slightly-over-reading speedo. The favourite speed 365.82 50.95 OB east 16 55.8 316/313/319 317.9 was 313 and averages were 359.00 57.77 PCV Vx Lixheim 18 13.6 317/303 315.6 consistently 5-7 km/h slower than those of Run 6. Maybe the cruise353.66 control 63.11 wasUB rail not even in use,19 15.8for there313/306/317 was often 309.1 delay in restoring power; also the driver stuck to 300 max between the slack on the descent from Coulombs and the end of the 320 347section.80 at68.97 Chauconin. CAI One of 20the 22.8inter -313/316/31sector trains,3 314.9 the 1247 Strasbourg-Lille, is now booked without any recovery time from Strasbourg to Lorraine TGV, resulting in a very ambitious341.08 timing 75.69 ofCAI 34 minutes. A trip21 on39.2 this train320/315 in February316.6 (Run 8, Table 4) produced a good336 run,.15 with 80 .62an averageOB east between22 PKs 35.4 369 320/317/320 and 294 only 31 5a.8 couple of km/h slower than Run 6. But a slow start and sub-standard speeds on the old line and the connection with the LGV cost331 half.12 a minute 85.65 comparedPCV Domnon with Runs23 632.4 and 7,315/318 and some 317 20.7 seconds could have been saved on the stop (cf. Run 9 in my January article), so nearly a minute was lost overall. A punctual 325.55 91.22 OB 24 35.9 310/322/316 315.8

319.05 97.72 CAI 25 50.1 319/305/316 315.4

314.55 102.22 Radio hut 26 41.8 314/300 313.3 Milepost 38¼ 114 July 2017 307.56 109.21 SEI Lesse 28 03.3 319/311/319 308.8 run would need a time of under 30 minutes to PK 294, and in my experience so far only Run 6 has achieved this.

In the down direction I had a good run with an ICE 3 unit. After a smart start it was a little slow in the suburbs and took time to accelerate through the Chauconin switchbacks and neutral section; there was also a check to 270 km/h after Champagne TGV. But on the extension it ran well, average 316.6 for 40 km after Lesse including two neutral sections. So approaching the end of the LGV we were on course for a time of 103½ minutes to Strasbourg, but as so often happens there was a check as we joined the old line, costing 3 minutes. This seems to be a fairly standard ‘basic’ style of running now on this line – except on the 0720!

SWISS RAIL PERFORMANCE 2015/2016

DAVID ADAMS

2016 provided the final opportunity to sample performance over the Gotthard ramps by loco hauled trains on a regular basis. From the 2016 December timetable change the new Gotthard Base Tunnel (GBT) will be fully operational and the current plan in the draft timetable (it may change in the interim) is for just one loco hauled timetabled passenger service to operate each way over the old route. This will be a dated train aimed at the tourist market which will run on Saturdays, Sundays and Bank Holidays only from dates in April until the end of October. The end for a world-famous railway operational spectacle was very near.

Unfortunately, the jet stream decided to wander much further south than usual during my eight day visit in mid-June and the weather suffered accordingly, as it was still doing at home. My initial plans had to be adjusted as a result but there were days when the sun shone at the right times, others when conditions were very challenging.

Re4/4¹¹’s had almost total charge of the Inter Regio services to Locarno on Mondays – Fridays during in my stay and had to be from a relatively small pool of about 24 locos operated by the passenger sector that have been fitted with ETCS (European Train Control System) which now controls operations between Brunnen and Erstfeld and through the GBT. No trains appeared to be using the GBT during in my stay.

Timekeeping overall was not as good as in previous years and my initial train from Zürich Flughafen was a formed by an ‘ersatzzug’, a replacement train of old rolling stock headed by a Re4/4¹¹ on a service to Basel, not a good omen for the coming days. There was a warning on the SBB website that trains may not meet their timetabled connections on the Gotthard due to engineering work but other reasons were apparent on the two occasions I witnessed connections fail at Arth Goldau.

The following day I had my first run on the north ramp to Göschenen for a brief visit in low cloud and damp conditions. My return train was headed by Re4/4¹¹ No. 11194 and departed 6½ minutes late. As Table 1 shows, the running was very substandard and I soon concluded that the dynamic brake was not working. The train therefore had to be held in check on the 29 km descent to Erstfeld down an almost continuous 1 in 37/38 gradient using just the train air brake for over 25 minutes. Continuous braking in these circumstances would have soon resulted in overheating. To avoid this, as soon as the 80 km/h line speed was attained the driver braked down to about 40 km/h and then, without power applied, let speed rise again to the maximum permitted before repeating the process several times. This resulted in an average speed between Eggwald & Amsteg of 63.7 km/h instead of the normal 77/78 km/h and a further 3½ minutes were lost to Erstfeld. Two days later I had the same loco, now obviously repaired, and I have included the log to show how it should have performed.

Milepost 38¼ 115 July 2017 This incident brought back memories of a Disentis to Andermatt metre gauge journey in 2014 when some flat wagons carrying long welded rails were attached to the rear of my train. The 18-minute descent down the 1 in 9 rack section from Nätschen to Andermatt took its toll and on arrival the wagons were emitting smoke from all wheels. They were detached and left to cool down. TABLE 1. GÖSCHENEN - ERSTFELD Run 1 2 Train 1447 Locarno 0747 Locarno Date Tu 14-06-16 Th 16-06-16 Loco 11194 11194 Load 8,270/285 4/9 10, 352/365 2/11 Dist Act Av spd Act Av spd km m s kph m s kph 0.0 GÖSCHENEN 0.00 (6½L) 0.0 0 (6L) 3.9 Eggwald X/O 4.04 57.5 3.34 65.6 7.8 Wassen 7.48 63.2 6.35½ 78 11.9 Pfaffensprung hut 11.35 65 9.40½ 79.8 16.1 Gurtnellen 15.26 65.5 13.03½ 74.5 20.6 Intschi 19.46 61.4 16.31½ 76.8 24.0 Amsteg-S 22.59 63.8 19.09½ 77.7 Sigs. 29.0 ERSTFELD 27.38 (10L)64.3 24.01 (P4)61.5

Class 500 tilting seven-car ICN units can sometimes provide some exhilarating running and two runs I had in 2015 from Olten to Neuchâtel, Table 2, are good examples.

The first run was near to time throughout and was formed with two units. All three sections of the run were completed in ½ minute under schedule. The second run with one unit had the advantage when accelerating from speed restricted sections due to its shorter length allowing power to be applied earlier than with a double set. It also departed Olten five minutes late and suffered a slight check joining the NBS after Rothrist. Nevertheless it made a faster time to Solothurn mainly due to a very fast and well-judged run in which was also the case approaching Biel and Neuchâtel. We certainly had a driver intent on time recovery despite the limited scope in the relatively tight schedule. The tilt was very evident in several places with running right up to the permitted limits. The curvature and frequent changes in permitted speeds makes this quite a challenging route for drivers but the performance characteristics of the ICN units, which operate all the IC trains along it, are ideally suited to the task.

I travelled over much of Switzerland during my stay but found that runs of a more exceptional nature were few and far between. This was mainly because schedules do not demand such running and trains generally ran close to the timetable. Drivers appear to be disciplined in keeping to the working times and I only experienced one run where a little over-exuberance was experienced on a train running to time. There were a few instances of over cautious approaches to station stops; one driver was unusually down to 40 km/h before every platform. In stark contrast, another was entering stations at 80 km/h and stopping without a jolt at the precise point required.

I was based in Flüelen and therefore became a Gotthard line commuter for eight days, a scenic treat of which I never tire. Table 3 shows three runs from Flüelen to Arth Goldau but with differing power and loads. Much of this section is restricted to 80 km/h and lacks significant gradients so the interest is mainly in the acceleration to that speed.

Run 1 (Table 3) was the standard Re4/4¹¹ (6,300 h.p.) with a six-coach load which equates to 29.3 h.p. per tonne and was one of the better runs I had with this combination which sets the

Milepost 38¼ 116 July 2017 benchmark. The same loco is diagrammed every day Monday – Saturday on this train and it became quite a tiresome sight. At weekends class 460’s appear on some diagrams and 460059 (8,177 h.p.), Run 2, had double the normal load, 18.4 h.p. per tonne, but made very similar times to 11195 suggesting that the latter was not being at all extended. Run 3 was an unusual occurrence with three Re4/4¹¹’s all with their pantographs up on six coaches, 18,900 h.p., a massive 85.9 h.p. per tonne. An Airbus 320 only produces 16,000 h.p. on take-off. There were very brief moments of extreme acceleration and it will be seen that all the initial passing times after a station stop bettered Runs 1 & 2. It is clear that nowhere near full power was used for the majority of the run. The most likely reason for this trio was the transfer of 11141 back to Zürich after attention at Bellinzona works. As it was not fitted with ETCS and could not therefore head the train it seems likely that 11157 was provided for this purpose from Bellinzona in order to restrict shunting movements and minimize any loss of time.

TABLE 2 – OLTEN-NEUCHATEL m s kph m s kph M s kph Run 1 2 0.00 SOLOTHURN 0.00 (½ L) 0.00 (2½L) Train 0748 St Gallen 0948 St Gallen 1.01 Solothurn West 1.11½ 50.9 1.04½ 56.4 Date S 12-09-15 M 14-09-15 3.86 Bellach 2.16½ 157.8 2.04½ 171.0 Unit 500032/500026 500035 6.89 Selzach 3.49 117.9 3.34½ 121.2 Load 14,710/745 5/14 7,355/370 4/7 9.17 Bettlach 4.46 144.0 4.26 159.4 Dist Actual Av spd Actual Av spd 11.53 Grenchen Süd 5.51½ 129.7 5.27½ 138.1 km m s kph m s kph 14.21 Lengnau 7.07½ 126.9 6.41½ 130.4 0.00 OLTEN 0.00 (1½L) 0.00 0 (5L) 16.46 Pieterlen 8.04 143.4 7.39 140.9 3.25 Born Tunnel NP 2.09½ 90.3 2.02½ 95.5 22.04 Biel Mett 10.47½ 122.9 10.16 118.8 5.86 Rothrist Sub 3.19 135.2 3.11½ 136.2 25.60 BIEL 13.40 RT 74.3 12.22 (1L) 98.3 8.25 Murgenthal Tnl EP 4.14½ 155.0 4.07 155.0 0.00 0.00 (½ L) 0.00 (2½L) Sigs. 4.55 Tücherz 2.43 100.5 2.40½ 102.1 13.42 Ägerton Tunnel EP 5.56½ 182.5 6.03 160.4 8.52 Twann 4.34 128.8 4.28 132.9 18.24 Langenthal Tnl EP 7.23½ 199.4 7.50½ 161.4 10.50 Ligerz 5.42½ 104.1 5.32½ 110.5 21.06 Thunstetter Tnl EP 8.15 197.1 8.44 189.8 14.45 La Neuveville 7.31½ 130.5 7.19½ 132.9 25.63 Gishubel Tnl WP 9.37½ 199.4 10.06 200.6 16.78 Le Landeron 8.36 130.0 8.22½ 133.1 26.60 Wolfacher Tnl WP 9.55 199.5 10.23½ 199.5 18.95 Cressier NE 9.36 130.2 9.19 138.3 31.96 Subingen LC 11.58 156.9 12.12½ 177.0 20.90 Cornaux 10.42 106.4 10.21 113.2 37.60 SOLOTHURN 15.41 1L 91.0 15.24 106.0 25.13 St Blaise 12.50 119.0 12.23½ 124.3 29.21 NEUCHÂTEL 15.43 RT 84.9 14.57 (1½L)95.7 . TABLE 3 FLÜELEN – ARTH GOLDAU Run 1 2 3 Train 0547 Locarno 1447 Locarno 0611 Chiasso Date S 18-06-16 Su 19-06-16 Tu 21-06-16 Loco 11195 460059 11157/141/158 Load 6,210/215 2/7 12,420/445 2/13 6,210/220 4/9 Dist Act Av spd Act Av spd Act Av spd Km M.S. KPH M.S. KPH M.S. KPH 0.00 FLÜELEN 0.00 (2½L) 0.00 (6½L) 0.00 (2L) 6.00 Sisikon 5.12 ½ 69.1 5.11½ 69.3 4.56½ 72.8 11.83 BRUNNEN 9.44 77.3 9.52 74.8 10.06 67.8 0.00 0.00 0.00 0.00 2.52 KP 18 2.00 75.6 2.00 75.6 1.52½ 80.6 3.52 SCHWYZ 3.06 54.5 3.07 53.7 3.03 51.1 0.00 0.00 0.00 0.00 3.06 Steinen 2.51 64.4 2.53½ 63.5 2.25 75.6 8.11 ARTH GOLDAU 7.14 (2L)69.1 7.28 (6½L)66.2 7.00 (1L)66.1

