MILEPOST 24¾ January 2004

The Journal of The Railway Performance Society

Honorary President: Peter Semmens MA CChem FRSC MBCS MCIT

Commitee:

CHAIRMAN Nigel Smedley 40 Ferrers Way, Darley Abbey, Derby DE22 2BA e-mail; [email protected] tel: 01332 541267 VICE CHAIRMAN Chris Taylor 11 Fenay Drive, Fenay Bridge, Huddersfield HD8 OAB e-mail; [email protected] tel; 01484 307069 SECRETARY Frank Collins 10 Collett Way, Frome, Somerset, BA11 2XR e-mail: [email protected] Tel: 01373 466408 TREASURER Bruce Nathan 7 Salamanca, Crowthorne, Berks RG45 6AP (and Membership) e-mail; [email protected] tel;01344 776656 PUBLICITY OFFICER Sean Marshall 40 Ashford Rise, Belper, Derbyshire, DE56 1TJ.. email: [email protected]; Tel 01773 823243 EDITOR Rob Score 5 Stratfield Road, Basingstoke, Hants RG21 5RS e-mail: [email protected] tel: 01256-325539 (Ex-dir)

Mileage Chart Editor John Bull 37 Heathfield Road, Basingstoke, Hants RG22 4PA e-mail; [email protected] Fastest Times Editor David Sage 93 Salisbury Road, Burton, Christchurch, Dorset BH23 7JR e-mail: [email protected] tel; 01202 249717 Committee Members:- Best Practice David Ashley 92 Lawrence Drive, Ickenham, Uxbridge, Middlesex, UB10 8RW e-mail; [email protected] Meetings & Database Lee Allsopp 2 Gainsborough, North Lake, Bracknell RG12 7WL e-mail: [email protected] tel; 01344 648644 Non-committee officials:- Archivist Ken Barlow 3 Rabown Avenue, Littleover, Derby DE3 7DD

Directors of RPS Rail Performance Consultants Ltd.:- Frank Collins (chairman), John Bull (secretary), Nigel Smedley.

CONTENTS Page Society Notices 207 Fastest Times Update M Robertson 212 Mass Timing Day 2002 Bruce Nathan 218 Mass Timing Day 2003 David Ashley 222 Virgin Thunderbirds are F.A.B John Rishton 234 Not on the List KR Phillips and R Townsin 237 The Fair Maid Sandy Smeaton 238 Scottish Steam in 1951 Ken Barlow 244 Martin Tasker Memorial Train Martin Barrett 245 A Recorder’s Guide to the SNCF Alan Varley 248 Speed Restrictions Chris Taylor 254 Cross Country Loco Hauled Premier Performance David Adams 257 Letters to the Editor 266

© Copyright The Railway Performance Society Ltd, registered in England & Wales No. 04488089

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. 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, 37 Heathfield Road, Basingstoke, Hants RG22 4PA Printed by Prontaprint Basingstoke 47 Winchester Street Basingstoke Hampshire RG21 7EF

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FOREWARD FROM THE SOCIETY CHAIRMAN

A Happy New Year to all members.

Thank you to everyone who turned out for the recent Extraordinary General Meeting held at Derby in December. Your interest and unanimous support was much appreciated and has given us the mandate for a new style AGM in May.

After a couple years and a change in employment, Rob Score has decided to relinquish the Editorial pen. The good news for all of us is that David Ashley has decided to move from the Best Practice role to become our new Editor. We wish David all the best in the new role. This and the next edition will be joint efforts with David looking to take over formally at the AGM.

The Committee have, over the last few months, been considering a suitable way to commemorate the late Martin Tasker. We have decided to do this in two ways. Firstly the soon to be launched RPS Library will be named The Martin Tasker Library in Martin’s honour. Many of the contents will have been bequeathed by Martin. Secondly, Tim Calow’s retelling of Martin’s experiences in Belgium is to be the first of a series of regular articles in the magazine in his honour. These will be commissioned as appropriate by the Editor.

Finally, to the events on the West Coast. January saw the first Pendolino diagram working on the Anglo Scottish service and with over 20 of the 53 class 390s already available for service the slippery slope to oblivion beckons for the loco hauled services. As we all know, measuring train performance on the West Coast at weekends is not a great idea – inflated schedules, engineering work and fewer services. However, the situation on weekdays is far less pessimistic and some fine runs can still be recorded. I urge anyone with the interest to mark out the final days of those classes 87 and 90 workhorses before it is too late.

Nigel

SOCIETY NOTICES

2004 Annual General Meeting.

The 2004 AGM will be held on Saturday 15th May 2004. Formal Notice of the Meeting will be sent to members nearer the time.

Members are however reminded that under the terms of the Articles of Association of the Company, nominations for Committee members for 2004-2005 must be received by me not later than Saturday 20th March 2004. Nominations must be in writing, and proposed and seconded for the post by two other Members of the Society. In the event that there are two or more nominations for a post, the candidates concerned will be invited to submit a statement in support of their candidature not exceeding 300 words in length. It is not however necessary to submit this with the nomination.

Resolutions for discussion at the AGM must be submitted to me in writing not later than Saturday 17th April 2004. It would be appreciated however if members could if possible submit any resolutions as soon as possible, or at least, give me advance notice that a resolution is coming, if it is not possible immediately to submit the final wording.

Frank Collins Secretary 29th December 2003

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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 BRUCE NATHAN and not to the Editor.

SUBSCRIPTION RENEWALS

Over the last year with the change in printers for Milepost, we have had a better quality magazine but at a higher cost. Postage rates above the standard letter rate continue to rise. Although the Society is receiving additional income through its consultancy subsidiary, the Committee consider that the core activities must be self financing. They have therefore decided that the basic subscription rate for U.K. members for the membership year commencing 1 April 2004 will increase from £14 to £16. The European and Overseas rates will be £19 and £24 respectively. Members under 26 years of age may pay half the above rates.

Only a few members have requested electronic mileage charts in place of printed ones, and to ease administration and distribution this option will no longer apply. All members will receive printed charts but they may also apply to access electronic ones at no extra charge. Those who have already applied should continue to receive them.

There is a supplementary charge of £5 for those members requiring further SNCF chart updates plus the Overseas Fastest Times Supplement.

Henceforth the Annual Fastest Times Supplements will be issued in April and there will be updates in October only. Further quarterly updates will be available electronically by request. There will be an optional additional charge of £2 for the Historical Fastest Times, expected to be issued in October 2004.

A renewal form is enclosed with this issue of Milepost. Please complete and return this to Peter Smith either with your remittance or advice that payment has been made by telephone or Internet banking. In the latter case, the form may be sent as an e-mail attachment.

Members who wish to pay by telephone or Internet should note the following details will have to be supplied to your bank Payee Railway Performance Society Ltd Sort Code 30-91-11 Lloyds TSB, Bracknell Account number 3525463 Your reference Membership number as shown on Milepost envelope

Please ensure that payment is made by 31 March at the latest to ensure you receive the Annual Report and AGM Agenda in April and to avoid the trouble and expense of sending reminders. Bruce Nathan

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.

SENDING IN ARTICLES

Submissions may be sent as attachments to an email or by post as documents on a CD or diskette or as a printed document. If sending a diskette or CD, please enclose a hard copy of the article; this helps if file(s) are unreadable for any reason.

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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/diskette to be returned, please clearly state this.

The Post Office charges £1.00 plus the excess postage on any item which is not correctly stamped. Please ensure your envelope has stamps to the correct value, otherwise the Editor picks up the fine! Postal rates changed in July 2003.

Milepost 23 ¾ detailed guidelines for submissions. The editor is happy to supply these on request by email or by post. Please note that page margins are critical: one inch or 2.54 cm (not 2.5 cm as specified in Milepost 23 ¾) top, bottom, left and right.

FASTEST TIMES

Please send ALL contributions for this feature direct to DAVID SAGE.

David Sage

HISTORIC FASTEST TIMES

Corrections to 2003 issue: Page 12 - insert distances. Firsby to Burgh-le-Marsh 1.97 miles;Burgh-le- Marsh to Alford Town 6.97m; Louth to North Thoresby 6.94m; NorthThoresby to Grimsby Town 6.97m. Thanks to Brian Milner for this information.

Page 31 - delete the St. Pancras to Leicester time by 5614. Ken Phillips kindly advises me that the train was a special test, not a service train, and also 93m 40s was a net time, not the actual running time. The revised record is: 95m 32s on 01/06/58 by Loco. 45615. Load 9, recorder GJA.

Please note that for the 2003 issue, steam records were primarily limited to those recorded by RPS members. However, the Committee has now agreed that, in future, steam fastest times will be opened to logs by any recorder, whether or not they are RPS members. Records by non-members must be supported by a detailed log that has been scrutinised by a RPS member. Journey times that are merely described in articles (e.g. as in some older issues of Trains Illustrated, Railway World, etc.), but for which a detailed log is not shown, will NOT be accepted as records unless a full log is available from an alternative source. Diesel and Electric records will continue to be limited to times recorded by current or previous members of RPS (with a few exceptions arising from charts compiled prior to the introduction of Historical FT).

Please note also that times from logs published in some limited-circulation publications may not have been included, because the logs database compilers, Lee Allsopp and John Bull, were unaware of the existence of these publications. Please contact Lee or John if you think you can assist them in making the database even more comprehensive.

For the 2004 issue, the compiler would like to include fastest times for both steam and diesel loco- hauled trains for the entire WCML and associated lines. If you can assist, please contact me by e-mail at [email protected], or by post to 24 Walmesley Road, Eccleston, St. Helens, Lancs., WA10 5JT. The target date for completing the next issue is 1August 2004. No logs are necessary at this stage, but it is hoped that logs of record runs will be made available to the RPS Archivist (Ken Barlow) if/when you have time. Finally a reminder that, if you have a computer, you can view all the available records at web address www.bevanprice.freeuk.com/rps45581hft.htm

Bevan Price

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SALES ITEMS

All orders please to Bruce Nathan. All prices include postage. Please enclose the correct remittance with your order and allow 28 days for delivery.