Milepost 38¼ 117 July 2017 One of the better Re4/4¹¹ performances occurred at the end of my final full day. For reasons not apparent, the 1804 from Basel to Locarno was reported running over 30 minutes late at Luzern where I was awaiting its arrival. The chances of recovering any significant amount of this lost time were fairly remote due to the train being well out of course. Nevertheless we made an excellent run to Rotkreuz as shown in Table 4 taking only 2½ seconds longer than an excellent Class 460 run I had the next morning which is detailed in Table 5. The average speed from Ebikon to Gisikon-R was 140.8 km/h (87.5 mph). Unfortunately, we probably caught up a freight before Immensee which cost nearly two minutes in running and spoiled what would have been my fastest ever run to Arth Goldau in 23½ minutes. 11251 is a relatively recent transfer from the Cargo to the Passenger sector, one of a handful that have augmented the ETCS fitted passenger fleet of these locos. On the 17 June this train departed Luzern two minutes late and took the shorter (by 6.78 km) but more scenic route to Immensee via Meggen which is restricted to 80 km/h maximum, as was an ICN from Arth Goldau (1510 from Lugano) on the 14th when it was running 7½ minutes late. No time was recovered due to signal checks on the final approach to Luzern. I suspect that this option is taken when there are capacity problems on the Rotkreuz route that Gotthard line trains via Luzern share with the S1 ‘Flirt’ operated locals between Luzern and Baar as well as the Luzern – Zürich IR trains which results in up to 11 trains per hour in the peak using the 3.6 km single line section alongside Rotsee on the approach to Luzern. Little margin to cater for out of course running there.

TABLE 4 LUZERN – ARTH GOLDAU Train 1804 Basel Date M 20-06-16 Loco 11251 Load 8,280/290 8/9 Dist Actual Av Spd Km M.S. kph 0.00 LUZERN 0.00 (34L) 2.12 Gütsch UB 2.43½ 46.7 3.59 Friedenthal Tunnel WP 3.50 79.6 8.47 Ebikon 6.52 96.5 9.99 Buchrain 7.30½ 142.1 11.80 Root D4 8.16½ 141.7 14.26 Gisikon-R 9.20 139.5 18.08 ROTKREUZ 11.36 101.1 21.69 KP 103 14.05½ 86.9 Sigs. 25.90 Immensee 17.01 86.4 Sigs. 34.50 ARTH GOLDAU 25.10 (33L)63.3

My final run back to Zürich Flughafen was from Luzern with No. 460064 shown in Table 5. I have also included a run with No. 460089 for comparison purposes. This was undoubtedly the best Class 460 performance I have experienced to date with a driver whose aim appeared to be to beat the timetable while keeping near to the speed limits. Hence there was a saving of five minutes on the total running time. No-nonsense starts and extremely well judged fast approaches to station stops were his speciality. Just compare the average speed from the last timing point to both Zug and Thalwil with those of 460089. In fact the driving style was very similar to that experienced on 500035 in Table 2.

Apart from the planned major changes to the Gotthard line timetable, new Class 502 Bombardier units will no doubt start entering service in 2017, IR trains and the withdrawal of non-air-conditioned stock being the first target. 502203 was seen stabled at Brunnen one

Milepost 38¼ 118 July 2017 evening, probably undergoing tests. The end for many passenger sector Re4/4¹¹’s, a design dating back to 1964, appeared to be in sight.

TABLE 5 LUZERN – ZÜRICH HB Run 1 2 Train 1210 Luzern 1010 Luzern Date Th 16-06-16 Tu 21-06-16 Loco 460089 460064 Load 9,387/415 2/10 9,387/415 2/10 Dist Actual Av spd Actual Av spd Km m s kph m s kph 0.00 LUZERN 0 (½L) 0.00 (½L) 2.12 Gütsch UB 3.02 41.9 2.39 48.0 3.59 Friedenthal Tunnel WP 4.10½ 77.3 3.48 76.7 8.47 Ebikon 7.21½ 92.0 6.56 93.4 9.99 Buchrain 8.03½ 130.3 7.37 133.5 11.80 Root D4 8.50 140.1 8.23 141.7 14.26 Gisikon-R 9.53 140.6 9.25 142.8 18.08 ROTKREUZ 12.11 99.7 11.33½ 107.0 23.53 Cham 15.37½ 95.0 14.58 95.9 28.27 ZUG 19.23 75.7 18.11 (1½E) 88.4 0.00 0.00 0.00 (½L) 2.52 Baar 2.27 61.7 2.18 65.7 9.24 Sihlbrugg 7.06 86.7 6.29½ 90.5 12.31 Horgen Oberdorf 9.30 76.7 8.47 80.4 Sigs. 14.62 Oberrieden Dorf 11.26½ 71.4 10.22½ 87.0 17.06 THALWIL 13.39 66.3 12.22 (1E) 73.5 0.00 0.00 0.00 (½L) 0.62 Zimmerberg BT SP 1.08 32.8 0.59 37.8 10.10 Zimmerberg BT NP 6.05½ 114.7 5.39½ 121.7 11.87 ZÜRICH HB 9.20 (½L) 32.8 8.44 (1E) 34.5 . The Södra stambanan (Southern Main Line)

Alan Sprod

The two primary routes in Sweden with 200 km/h running radiate from Stockholm, to Göteborg and Malmö, initially sharing the same route as far as Katrineholm. Both routes have a basic hourly service, operated by Statens Järnvägar (Swedish State Railways = SJ), using X2000 tilting trains, built in the early 1990s. The X2000 train formation comprises an X2 power car plus, usually, six trailers, the outer being a driving trailer. Initially first class only, all X2000 trains now include first and second class accommodation. The X2000 units are also utilised elsewhere, but their main usage is dominated by the above two routes. Originally designed for operation under 15kV AC 16.7 Hz, following the opening in 2000 of the Øresund Bridge linking Sweden and Denmark, twelve power cars were modified to also operate under the Danish 25 kV AC 50Hz system for through services continuing beyond Malmö to København. These modified power cars are classified as X2K. In total there are 44 X2/X2K power cars, including one test unit re-imported from China and awaiting conversion to X2000 specification.

A fleet of twenty X55 non-tilting four-car EMUs augments 200 km/h services on the internal routes. The high-speed routes are marketed as ‘SJ Snabbtåg’ (SJ High-Speed Train).

Milepost 38¼ 119 July 2017 Having placed a booking to participate in the PTG Railtour of Central Sweden in June 2015, rather than fly direct to Stockholm, I took the opportunity to sample services over most of the Södra stambanan (Southern Main Line) between Malmö and Stockholm. SJ is not the only operator providing mainline services on this route. Under the Snälltåget marketing brand, Veolia operate a train service over this route. Normally there is a morning and afternoon train in each direction, but only morning trains operate on Tuesdays and Wednesdays. Although limited to 160 km/h, the Snälltåget (= Express Train) service has the virtue of being locomotive- hauled.

The standard stopping pattern for both SJ Snabbtåg and Veolia Snälltåget services involves eight intermediate stops between Malmö and Stockholm. Both providers stop at Lund, Hässleholm, Alvesta, Nässjö, Linköping, Norrköping and Södertälje syd övre. SJ Snabbtåg services stop alternately at either Älmhult or Mjölby. Only the Snälltåget calls at Eslöv. The respective end-to-end journey times for the 614 kilometres between Malmö and Stockholm are 4h 25m for the 200 km/h Snabbtåg and 5h 15m for the 160 km/h loco-hauled Snälltåget.

Other than the 31 kms Grödingebanan opened in 1995 between Flemingsberg and Järna, south of Stockholm, the Southern Main Line is a conventional railway, reasonably straight south of Nässjö, but quite sinuous over its northern stretches.

Tickets and seat reservations for the northbound and southbound journeys were made via the Snälltåget and SJ websites respectively. Both journeys would take place at weekends, when the differential between first and standard class fares was so trivial that it would have been foolish not to enjoy the comfort of first class travel. The only drawback was that there did not appear to be any option to select a specific seat, preferably on the off side of the coach.

Having pre-booked via the internet a northbound Snälltåget and a southbound Snabbtåg, the next task was to compile distance tables for the Södra stambanan. Fortunately, via the internet, there is a substantial archive of information about railway routes within Sweden. In particular, the equivalent to the UK sectional appendices can be found within the Trafikverket webpages http://www.trafikverket.se/for-dig-i-branschen/jarnvag/underlag-till-linjebok/. Prior to 2010, rail and road infrastructure had separate agencies, Banverket and Vägverket, but these are now consolidated into a single body, Trafikverket. Fuller details of the sources of route information are covered in a separate document. Ideally a pre-sortie on a local stopping service needed to be made, to identify in advance the location of timing points. At most minor stations there is a new simplistic passenger facility, often with the original station building still surviving, sometimes not immediately adjacent. In such circumstances, timings were taken when passing the new facility. Via the daily train graphs, it was possible to obtain the working timetable booked times at specific timing points.

For locomotive-hauled services, between Malmö and Nässjö, the speed ceiling is basically 160 km/h, with only a few short stretches limited to 130/140 km/h. The sinuous section onward to Mjölby is pitted with restrictions in the 100-120 km/h range. Onward to Linköping is mainly 160 km/h, subject to a brief section at 140/110 km/h. The next section to Norrköping has a very undulating speed profile, sometimes as low as 90 km/h. A similar speed profile continues onward to Katrineholm, where the Västra stambanan (Western Main Line) from Göteborg is joined and followed through to Stockholm. After an initial 18 kilometres at 160 km/h, the speed ceiling reduces to 140 km/h until reaching the western end of the Grödingebanan, just before Järna. Other than through Södertälje syd övre, where most trains stop, locomotive-hauled trains are permitted to travel at 200 km/h over the Grödingebanan, until rejoining the original main line just before Flemingsberg.

Throughout the entire route, X2000 tilting trains are permitted to run at higher speeds, 200 km/h often being permitted away from the sinuous stretches. The Snälltåget service is restricted to 160 km/h, in line with the maximum speed of the coaches. Nevertheless, some

Milepost 38¼ 120 July 2017 stretches were recorded at a slightly higher speed, hopefully not due to your recorder falsely identifying timing points.

Stabled under the arches of Malmö Central station, the Snälltåget train was boarded at Platform 9, the upper station, now with much less activity following the diversion of the international services to København, together with the intensely-frequent local Pågatåg services to the low-level platforms on the CityTunneln line, opened in 2010.

The nine-coach train was in a motley of liveries, including some bearing ‘Inlandsbanan’. Most of the vehicles date back to the 1960s, all refurbished for their new role. Seven were second class, one a buffet-restaurant and at the rear a composite first/second. This vehicle had a first class saloon (eight seats), flanked by two first class compartments (12 seats) and a second class saloon (32 seats). Travelling in the first class saloon was rather reminiscent of being aboard the lamented DB InterRegio service. Two of the seats are individual ones, my reserved seat fortuitously being forward-facing on the offside. Perfect!

The train was headed by a leased Hectorrail Class 242. Seven of these Siemens Bo-Bo beasts are owned by Hectorrail, built during 2000-02. 6,700KW (= 9000 h.p.) tucked inside, with a maximum speed of 230 km/h. A pity that the coaches are limited to 160 km/h. All seven locomotives are named, 242.516 being Ferdinand. Curiously the unseen 242.504 is named Mr Potato Head!

After leaving Malmö, the initial three stops at Lund, Eslöv and Hässleholm are pick-up calls. A rather cautious approach was made entering Lund. Soon after leaving Hässleholm I sampled the restaurant car facilities, the catering vehicle reached after passing through two very full second class saloon coaches. Not originally built as such, the restaurant car started life as a NSB second class saloon, being bought by Veolia in 2003 and converted to its present mode, with a counter/kitchen at one end and 10 four-seater bays at the other. A locomotive at the front, hauling nine vintage coaches, one being a well-used restaurant car - what could be better!

The advertised Snälltåget departure times are identical to the arrival times. As a result, even with an on-time arrival, actual departures are always at least two minutes late against the advertised public times.

Nothing exceptional on the short leg to Lund, but beyond as far as Nässjö, speed hovered at close to the 160 km/h threshold. As mentioned above, onward to Mjölby the route has many curves, hence the use by SJ of the tilting X2000 fleet on its hourly Snabbtåg service, which dominates the route. Occasionally cant-deficiency gave rise to a biting sensation on some tighter curves.

Approaching Södertälje syd övre, the only operating delay during the journey involved a momentary signal stop, nevertheless the set-down only stop was made three minutes early. Your recorder alighted at Södertälje syd övre station, a journey over the upgraded Svealandsbanan regional line to and from Eskilstuna being the next intention. The return journey from Eskilstuna would follow the route of the Snälltåget over the Grödingebanan from Södertälje syd övre to Stockholm. Following the completion of the PTG tour, rather than a direct Snabbtåg service from Stockholm, Mjölby would be reached via the Mälarbanan to Örebro, then a local train via Hallsberg. I will cover the 200 km/h journeys over the Svealandsbanan and Mälarbanan in a forthcoming article.

Milepost 38¼ 121 July 2017 Date Saturday 6th June 2015 Train 9.20 Malmö - Stockholm C (Snälltåget 3940) Loco 242 .516 Ferdinand Load 9 coaches DISTANCE BOOKED ACTUAL SECTOR RUN PUNCTUALITY (Kms) (WTT) (Min . Secs) (K.P.H.) (K.P.H.) (Public) 0.0 Malmö 0 0.00 T 6.5 Burlöv 5 5.16 73.8 16.4 Lund 10 11.09 100.6 87.9 (Pick-up) 12 (4) 0.0 Lund 0 0.00 5 L 17.5 Eslöv 10 9.20 112.6 (Pick-up) 12 (2) 0.0 Eslöv 0 0.00 4½ L 9.5 Stehag 6 4.34 124.6 19.7 Höör 10 8.46 146.5 29.1 Tjörnarp 14 12.18 158.1 34.2 Sösdala 16 14.09 166.3 39.8 Mellby 18 16.20 154.5 49.4 Hässleholm 23 22.28 93.4 131.8 (Pick-up) 26 (2½) 0.0 Hässleholm 0 0.00 4½ L 8.7 Mosselund 5 4.37 113.0 29.7 Osby 13 12.46 154.9 42.0 Killeberg 18 17.28 157.1 51.0 Älmhult 21 20.47 161.9 61.4 Diö Södra 26 24.38 162.6 72.8 Eneryda 31 28.50 161.9 84.1 Vislanda 35 32.56 165.6 90.9 Blädinge 37 35.31 158.3 98.1 Alvesta 42 39.41 103.1 148.2 T 44 (2) 0.0 Alvesta 0 0.00 2½ L 5.1 Gåvetorp 3 3.13 95.3 11.9 Moheda 6 5.55 151.7 31.4 Lammhult 14 13.17 158.3 58.4 Sävsjö 26 23.25 160.2 86.9 Nässjö 37 35.55 136.5 145.1 ½ E 39 (2½) 0.0 Nässjö 0 0.00 2 L 23.7 Aneby 12 12.24 114.6 52.1 Tranås 25 24.48 137.2 72.1 Boxholm 33 32.58 147.0 88.6 Mjölby 42 40.50 126.0 109.3 Vikingstad 50 49.18 146.9 120.9 Linköping 56 55.34 111.1 130.5 ½ E 59 (2½) 0.0 Linköping 0 0.00 2 L 10.0 Linghem 5 5.52 102.4 27.3 Kimstad 14 14.30 120.0 41.3 Fiskeby 21 20.51 132.8 46.4 Norrköping 25 25.08 71.3 110.8 1 E 27 (2½) 0.0 Norrköping 0 0.00 2 L 7.8 Åby 6 6.58 66.8 48.3 Katrineholm 24 24.05 141.9 71.4 Flen 34 33.25 148.8 79.2 Skebokvarn 37 36.35 147.1 116.9 Gnesta 53 51.51 148.1 134.2 Järna 62 59.04 143.8 141.4 Signal Stop (momentary) 63.03 108.7 142.5 Södertälje syd övre 67 65.03 31.9 131.3 3 E (Set-down)

Milepost 38¼ 122 July 2017

Eight days after the northward journey over the Södra stambanan, I boarded the 1213 Stockholm - København Snabbtåg at Mjölby. With the power car leading, the X2000 train looking overwhelmingly impressive as it entered the ground-level platforms. The interior of the first class vehicle has a subdued relaxing decor, with the wider loading gauge enabling a more spacious interior than experienced in Virgin Pendolinos. Unfortunately, the reserved seat was on the near (east) side, not ideal for train timing, especially over an unacquainted route.

Date Sunday 14th June 2015 Train 12.13 Stockholm - København (Snabbtåg 10533) Loco X2000 Set (Class X2 Power Car 2042 Load 6 Trailers ; Rear Trailer = DVT) DISTANCE BOOKED ACTUAL SECTOR RUN PUNCTUALITY (Min . (Kms) (WTT) (K.P.H.) (K.P.H.) (Public) Secs) 0.00 Mjölby 0 0.00 ½ L 8.35 Lindekullen 5 4.32 110.5 16.53 Boxholm 8 7.29 166.0 23.66 Sommen 10 10.06 163.4 36.54 Tranås 15 14.28 177.0 Virtual Stop @ 19m.33s 53.18 Frinnaryd 22 23.14 113.9 64.90 Aneby 27 27.11 178.2 70.57 Flisby 29 29.14 166.1 88.60 Nässjö C 36 36.58 139.8 143.8 1½ L 38 (1½) 0.00 Nässjö C 0 0.00 1 L 16.57 Bodafors 8 7.01 141.6 28.45 Sävsjö 11 10.37 198.2 55.51 Lammhult 21 18.56 195.1 67.14 Lidnäs 26 22.32 193.5 74.95 Moheda 28 24.56 195.6 86.89 Alvesta 34 31.47 104.5 164.0 1 E 36 (3) 0.00 Alvesta 0 0.00 T 7.17 Blädinge 5 4.42 91.5 13.98 Vislanda 7 6.48 194.2 25.31 Eneryda 10 10.09 202.5 Eased, then reduced speed 36.64 Diö Södra 14 15.15 133.4 47.08 Älmhult 17 19.19 153.8 68.34 Osby 25 25.40 201.0 79.67 Hästveda 28 29.03 200.5 89.38 Mosselund 31 32.01 196.4 98.08 Hässleholm 35 35.59 131.5 163.5 1 L 37 (1½) 0.00 Hässleholm 0 0.00 (Set Down) 9.56 Mellby 5 4.39 123.4 15.18 Sösdala 7 6.22 196.6 20.31 Tjörnarp 8 7.54 199.1 29.62 Höör 11 10.40 202.5 39.88 Stehag 15 14.22 166.3 49.37 Eslöv 19 17.38 173.8 57.25 Örtofta 22 20.35 160.7 61.62 Stångby 23 22.11 163.8 66.89 Lund 28 25.25 97.8 157.9 T 30 (2½) 0.00 Lund 0 (Set Down) 16.35 Malmö 12 8.51 110.8 ½ E

Milepost 38¼ 123 July 2017 Over the initial winding section onward to Nässjö, the tilting of the X2000 was often perceptible. The 113.9 km/h sector speed between Tranås and Frinnaryd was attributable to a mid-section virtual stop, reason unidentified. Despite this delay, the virtue of the X2000 tilting was exemplified by the 36m 58s start-to-stop performance between Nässjö and Mjölby, against 40m 50s for the start-to-pass northbound Snälltåget run.

South of Nässjö, advantage was taken of the higher speed ceiling to run close to 200 km/h over many sectors. I have to confess to a slight timing bumble restarting from Nässjö, owing to the distraction of an unexpected photo opportunity. Class Ra 987 (RAPID 3) was stabled on the outer western tracks, perfectly positioned for a too-good-to-miss photo. This vintage 1961-built machine had been at the helm on the first leg of the 2013 PTG Southern Sweden Railtour from Malmö to Nässjö (see letter in Milepost 34.III, January 2014). As a consequence the exact timing of the first sector from Nässjö to Bodafors may be slightly astray. During the leg from Alvesta to Hässleholm, there was an extended relaxation in speed beyond Eneryda. Particularly towards the southern end, the northbound track was busy with freight trains - on a Sunday too.

No intermediate timings were taken over the final short leg from Lund to Malmö. Approaching the latter, the X2000 navigated the flyover which transposes Swedish left-hand running to the right-hand running through the new low-level Malmö Central station and onward through the CityTunneln and the Øresund Bridge to Denmark. Arrival at Malmö Central was a half-minute early, a fitting ending to an exciting run over a one of Europe's premier main lines.

SWEDISH RAILWAYS - MAIN INTERNET SOURCES

Divisional Traffic Maps: http://www.trafikverket.se/for-dig-i-branschen/jarnvag/trafikledning/ Route Books (= Sectional Appendices) http://www.trafikverket.se/for-dig-i- branschen/jarnvag/Underlag-till-linjebok/ Key Map for Daily Train Graphs :http://www.trafikverket.se/contentassets/4022117820314d2591c0f6387a167da7/forsattsbla d_graf.pdf Daily Train Graphs 2015 http://www.trafikverket.se/for-dig-i-branschen/jarnvag/tagplan-att-skapa-tidtabeller-for- tag/tagplan-2015/dagliga-grafer-2015/ Public Timetable by individual line, including key maps for Northern and Southern Sweden http://tagtidtabeller.resrobot.se/ Guide to Sweden's railways (Route, Traction and Coaching Stock Archive) http://www.jarnvag.net/index.php/hem (In Swedish, but can be retrieved in English via Google Translate)

LETTERS

David,

The Conti

I was interested in the short article by David Lloyd-Roberts on the 'Conti' on page 42 of the April magazine. I used that train quite frequently between Guildford and Reading in the 1950s when I was sitting various entrance exams to try to get into an Oxford college. It's timekeeping was notorious. At that time, it was normally hauled by one of Redhill's new Standard 4 moguls (76053-62). I regret I had not started train timing then.

Then in the winter of 1961/2 I was training at Reading station and remember the palaver every lunchtime when the southbound 'Conti' arrived and the chain on each coach had to be pulled

Milepost 38¼ 124 July 2017 to release the vacuum as the GW 25" changed to a Southern 21". I remember one day in particular when Reading's 5076 'Gladiator' came off and the Southern replacement, 30916 'Whitgift', struggled for 25 minutes to release the brakes (up GW trains were queuing for the platform, and some were eventually diverted to the relief line). By this time the motive power between Reading and Redhill was normally a Redhill Schools.