MEETINGS

NEXT MEETING DATES

FEBRUARY 12th FEBRUARY 14th MARCH 27th MAY 15th JUNE 26th BRISTOL LONDON CREWE AGM in LONDON DERBY

**** PLEASE NOTE NEW DATES ****

DIRECTIONS TO THE VENUES

LONDON – . NEW VENUE - LAMBS PUBLIC HOUSE, Lambs Conduit Street, London WC1. 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), turn first right into Guilford Place (by the fountain and underground Gents toilet) and it is on the left - walking time about 5 minutes. OR from Holborn Tube station take the High Holborn exit and turn right along High Holborn heading east, after 200-250 metres turn left into Red Lion Street (by the Old Red Lion pub), continue across Theobalds Road into Lambs Conduit Street and Lambs is on the right near the top end of the street – walking time about 9 minutes. We will use the Empire Theatre Bar / Dining Room upstairs CREWE - THE JARVIS CREWE ARMS HOTEL - Turn right out of the station and the Hotel will be seen 100 yards away on the other side of the road – walking time about 3 minutes. DERBY – THE BRUNSWICK – From Derby Station, turn right and follow the road for about 200 yards. The Brunswick is on the left just before the road bends to the left. – walking time about 4 minutes We use one of the upstairs rooms. BRISTOL - at THE GWRSA CLUB, is on the right hand side of Bristol Temple Meads station approach road heading away from the station about 150 metres. It is reached by steps from the approach road. The GWRSA Club does not open until 1730, so we can meet at the main entrance at Temple Meads station at 1700 in order to be escorted through a side entrance. After 1730 please use the normal entrance. Due to licensing laws the manager of the GWRSA Club needs the names of members attending, if you could let John Heaton know before the date on 01626 865526 or [email protected] (those who attended previously do not need to let John Heaton know)

MEETING REPORTS

Derby Meeting 6th December 2003. Fifteen members attended and the resolutions were approved at the EGM. Afterwards a discussion on Milepost 24½. It was noted that the Far North line has seen an improvement with the use of 158’s. With the opening of the new platform 4 at Swindon up to 1 minute can be gained by not using the island platform in the down direction although with the tsr due to an embankment slip at Dauntsey all this was lost at the present time. It was noted that the power/weight ration of the 180’s was good providing all engines were working, which unfortunately all too often they aren’t. The chairman then presented a quiz using the society’s new digital projector.

Crewe Meeting 8th November 2003 Colin Boocock gave an enlighting talk entitled “TLC Boosts Train Performance”. Colin described the measures that were taken to improve the availability of the train fleet on the London Midland Region in the 1970 and 1980’s, not only locomotives but coaches and multiple units. The measures not only included engineering solutions but motivating staff at depots by listening to ______Milepost 24¾ - 210 - Jan 2004 suggestions they made, reorganising working methods and small modifications. Reliability improved very quickly from the low 70’s% to the mid 80’s%. Thanks to Colin for coming to Crewe and giving us such an interesting talk.

VOYAGER / ADELANTE / CHALLENGER / PENDOLINO RECORDS.

Many thanks to those who responded to my request for records achieved by the above classes. As stated in Milepost 23¾ it is the intention to track the development of records by these classes. The file will be passed to David sage for publication as circumstances allow.

At this stage I simply need a line of entry, preferably by e-mail or post, to showing Unit no/s. Vehicles/Recorder/Section*/From/To/Date and time.

* as per FT booklet. e.g. Paddington to Reading would be gw1, Euston-Coventry wc2. Any recognisable abbreviation is fine.

In order to save David a lot of work in processing records for these classes until standards are set, please send your contributions for these classes to - John Heaton, 57 West Cliff Park Drive, Dawlish, Devon, EX7 9ER or [email protected]

MEETINGS

The Society now has a digital projector and if any member would like to give a short presentation at a society meeting using this projector (or not using it if they like), or if anyone has any topics for discussion at meetings please contact the vice-chairman. Perhaps you would like to tell a meeting about your best run of the year (or any year). Finally apologies for the incorrect Bristol date in the last magazine and the typographical error for the next London meeting.

VICTORIA & LONDON BRIDGE TO UCKFIELD AND EAST GRINSTEAD

Andrew James is looking at writing an article for Milepost on these lines if anyone has any logs he will be happy to receive any for possible inclusion. Andrew’s address is 45, Springfield Avenue, Thrapston, Near Kettering, Northants, NN14 4TL.

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FASTEST TIMES UPDATE

M D Robertson

Welcome to another Fastest Times Update with a selection of runs from around the Network. My thanks to those who have contributed logs for this article. As always I would always appreciate copies of Fastest Times that members achieve, as without the logs I cannot compile the article. This particularly applies to logs from lines which do not regularly feature in Milepost. In the last issue I requested copies of fastest times logs over the Midland Main Line, which produced a single response. With the upgrading of speed limits on the Cross Country lines north of Birmingham, there should be opportunities for significant reductions in the current fastest times.

Table 1

Run 1 29.05.03 10 40 Inv- Edin 158703/21 4/149/1xx KB Run 2 Sat 24.11.01 12 45 Inv-Edin 158738 2:74/78 MDR Run 3 Sat 7.8.93 18 20 Inv-Edin 158726/740 4:149/152 MDR m ch Location m s mph m s mph m s mph 71 44 Kingussie d 0 0 0 0 70 00 Mp 2 11 61 2 16 60 68 61 Newtonmore 3 17 73 3 25 70 0 0 67 00 Mp 4 48 69 5 54 68 2 46 59 65 40 Etteridge 6 14 67 4 14 65 63 00 Mp 8 09 75/78 62 40 Inchlea 8 49 73 6 51 81 60 00 Mp 10 29 78/72 10 53 72 8 28 85 58 46 Dalwhinnie 11 33 73* 12 07 70* 9 39 68* 56 00 Mp 67 14 26 62 11 50 71 54 65 Basporran 15 35 63/60 12 49 74/76 52 59 Drumochter 16 43 69 17 34 63 14 29 74 e'd 50 71 Dalnaspidal 19 00 75/80 15 57 76 49 00 Mp 19 46 77/80 20 27 75 17 27 77 46 00 Mp 22 04 76 22 44 80 19 43 82 44 63 Dalnacardoch 79 23 38 80/90 20 36 82/88 42 00 Mp 25 13 73 25 43 72/81 22 39 75/85 40 00 Mp 26 45 80 39 54 Struan 27 29 78 24 24 75 37 40 Mp 29 13 74/88 26 06 77/82 36 00 Mp 29 51 70 30 20 80 35 09 Blair Atholl 30 41 50* 31 04 64*/70 28 51 34 00 Mp 31 49 73 32 04 70 32 07 Killiecrankie 33 38 30/22* 34 03 35/25* 30 00 Mp 64 36 49 60/62 28 25 Pitlochry a 38 30 38 59

I start with a vintage log recently forwarded by Ken Barlow that holds the current Kingussie to Pitlochry record. The run was with a pair of Class 158’s whose dominance over the Highland Main Line is not completely broken as they continue to work the services to or from Edinburgh which continue north or

______Milepost 24¾ - 212 - Jan 2004 west from Inverness. Ken’s run was on an Edinburgh bound service, with the driver indulging in some vigorous running, with 96mph after Carr Bridge and 94mph after Kincraig.

Departure from Kingussie was punctual on a 42 minute schedule to Pitlochry. The units were possibly worked on full power from the crossing of the River Spey at Newtonmore till a slight easing for the 70mph psr at Dalwhinnie. The 1:80 grades thereafter brought speed down to 67, before the units were probably eased on the final ascent to Drumochter. The descent was brisk without any significant excesses over the 75mph limit. The reverse curves at Mp 42 were given their due consideration as were the psr’s at Blair Atholl and Killiecrankie. The overall time of 38m 30s is obviously good, but should be capable of being bettered.

The second run in Table 1 was a recent run of mine with a single Class 158, substituting for a Class 170 unit. The unit was 158738, which has never been one of the better Class 158’s and this was demonstrated by the consistently inferior speeds on the climb to Drumochter, with the unit being 50 seconds adrift of Ken’s run. The driver was prepared to run faster on the straighter sections of the descent to Blair Atholl, reaching 90 after Dalnacardoch and 88 before Blair Atholl. The Blair Atholl and Killiecrankie psr’s were not fully observed and with a slightly slower time into Pitlochry, the run was almost half a minute slower.

Table 2 Fri 14.03.03 15.55 New-KX 43110/117 8:272/280/425 Pos 5/10 GPS Y Rec FGC

Miles M C location Sch m s mph average 0.00 105 36 Grantham d 0 00 12 late 0.45 105 00 MP 1 20 44 1.45 104 00 MP 2 23 1/2 66 56.7 3.33 102 10 Great Ponton 3 53 83 75.4 4.46 100 79 Stoke Tunnel North 4 40 89 87.1 5.70 99 60 Stoke Junction 5 28 95 92.8 8.36 97 07 Corby Glen 6 58 117/127 106.5 13.24 92 17 Little Bytham 9 21 126/127 122.7 16.66 88 63 Essendine 10 59 126 125.8 20.65 84 64 Tallington 12 53 126 125.9 23.55 81 72 Helpston LC 14 15 1/2 127 126.5 25.84 79 49 Werrington Jn 15 20 1/2 125 126.7 29.06 76 31 Peterborough 17 01 105/103 115.5 30.45 75 00 Fletton Junction 17 48 106/110 106.3 32.66 72 63 Yaxley 19 01 1/2 109/103 108.4 36.13 69 26 Holme 21 03 105 102.6 38.10 67 28 Conington South 22 08 113 109.4 42.05 63 32 Abbots Ripton 2414 1/2 111 112.4 46.61 58 67 Huntingdon 26 34 1/2 127 117.3 49.55 55 72 Offord 27 58 1/2 122 125.9 53.75 51 56 St Neots 30 03 1/2 121 121.0 57.98 47 38 Tempsford LC 32 06 126 124.2 61.33 44 10 Sandy 33 42 126 125.6 64.26 41 15 Biggleswade 35 05 1/2 126/125 126.6 68.45 37 00 Arlesey 37 04 127 127.2 73.50 31 76 Hitchin 39 31 1/2 123 123.3 75.48 29 78 Wymondley 40 31 119 119.5 77.88 27 46 Stevenage 42 35 69.7

The third run is from Newtonmore to Blair Atholl and illustrates what a pair of 158’s can do when in good mechanical condition and with benign external conditions. On a lovely summer’s evening, with a ______Milepost 24¾ - 213 - Jan 2004 light passenger complement the units reached an excellent 85 before Dalwhinnie. The units accelerated slowly up the 1:80 after Dalwhinnie to reach 71 and 76mph before being eased for the summit. A brisk descent and a reasonable entry to Blair Atholl gave a time, which I would have thought would have been hard to better. The record is however held by David Houston with a time of 28m 11s, which may stand for some time.

Table 2 features Frank Collins magnificent effort with an HST recorded during the East Coast Main Line timing exercise. The train was the 15 55 Newcastle-Kings Cross which may have been booked for a Class 91. Frank advised that he finally lost the milepost in the gathering gloom after Peterborough, but the GPS allowed speeds to be determined thereafter. The driver consistently ran slightly above the 125mph mark, whether intentionally or due to an under reading speedometer. Departure from Grantham was 12 minutes late. Frank does not note the schedule but it was almost certainly bettered. Once over Stoke summit the running would not have disgraced a Class 91, with the current record of 41m 25s being held by Ben Stone. The overall time of 42m 35s equates to an average speed of 109.5mph, which is only bettered on a couple of runs on the ECML and a few on the GWR lines. .”