Best wishes,

David Maidment

Dear David

Tornado on S&C

John Heaton phoned soon after distribution of Milepost 38 to pass on some information he had received from Mike Hedderly regarding assistance given to Tornado by 67029 on the S&C trips. Northbound it concerned the Wednesday 15th run which I did not travel, but southbound it was for the Thursday 16th run which was published in Milepost 38. I was wrong to believe that no assistance was provided on that run, although it was fairly limited. From what John said, I gather that Mike had been talking to Bob Fraser, the Healey Mills driver of 67029 on those runs. ASSISTANCE GIVEN - (Miles and chains each entry) Northbound 15-Feb-17 From To Location 221 20 222 64 From Skipton start 236 35 241 36 From Settle start to Helwith Bridge 242 38 244 43 After Helwith Bridge 256 46 259 02 Garsdale towards Ais Gill - speed restriction area 266 40 267 03 From Kirkby Stephen start - downhill 1/100 Southbound 16-Feb-17 277 17 274 30 From Appleby start to Ormside 272 24 271 49 From restart after DSD miss 266 44 266 11 From Kirkby Stephen start

It is therefore uncertain whether similar help was provided on the other runs, but it does take the edge off performance. No doubt, Flying Scotsman’s efforts may be more clear-cut if a log turns up.

Also, I may not have not have needed to add that the load on these logs should be nine (eight MkII D PLUS SUPPORT COACH MK I) + 67029 - 394 tons tare - if the front picture of the train on Ribblehead Viaduct had not so vividly illustrated its presence!

Yours

Noel Proudlock

Dear David,

BR Class 5s in Scotland

Having been prompted by David Lloyd-Roberts to re-read his Milepost 31¾ article, I was struck by the similarity of his run in July ’65 on the ‘Grampian’ with a run I made on the same train two months later on Tuesday 7th September. The log of the latter is shown below.

‘

Milepost 38¼ 125 July 2017 Date: Tue 7.9.65 Miles LOCATION Sch m s Speeds Av Spd Train: 08.25 Glasgow B St - Aberdeen* 2.35 Clocksbriggs 4 09 61 34.0 Locomotive: 73149 BR5 Caprotti (65B) 5.00 Auldbar Road 6 36 70½/73 64.9 Load: 6 / 205 / 215 7.00 Guthrie 8 16 69/68 72.0 Weather: Dry 9.00 Glasterlaw 10 05 70/79/76 66.1 Rec/Position/Method: A.Smeaton/ 2/7 /Rail-joints 12.30 Farnell Road 12 43 78/79 75.2 Miles LOCATION Sch m s Speeds Av Spd 15.45 BRIDGE OF DUN 16 15 18 68/72 73.2 0.00 PERTH 0 0 00 3L ~ 19.30 Kinnaber Jn 20 18 47 64 66.3 1.65 Almond Valley Jn 3 28 54 28.6 21.40 Craigo 20 54 69/71½ 59.5 4.20 Luncarty 6 20 56/59 53.4 23.55 Marykirk 22 48 Pws 57½/51 67.9 5.15 Strathord 7 17 56½ 60.0 26.75 LAURENCEKIRK 28 26 29 55½/ ~ 52.1 7.20 Stanley Jn 9 9 35 53½/74 53.5 30.05 Fourdon 29 36 62½ 63.5 11.30 Cargill 13 28 67½ 63.3 34.00 Drumlithie 33 27 57/54½ 61.6 13.65 Burrleton 15 31 73½ 68.8 35.70 Carmont 35 16 61/70½ max 56.1 15.85 COUPAR ANGUS 16 17 23 73/74½ 70.7 41.15 STONEHAVEN 42 40 42 1.5L 60.2 20.60 ALYTH JN 20 21 20 70½/69 72.2 2.55 Summit MP227½ ~ ~ 40 ~ 24.65 Eassie 24 53 72½/73 68.5 4.60 Muchalls 6 55 67 39.9 26.85 Glamis 26 42 66/72½ 72.7 8.00 Portlethen [4] 10 01 ~ 65.8 29.65 Kirriemuir Jn 29 08 67 69.0 11.35 Cove Bay 13 33 62/59½/68 56.9 32.50 FORFAR 32 32 19 3.5L 53.7 15.50 Ferryhill Jn 18 05 ~ 54.9 16.15 ABERDEEN 24 19 47 ~ 22.9 * 'The Grampian'

Between Perth and Forfar and Forfar and Stonehaven the maximum difference between the times of both runs was 8s at Burrleton and Glasterlaw respectively. On the last short run from Stonehaven to Aberdeen it was 13s at Portlethen, which was more likely a timing error on my part as it was not greater than 4s at any other location. The stopping times at Forfar were within 1s of each other, at Stonehaven 6s and at Aberdeen identical. Such repeatability was very rare in steam days. The main feature of both runs is, of course, the excellent running by 73149 and its crew.

Now for the accuracy warning. In my run there appears to be an error either at Kinnaber Jn or Craigo highlighted by the average between those two locations failing to correspond with the ¼ mile speeds.

In David’s run the times and locations between Luncarty and Burrleton have become confused for some reason. Those shown below give a better correlation between average and recorded speeds.

In addition, the time at Glasterlaw is likely to be 9m 57s rather than 10m 57s and the time given for Dunnottar is probably at Carmont.

Referring to the 10.00 ex Dundee Tay Bridge, 73151’s time of 13m 5s from Gleneagles to Dunblane appears to be a record for steam. The nearest time to it being 60027 ‘Merlin’s’ 13m 10s timed by myself on 18.8.64 with a load of 8 coaches. However, 73151’s excellent time of 9m 40s for Stirling-Larbert is second only to 60027’s 9m 37s on 14.7.62 with 10 ex-LMS coaches, also on the 10.00 from Dundee West at that time.

Miles LOCATION Mn Sc Av Spd Speeds 4.20 Luncarty 6 13 ~ 55 7.20 Stanley Jn 9 33 54.0 53 9.45 Ballathie 11 48 60.0 66 11.30 Cargill 13 23 70.1 70 13.65 Burrleton 15 23 70.5 68/76

Milepost 38¼ 126 July 2017

Don Benn has recently published a run in Issue 226 of ‘Heritage Rail’ which he timed from Gleneagles to Buchanan Street on the 10.00 on 4.6.65, the day before Colin Graham’s run (MP37¾), also driven by Willie Jardine. The load was 240 tons gross and the Gleneagles- Dunblane time was 13m 18s. The other sectional times on to Buchanan Street were very similar those of the previous day’s. Mr Jardine obviously made a habit of running hard.

Regards,

Sandy Smeaton

EMUs on the ECML

Sir

Andrew James article (Milepost 38 p13) gives a very interesting glimpse into the much- neglected world of high speed EMU performance on the outer-suburban services from Kings Cross.

The transformational effect of electrification of these routes 30 years ago should not be underestimated. Prior to that event, the local stations north of Hitchin had to make do with a mostly hourly 2-car dmu service shuttling between Hitchin and Peterborough. Today, the basic service between Kings Cross and Peterborough is half-hourly, with additional fast services every half hour in the peaks. In 1961, St Neots was a small town with a population of 5,500. It had reached 21,000 by 1981, and 24,500 a decade later, just after electrification; today it has grown to 40,000 and become the largest town in Cambridgeshire, set to grow even further.

Already on its third generation of EMUs (class 365, following on from 317 and 312), assisted by class 321s, services are now transitioning into 5th generation class 387s for the fast services, and shortly to receive the 6th generation in the form of class 700s for Thameslink services through to south of London.

Over the years I have made a number of journeys on the peak hour fast trains; three of the best are shown in the attached table. It is a measure of the growth of these services that 12- cars are not only provided but very necessary; I boarded the 18:07 (run 3) at least 10 minutes before departure and had to walk forward to the 2nd coach in order to find any available seat, let alone a timing seat.

The best of the three runs was undoubtedly run 2; this emphasises that over these distances a difference of 2-3 mph makes a significant difference to running times. When these runs were made, the xx.07 services were scheduled non-stop to St Neots, and fast line throughout; whether they switched to the SL immediately south of St Neots or were allowed to stop in the FL platform depended as much on the presence of (then) GNER services as other stopping EMUs.

Run 1 made an exceptional start to Finsbury Park, and then could have done better, taking over 30 secs longer from there to Sandy simply by virtue of not running quite as closely to maximum speed. Run 1 then slowed slightly earlier for the St Neots stop in order to take the crossover to the SL immediately south of the station.

Runs 2 and 3 had the (rare) advantage of running FL right through to the St Neots stop. Whilst the FL-SL crossover is 40 mph, approach control to that is needed, and the time advantage in running to the FL platform is a full minute. Run 2 shows this to best advantage, still travelling

Milepost 38¼ 127 July 2017 at full speed just over ¾ mile from the station, and achieving a 90.5 mph start to stop average from Kings Cross.

Run No. 1 2 3 Date/day Fri 26/11/2004 Fri 01/09/2006 Fri 23/05/2008 Train 1707 KGX-Peterborough 1906 KGX-Peterborough 1807 KGX-Peterborough Motive Power 365507/541 365516 365519/522/502 Load (tons) 8, 4, 12, Rec/Pos/GPS? F G Collins/ 1/8 / Yes F G Collins/ 1/4 / yes F G Collins/ 2/12 / yes M C location m s mph av m s mph av m s mph av 0 06 0.00 Kings Cross 0 00.0 RT/ sigs 0 00.0 RT p8 0 00.0 .5L/P6/sigs? 0 60 0.68 Belle Isle 2 12.0 18.4 2 15.5 17.9 2 13.0 36 18.3 1 52 1.58 Holloway 3 09.5 56.3 3 23.0 48.0 3 16.0 64 51.4 2 41 2.44 Finsbury Park 3 50.5 75.7 4 05.5 73.1 3 59.0 78 72.2 4 00 3.93 Hornsey 4 56.0 81.8 5 05.0 90.0 5 01.0 93/94 86.4 5 00 4.93 Alexandra Palace 5 34.0 93/90 94.7 5 44.0 95 92.3 5 40.0 88 92.3 6 37 6.39 New Southgate 6 31.0 94 92.4 6 39.5 95 94.9 6 40.5 92 87.0 7 70 7.80 Barnet TN 7 24.5 97 95.0 7 32.0 98 96.9 7 34.5 95 94.2 9 15 9.11 New Barnet 8 13.0 99 97.4 8 19.5 99.5 8 23.5 98 96.4 10 44 10.48 Hadley Wood 9 03.0 100/96 98.1 9 08.5 100 100.1 9 14.0 99 97.1 12 60 12.68 Potters Bar 10 23.0 100/102 99.0 10 27.0 102 100.9 10 34.5 99 98.4 14 39 14.41 Brookman's Pk 11 25.0 101 100.9 11 28.5 102 101.7 11 37.0 100/99 100.1 15 46 15.50 Welham Green 12 04.0 99 100.4 12 07.0 102 101.7 12 16.0 100/101 100.4 17 56 17.63 Hatfield 13 21.0 100 99.4 13 22.5 101 101.3 13 33.5 100 98.7 19 00 18.93 MP 14 08.5 101 101.7 14 20.0 100/99 100.6 20 26 20.25 Welwyn GC 14 56.0 99/101 99.5 14 56.5 101 99.4 15 08.0 100 99.4 21 76 21.88 Welwyn N 15 56.5 100 96.7 15 54.5 101 100.9 16 07.0 101 99.2 23 65 23.74 Woolmer Green 17 02.5 101.6 17 02.0 100 99.3 17 15.0 99 98.6 25 00 24.93 Knebworth 17 49.0 98/99 91.9 17 44.5 101 100.6 17 58.5 99/101 98.3 27 48 27.53 Stevenage 19 22.0 98 100.6 19 16.5 100/101 101.7 19 31.0 99 101.2 30 00 29.93 Wymondley 20 48.5 100 99.9 20 42.5 100 100.5 20 58.0 100 99.3 31 76 31.88 Hitchin 22 00.0 96 98.2 21 52.0 101/102 101.0 22 08.5 99 99.6 33 24 33.23 Cadwell 22 51.0 100 95.3 22 40.0 101 101.3 22 57.5 100 99.2 35 50 35.55 Three Counties 24 18.5 100 95.7 24 02.5 101/102 101.5 24 21.5 99 99.6 37 00 36.93 Arlesey 25 04.5 99 107.6 24 51.0 101 102.1 25 10.5 99 101.0 38 43 38.46 Langford 26 02.0 101 96.3 25 47.5 100 98.0 26 07.0 100 98.0 40 06 40.00 Holme Green 26 56.5 99/96 101.6 26 41.5 102 102.5 27 02.5 100 99.7 41 15 41.11 Biggleswade 27 36.0 98 101.4 27 20.5 102 102.7 27 41.0 99 104.0 42 10 42.05 Shortmead 28 11.0 98 96.4 27 53.5 102 102.3 28 16.5 100 95.1 44 10 44.05 Sandy 29 23.5 97 99.3 29 04.0 101 102.1 29 28.5 100/101 100.0 46 30 46.30 Everton 30 45.5 99 98.8 30 24.5 102 100.6 30 50.0 99 99.4 47 38 47.40 Tempsford 31 25.5 99 99.0 48 16 48.13 Allington Hall 31 52.0 100 98.5 31 29.5 101 101.1 31 56.0 100 99.5 49 70 49.80 Little Barford 32 58.0 75 91.4 32 29.5 101 100.5 32 57.5 99 98.0 51 00 50.93 MP sigs XL 38/49 33 10.0 99 100.0 33 39.5 83 96.4 51 56 51.63 St Neots 35 41.0 34 10.0 42.0 34 45.0 38.5

I have yet to better that time; though combination with the start from run 1 suggests that in theory it should be possible to beat 34 minutes for this section with a 100 mph EMU. For the moment however that has to remain theory; these runs were recorded in pre-‘professional driving’ days, when ‘proper stops’ were still possible; even then, the circumstances that gave rise to run 2, and a FL platform stop at St Neots, were rare. Latterly, almost all the fast services

Milepost 38¼ 128 July 2017 have acquired one additional stop anyway. The fortunate ones have a Biggleswade call, and still run FL through to St Neots, reached in 39/40 mins inclusive of the stop; but most now call at Hitchin, and have the misfortune to run SL north of there, and so limited to 75/80 mph, rather limiting the performance interest. At the moment, only the 20.10 retains the non-stop St Neots booking, in a tantalising 35 mins depart-depart in the PTT.

The future however for these services looks even more interesting. 110mph class 387s have already taken over the fast Cambridge/Kings Lynn trains and quite a lot of the Peterborough workings too; and shortly class 700s are due to take over those services to be diverted to run south of the capital.

The prospect of 110mph running gives not just the operational flexibility to better keep out of the way of 125mph ECML long-distance services, but also the prospect of bettering these times on the fast peak workings.

The future timetable will be interesting too. Acquisition of the class 387s has already enabled the remaining class 317s and 321s to be dispensed with. One might think that with class 700s taking over the stopping services that would be sufficient; but most of the class 365s are being retained, to give a fleet of EMUs almost as large as before, additional to the class 700s. That would therefore suggest a level of expansion in the overall service levels, with a lot of trains continuing to run into Kings Cross, in addition to the class 700s heading for the Thameslink tunnels.

I believe therefore that we are set for an expansion in the performance interest in the EMU services running on the southern end of the ECML

Frank Collins

Hello David,

Emergency Braking

Bill Hemstock's question headed Performance – in reverse on page 33 of Milepost 38 reminded me of school mMathematics lessons. To derive an answer, it is necessary to take the deceleration rate as constant, in which case it works out at 3.54 ft/s2 in old fashioned units, the time taken as about 40 seconds, and the coefficient of friction as 0.11. In practice one would not expect the rate to be constant, in which case the coefficient will vary, possibly over quite a wide range. In addition, the effects of gradient, air resistance, and deflection of the track should also be allowed for, but the first of these can safely be ignored on the Great Western main line, and the others are probably fairly small and in any case I have had to ignore them because I have no information at all on either.

The exercise led me to dig out some figures reported in a book I have had cause to mention before in these columns, Schnellzüge überwinden Gebirge by Georg Schwach. The prototype German class E19 1-Do-1 electric locomotives were introduced in 1939 as the intended main express power of the future, though other events intervened of course. For the period, the figures are most impressive, with a continuous output of 4,000 Kw at the maximum service speed of 180 Km/h (112 mph) and the ability to run at up to 225 Km/h on test, though there seems no confirmation of this actually being achieved. In one run a 400-tonne load was accelerated from rest to 200 Km/h in 4 minutes 48 seconds, though in the present context it is the opposite end of the spectrum that is of interest, as one of the requirements for running at 180 Km/h in service was the ability to stop from this speed within the standard braking distance of 1,000 metres. In the event, and after some tweaking, 950 metres (1,040 yards) was achieved, and this with the straight air brake acting on the wheel treads supplemented by rheostatic braking through the traction motors. There is no comment on the load being hauled,

Milepost 38¼ 129 July 2017 nor yet the gradient or weather conditions, but carrying this result into a calculation as above gives a deceleration rate of 1.3 m/s2 (4.3 ft/s2) and a coefficient of 0.13.

German express trains today have the advantages of disc and track brakes and can do rather better. I have never experienced an emergency stop from more than 160 Km/h, but was on an Inter-City a few years ago that managed to halt from this speed in less than about 450metres, perfectly smoothly though it was definitely necessary to hold on to one's pens and notebook. I will leave members to draw their own conclusions on this one.

Regards Bill Long

Dear David

Thanks for the sight of Bill Long’s letter and the invitation to comment.

Bill Long is quite correct: it is school maths, but I had not the relevant formulae to hand. I had guesstimated a coefficient of .11 (3.86 ft/s2) by comparison with other examples.

The gradient has been assumed as level by both Bills, but to be absolutely correct, it is 1in1,320 down after the “hump” to get over the two canal ub’s at around mp 10¾ and 10¼. I am also aware of how good electro-magnetic track brakes can be. In the early days of the NET, I was on a tram proceeding down Market Street (and downhill) at 25mph when a careless pedestrian tested the driver’s reactions and the tram’s brakes! Driver and tram won! However, all the standees rushed forwards (involuntarily) to congratulate the driver!

Bill’s other data on deceleration on DB trains leads me to think that wheel slide protection on Britain’s national railway may be somewhat conservative

Yours faithfully

Bill Hemstock

David Caledonian Sleeper

I had another trip to London in late March coming down on the overnight service from Glasgow with a sleeper berth. With air con working it is difficult to get to sleep, but I became aware that we were sitting in Carstairs for far longer than we should have. I heard a Class 92, then a diesel moving past my berth. We were eventually on the move, with what I thought was a very slow acceleration from Carstairs. I had brief thoughts of getting up to time the service if we had diesel power. However common sense prevailed and I dozed off. We were around 25 minutes early into Euston, where I found two Class 92's at the head of the formation: 92023 which took the service out of Glasgow appeared to have expired at Carstairs to be replaced, by 92014, which I assume had worked the Edinburgh portion.

A look at the Real TImes Trains website gave the following times:

Carstairs d 01 17 00 58 late Preston d 03 40 30 28 late Lockerbie 01 53 30 34.5 late Warrington 04 05 45 21.25 late Carlisle a 02 14 30 Crewe 04 28 15 21.25 late d 02 17 30 31.5 late Watford Jn a 06 15 00 28 early Oxenholme 03 01 30 29.5 late Preston a 03 35 15

Milepost 38¼ 130 July 2017 The Glasgow portion was eight coaches, and I am assuming the Edinburgh portion was the same- giving a gross trailing weight with the dead Class 92 of around 750 Tons. The trailing load does not better the twenty coaches, 760 tons, I had on an overnight service from Larbert to Perth with a Finsbury Park Class 47 back in the 1982. Those were the days.

Carstairs to Lockerbie average was 78.5mph and the Crewe to Watford average of 79mph. One forgets how impressive electric traction is when there is an abundance of power available.

Regards

Martin Robertson

NEWS

Decision making by Virgin Trains East Coast John Irving

On the morning of Monday 15th May 2017, Virgin Trains East Coast were faced with a problem: the Class 91 locomotive scheduled to work 1E05 0730 Edinburgh – King’s Cross was declared a failure before departure. Exactly when, I’ve no idea. VTEC’s solution was to haul the stock plus Class 91 by a Class 67 all the way to King’s Cross, thus providing the advertised service. It is impossible for an outsider to know what options were available to VTEC and difficult to assess whether or not the right choice was made. By the time the King’s Cross passengers disembarked, many of them were convinced that the train should never have left Edinburgh. I’m not so sure, but then I was not one of them.

I only knew of the problems with 1E05 because my wife travelled on it from Newcastle. With the aid of realtimetrains.com and frequent telephone calls from onboard I was able to monitor the train’s progress and later produce a skeleton log of the journey.

The train left Waverley 14 minutes late. At that time, the nearest service ahead of it was an AXC 220/221 which was 50 miles away and running on time. Given the heavy trailing load and a 100mph speed limit (that’s what the conductor told the passengers) the Class 67 never had a chance of maintaining booked time. 10¼ minutes were lost on route to Berwick and a further 9½ minutes were lost to Newcastle from where departure was 34½ L. After this point, Tyne IECC must have become disillusioned with the slow progress of 1E05 because they put it into Durham UP Loop where it was overtaken by:

1E06 0800 Edinburgh – King’s Cross IC225 1O86 0935 Newcastle – Southampton 220/221 1V54 0632 Dundee – Plymouth IC125

There was no Durham station stop. Departure from Darlington was 62¾ L. The 40¼ minutes to York would not have flattered a Class 40. 1E05 was away from York 79 minutes down with the prospect of a non-stop run to King’s Cross. Very soon after departure the train was given a stop and examine order after a report of a non-functioning tail light.

Whilst at a stand the train was overtaken by:

1E07 0830 Edinburgh – King’s Cross IC125 1E08 0900 Edinburgh – King’s Cross IC225 1V87 1035 Newcastle – Reading 220/221

Milepost 38¼ 131 July 2017 Date Monday 15 May 2017 miles Timing Point Sch. m s ave Train 1E05 0730 EDN - KGX 0.00 NEWCASTLE 0 0 00 34.30L Loco 67012 0.74 King Edward Br SJ 2 1 45 34.15L Load formation DVT+9+91112 dit - 529t 4.86 Birtley Junction 6 6 45 35.15L 49 Recorder RTT Durham Up Loop arr 16 00 est Position/ GPS At home/No Durham Up Loop dep 32 30 est miles Timing Point Sch. m s ave 13.93 Durham 11.5 33 45 56.45L 0.00 EDINBURGH 0 0 00 14.15L 21.14 Tursdale Junction 16.5 41 15 59.15L 58 0.71 Abbeyhill J 1.5 3 45 17.30L 23.93 Ferryhill SJ 18 43 00 59.30L 96 3.39 Portobello J 3.5 7 30 18.15L 56 36.50 DARLINGTON P1 28.5 54 15 62.15L 64 5.97 Monktonhall J 5.5 10 00 18.45L 62 0.00 DARLINGTON 0 0 00 62.45L 9.51 Prestonpans 7.5 12 45 20.00L 77 14.13 Northallerton 9.5 13 30 66.45L 63 17.78 Drem 12 19 30 21.45L 73 21.91 Thirsk 13 21 15 71.00L 60 29.16 Dunbar 18.5 26 30 22.45L 97 34.58 Tollerton Junction 19 31 15 75.00L 77 31.21 Oxwellmains 20 27 45 22.00L 42.48 Skelton Junction 24.5 37 00 75.15L 82 41.30 Grantshouse 26.5 37 30 25.15L 66 44.18 YORK P5 27 40 15 76.00L 46.21 Reston 30.5 41 45 26.00L 69 0.00 YORK 0 0 00 79.00L 54.41 Signal EG402 37.5 48 00 24.45L 79 Stop and examine 6 30 est 59.55 Berwick 40.5 50 45 24.30L Restart 23 00 est 0.00 Berwick 0 0 00 26.00L 5.51 Colton Junction 5.5 27 00 100.30L 17.43 Belford 10 13 00 29.00L 71 13.56 Hambleton NJ 9.5 33 30 103.00L 74 21.00 Chathill 13 16 15 29.15L 103 19.41 Temple Hirst J 12.5 37 00 103.30l 100 32.18 Alnmouth 19 25 00 32.00L 76 28.21 Shaftholme J 17.5 42 30 104.00L 96 50.38 Morpeth 30.5 37 30 33.00L 87 32.51 Doncaster 20 46 30 105.30L 64 57.10 Cramlington 35.5 43 45 34.15L 65 36.48 Loversall Carr J 22 50 15 107.15L 63 65.04 Heaton SJ 42 49 45 33.45L 79 49.89 Retford 29 59 15 109.15L 89 67.00 NEWCASTLE 44.5 52 30 34.00L 67.71 Newark F.C. 39 70 15 110.15L 68.35 Newark North Gate 39.5 71 00 100.30L 94 73.16 Claypool Loop 42 73 15 110.15L 83.06 Grantham 47.5 80 00 111.30L 98 88.75 Stoke Junction 50.5 83 15 111.45L 105 103.71 Tallington Junction 57.5 93 00 114.30L 92 106.80 Helpston Junction 59.5 94 30 114.00L 112.18 PETERBOROUGH P2 63 98 30 114.30L

That stop added 21½ minutes to the delay. Shortly after passing Doncaster (passed 105½ L) the conductor announced that the train would terminate at Peterborough. Arrival was 114½ minutes after the scheduled passing time. Passengers waited 15 minutes before joining 1A28, the 1145 from Leeds. That ran exactly to time, depositing 1E05’s passengers in the capital 124¾ minutes late.