Table 3

Run Run A B Loco/Unit 221141 Loco/Unit 220003/032 Load 4 Load 8 Train 09:10 Plym- Edin Train 0950 Penz-Glas Date 3rd Nov 2003 Date 3 Sept 2003 Rec/Pos/GPS JHe 4/4 Yes Rec/Pos/GPS JHe 1/8 No Mile C Timing Point M. S. M.P.H. Miles C Timing Point M. S. M.P.H. s h h 111 62 Bristol Parkway 0 00 163 11 Taunton d. 0 0 108 40 Coalpit Heath 3 02 93 164 35 Silkmill 1 40 75 107 12 Westerleigh Jct 4 20 30 166 05 Victory 2 46 97 121 26 167 52 Bradford 3 43 101 119 64 Yate 6 39 67 170 20 Wellington 5 14 105/101 115 25 Wickwar 9 43 90 173 13 Whiteball TEP 6 56 102 113 14 Charfield 11 09 89/100 174 0 Whiteball 7 26 101/104 107 79 Berkeley Road 14 22 99 177 26 Tiverton P. 9 22 102/105 105 31 Cam 15 56 101 179 08 Tiverton Jct 10 24 102 101 59 Stonehouse 18 07 100 181 28 Cullompton 11 43 103/98 99 74 Standish Jct 19 12 100 185 41 Hele 14 12 102/100/10 6 98 62 Haresfield 19 53 101 190 16 Stoke Canon 16 57 104 93 44 19252 Cowley Bridge 18 33 68 112 75 Gloucester Yard 24 01 - 193 72 Exeter St. D a 20 15 113 60 Horton Road Jct 25 12 - 114 10 Gloucester 26 17

Table 3 features two runs recorded by John Heaton on Cross Country services. Run A was on northbound service which called at Gloucester. John’s comments were:-

“ A remarkably unremarkable run making 13sec gain on the net schedule. Very precise running. Schedule seems off beat from Standish to Gloucester Yard where there does not seem to be a minute of recovery available- and compensatingly generous to Yate. Perhaps I missed a check at Gloucester Yard as the speed records are too sketchy from a late brake application approaching Gloucester East through to Horton Road. Having arrived Exeter 8L and then Gloucester on time we were 35½L at

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Birmingham. We were booked to take 55min from Chelt to Birm via Lye but took a mindnumbing 88m50sec. The perils of venturing out on the Sabbath

Run B was recorded in the south west between Taunton and Exeter. The service was substantially late which may have given an incentive to the driver to indulge in slight overspeeding. John’s comments were:- “The Tn-Ex was the end of an awful run, checked Birm-Barnwood by a Cardiff 158 then from Wickwar to Yatton by stoppers. Finally broke free and ran very fast into Taunton so started proper timing. To break 20.00 barrier with this good start and stop it is necessary to average 105mph from Whiteball to Stoke Canon.” A time of under 20 minutes seems to be the target on this stretch of line with 20m 02 recorded eastbound by David Lloyd Roberts.

Table 4

Date/day 28/6/03 09/08/2003 23/8/88 12.05 Plymouth- Train Newcastle 12.05 Plymouth-Newc 13.58 ex Dawlish Motive Power 221134 220004 43183/43xxx Load (tons) 5 4 2+7 Weather Sun Very hot and sunny Rec/Pos/GPS? Jhe 1/5 No Jhe 1/4 No Jhe/No

PTT PTT M C location Sch m s mph m s mph Sch m s mph

206 08 Dawlish 0 0 00 0 0 0 0 00 204 40 Dawlish Warren 2 1 57 73/80 1 53 77/82/74 2 2 07 72/82 202 36 Starcross r1 3 35 74 3 27 76/75 r1 3 43 75 198 59 Exminster 6 18 101 6 4 102 6 30 92/104 195 16 City Basin 8 35 73 8 18 74 8 41 80 194 66 St. Thomas 8 53 72 8 37 71 8 58 75 193 72 Exeter St. David's 11½ 10 13 9 53 12 10 15 * No speeds taken for hst- estimates from times and experience

Loco/Unit 43168 + 43149 220033/220024 Load 2+7 8 Train 15.11 from Exeter SD 06.35 Edn-Pgnton Date 03/12/1990 13/9/303 Rec/Pos/GPS?/Weath. Jhe, 2/9 No Jhe, 1/8, No Sun M Ch Timing Point WTT M. S. M.P.H. WTT M. S. M.P.H. 193 72 Exeter St. David's 0 0 00 0 0 00 194 66 St. Thomas 1 35 63 1 24 63 195 16 City Basin 1 56 67 1 45 69 198 59 Exminster 4 13 105/106 4 04 102/77 202 36 Starcross 6 45 79/85 6 38 79/85 204 40 Dawlish Warren 9 8 18 75 8½ 8 11 75 206 08 Dawlish 11 10 05 10½ 10 04 Any benefit of Voyagers confined to the first two minutes or so

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Voyager braked very late for Powderham so equalling the hst Exm-Starcross time despite lower values in the speed column

Table 4 features three runs by John Heaton between Dawlish and Exeter St Davids, one each with an HST, a Class 221 and a Class 220 unit and two between Exeter and Dawlish with an HST and Class 220 units. The time to beat on this section was ten minutes. Westbound the HST run at 10m 05s dates from 1990 with the pair of Class 220’s just squeezing in underneath at 10m 04s, but still not quite below ten minutes. On the three eastbound runs the HST run is from 1988, with a time of 10m 15s and was bettered by the Class 221 unit by 2 seconds. The single Class 220 unit had the advantage of a faster start and a slightly better entry into Exeter to resoundingly beat the ten minute barrier with 9m 53s. Is the target time now lowered to nine and three quarter minutes?

Table 5 features two runs recorded by Ian Umpleby between Leeds and Skipton on the new Class 333 electric units. The permitted speeds, once clear of the Leeds station complex, appear to be 90mph with both units coming close with the southbound run just touching the mark. There may not have been too many runs recorded on these services as Ian’s northbound run slashed 1m 43 seconds off the previous record held by Brian Milner. The southbound run took 20 seconds off the previous record held by Bevan Price.

Table 5

Date Sat 2 Aug 2003 Sat 2 Aug 2003 Train 08 56 Leeds-Skipton 13 18 Skipton-Leeds Unit 333 013 333x xx Load (+3) (+4) Weather Sunny Sunn y Rec/Pos/GPS Iumpleby:1/3:Y I Umpleby:2/4:Y M. Ch Timing Point Min Sec M.P.H Min Sec M.P.H Miles 185 66 Leeds Plat 5 d 0 0 11 20 0.00 185 30 Whitehall E Jn 1 22 32 0.45 195 56 Whitehall Jn UB 9 09 24 196 17 Armley Jn 2 07 47 8 13 50* 1.01 198 19 Kirkstall 3 55 80 6 28 82 3.04 200 74 Calverley ob 5 55 87 5.72 202 4 Apperley Jn sign 6 41 87 3 43 75*/90 6.85 204 32 Thackley T'l West 8 34 1 57 9.20 205 75 Shipley a 10 40 0 0 10.72

Finally Table 6 again features a run recorded by Ian Umpleby north of Birmingham on a Leeds bound service. The two sections shown, Birmingham to Burton on Trent and Derby to Chesterfield are each Voyager records, although neither come within touching distance of the current HST records. A 38 minute late start from Birmingham gave the driver an incentive to run hard but after an initial brief signal check on the exit from Birmingham, the running was precisely on the 90mph line limit. The HST record is however 23m 57s which should be under threat after the line speed improvements. North of Derby the driver reached 105 after the Ambergate South Jn slack. The HST record is 18m 18s which again may be subject to improvement in the months to come.

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Table 6

Date/day Weds 13 August 2003 Load (tons) 5 Train 1607 Paignton-Leeds Weather Dry Motive Power 221127 Rec/Pos/GPS? IU ;2/5 ;N

Miles M C location m s Mph miles M C Location m s mph

0.00 42 26 Birmingham N St 0 00 38L 0.00 158 41 Sheffield d 0 00 30L si gs 5* 0.95 159 37 Attercliffe Road N 2 23 0.96 41 29 Grand Junction 3 18 1/2 3.36 161 70 Meadowhall 4 36 sigs62 1.72 40 48 Saltley PSB 4 24 43 5.01 163 42 Holmes LC 6 00 53* 3.84 38 39 Bromford Bridge 6 33 75 8.00 164 44 Aldwarke ob 8 26 99 7.67 34 52 Water Orton 9 40 75 10.41 166 77 Swinton 9 56 1/2 93/85* 11.88 29 13 Kingsbury ob 12 40 90 12.77 16 56 Bolton on Dearne 11 30 1/2 93 15.46 25 47 Wilnecote 15 03 90 13.85 15 50 Goldthorpe 12 10 1/2 17.34 23 56 Tamworth 16 18 90 14.67 14 64 Thurnscoe 12 41 21.62 19 34 Elford ub 19 07 1/2 90 18.11 11 29 Moorthorpe 15 35 49 25.02 16 02 Wichnor Jc ob 21 23 90 18.80 0 07 South Kirkby Jc 16 24 1/2 30.22 10 66 Burton-on-Trent 25 24 36L 20.56 167 55 Hemsworth 18 01 22.06169 15 Fitzwilliam 19 02 1/2 0.00 127 68 Derby d 0 00 34L 24.75 171 70 Hare Park Jc 20 40 1/2 99 1.27 129 10 St Marys ob 2 25 27.01 174 11 Sandal 22 05 1/2 5.26 133 09 Duffield 5 06 1/2 28.69 175 65 Wakefield W'tgate 24 36 6.46 134 25 Milford Tunnel NP 5 59 81 7.78 135 51 Belper 6 57 1/2 80 9.90 137 60 Ambergate South 8 35 1/2 61 Jc 13.86 141 57 Wingfield ub 11 35 1/2 101/105 17.52 145 30 Stretton ob 13 44 1/2 85*/77 19.42 147 22 Clay Cross Tunnel 15 10 81 NP 20.05 142 14 Clay Cross ob 15 38 1/2 81 22.39 144 41 Hasland fb 17 12 95 24.11 146 19 Chesterfield a 19 01

The Sheffield-Wakefield section is included, which just improved on the former record held by Ben Stone. Ian misses a number of speeds, but the averages are quite high, suggesting speeds in the nineties. I do not know if this section of the route is part of the general upgrading of the speed limits of this Cross Country artery. For those members that use this route there should be ample opportunity to record significant improvements to the current Fastest Times.

Once again a plea for members to forward details of Fastest Times Logs. My e-mail address is “[email protected]”. Without logs I cannot compile the article, with this edition, using most of the logs I have had for some months.

______Milepost 24¾ - 217 - Jan 2004

MASS TIMING DAY, 2002

Part 3 Banbury and Princes Risborough

Bruce Nathan

One of the successes of privatisation must be the upgrading of the Chiltern Railways route between Princes Risborough and Aynho Junction, where double track has been restored following singling of the route in the late 1960s, and the maximum speed limit raised from 75 to 90 or 100 mph. However, as noted in the first part of this article, many trains on this day were formed wholly or partly of the Class 165 units, limited to 75 mph and only a few recorders were fortunate to capture a train of Class 168s where the 100 mph speed could be achieved.