Conversation amongst those 1st Class passengers standing in 1A28’s vestibules was interesting. Most were annoyed with VTEC and thought that 1E05 should never have left Edinburgh. One woman was travelling to a Buckingham Palace garden party the following day; a friend had told her not to trust the trains and to travel the day before. A Bollywood film producer and his family took it all in their stride. The prevailing mood of frustration changed when my wife mentioned the delay repayment scheme and 100% refunds.

VTEC managed to get 1E05’s passengers to London over two hours late but a refund will probably restore their senses of humour. They delivered their failed train to Bounds Green with a minimum of delay. Members travelling during the ECML Mass Timing Day on 8th July 2016 will recall the stock from the aborted 1E02 0540 from Edinburgh, hauled by a Class 67, standing for hours at Doncaster waiting for a path south and/or train crew.

Milepost 38¼ 132 July 2017 The trains which overtook 1E05 at Durham reached their destinations 12L, 5L and 3E. Those which overtook near York arrived 7L, 1L and 1E. There were no VTEC cancellations that day. VTEC may well feel pleased with their decision to operate a scheduled service using the stand- by locomotive and I wouldn’t argue with them, however, they must have been disappointed with the performance of the Class 67. With Class 91s likely to remain in service on the ECML for many years to come VTEC could be reconsidering their Thunderbird contract. With Class 68s already operating daily from Craigentinny and TPEx soon to introduce Class 68 hauled trains from Liverpool to Edinburgh via York they should have a credible alternative to the Class 67s.

Cumbrian Mountain Express Andrew James

On the 22/04 I travelled on the Cumbrian Mountain Express from Milton Keynes to Carlisle. The day began disastrously as 86259 Les Ross had been declared hors de combat at Euston. Eventually delectable duff 47746 turned up 95 minutes late. The driver gave a sardonic royal wave from the cab and considering the cold weather and inconvenience the clientele retorted with an emphatic cheer.

Table 1 M C [sch] m s mph Run 1 21 57 Preston 0 00 Date 22/04/2017 0 41 Preston PSB 1 32.5 31 Train 0710 Euston-Carlisle 1 27 Oxheys 2 45.5 47 3 00 Mp 4 36 60 Cumbrian Mountain Express 6 00 Mp 7 12 77 Motive Power 47746 7 36 Brock 8 18.5 83 Load 11/410/440 9 35 Garstang 9 43.5 84 Recorder A.James 12 59 Scorton 12 04 85 GPS ? Y 14 00 Mp 12 57.5 85 M C [sch] m s mph 15 20 Bay Horse 13 50 86 49 66 Milton Keynes 0 00 dept 95L 16 54 Galgate 14 49 87/sigs 52 33 Wolverton 3 34.5 64/sigs 20 79 Lancaster [16] 49/45 54 56 Castlethorpe 6 14 30/11/fl 0 00 56 58 Hanslope Junction [11] 11 43 38 3 11 Hest Bank 21 22 72 59 64 Roade 15 25.5 64 4 31 Bolton-le-Sands 22 36 42 62 68 Blisworth 17 59.5 82/85 ? ?? Carnforth Goods Loop [25] 27 11 64 43 Banbury Lane 19 12 84 67 46 Heyford 21 20 86 69 60 Weedon [19] 22 49.5 89 72 00 Witton Marina 24 23 85 75 20 Welton 26 43.5 82 76 64 Kilsby SEP 27 51 82 78 13 Kilsby NEP 28 51 82/87 80 24 Hillmorton 30 21 81 82 39 Rugby [29] 33 39 . All the 47s I have timed on railtours, with one exception, have been middling examples at best. 746 didn’t buck the trend, but the logs below, I feel, have something of novelty value. Certainly Class 47 performance south of Stafford on the WCML has rarely featured.

Due to the limitations of space, I have only shown the highlights of the performance. It’s all too easy to forget that gradients do still exist on the WCML and the gentle rise from Weedon to Welton saw speed diminish from 89 to 82mph at the latter, something that long ago ceased to bother electric traction over his route.

Milepost 38¼ 133 July 2017 Perhaps the best way to appreciate 746s capability is the protracted acceleration from Scorton to Galgate on the 1 in 1199 and subsequent level section where speed only rose from 85 to 87 mph. When the class were top link motive power one would have expected 90+ at the latter with this sort of load at the drawbar.

Table 2 M C [sch] m s mph Run 2 138 68 Norton Bridge 21 48 86 Date 22/04/2017 136 69 Great Bridgeford 23 10 87 Train 14.52 Carlisle-Euston 133 43 Stafford [24] 25 33.5 77 Cumbrian Mountain 132 25 Queensville 26 33.5 70 Express 128 46 Shugborough S 29 39 80 Motive Power 47746 127 12 Colwich 30 43 81 Load 11/410/440 124 20 Rugeley TV 32 48.5 86/88 Recorder A.James 121 07 Armitage 35 00 85 GPS ? Y 118 66 Elmhurst 36 36 85 M C [sch] m s mph 116 20 Lichfield TV 38 24 89 158 01 Crewe 0 00 113 40 Hademore 40 12 87 156 20 Basford Hall J [7] 5 15.5 18 110 00 Tamworth 42 42 84 153 20 Betley Road 9 46 54 108 20 Amington 43 57 86 150 14 Madeley 12 59.5 58 106 40 Polesworth 45 11 85 147 40 Whitmore 15 33.5 70 104 00 Mp 46 59 83 145 63 Stableford 16 54.5 80 102 23 Atherstone 48 14 81 143 30 Standon Bridge 18 40.5 86 101 00 Mp 49 12 80 141 23 Badnall Wharf 20 07.5 87/89/86 97 04 Nuneaton [52] 53 22

The return from Crewe is featured in table 2. The acceleration up the 1 in 177 from Betley Road to Madeley was worth around 1,770edhp, where a figure of 1,900 is what you would expect from a loco performing up to specification.

The run was timed in complete darkness and I relied on acoustic timing from over bridges and a series of stopwatch readings recorded at 10-15 second intervals with corresponding GPS readings to interpolate from in the instance of Mileposts, therefore this is something of an exercise in estimation, but better than nothing; I would argue.

MORE ROCKET NEWS David Ashley

Since printing the article about the Rainhill Trials in Milepost 38, more information has come to light, to the extent that John Heaton is considering an article on the subject in his series in The Railway Magazine. The extra file and videos are available from the “links” area of the RPS web-site

It seems that the intention was to run the trains ten times each way over a section of 1½ miles (not one mile as stated last time), to equate with the distance between Liverpool and Manchester, and the times shown are, effectively “pass to pass” times entering and leaving the section. There was no brake on the locomotive, apart from a “parking brake”, so the driver employed the reverser to stop the train – and if there was no reason to stop, he would just return: presumably the faster he passed the end of the section, the longer it would take to stop and return. The “dwell time” quoted relates to the time between passing the end of the section and its return to it – and it may not have dwelt at all!

Milepost 38¼ 134 July 2017 Rocket 1829 Noel Proudlock

I have had Antony Burton’s “The Rainhill Story” since it was published, but have never thought to analyse Rastrick’s record of “Rocket’s” performance. David’s article immediately changed that!

I suspect that few people have understood that the trial was much more than one run. The total running time was 3hrs11mins48secs and I am most impressed that records were kept to the second. It is perhaps therefore pertinent to recall that Cecil J Allen recorded times to the nearest five seconds 100 years later (Paddington-Plymouth RM August 1929). So “Rocket” took 3hrs 11m 48sec for twenty runs to cover 35 miles (that is 1½miles between posts 1 and 2 plus 10 chains each way at each end to brake, reverse and regain speed) including 19 stops at an average speed of 10.95mph. Over the 1½miles between the posts the 20 trips amounting to 30 miles, took 2hrs 14mins 8secs for an average speed of 13.42mph.

In 1951, 122 years later, the nearest I could find quickly for a steam-hauled run of about 30 miles with many stops were: Coatbridge-Balloch 29 miles,16 stops, 91mins, 19.12mph, and Seacomb to Wrexham General – very similar.

On the first trip 1m25s was needed to reach Post 1 – an average of 5.29mph and the last run took1m 23s from Post 1 to stop at an average of 5.42mph. The average time taken from passing a post to stop, reverse and return to that post on all the trips not noted as having a delay for oiling, taking water etc. was 2m34s, average speed 5.85mph. With this as an average speed over 10 chains a probable performance curve can be developed as shown on the chart. Taking the fastest trip of all where the average speed between posts was 21.4mph, and to achieve this the running speed was perhaps 26½mph, the mean speed over each five- chain section derived from the curve gives an overall time of 4m12s as recorded on the trial day. The figures are shown on the chart, together with those for two other runs and also those for the average of all twenty.

I have listed the twenty runs in time order and it will be noted that all nine above the average are after run 7, with the first six all below the average, which accords with David’s opinion that the running got better and better.

The official handbook “Rocket 150” produced by BR LM Region for the 1980 150th anniversary of the opening of the Liverpool and Manchester Railway at which replicas of some of the trial engines ran, notes that “Rocket” in 1829 weighed 4tons 3cwt and hauled 13 tons, three times its own weight as required by the terms for the prize and bettered the 12½mph average speed, also prescribed. TABLE OF RUNS IN TIME ORDER Run m s avg mph Run m s avg mph 19 4.12 21.43 16 6.57 12.95 20 5.12 17.31 18 7.05 12.71 17 5.18 16.98 3 7.08 12.62 15 5.4 15.98 8 7.31 11.97 13 5.55 15.21 14 7.35 11.87 11 5.55 15.21 1 7.43 11.66 10 6.05 14.79 5 7.55 11.37 7 6.07 14.71 6 8.03 11.18 9 6.31 13.81 4 8.22 10.76 2 6.48 13.24 12 8.42 10.34 Avge 6.44 13.36 .

Milepost 38¼ 135 July 2017

It was a remarkable start to the main line steam era.

Notes from Jeremy Hartill’s presentation following the RPS AGM

Jeremy’s earliest recollections of tabulated fastest trains goes back to Trains Illustrated in the days of XP64, when “fast trains” were those where the average speeds exceeded 58mph.