Table 14 Run No. 39 40 42 Date/day Sat 21 September 2002 Sat 21 September 2002 Sat 21 September 2002 Train 07.50 B'ham SH- M'bone 08.30 B'ham SH- M'bone 10.50 B'ham SH- M'bone Motive Power 165 034/013 168 003/165 006 165 026/038 Load (tons) 5 6 5 Weather Fine Fine Fine Rec/Pos/GPS? Martin Barrett/1 of 5/N John Bull/4 of 6/Y Frank Collins/4 of 5/Y

Miles M C location m s mph ave msmphave msmphave

0.00 86 14 BANBURY 0 00 RT 000 RT 000 RT 1.14 85 03 M40 1 45 1/2 59 38.8 151 36.9 155 sigs 35.6 2.18 84 00 Astrop 2 38 1/2 72 70.5 3 18 1/2 57/68 44.7 3.49 82 55 KINGS SUTTON 3 42 76 74.4 347 72.9 456 48.5 512 -/63 4.97 81 16 Aynho Junction 5 00 65 68.7 503 73 70.5 203 62 43.5 5.84 17 43 Aynho Park 5 42 71 70.5 552 69 63.4 2 49 1/2 69 66.8 8.21 15 13 Ardley Tunnel S 7 46 69 69.0 754 70 70.1 455 68.1 10.38 13 00 Ardley 9 34 1/2 74/75 71.8 640 77 74.1 12.38 11 00 Milepost 11 12 74 73.8 11 18 77/75 73.5 816 75 75.0 14.04 9 27 BICESTER NORTH 13 27 74 44.3 13 29 45.7 10 39 41.9 0.00 9 27 17 49 74 15 49 12 47 1.34 8 00 Milepost 2 19 56/75 34.6 228 56 32.5 3.08 6 21 Blackthorn 3 44 1/2 73 73.2 355 71.9 343 76 49.6 5.70 3 51 Brill 5 51 76/74 74.7 603 74 73.8 5 48 1/2 75 75.3 6.98 2 29 Brill Tunnel N 6 53 75 74.0 704 76 75.2 6 49 1/2 76 75.2 8.14 1 16 Dorton 7 49 74/71 74.7 759 76 76.1 744 76 76.8 9.34 0 00 Ashendon Junction 8 48 74 73.2 8 57 73/74 74.5 8 41 1/2 76 75.1 12.91 30 25 HADDENHAM & T P 12 13 62.8 12 12 66.0 12 00 64.8 0.00 30 25 13 05 13 09 12 35 0.46 29 68 Haddenham (Old) 0 53 44/75 31.4 103 26.4 0 55 1/2 30.0 3.15 27 13 Ilmer 3 20 1/2 72/73 65.6 329 66.3 319 76 67.4 5.81 24 40 PRINCES RISBORO 6 40 2E 48.0 608 2E 60.3 557 2E 60.7

Table 14 shows three southbound runs, formed of 165s or 165/168 combination. Martin Barrett described run 39 as 'a good 75 mph run'. The scheduled Kings Sutton stop was omitted meaning a wait at Bicester of over 4 minutes. The finish into Princes Risborough was slow; perhaps there was a signal check, but the public timetable shows a 9 minute booking from Haddenham to Princes ______Milepost 24¾ - 218 - Jan 2004

Table 15 Run No. 41 43 47 Date/day Sat 21 September 2002 Sat 21 September 2002 Sat 21 September 2002 Train 10.30 B'ham SH- M'bone 12.30 B'ham SH- M'bone 15.50 B'ham SH- M'bone Motive Power 168 110/101 168 002/109 168 110/001 Load (tons) 6 257/267 t 6 6 257/275 t Weather Fine Fine Fine Rec/Pos/GPS? Chris Napper/5 of 6/N Rob Score/1 of 6/Y Bruce Nathan/3 of 6/N Alan Drake/4 of 6/N

Miles M C location m s mph ave msmphave msmphave

0.00 86 14 BANBURY 0 00 1L 000 1L 000 RT 1.14 85 03 M40 1 51 59 36.9 149 58 37.6 149 58 37.5 2.18 84 00 Astrop 2 43 78 69.2 243 74 69.3 3.49 82 55 KINGS SUTTON 3 49 81 71.7 343 84 78.8 3 40 1/2 87 82.0 4.97 81 16 Aynho Junction 5 04 65 71.4 454 64 75.4 4 45 1/2 65 82.6 5.84 17 43 Aynho Park 5 41 66 66.1 5 33 69/70 65.5 8.21 15 13 Ardley Tunnel S 7 57 67 67.4 747 68 67.9 7 36 1/2 69 69.2 10.38 13 00 Ardley 9 41 -/89 74.9 931 86 74.9 9 19 1/2 86 75.4 12.38 11 00 Milepost 11 05 75 85.7 10 52 90 88.9 10 40 91 89.8 14.04 9 27 BICESTER NORTH 13 28 ½L 41.9 13 09 43.7 12 59 3E 43.0 0.00 9 27 0 00 RT 000 22 54 6L 1.34 8 00 Milepost 2 20 63 34.4 2 42 1/2 56 29.7 3.08 6 21 Blackthorn 3 54 83 47.3 344 81 74.5 4 06 1/2 81 74.1 5.70 3 51 Brill 5 39 93 90.0 527 95 91.7 550 95 91.3 6.98 2 29 Brill Tunnel N 6 28 93.7 615 96 95.6 638 98 96.4 8.14 1 16 Dorton 7 10 100 99.6 658 99 97.3 7 19 1/2 101 99.9 9.34 0 00 Ashendon Junction 7 41 101 100.5 804 94 97.1 9 44 sig stop 12 14 68 befiore Had 12.91 30 25 HADDENHAM & T P 11 13 ½E 70.7 10 39 16 08 9L 0.00 30 25 0 00 RT 000 16 40 0.46 29 68 Haddenham (Old) 1 02 44 26.9 102 45 26.9 3.15 27 13 Ilmer 3 28 75/80 54.5 3 29 76/82 65.8 3 27 79/82 66.8 5.81 24 40 PRINCES RISBORO 6 27 1½E 53.5 631 1½E 52.7 616 7½L 56.7

Risborough on this train (most others are shown as 8 minutes) and so the finish was ahead of the public time. John Bull's run 40 had a 168/165 combination and made slightly slower starts due to the lower acceleration of the 168. On run 42 Frank Collins was on one of the few trains that did call at Kings Sutton. It was checked at the start but otherwise kept the schedule with steady 75/76 mph running and indeed was the fastest 165 time of the day both from Bicester to Haddenham and from Haddenham to Princes Risborough.

Table 15 shows three runs with Class 168 units and the only opportunity to achieve 100 mph running during the day. Both runs 41, timed by Chris Napper, and 43, timed by both Rob Score and Alan Drake were unchecked. With a slower start and stop, the time on run 41 to Bicester was no better than the 165 runs 39 and 40, although it approached the 90 mph limit that now applies in the southbound direction over this section. Run 43 and run 47 timed by the writer were faster to Bicester, run 47 achieving the fastest time of the day, only to have to wait in the station for 10 minutes to enable a freight to clear the section ahead. From Bicester to Haddenham all runs reached 100 mph, although run 41 was again slower starting and stopping. Run 47 again suffered from the freight ahead with a signal stop after Ashendon. All the 168 starts from Haddenham were slower than the 165 in run 42 and did not achieve as good a time to Princes Risborough.

______Milepost 24¾ - 219 - Jan 2004

Table 16 Run No. 57 59 62 Date/day Sat 21 September 2002 Sat 21 September 2002 Sat 21 September 2002 Train 13.40 M'bone-B'ham SH 15.10 M'bone-B'ham SH 09.10 M'bone-B'ham SH Motive Power 165 007/038 168 109 165 017/037 Load (tons) 5 3 5 Weather Fine Fine Fine Rec/Pos/GPS? Frank Collins/4 of 5/Y Brian Houghton/2 of 3/N Martin Barrett/2 of 5/N

Miles M C location m s mph ave msmphave msmphave

0.00 24 40 PRINCES RISBORO 0 00 9L 000 RT 000 RT 2.66 27 13 Ilmer 2 54 76 55.1 256 54.5 3 03 1/2 76 52.2 5.35 29 68 Haddenham (Old) 4 46 88.0 5 13 1/2 63 74.4 5.81 30 25 HADDENHAM & T P 5 50 64.4 537 32.6 612 28.5 0.00 30 25 6 12 0 00 RT 642 3.55 33 69 Ashendon Junction 3 38 1/2 77 58.5 336 59.2 344 76 57.1 000 4.75 1 16 Dorton 4 36 74 75.1 428 83.1 4 41 75/77 75.8 5.91 2 29 Brill Tunnel N 5 33 1/2 73 72.8 516 87.2 5 36 1/2 75/76 75.4 7.19 3 51 Brill 6 35 76 74.6 604 95.6 637 75 75.9 9.81 6 21 Blackthorn 8 40 1/2 75 75.3 741 97.4 842 76 75.6 11.55 8 00 Milepost 10 03 1/2 75 75.4 843 100.9 10 05 1/2 76 74.9 12.89 9 27 BICESTER NORTH 11 33 53.8 10 22 2E 48.6 12 01 41.7 0.00 9 27 12 00 000 RT 13 10 1.66 11 00 Milepost 2 20 1/2 64 42.6 225 41.3 230 63 39.9 3.66 13 00 Ardley 4 02 75/76 70.9 406 71.3 4 11 1/2 76 70.9 5.83 15 13 Ardley Tunnel S 5 46 75/76 74.9 546 77.9 554 77 76.0 8.20 17 43 Aynho Park 7 51 tsr 23 68.4 736 77.7 8 07 1/2 tsr 18 64.0 9.09 81 16 Aynho Junction 9 33 41 31.3 853 41.5 10 03 54 27.7 10.58 82 55 KINGS SUTTON 11 09 1/2 68 55.5 11 08 12 47 32.7 000 RT 1311 11.89 84 00 Astrop 12 12 1/2 75 75.0 156 40.7 157 60 40.4 12.93 85 03 M40 13 02 76 75.5 250 69.2 2 50 1/2 73 69.8 14.06 86 14 BANBURY 14 24 3L 4 20 1E 45.5 430 RT 41.2

Table 16 shows three down runs. Run 57, timed by Frank Collins, was delayed in Marylebone due to a change round of units. The 9 minutes late departure from Princes Risborough was reduced to 3 minutes on arrival at Banbury, but this was largely due to cutting the station stop at Bicester from 4 minutes to ½ minute. Nevertheless, this achieved the best 165 times of the day on al lthree sections. Brian Houghton had a good fast run with a single 168 in run 59. His log did not show intermediate speeds, but from the averages it is clear that 100 mph was achieved before Bicester, although on the section north of there, the maximum would have been around 80 - 100 is allowed northbound over this section. The only other 168 run recorded in this direction (run 54 timed by John Bull) was badly checked by a freight ahead. Martin Barrett described run 62 as 'rather boring' and the braking was more cautious than on run 57.