More recently, 100mph trains were concentrated on the GW, ECML, WCML and HS1 although the nature of the GW timetable has resulted in their trains disappearing from the listings.

Generally, trains are slower into London than out of London, due to the allocation of recovery time at the journey end. The fastest sections today are on HS1 from Stratford to Ashford (111.4mph), the WCML Stafford-Watford Junction (109.3mph one train), ECML York-Stevenage (108.9mph).

In the past, Stevenage-Grantham (both ways) has had very fast services too.

In the UK, the 1952 Grand Central train from Kings Cross to Doncaster, which is allowed 87 minutes for the 156miles (107.4mph), and which may be the fastest diesel service in the world. Unfortunately, the 37 miles onward journey to Bradford Interchange takes a further 75 minutes (under 30mph). It has been suggested that it is quicker to cycle the twelve miles from Mirfield to Bradford than travel the 17 miles by train, which takes 38 minutes.

It was suggested that a 90mph railway should deliver average speeds of 80mph, a 100mph line should return a 90mph average, and a 125mph up to 110mph.

Current and historical comparisons:

Milepost 38¼ 136 July 2017 Fastest Sections 2017 Paddington-Bristol times (exc HS1) compared Runs No Year Time above 1850 2h35m 105mph 78 1938 1h45m 104mph 118 1973 1h45m 103mph 147 1976 1h47m 102mph 186 1986 1h31m 100mph 282 2007 1h40m 2017 1h37m

Jeremy then looked at fastest trains world-wide. China has 20,000km of 250kph+ track, China, Japan, Spain, France, Taiwan and Italy all have trains which average over 250kph; the Premier League. New German stock is slower than the trains it replaces – generally 250kph compared with 238kph. Jeremy compared the fastest Frankfurt-Berlin speed (157kph on a 280kph railway) with the non-stop Newcastle-Kings Cross run (159kph on a 200kph railway). The UK does well for a classic line infrastructure 200kph system. There is a tendency to add extra stops into timetables – both at home and overseas – resulting in reduced average speeds. He was very impressed with Japan’s turnaround times with highly trained staff and passengers turning a train around in eight minutes, and with thirty cleaners Progress has been slower in the USA with Washington-Boston generally 110kph using 85-years old catenary and with 150mph for just ten miles on the approach to Boston. The Wilmington- Baltimore line is a relatively-fast 160kph line, but with very heavy “TGV” stock.

Subsequent to the meeting Reinhard Doute, a member living in France comments about the situation there:

On the subject "300 kph or not 300 kph?", this mirrors some debates we had in France... but between 300 and 320 kph. While there is no doubt that, because of the geography of the country (Avignon, the first typical stop for Paris - Marseille TGVs, is 625 km away from Paris), 300 kph makes sense (the time saving compared with 270 kph between Paris and Marseille is around 13 mins), 320 kph is definitely debatable. Its time savings amount to less than 30secs between Avignon-TGV and Aix-TGV (but this short stretch was only designed as a test section before the opening of the first real 320kph-line, the LGV-Est),

- about 4½ minutes on the full LGV-Est Paris - Strasbourg line, opened 2007/2016, - 1½ minutes on the LGV-Rhin-Rhône line, opened 2011.

The Paris -Strasbourg case is typical: is it any use, commercially speaking, saving four minutes on 1hr50mins? The answer is easy to guess... except that it may have a hidden use: making international connections easier. The only possible entry minute into the German network at Kehl is min 20, and the minutes saved between Paris and Strasbourg by running at 320 kph may help.

On the other hand, 320kph on the LGV-Est initially resulted in major maintenance constraints: during the first years of operation, the frequency of tamping was twice as high on the LGV-Est as on a 300kph line. As a result, the first ballast renewals on this line will occur before 2025 - much earlier than anticipated. Fortunately, it also proved to be a useful learning ground, and the physical phenomena associated with ballast behaviour are now much better understood, and maintenance costs now seem to be under control.

Regarding the lines entering service this year, 320kph on the BPL line to Brittany (Le Mans- Rennes) is shorter and therefore clearly more debatable than the SEA (Tours-Bordeaux) line.

Milepost 38¼ 137 July 2017 The CNM (Nîmes-Montpellier) line will only be a 200kph (and almost freight-only) line, although it has been designed for 300kph.

On the subject of electrification: the massive number of bi-mode rolling stock in service in France (700 AGCs and now probably close to 200 Regiolis) has clearly put paid to a number of electrification projects over short final stretches. However, two interesting examples, where the situation has changed in recent times, are worth mentioning:

- Laroche-Auxerre, where the electrification project was once shelved for this very reason, but is now back for capacity reasons (the need to reach Auxerre with double-decker trains)

- Paris-Troyes, where the pressure for electrification has mostly been due to the unreliability of the old BoBo 67400 diesel locomotives (customers tend to associate delays with traction unreliability - and the last of these 67400 locos was delivered in 1975).

As regards the German DB 250kph story, maintenance is definitely a point, and there is also the fact that tunnels on the first two lines (Hannover-Würzburg and Mannheim-Stuttgart) are restricted to 250kph anyway - this leaves little room for "real-280" running on those lines. Furthermore, ICE-1s accelerate very poorly, which further reduces the need for speeds higher than 250 for them. A 250-kph train with decent acceleration will definitely do better.

Class 387 extend their territory: NR gets fickle, as the electricity turns to a trickle David Ashley

The initial peak hour GWR electric service from Paddington to Hayes was described in Milepost 37½. The service was subsequently extended throughout the day with effect from December 2016.

In a similar fashion, the service was planned to be extended again – this time from Hayes to Maidenhead in the morning and evening peak with effect from the timetable change in May 2017. The service was to comprise three eight-car Class 387 units.

Apparently, a couple of weeks before the introduction of the new timetable, NR requested test runs to examine the resilience of the power supply, and these showed that the infrastructure was insufficient to guarantee a reliable service. Consequently, they decided that there should be no more than two Class 387 trains in the new section between Stockley and Maidenhead at any time, and that drivers should not exceed notch 3 when in the section. In practice, this will have little impact on relief-line running up to 90mph.

Hopefully, this problem should be resolved within a few weeks, but it does reinforce the view that NR are still not in control of GW electrification, and it does not bode well for the future implementation of what remains of the process. The upshot of this is that NR have advised GWR to source an additional Class 165/166 from what is available at Reading to cover the Class 387 that is unable to run.

The morning timetable covers a few services from Maidenhead to Paddington, with some later services from Slough. In the evening, the service is generally Paddington-Maidenhead with some non-stop from Paddington to Slough, but on the relief line. In both cases, some of the counter-peak services run as ECS.

Log 1 shows the level of performance that can be expected. This is on one of the stopping trains, but with a non-standard stopping pattern, which does not allow a direct comparison with the existing diesel service on all sections. Where comparison can be made, the electric timings correlate with the diesel schedule, but with a rather strange 1½ minutes dwell time at each

Milepost 38¼ 138 July 2017

Run 1 2 Date 31/05/2017 02/01/2007 Train 1714 Padington-Maidenhead 1747 Paddington-Reading Loco 387148/149 165133/166204 Load formation 8 5 Recorder D Ashley J Heaton Position/ GPS 1/8 Bright Y miles M C Timing Point Sch. m s mph ave m s mph ave

0.00 0 14 PADDINGTON 0.0 0 00.0 1.08 1 20 Westbourne Park 2 16.0 40/72 28.5 2.58 2 60 Old Oak Common 4 03.0 70/60sigs 50.5 4.06 4 19 Acton 6.5 5 20.0 73 69.5 5.46 5 51 Ealing Bdwy 7.5 7 09.0 46.2 5.46 5 51 Ealing Bdwy 9.0 10 44.0 0 00.0 6.36 6 43 West Ealing 1 16.0 52 42.6 1 33.0 34.8 7.18 7 28 Hanwell 2 02.0 68/40sigs 63.6 2 24.0 57.4 8.90 9 06 Southall 4.0 4 13.0 44/57 47.4 4 28.0 50.1 8.90 9 06 Southall 5 29.0 10.75 10 74 Hayes 6.0 6 59.0 40.1 3 15.0 34.2 10.75 10 74 Hayes 7.5 14 06.0 11L 4 07.0 0 49.0 60/77 13.06 13 19 West Drayton 3.5 2 58.0 46.8 3 40.0 37.8 13.06 13 19 West Drayton 5.0 3 53.0 0 00.0 0 55.0 60 14.54 14 57 Iver 1 42.0 86/90 52.1 2 13.0 63/71 39.9 16.08 16 20 Langley 4.0 3 25.0 53.7 4 12.0 46.5 16.08 16 20 Langley 5.5 4 15.0 4 42.0 0 50.0 60/76 /64 18.26 18 35 Slough 3.5 2 43.0 48.3 3 16.0 40.2 18.26 18 35 Slough 5.5 3 34.0 4 51.0 0 51.0 60/82 /66 20.75 20 74 Burnham 3.5 2 51.0 52.4 3 45.0 39.8 20.75 20 74 Burnham 5.0 3 34.0 4 19.0 /53 0 51.0 60 22.28 22 36 Taplow 1 37.0 83/85 56.6 2 48.0 32.7 22.45 22 36 Taplow 3 16.0 Sig [1] 3 20.0 stop (5) 5 20.0 24.09 24 21 MAIDENHEAD 10.5 6 53.0 3E 20.6 3 06.0 31.7 stop. A punctual departure, but following the 1711 to Henley (first stop Slough via relief line), which was a minute late, resulted in signal checks approaching Acton. The Henley train was, in turn, hampered by the 1703 Heathrow Connect service which was four minutes late by Hanwell. This together with overtime at Ealing and Hayes (possibly door problems), resulted in a 10 minute late departure from there. Consequently, it was then necessary to try and recover the lost time – subject to the restriction to notch 3 - and this demonstrated the potential of the new units. The time taken to reach 60mph is shown, where appropriate, and it can be seen that this normally is around 50 seconds, and which compares with around 110 seconds with the Class 165s. This is demonstrated in the chart, which compares the Class 387 with a typical Class 165 run westbound from West Drayton. The comparison of start to stops also

Milepost 38¼ 139 July 2017 reveals that the new trains are around 40-50 seconds faster for typical sections. Five minutes pathing is allowed approaching Maidenhead to allow the 1736 Paddington-Oxford HST to transfer to the relief line ahead of us, so in spite of being 10 minutes late departing Hayes, we were three minutes early into Maidenhead.

m p Departure from W Drayton h

100

80 387

60 165

40

20 m p 0 13 13.5 14 14.5 15 15.5 16 16.5

On arrival in platform 3, the train is sent to the reversing siding. The other Class 387 then arrives in platform 4 with the 1742 from Paddington (due 1814) and returns to Paddington at 1818.My outbound service then follows this train ecs, at 1822, to Paddington.

With hindsight, it may have been fortunate that the outbound train was delayed, as the punctual 1818 return train was driven in a completely different fashion. Still timed at Class 165 schedules, but with conventional dwell times, the train was driven very cautiously (not tabulated). Instead of 0-60mph in 50 seconds, it was taking 70 seconds, and apart from a brief 90mph at Burnham, speed only reached 62mph between Slough and Langley, 38mph onwards to Iver and 51mph to West Drayton. Whether this caution was caused by GWR using DAS for stopping trains (which is unlikely), the driver adopting a “manual DAS” based on the train running to Class 165 timings, or “sharing the juice” with the train behind, we will never know, but it can’t be criticised as the train ran to schedule.

As for the future, they may be planning to add three units during the peak from July, but there seems little indication that the electric service will be extended to the rest of the day in late summer as planned. With the deferment of GW electrification, it is difficult to visualise where all the Class 387’s will be used once the Cross Rail Class 345s are running to Reading. Let’s hope that they don’t use bi-mode Class 801s on the Oxford-Reading stopping services and then run them fast to Paddington and divert the Class 387s to the Paddington-Cardiff service. Or perhaps the DfT will say that they always intended to add a battery to the Class 387 and are trying to identify a suitable product!