Alan Drake recorded the one train of the day that was not booked to call at Princes Risborough or Haddenham and the log of this from High Wycombe to Banbury appears as run 52 in table 17. However, after a good start albeit with speed limited to 75 mph of the 165, there was a signal stop near Ashendon Junction and so a good time could not be achieved over the 27 mile section. Further checks occurred on the approach to Banbury. For comparison two other runs which were recorded from High Wycombe are shown. Lee Allsopp's run 53 calls fro little comment. On my run 55 we were ______Milepost 24¾ - 220 - Jan 2004 brought to a sudden stop in Saunderton station but accelerated well to the summit and it was no problem making up a 2½ minute late start from Princes Risborough. Table 17 Run No. 52 53 ` 55 Date/day Sat 21 September 2002 Sat 21 September 2002 Sat 21 September 2002 Train 08.10 M'bone-B'ham SH 06.25 M'bone-B'ham SH 10.40 M'bone-B'ham SH Motive Power 165 026/038 165 008 165 020/034 Load (tons) 5 2 74/80 5 185/190 Weather Fine Fine Fine Rec/Pos/GPS? Alan Drake/2 of 5/N Lee Allsopp/1 of 2/Y Bruce Nathan/1 of 5/N

Miles M C location m s mph ave msmphave msmphave

0.00 16 33 HIGH WYCOMBE 0 00 RT 0 00 RT 0 00 ½L 2.09 18 40 West Wycombe 2 37 66 47.9 2 46 64/76 45.3 2 46 62/73 45.3 4.91 21 26 SAUNDERTON 4 55 76 73.7 507 1/271 71.9 530 sig 62.0 706 stop 6.59 23 00 Saunderton Summit 6 20 70.9 58 9 40 56/62 39.2 8.09 24 40 PRINCES RISBORO 7 50 60.0 841 1135 47.0 24 40 000 RT 000 2½L 10.75 27 13 Ilmer 10 02 72.6 255 1/2 54.6 2 55 1/2 76 54.6 13.44 29 68 Haddenham (Old) 12 12 74.4 505 1/2 74.4 506 70 74.3 13.90 30 25 HADDENHAM & T P 12 33 76 75.1 556 33.0 555 33.9 000 RT 620 1½L 17.45 33 69 Ashendon Junction 16 19 56.5 3 44 76/73 57.1 3 40 75/74 58.1 17 00 sig 20 13 stop 18.65 1 16 Dorton 21 53 4 41 76 75.8 4 37 1/2 74/72 74.9 19.81 2 29 Brill Tunnel N 22 57 65.4 536 1/275 75.4 5 35 75/76 73.0 21.09 3 51 Brill 23 58 75.2 6 37 76/71 75.9 6 35 1/2 75 75.6 23.71 6 21 Blackthorn 26 03 76 75.6 844 75 74.4 841 76 75.5 25.45 8 00 Milepost 27 26 75.4 10 09 68 73.6 10 03 1/2 74 75.6 26.79 9 27 BICESTER NORTH 29 12 45.4 12 04 1E 41.9 11 58 69 42.1 0.00 9 27 0 00 2L 14 01 RT 12 29 ½L 1.66 11 00 Milepost 2 13 45.0 220 1/259 42.6 224 56 41.6 3.66 13 00 Ardley 3 53 72.0 405 1/274 68.6 413 75 65.9 5.83 15 13 Ardley Tunnel S 5 37 76 74.9 549 76 75.2 556 76 75.9 8.20 17 43 Aynho Park 7 51 sigs/tsr 63.8 8 04 1/2 49/5 63.1 8 02 1/2 38/27 67.4 9.09 81 16 Aynho Junction 9 33 31.3 10 09 1/2 41/48 25.6 9 40 1/2 40 32.7 10.58 82 55 KINGS SUTTON 11 14 53.0 12 50 1L 11 19 66 54.3 sigs 13 12 11.89 84 00 Astrop 13 17 42 38.4 12 24 76 72.9 12.93 85 03 M40 14 32 56 49.8 13 13 71 75.8 14.06 86 14 BANBURY 16 22 3½L 4 25 1L 14 47 RT 43.8

Thanks to the relatively easy schedules, timekeeping on the Chiltern services was generally good except where delays were caused by freight trains ahead. The day is best summed up in an e-mail from Frank Collins who wrote 'Overall I suspect a day of might have beens! Nice to see freight on the Chiltern again though, and the potential for the Chiltern section and indeed the whole route is enormous if they get Chiltern's stock and the Cherwell Valley signalling sorted out'.

______Milepost 24¾ - 221 - Jan 2004

MASS TIMING DAY, 2003 – Part One

Leicester-Derby/Nottingham

David Ashley

It’s amazing! No sooner has one mass timing day finished, another arrives. The choice of route seems to have been lost, shrouded in the mists of time. Initially it was planned to cover the routes from Leicester to Nottingham and Derby, with the addition of Nottingham to Derby. It soon became apparent that there would be limited member response, so it was decided to concentrate on the main Leicester to Derby and Nottingham routes, and members would not be expected to travel the Derby to Nottingham route unless there was no alternative, or they particularly wanted to.

Preparations

As with most week-end travel-planning, the preparations were particularly fraught. It was known from an early stage that St. Pancras would be closed on the Saturday. However, National Rail were indicating that the Sheffield HST services would run through from London, but that the Manchester trains would be discontinued throughout, as the Erewash Valley Line was also closed. By the Wednesday prior to the MTD there were still no detailed published times. However, it was established that St. Pancras would be totally closed but there was no mention there that this was the case. A timetable appeared on the website on the Thursday that looked like a printer’s proof. It was so littered with errors that I assumed that the delay in publication was due to it being reprinted. Needless to say, it appeared on the Saturday complete with all the errors. Incidentally, St. Pancras was partially open on the Sunday and the Erewash Valley line had reopened. One hopes that the concentration of closures on Saturday was for operational reasons, and not based on economies that can be achieved by limiting Sunday closures and saving premium costs.

Weather

The weather on the day followed the pattern of the exceptional summer that had preceded it, with long sunny periods and temperatures in the mid 20’s C. This would have resulted in power being diverted for the air conditioning systems.

Getting there

Difficulties were encountered even before members arrived on the “patch”. Martin Barrett was delayed from Grantham to Nottingham and truncated his first trip to at Loughborough to regain his itinerary. David Ainsworth was unable to travel from Birmingham to Leicester as the 0622 Liverpool-Stansted Airport was running too late to achieve his connection at Leicester. He went instead to Nottingham, via Derby and continued his planned itinerary from there. My own experience, although not directly affecting my own journey, could have had repercussions later in the day. Having arrived at Luton for the first train of the day, the 0750 to Derby, it was announced that due to a points problem the two fast platforms would be closed for the next three hours. Because of this, the train did not depart until 0809, but in view of 5mins extra recovery into Leicester and 10 minutes waiting for a non-existent connection maintaining a 20min transfer at Derby would not be a problem. My concern was for later trains when increased numbers of MML trains would get entangled in the eight- trains-an- hour Thameslink services causing deteriorating timekeeping. This does not seem to have been the case.

______Milepost 24¾ - 222 - Jan 2004

And on the day

Timekeeping generally was reasonable, based on current expectations, apart from around 1230hrs when three members found themselves on Leicester station waiting for trains with an accumulated lateness of 106mins and their next onward connections of only 64mins. By juggling recorders and shortening their subsequent journeys, all were back on their planned itineraries by 1345hrs.

There were two instances where trains were held waiting for Central Trains drivers at Nottingham. The 1036 Lincoln-Shrewsbury was 13mins late and the 1738 Nottingham- Worcester was 16 late, and would also have held up the 1752 to Nuneaton which was at the rear of the same platform. The same thing happened to me earlier in the year when the 1424 to Worksop in platform 5, awaiting a driver, held up the 1430 to St. Pancras which was behind it, which, in turn held up the 1255 from St. Pancras. The 1430 eventually left 13mins late.

The time lost approaching Derby and Nottingham was surprising. The Derby trains were held up for an average 3mins, (10 - 27m51s), and the Nottingham trains 5mins.(13 – 65m18s) Astonishingly, three trains were each delayed by more than ten minutes outside Nottingham. Martin Barrett thinks these problems may have been due to the termination of the Norwich – Liverpool trains causing congestion at Nottingham and wonders whether any platform occupation planning was done in advance. When these trains eventually arrived in Nottingham the station seemed strangely empty.

Apart from emergency engineering work around Long Eaton mid-morning there were no other speed restrictions in force on the day. In spite of that, there was never any danger of fastest times being broken – even on the few trains that were not held up by signals.

The normal service pattern is shown on the charts below (excluding the Manchester trains). Although not obvious from the chart, conflicting moves are not significant. Any problems that arise are probably due to the bunching of the services and the consequent knock-on effect when trains are running out of course.

The Detail

1 Leicester-Derby fasts

Summary (6 trains) Departures: -5.35 Leicester-Derby Fastest HST 23.18 Run 1 Driver/unit -0.08 RPS 20.51 Sigs/tsr -4.41 Fastest other 25.01 Run 6 Recovery 2.20 RPS 24.06 Arrive -8.04

The summary data compares actual times with expected times on unrestricted sections, and substitutes actual with standard times on restricted sections (sigs/tsrs). The recovery time is the difference between the public tt and standard times.

Run 1 – 0946 Luton-Sheffield – David Burton had one of the better starts from Leicester and speeds were up to 108mph around Sileby. Signals in the Draycott and Spondon areas spoilt an otherwise good run. Around 1½mins were saved on the journey and arrival at Derby was 1min late ______Milepost 24¾ - 223 - Jan 2004

LEICESTER - DERBY 134 129 124 119 114

109Milepost Mileage 104 99 0 10 20 30 40 50 60 Minutes

LONG EATON-NOTTINGHAM

127 126 e 125 124 123 122 121 120 Milepost Mileag 119 118 0 102030405060 Minutes

Run 2 – 1145 Luton-Sheffield – John Bull’s was one of the first trains after the earlier problems, and the train was only 4mins late and was slightly slower than the 0946 until it was stopped by signals around Long Eaton, and crawled into Derby 11mins late. It is presumed it was held up by the 1240 Nottingham-Cardiff.

Run 3 – 1245 Luton-Sheffield - David Burton’s journey, although slower out of Leicester, was very similar to John Bull’s Run 2 with a very slow approach to Derby, probably behind 1341 Nottingham- Worcester. This and the unusual arrival in Platform 4 at Derby must have been due to congestion within the station. Arrival was 16mins late.