Welcome to TfL Rail, or is it Crossrail or the Elizabeth Line? David Ashley

In a similar tentative fashion to what was happening to the west of London, TfL Rail finally introduced their Class 345’s to the Liverpool St. to Shenfield service towards the end of June, with one train a day each way: 1035 from Liverpool St. and 1139 from Shenfield (M-F).

The newly-delivered trains are initially operated as seven-car sets as platforms 16 to 18 at Liverpool St are too short to handle the trains in their designed nine-car format – the service is only a temporary arrangement until they run through to Reading in 2019. They are rather similar in design to the S stock on the Metropolitan Line, with a combination of facing and lateral seating, and definitely in the “metro” category of travel, and with rock-hard seats which

Milepost 38¼ 140 July 2017 seems to be obligatory these days. The PIS system is more basic than in the Class 700s, with simple announcements of “Next Station, Stratford”, and maps showing the next few stations and the type of interchange available there.

It does seem that, in the interim, commuters to the west of London, travelling on the Class 387s, will be spoilt – with 2+2 seating, wifi, toilets and power-points, most of which will be lacking on the Class 345s which will replace them.

Run 1 2 Date 08/05/2017 23/06/2017 Train 1135 Brentwood-Liv St 1139 Shenfield-Liv St Loco 315860 345005 Load formation 8 7 Recorder D Ashley D Ashley Position/ GPS Cloudy cool 7/8 Y Sunny 5/7 Y miles M C Timing Point Sch. m s mph ave Sch. m s mph ave 0.00 20 16 SHENFIELD 0 00.0 /61 2.05 18 12 Brentwood 3.0 3 31.0 35.0 0.00 18 12 3.5 4 01.0 /69 3.25 14 72 Harold Wood 4.0 3 43.0 52.5 0.00 14 72 4.5 4 17.0 /55 [1] 1.41 13 39 Gidea Park 3.5 2 18.0 36.8 0.00 13 39 0.0 0 00.0 /58 4.0 3 54.0 /57 1.08 12 33 Romford 2.0 1 55.0 33.7 2.0 1 49.0 35.5 0.00 12 33 2.5 2 24.0 2.5 2 26.0 0 30.0 43/67 0 30.0 55/71 2.39 10 02 Chadwell Heath 3.5 3 04.0 46.7 3.5 2 53.0 49.7 0.00 10 02 4.0 3 50.0 4.0 3 27.0 0 30.0 46/49 0 30.0 54/55 0.75 9 22 Goodmayes 1.5 1 28.0 30.7 1.5 1 21.0 33.3 0.00 9 22 2.0 1 55.0 2.0 1 49.0 0 30.0 42/48 0 30.0 49E/50 0.65 8 50 Seven Kings 1.5 1 29.0 26.3 1.5 1 23.0 28.2 0.00 8 50 2.5 1 53.0 2.0 2 02.0 1.23 7 32 Ilford 2.0 2 01.0 36.4 2.0 1 55.0 38.3 0.00 7 32 3.0 2 59.0 /30s/44 3.0 3 10.0 /33/5s/47 1.11 6 23 Manor Park 2.0 2 41.0 24.9 2.0 3 17.0 20.3 0.00 6 23 2.5 3 10.0 2.5 3 43.0 0 25.0 36/49 0 25.0 50/51 0.99 5 24 Forest Gate 1.5 1 47.0 33.2 1.5 1 41.0 35.2 0.00 5 24 2.5 2 15.0 2.5 2 17.0 0 25.0 37/52 0 25.0 50/53 0.81 4 39 Maryland 1.5 1 31.0 32.1 1.5 1 26.0 34.0 0.00 4 39 2.0 2 01.0 /43 2.0 2 00.0 /39 0.49 4 00 Stratford 1.5 1 10.0 25.1 1.5 1 16.0 23.1 0.00 4 00 2.5 2 41.0 /62 2.5 2 19.0 /63 2.85 1 12 Bethnal Green [3] 3 44.0 37 45.8 [3] 3 31.0 41/ss 2.5m 48.6 3.98 0 02 LIVERPOOL ST 10.0 6 47.0 22.1 11.0 9 28.0 11.3

0-60mph: Occasionally

So, how what sort of performance can we expect? As with other TfL-sponsored stock, the 90mph speed limit is unnecessarily generous with the line speeds most of the way of 60mph

Milepost 38¼ 141 July 2017 and 70mph in only a few locations. Most stations are less than two miles apart, so good acceleration is what is required. Obviously, west of London, with stations farther apart, and with 90mph line limits, then the higher speeds will be exploited – although commuters now familiar with the Class 387s will not notice significant improvements. To enable comparison with the current Class 315s, where appropriate a speed at 25 or 30 seconds from the start has been shown – in view of the 60mph line limit, a time at 60mph would not be useful, as power would be withdrawn well before then. It can be seen that speeds with the new units are around 55mph compared with 45mph with the Class 315s. Whilst savings of 5-10 seconds over most sections don’t seem particularly impressive, they represent improvements of around 5% and could save a minute or two on the schedule.

A comparison of the likely acceleration indicates that there may be a slight improvement in the Class 345 over the Class 387 to the west of London. This is based on a westbound departure of a Class 345 from Manor Park with a westbound Class 387 from West Drayton, where the gradients are similar. mph COMPARISON: Class 345 with 387

60

345 50

40 387

30

20

10 m i 0 l 0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4

So, whilst the main improvement west of London will initially be the result of the transfer from a diesel to an electric service that is already in progress, there may be scope for further improvements later.

Network Developments Ian Umpleby

The most unexpected event on the speed front was the introduction of around 12 miles of 90 mph running between Shrewsbury and Gobowen, punctuated by a short residual 70 mph at Baschurch. This complements the 90 mph PSR introduced recently north of Wrexham. Micklefield Junction was realigned to permit 80 mph towards and 90 mph from York, but the Hull lines retain a 70 mph PSR. The line speed in the Chorley area has gone up to 75 mph and a long-standing PSR on the Northallerton to Yarm line has been removed, allowing a continuous 70 mph to apply from 44m 58 to 55m 29. The southbound PSR over the length of the High Level Bridge, Newcastle has been raised from 15 to 20 mph. In the “every little helps” department the end of 75 mph on the northbound approach to Exeter St Davids has been moved 8 chains nearer the station. Crossrail related remodelling east of Shenfield has allowed slightly faster arrivals/departures from the Electric to Main Lines and 11 chains of the Up Main (19m 63 to 74ch) to the west has be raised to 80/90. On the other hand, the Up Slow Line from Peterborough to Fletton Junction has had 50/35 mph PSRs imposed due to problems

Milepost 38¼ 142 July 2017 with observance of the 25mph restriction at the latter. Neutral Sections at Hitchin, Stoke Summit and Tamworth have been removed and a new Feeder Station plugged in at Essendine. Just one new signalling scheme – Motherwell - where both lines to Newton, and the Larkhall branch, have gone over to the West of Scotland Signalling Centre. Progress on electrification schemes lumbers on with the Gospel Oak to Barking scheme in limbo, and the Cannock/Shotts/Kettering-Corby schemes starting to gain momentum; piling from Bedford to Kettering should commence in October. Energisation of the Glasgow to Edinburgh line was deferred until the end of May, but other issues mean a start date cannot be advised. Piling has also started on the Barnt Green to Bromsgrove scheme and is, of course, ongoing on the North-West and Great Western projects. However, electric trains have started running westwards to Maidenhead, but completion of the work onwards to Reading seems to be many months away. Crossrail comes ever closer otherwise. The North-West Electrification has seen a significant amount of infrastructure changes over the past three months. The line between Manchester Victoria and Ordsall Lane has been realigned between the redundant platforms 3 and 4 at Salford Central and the Passenger Loops south of Bolton removed. The latter has permitted realignment of the Down Main slightly westwards and further changes will apply at Bolton during a closure from the 12th-27th August. The Fast Lines at Kirkham have been removed pending further remodelling here later this year, and Blackpool North’s platforms 7/8 have closed. Removal of the Fleetwood junction at Poulton-le-Fylde has allowed a minor realignment of the Up line. A correction to the April edition is that the new Forres station is east of the current box and the new extended passing loop is almost complete; tracklaying over the reinstated avoiding line had yet to start in early May. Pointwork for the extended Elgin loop has already taken place and commissioning is due in October. The Sheffield Train-Tram Parkgate station and Meadowhall North connections from Network Rail have been installed. A new passenger service over NR metals started on the 13th June when Wareham to Swanage trains started running. Due to Thameslink engineering work over the August Bank Holiday there will be the opportunity to re-live the early Eurostar days when a Waterloo International to Ashford/Kent Coast will operate via Linford Street Jn and Denmark Hill. Low Moor opened earlier than expected in the April edition. Line closures due soon are from Wootton Basset to Westerleigh (mid-August to mid-September) extending to Bristol Parkway from the 2nd September; Didcot-Oxford-Aynho (22nd-28th July), Chippenham (8th-16th July) and Walsall to Rugeley (13th-25th August). Liverpool Lime Street’s extended closure starts on the 30th September. In Ireland, a new timetable in the North has introduced an hourly Belfast to Derry/Londonderry service utilising the new Bellarena loop and Portrush box reopened in April, possibly just for the holiday season. Remodelling and resignalling in the Limerick area resulted in a three-week station closure in June.

BOOKS

Devon Railways: The Area Manager's Diary 1986-1987

Railway Performance Society President John Heaton has published the first volume of his time as Area Manger Exeter as an e-book through Amazon. The book is in diary form, written at the time and reproduced almost verbatim. John has added a few extra comments and conclusions in italics alongside the entries and there are some illustrations of the events described. The account is, as one might expect, candid - showing the successes and failures of operating the nationalised railway at local level and the effects of the sectorisation process that was in full flow. (435 pages)

Milepost 38¼ 143 July 2017

A personal account of how the nationalised railway was operated

Available now from Amazon as an e-book for kindles and tablets £4.99

Reserve your paperback copy for £12.99 (including postage and packaging) directly from:

John Heaton Telephone: 01626 865526 e.mail: [email protected]

Or Amazon – a free delivery button avoiding Prime subscription is available but not prominent!

Twilight of Southern Steam – by Don Benn

This book is now published and is available from Pen & Sword or Amazon at £30 plus P&P. It has taken me nearly three years to write and is finally finished

This 357-page book is first and foremost the story of the enginemen and their steeds which brought the steam era to an end on the Southern. It is therefore primarily about locomotive performance but enlivened by stories about how that was achieved and also about the band of young men who followed the exploits of men and machines day and night over those last two years. It includes a substantial contribution from an ex Nine Elms fireman and many anecdotes about the enginemen. The book contains about 80 train running logs plus records of lineside observations, detailed descriptions of the work covered by the locomotives and crews from the various steam motive power depots, copies of the actual duty rosters posted at Nine Elms together with a unique collection of about 140 black and white and colour images taken in the 1965 to 1967 period covered by the book. It is the most comprehensive story of those last few years yet produced and it is truly ‘The Untold Story’, a fine tribute to the enginemen who performed near miracles with their doomed and run-down fleet of locomotives, in the very different world of the mid-60s railway, unequalled anywhere else in Britain. If you buy just one book about the last years of SR steam then this should be the one. A Supplement will be published next year containing all the logs which couldn't be included in Twilight, plus the 80 which are there, about 400 in total.

MEETINGS

TUESDAY 25th JULY 2017 The Grove Inn, Leeds 1700 Area Meeting

THURSDAY 28th September 2017 The Royal Oak, Borough – **Note new time 1215** Area Meeting

SATURDAY 14th October 2017 Calthorpe Arms London

Talk by Leslie McAllister RPSI – The past, present and future

Milepost 38¼ 144 July 2017

All aboard the “Austerity Express”

From page 141

RPS railway performance society www.railperf.org.uk

Milepost 38¼ 145 July 2017 .

Milepost 38¼ 146 July 2017