Run 4 – 1345 Luton-Sheffield – David Ainsworth had a decent run to Humberstone Rd and good progress was made until signals brought the trains to a stand outside Derby, waiting for a Virgin XC train crossing ahead of it.

Run 5 – 1445 Luton-Sheffield – Brian Houghton’s service was delayed at Luton and was 14mins late from Leicester. A reasonable run, but again slowed by signals outside Derby.

Run 6 – 1547 Luton-Sheffield – A planned 170 substitute on a tight 24min schedule, the train was away reasonably well and reached speeds in the 90’s, but was again slowed outside Derby. Arrival was 3mins late.

______Milepost 24¾ - 224 - Jan 2004

TABLE 1: LEICESTER - DERBY - Fasts Run No. 1 2 3 Date/day Sat 20-09-03 Sat 20-09-03 Sat 20-09-03 0946 Luton - Train Sheffield 1145 Luton-Sheffield 1245 Luton-Sheffield Motive Power 43046/43056 43061/43076 43045/43xxx Load (tons) 272/290 272/280 272/280 Weather Fine Fine Fine Rec/Pos/GPS? D Burton /2/10 Y J Bull 2/10N D Burton 2/10 Y

Miles M C location m s mph m s mph m s mph

0.00 99 07 LEICESTER 0 p2 - 3L 0 00 P2 4L 0 00 P2 - 6L 1.20 100 23 Humberstone Rd J 0 1 44 2 07 68 4.70 103 63 Syston 3 57 104 4 12 102/106 4 31 102 7.52 106 49 Sileby 5 32 108 5 47 105 6 07 108 9.54 108 50 Barrow on Soar 6 42 101 6 59 99 7 19 98 12.50 111 47 Loughborough 8 23 100 8 50 96 9 07 99 12.50 111 47 Loughborough 8 23 100 8 50 96 9 07 99 15.31 114 32 Hathern 10 30 101 10 50 100 17.24 116 26 Kegworth 10 44 101 11 42 98 11 57 103 43/sig st 20.16 119 20 Trent S J 13 03 68 13 45 1m58s 15 31 17 sigs 21.25 120 27 Long Eaton 13 58 59 19 09 39 sigs 19 46 8 sigs 21.25 120 27 Long Eaton 13 58 59 19 09 39 19 46 8 sigs 23.30 122 31 Draycott 15 57 66 21 11 73 sigs 22 28 45 sigs 26.79 125 70 Spondon 18 41 81 25 11 52 sigs 27 00 42 sigs 81 Slow 26.79 125 70 Spondon 18 41 appr 25 11 52 sigs 27 00 42 sigs 29.38 128 37 DERBY 23 18 P1 -1L 29 27 11L 35 43 sig stop40s P4 - 16L Run No. 4 5 6 Date/day Sa200903 Sat 20-09-03 Sat 20-09-03 Train 1345 Luton-Sheffield 1445 Luton-Sheffield 1547 Luton - Sheffield Motive Power 43091/43184 2 x HST 170112/170109 Load (tons) 272/280 272/280 5 Weather Fine Fine Fine Rec/Pos/GPS? D Ainsworth 2/10 N B Houghton 6/10 Y D Ashley 1/5 Y

Miles M C location m S mph m s mph m s mph 0.00 99 07 LEICESTER 0 00 P2 - 1L 0 00 P2 - 13L 0 00 P2 - 2L 1.20 100 23 Humberstone Rd J 1 44 60 1 54 63/94 4.70 103 63 Syston 4 18 101 4 27 98 4 30 93/99 7.52 106 49 Sileby 5 55 108 6 03 6 15 93 9.54 108 50 Barrow on Soar 7 03 106 7 14 7 31 98/95 12.50 111 47 Loughborough 8 50 98 8 59 9 20 96 12.50 111 47 Loughborough 8 50 98 8 59 9 20 96/98 15.31 114 32 Hathern 10 27 106 11 03 95/98/93 17.24 116 26 Kegworth 11 36 101 12 17 97/99 20.16 119 20 Trent S J 13 24 72 13 44 67 14 30 66/62 21.25 120 27 Long Eaton 14 18 73 14 41 15 31 64 21.25 120 27 Long Eaton 14 18 73 14 41 15 31 64 23.30 122 31 Draycott 15 52 83 16 11 17 07 86 26.79 125 70 Spondon 18 20 69 18 27 19 50 69 26.79 125 70 Spondon 18 20 69 18 27 19 50 69 sig st 29.38 128 37 DERBY 25 45 1m48s 25 16 Sigs 25 01 sigs ______P1 3L P2 - 12L P1 - 3L Milepost 24¾ - 225 - Jan 2004

TABLE 2: LEICESTER - DERBY - Semi Fasts Run No. 7 8 9 Date/day Sat 20 Sept-03 Sat 20 Sept-03 Sat 20 Sept-03 Train 0750 Luton - Matlock 0957 Luton - Derby 1057 Luton - Derby Motive Power 170102 170112/109 170101 Load (tons) 133/140 220 133/139 Weather Fine Fine Fine Rec/Pos/GPS? D Ashley 1/3 Y D Ainsworth 1/3 N D Burton 1/3 N

Miles M C Location m s mph m s mph m s mph

0.00 99 07 LEICESTER 0 00 P1 - 6L 0 00 P1 - 7L 0 00 P2 - 23L 1.20 100 23 Humberstone Rd J 2 20 60 2 55 50 2 21 4.70 103 63 Syston 4 52 94 5 52 87 5 23 90 7.52 106 49 Sileby 6 38 99/94 7 41 98 7 15 86 9.54 108 50 Barrow on Soar 7 52 98 8 54 96 8 29 99 12.50 111 47 Loughborough 10 25 12 08 11 14 24L 0.00 111 47 Loughborough 0 00 0 00 2.81 114 32 Hathern 3 06 78 3 22 74 4.74 116 26 Kegworth 4 32 94/100 4 47 88 7.66 119 20 Trent S J 6 27 65/66 6 48 69 8.75 120 27 Long Eaton 8 05 8 31 0.00 120 27 Long Eaton 0 00 0 00 2.05 122 31 Draycott 2 32 70/92 2 42 68 5.54 125 70 Spondon 5 00 89 5 23 81 8.13 128 37 DERBY 12 12 sig stop 40sec 10 49 sigs P4 5L 0 P4 - 6L Run No. 10 11 Date/day Sat 20 Sept-03 Sat 20-Sep-03 Train 1357 Luton-Derby 1457 Luton-Derby Motive Power 170104 170113 Load (tons) 133/135 2,92/95 Weather Fine Fine Rec/Pos/GPS? D Burton 1/3 Y J Bull 2/2 N

Miles M C Location m s mph m s mph

0.00 99 07 LEICESTER 0 00 P1 - T 0 00 P2 3L 1.20 100 23 Humberstone Rd J 2 36 2 39 4.70 103 63 Syston 5 27 6 13 78 7.52 106 49 Sileby 7 13 90/99 8 12 92 9.54 108 50 Barrow on Soar 8 26 99/sigs 9 29 98/99 12.50 111 47 Loughborough 12 58 12 12 0.00 111 47 Loughborough 0 00 0 00 2.81 114 32 Hathern 3 20 79 3 21 74 4.74 116 26 Kegworth 4 38 92/98 4 49 85/93 7.66 119 20 Trent S J 6 37 68 6 50 69 8.75 120 27 Long Eaton 8 24 8 16 0.00 120 27 Long Eaton 0 00 0 00 2.05 122 31 Draycott 2 55 69 2 32 5.54 125 70 Spondon 5 10 89 5 23 77 8.13 128 37 DERBY 12 50 sig stop 2m17s 10 42 p5 4L 0 P2a - 1L

______Milepost 24¾ - 226 - Jan 2004

2 – Leicester-Derby semi-fasts

Summary (5 trains) Fastest Times(Diesel) MTD RPS Run Departures: -8.17 Driver/unit -1.13 Leicester-Loughborough 10.25 9.49 7 Sigs/tsr -1.54 Loughborough-Long Eaton 8.05 7.56 7 Recovery 3.16 Long Eaton-Derby 10.42 8.41 11 Arrive - 8.08

Run 7 – 0750 Luton-Matlock – A reasonable run, with good starts, speeds up to 100mph and good arrivals at intermediate stops brought us to within 9secs of a fastest time between Loughborough and Long Eaton. A slow approach to Derby resulted in a 5min late arrival.

Run 8 – 0957 Luton-Derby – David Ainsworth’s train left 7mins late, waiting for the 1015 Luton- Nottingham to depart (10mins late). It eventually left 2m30s behind it, and it would appear that the train was travelling on double yellows, as the driving appears cautious, particularly approaching Loughborough. Fairly clear run beyond, but speeds not particularly impressive. Delayed into Derby, due to train crossing ahead.

Run 9 – 1057 Luton-Derby – Following the earlier problem with the 1045 Luton-Sheffield, David Burton was diverted onto this train. Leaving 24mins late, he travelled to Loughborough, in order to regain his original itinerary. A laid-back run, which may have been caused by its close proximity to the aforementioned 1045 Luton.

Run 10 – 1357 Luton-Derby – A punctual departure, but leaving only 2min13sec after 1415 Luton- Nottingham resulted in a signal slowing approaching Loughborough, where it arrived 2min 59secs after the 1415 had departed. Speeds up to 98mph around Kegworth and 89mph at Spondon resulted in the inevitable signal stop of 2m17sec outside Derby. Arrival was only 1min late.

Run 11 – 1457 Luton-Derby – It seems strange that the Nuneaton-Nottingham trains boasted 3-car 170’s on all trains and were, at best 30% full, but there were two-car trains on some semi fast main line trains in spite of intermediate stations only enjoying one train an hour. There was an unexplained reversal of platforms: The semi fast ran from platform 2 and the fast from platform 1. The fast train left 2mins36secs before the semi-fast, but in spite of the time taken to regain the main-line was past Syston in 5m31sec, compared with 6min13sec for the semi-fast from platform 2. Speeds at Syston were only 78mph, compared with 100mph with the HST. There was a good approach to all stops, but intermediate maximum speeds were slightly below average.

3 Leicester-Nottingham – fasts

Summary (6 trains) Fastest times (HST) MTD RPS Run Departures: -8.40 Driver/unit -0.38 Leicester-Loughborough 9.48 9.03 12 Sigs/tsr -4.17 Loughborough-Nottingham 15.21 12.21 14 Recovery 3.05 Leicester-Nottingham 22.39 19.05 16 Arrive -10.30

Run 12 - 1015 Luton-Nottingham – An average run to Syston followed by speeds up to 109mph at Sileby and a good stop at Loughborough produced the fastest time of the day from Leicester to Loughbrouogh, albeit 45secs slower than the RPS fastest time. A reasonable onward run, but followed by the first of the major signal stops outside Nottingham (11mins18secs). Arrival was 19mins late.

Run 13 – 1115 Luton-Nottingham – A 25min late departure from platform 1, resulting from earlier problems with the 1045 Luton-Sheffield, resulted in a slower start from Leicester. Speeds up to

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106mph around Sileby were followed by slower speeds around the outskirts of Nottingham, before a signal stop of 3min40secs outside the station resulted in a 30min late arrival.

Run 14 – 1215 Luton-Nottingham – A reasonable start, followed by speeds up to 106mph around Sileby and a slightly cautious approach to Loughborough. It spite of signal slowings approaching Nottingham, 3mins were gained, and arrival was 3mins late.

Run 15 – 1415 Luton-Nottingham – A punctual start and speeds up to 110mph was spoiled by a cautious approach to Loughborough. Likewise, speeds reached 105mph north of the station and line speeds maintained towards Nottingham, but a signal-restricted approach affected arrival but was still punctual.

Run 16 – 1515 Luton-Nottingham – A slower start from platform 1 than Run 13, but this was more than compensated by speeds up to 112/113 either side of Loughborough and line speed achieved towards Nottingham. The inevitable signals outside Nottingham resulted in a 3min late arrival. The 22min39secs was the fastest time of the day, but if one assumes the departure from platform 1 at Leicester and the slow arrival at Nottingham each cost one minute, a net time of 20m39sec is still 1½mins slower than the current RPS fastest time – That’s going to take some beating!

Run 17 – 1715 Luton-Nottingham – A better start, compared with Run 16, due to departure from Platform 2, but this advantage had been dissipated by Trent, due to signals between Kegworth and Trent. A slower approach to Nottingham resulted in a 30sec slower journey than Run 16.

TABLE 3 - LEICESTER - NOTTINGHAM – fasts Run No. 12 13 14 Date/day 20-Sep-03 20-Sep-03 20-Sep-03 Train 1015 Luton-Nottm 1115 Luton - Nottingham 1215 Luton-Nottm Motive Power 43077/43081 43053/43054 43055/43155 Load (tons) 8, 272/290 8, 272/285 8 272 Weather Fine Fine Fine Rec/Pos/GPS? B Houghton 7/10 Y D Ashley 2/10 Y M Barrett 9/10 N

Miles M C Location m s mph m s mph m s mph

0.00 99 07 LEICESTER 0 00 P2 9L 0 00 P1 25L 0 00 P2 - 6L Humberstone 1.20 100 23 Rd 2 26 60 2 05 1/2 65 4.70 103 63 Syston 4 20 100 4 55 101/106 4 31 102/107 7.52 106 49 Sileby 5 54 109 6 33 94/95/93 6 08 1/2 97 9.54 108 50 Barrow on Soar 7 03 7 48 94 7 24 93 12.50 111 47 Loughborough 9 48 9 39 94/103 10 20 1/2 12.50 111 47 Loughborough 0 00 9 39 94 0 00 15.31 114 32 Hathern 3 10 85 11 20 99/100/92 3 22 84 17.24 116 26 Kegworth 12 37 98/104 4 36 1/2 101/103 20.16 119 20 Trent S J 6 19 14 37 63 6 41 61 20.93 120 01 Trent SB 6 58 73 15 18 65/76 7 23 1/2 65/78 22.81 121 72 Attenborough 8 26 80 16 53 74/75/72 8 53 1/2 75/76 24.16 123 20 Beeston 9 27 77 17 59 74/40 9 58 1/2 75 26.25 125 27 Lenton S J 11 50 25 sigs 20 33 44/46 26.74 125 66 Mansfield J 12 48 1/2 24/33 sig st sig st 27.47 126 45 NOTTINGHAM 26 44 11m18s 28 41 3m40s 15 21 1/2 P5 - 3L P5 19L P5 30L

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Run No. 15 16 17 Date/day 20-Sep-03 20-Sep-03 20-Sep-03 Train 1415 Luton-Nottm 1515Luton - Nottingham 1715 Luton – Nottm Motive Power 43059/43104 43057/43043 43077/43081 Load (tons) 8 272/285 2+8 272 2+8 272 Weather Fine Fine Fine Rec/Pos/GPS? D Ashley 2/10 Y M Barrett 9/10 N D Ainsworth 2/10 Y

Miles M C Location m s mph m s mph m s mph

0.00 99 07 LEICESTER 0 P2 T 0 00 P1 4L 0 P2 - 6L Humberstone 1.20 100 23 Rd 1 57 64 2 59 61 2 07 64 4.70 103 63 Syston 4 25 100 5 31 1/2 100 4 32 99 7.52 106 49 Sileby 6 01 109/110 7 07 111/113 6 09 107 9.54 108 50 Barrow on Soar 7 10 100 8 14 100/103 7 19 1/2 99 12.50 111 47 Loughborough 10 23 10 00 1/2 100 9 07 1/2 99 12.50 111 47 Loughborough 0 10 00 1/2 100 9 07 1/2 99 15.31 114 32 Hathern 3 14 83 11 35 109/101 10 47 98 17.24 116 26 Kegworth 4 32 98/105/57 12 42 1/2 102/112 11 58 102 20.16 119 20 Trent S J 6 30 58 14 29 1/2 67 14 20 56 Sigs 20.93 120 01 Trent SB 7 11 72/82 15 08 69 15 04 70 22.81 121 72 Attenborough 8 36 79/77 16 36 1/2 81/79 16 30 80 80/sigs 24.16 123 20 Beeston 9 38 78/80 17 37 1/2 33 17 32 1/2 78 26.25 125 27 Lenton S J 11 21 60/sigs 0 19 18 50 26.74 125 66 Mansfield J 20 24 47 27.47 126 45 NOTTINGHAM 15 52 22 39 1/2 23 09 Slow app

P5 T P5 3L P5 6L

4 Leicester-Nottingham – MML Semi fasts

Summary (8 trains) Fastest times (Diesel) MTD RPS Run Departures: -1.01 Driver/unit -0.39 Leicester-Loughborough 10.03 9.49 18 Sigs/tsr -4.27 Loughborough-Beeston 10.15 10.03 23 Recovery 1.57 Beeston-Nottingham 5.02 4.35 19 Dwell/waiting -0.38 Arrive -4.48

Although these trains are shown in the timetable as Central Trains-operated, they are all staffed by MML conductors and trolley staff, and are operated by MML’s 170/1s. Presumably, MML are trying to promote a premium service to retain the first class travel market until the through semi-fast Nottingham service is restored. Having only travelled from Nuneaton, and waiting in Leicester for up to 15mins, these trains are unlikely to be severely delayed – Leicester platform staff are not renowned for holding them for the late running xx25 St Pancras trains – On Mass Timing day, none of these trains were delayed

Run 18 – 0759 Nuneaton-Nottingham – It may be coincidence, but the first train of the day in the preceding sections all featured a fastest time for the day. This table is no exception. A fast start, resulting in a speed of 70mph at Humberstone Rd, 100mph around Sileby and a sharp arrival resulted in a 10min 03sec time to Loughborough – the fastest time of the day and only 14sec slower than the

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RPS fastest time. The next section to Beeston was lacklustre with speeds of 93mph before Trent and only 73mph beyond. The usual signal stop outside Nottingham resulted in a 5min late arrival.

Run 19 - 0959 Nuneaton-Nottingham – A slower start than Run 18, but speeds maintained onward to Loughborough. A faster run to Beeston, mainly due to speeds around 80mph between Trent and Attenborough. An exceptionally, fast and unrestricted run from Beeston resulted in a 2min early arrival. The 5min02sec time was 1¾ min faster than the next-fastest time, and more than 4mins faster than most other times on the day.

Run 20 - 1059 Nuneaton-Nottingham – An average run to Loughborough with speeds up to 100mph and an unexplained 94mph through Barrow on Soar, was followed by signals around Attenborough, caused by the 1034 Stoke ahead. The obligatory signal stop outside Nottingham was 1min40sec.

Run 21 – 1259 Nuneaton-Nottingham – A trip from Loughborough, due to the changes to itinerary following earlier problems. Nothing special to report, with this run half a minute slower than the fastest time of the day to Beeston in Run 19. A 6min45secs journey to Nottingham was good by the standards of the day, but still over 2mins slower than the RPS fastest time.

Run 22 – 1359 Nuneaton-Nottingham – A slow run out to Humberstone Rd – with speeds over only 53mph. Speed picked up to 100mph at Sileby and a good approach to Loughborough resulted in an average time. Maximum speed beyond was only 92mph resulting in a slower run to Beeston. A cross to the slow line and an 8min stop at signal TT287/288 resulted in a 9m late arrival. Strangely, this was only the second train of the day to arrive in Platform 4, but all later trains also did so.

TABLE 4 – LEICESTER-NOTTINGHAM – Semi fasts Run No. 18 19 20 Date/day 20-sep-03 20-Sep-03 20-Sep-03 Train 0759 Nuneaton-Nott 0959 Nuneaton - Nottingham 1059 Nuneaton-Nottm Motive Power 170115 170110 170108 Load (tons) 3, 133/140 3, 133/140 3, 133 Weather Fine Fine Fine Rec/Pos/GPS? J Bull 2/3 N D Ashley 1/3 Y M Barrett 1/3 N Miles M C location m s Mph m s mph m s mph 0.00 99 07 LEICESTER 0 00 T - P1 0 00 P1 - 1L 0 00 P1 - 1L 1.20 100 23 Humberstone Rd 1 57 70 2 16 60 2 18 1/2 56 4.70 103 63 Syston 4 35 98 4 58 93 5 01 1/2 92 7.52 106 49 Sileby 6 17 100 6 41 100/99 6 46 100 9.54 108 50 Barrow on Soar 7 31 99/100 7 54 101 7 59 94/100 12.50 111 47 Loughborough 10 03 10 30 10 38 1/2 0.00 111 47 Loughborough 0 00 0 00 0 00 2.81 114 32 Hathern 3 10 80 3 16 76 3 27 74 4.74 116 26 Kegworth 4 30 93 4 43 91/98 4 51 89/94 7.66 119 20 Trent S J 6 39 59 6 43 68/67 6 51 1/2 63 8.43 120 01 Trent SB 7 23 66/73 7 21 73/82 7 32 68/77 10.31 121 72 Attenborough 9 08 58 8 46 80 9 09 38/31/43 11.66 123 20 Beeston 11 03 10 19 11 47 sigs 0.00 123 20 Beeston 0 00 /50 0 00 0 /72 2.09 125 27 Lenton S J 2 59 41 2 39 67/68 0 sig st 38/Sig st 2.58 125 66 Mansfield J 2m 3 28 1m40s 3.31 126 45 NOTTINGHAM 9 07 P4 5L 5 02 P3B -2E 8 14 P3A - 4L

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Run No. 21 22 23 Date/day 20-Sep-03 20-Sep-03 20-Sep-03 1259 Nuneaton- 1559 Nuneaton- Train Nottingham 1359 Nuneaton-Nottingham Nottingham Motive Power 170397 170110 170105 Load (tons) 3, 133/140 3, 133 3, 133 Weather Fine Fine Fine Rec/Pos/GPS? D Ashley 1/3 Y M Barrett 1/3 N D J Ainsworth 1/3,N Miles M C location m s Mph m s mph m s mph 0.00 99 07 LEICESTER 0 0 P1 T 0 00 P1 - T 1.20 100 23 Humberstone Rd 0 2 23 1/2 53 2 14 60 4.70 103 63 Syston 0 5 08 1/2 90 4 58 92 7.52 106 49 Sileby 0 6 55 100 6 43 98 9.54 108 50 Barrow on Soar 0 8 07 1/2 97 7 56 100 12.50 111 47 Loughborough 0 10 28 10 32 1/2 0.00 111 47 Loughborough 0 00 5L 0 00 0 00 2.81 114 32 Hathern 3 22 74 3 31 1/2 73 3 14 77 4.74 116 26 Kegworth 4 52 89/98 4 57 1/2 87/92 4 37 91 7.66 119 20 Trent S J 6 48 68/66 7 00 67 6 32 1/2 69 8.43 120 01 Trent SB 7 29 70/79 7 39 1/2 70/82 7 12 70 10.31 121 72 Attenborough 8 59 78 9 05 80 8 37 1/2 85 11.66 123 20 Beeston 10 48 10 47 10 15 0.00 123 20 Beeston 0 00 /60 0 00 /59 0 00 2.09 125 27 Lenton S J 2 51 43/sigs 2 42 1/2 40 16 xsl/sig sig stop 2.58 125 66 Mansfield J 4 22 st 1m34s P3A - 8m04sP4- 3.31 126 45 NOTTINGHAM 6 45 4L 15 25 1/2 9L 9 16 P4B - 3L Run No. 24 25 Date/day 20-Sep-03 20-Sep-03 Train 1659 Nuneaton-Nottm 1759 Nuneaton-Nottm Motive Power 170397 170108 Load (tons) 3, 133 3, 133 Weather Fine Fine Rec/Pos/GPS? M Barrett 1/3 N J Bull 2/3 N Miles M C Location m s mph m s mph 0.00 99 07 LEICESTER 0 00 P1 - T 0 00 T 1.20 100 23 Humberstone Rd J 2 17 57 2 23 64 4.70 103 63 Syston 4 59 1/2 94/99 5 06 94 7.52 106 49 Sileby 6 44 1/2 97/100 6 52 99 9.54 108 50 Barrow on Soar 7 58 94/sigs 43 8 05 99 12.50 111 47 Loughborough 11 33 1/2 11 05 0.00 111 47 Loughborough 0 00 0 00 2.81 114 32 Hathern 3 16 1/2 72/sig st 5s 3 16 78 4.74 116 26 Kegworth 6 03 1/2 68/84 4 39 91 7.66 119 20 Trent S J 8 24 1/2 60 sigs 6 50 61/68 8.43 120 01 Trent SB 9 12 1/2 48 sigs 7 32 63 10.31 121 72 Attenborough 11 53 1/2 61/63/sigs 10 11 29 11.66 123 20 Beeston 13 51 1/2 13 07 0.00 123 20 Beeston 0 00 0 00 /40 2.09 125 27 Lenton S J /61 3 38 32/sig st 2.58 125 66 Mansfield J 3 51 1/2 1m21s slow app 3.31 126 45 NOTTINGHAM 9 17 P4B - 7L 9 24 P4 6L ______Milepost 24¾ - 231 - Jan 2004

Run 23 – 1559 Nuneaton-Nottingham – An average run to Loughborough. David Ainsworth enjoyed the fastest run of the day to Beeston, mainly due to a smart departure from Loughborough and speeds of 85mph through Attenborough. A 1min34sec signal stop resulted in a 3min late arrival.

Run 24 – 1659 Nuneaton-Nottingham – Martin Barrett had an eventful journey with the 1659: Signals approaching Loughborough, due to following the 1645 Luton. Beyond Hathern the driver vigilance device was activated. After a 5sec stop, the train was away and speed increased to 84mph before Trent, but the rest of the journey was hampered by signals all the way to Nottingham. Arrival 7mins late.

Run 25 – 1759 Nuneaton-Nottingham – John Bull’s final run of the day was spoiled by a slow approach to Loughborough, signals around Attenborough and the inevitable crawl into Nottingham

5 Leicester-Nottingham – Central Trains

Summary (3 trains) Fastest times (Diesel) MTD RPS Run Departures: -5.05 Driver/unit -0.52 Leicester-Loughborough 10.38 9.49 27 Sigs/tsr -4.48 Loughborough-Nottingham 14.12 13.47 27 Recovery 6.41 Arrive -4.04

The poor coverage of these trains is thought to be due to the timetable pattern, rather than reluctance to use them: Recorders were attracted to the MML connections which are in the region of 10-20mins whilst Central Trains were around 30mins at each end. This was unfortunate as there was certainly more variety on these trains (156, 158, 170) than on the MML semi-fasts. The downside, for trains with a punctual departure, is the amount of recovery included in the schedule. It seems the habitual 5min wait outside Nottingham could be accommodated within the schedule . Run 26 - 0754 Shrewsbury-Lincoln –Martin Barrett’s train’s speed did not exceed 82mph, suffered a slow approach and culminated in an 8min 42sec wait outside Nottingham and still only lost 6mins.

Run 27 - 0854 Shrewsbury-Lincoln – John Bull’s run, with a 158 was unable to replicate the performance of a 170, but did achieve a speed a 94mph before arrival at Loughborough. Beyond, speeds of 88mph were recorded at Kegworth, a lively 71mph at Trent and 78mph most of the way to Nottingham, and culminating in an uninterrupted run into Nottingham, resulting in a 4min early arrival. An exceptional rarity – a completely unchecked journey! Run 28 – 1054 Shrewsbury-Lincoln – This followed the pattern of Run 27, as far as Nottingham, where the 1min49sec signal stop still resulted in a punctual arrival

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TABLE 5 - LEICESTER-NOTTINGHAM - semi fasts Run No. 26 27 28 Date/day 20-Sep-03 20-Sep-03 20-Sep-03 0854 Shrewsbury- Train 0754 Shrewsbury-Lincoln Lincoln 1054 Shrewsbury-Lincoln Motive Power 170508 158861 158858 Load (tons) 2, 88 2 2 Weather Fine Fine Fine Rec/Pos/GPS? M Barrett 1/2,N J Bull 1/2 N D Ainsworth 1/2 Miles M C Location m s mph M s mph m s mph 0.00 99 07 LEICESTER 0 00 P2A 2L 0 P2 - 2L Humberstone 1.20 100 23 Rd J 1 46 69 1 46 1/2 59 4.70 103 63 Syston 4 29 91 4 33 1/2 88 7.52 106 49 Sileby 6 19 93 6 26 91 9.54 108 50 Barrow on Soar 7 36 94 7 47 91 12.50 111 47 Loughborough 10 38 10 41 0.00 111 47 Loughborough 0 00 10L 0 00 0 00 2.81 114 32 Hathern 3 21 1/2 72 3 09 76 3 18 74 4.74 116 26 Kegworth 4 49 80/82 4 34 88 4 45 85 7.66 119 20 Trent S J 7 14 55 6 42 71 6 54 1/2 64 8.43 120 01 Trent SB 8 00 1/2 60 7 37 1/2 67 10.31 121 72 Attenborough 9 36 1/2 74 8 51 78 9 05 1/2 80 11.66 123 20 Beeston 10 40 78/sigs 9 49 78 10 07 1/2 78 13.75 125 27 Lenton S J 11 36 56 11 52 1/2 50 16/sig stop Sig st 14.24 125 66 Mansfield J 14 34 1/2 8m42s 0 0 1m49s P3B - 14.97 126 45 NOTTINGHAM 26 54 P1B-6L 14 12 P1B 4E 17 30 1/2 T

.

To be continued.

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VIRGIN THUNDERBIRDS ARE F.A.B.

John Rishton

I made a few journeys behind the prototype Porterbrook – First Great Western class 57 almost two years ago. Although one of my runs took the record for a diesel loco between Swindon and Reading I thought the engine was a little underpowered. I put the record taking down to a lack of checks and very keen braking at Reading.

The Virgin liveried class 57 locos are rated at 2,750 hp, some 250 hp more than the prototype and I have been keen since their introduction to record a run behind one when substituting for an electric loco on the main line. I have been told there was such a run on 13th August when, following the hot weather disruption on the West Coast Main Line, a 57 hauled the 0733 Birmingham New Street to London Euston service completing the non-stop run from Birmingham International to Euston in around 87 minutes. On this date there was a 20 mph tsr at Coventry and a 50 mph tsr at South Kenton. The schedule for the train is 71 minutes, plus 18 minutes of various allowances, but there may well have been other one-off delays to the train.

I was at Rugby on 3rd September, awaiting the 1741 departure (1635 Euston to Birmingham New Street). The train consisted of a standard set of Mark 2 coaches and DVT, hauled by a class 57, so I would now get my chance to compare runs.

We left Rugby with the usual cautious start getting back onto the main line and then accelerated away. On the 1 in 660 falling gradient speed reached the 95 mph maximum for the loco by mile post 88 ¾. We were still accelerating when adverse signals were sighted. Two signal stops then followed, due to trespassers on the line. Once clear of the problem area there was a 20 mph tsr through Coventry and then we caught up a Central Trains local service at Tile Hill and the opportunity to see what the loco could do was lost. Although passing the local at Birmingham International there was no further chance to travel at high speed and the final mile was covered at walking pace due to congestion at Birmingham New Street. See Table 1.

Although disappointed by my loco hauled run on the 3rd, the following morning the 0733 Birmingham New Street to Euston was again in the hands of a class 57, the same engine as the previous evening, and this time I was travelling by it. See Table 2.

Departure from Birmingham International was 9 minutes late and the line ahead was clear, enabling the loco to accelerate to around 80 mph at the summit of the 1 in 330 climb from Hampton in Arden. On the following 1 in 330 down gradient maximum speed for the loco was reached at Canley. The brakes were then applied for the 20 mph tsr through Coventry station. Once clear of Coventry speed rapidly rose on the continuing 1 in 330 down grade, reaching 85 at Brandon but with no further acceleration on the rise towards Trent Valley Junction.

This was the week following the August 9 day shut down of the West Coast route and engineering work had been taking place at Coventry plus many different sites south of Rugby. The rest of the journey was thus punctuated by a number of temporary speed restrictions which thoroughly tested the skill of the driver and the ability of the loco but gave little opportunity for sustained high speed running. The various speed restrictions on the journey were located as follows:- A brief 20 mph for relaying of the Nuneaton branch junction at Coventry. A brief 40 mph at the site of Kilsby ground frame, points removed. 50 mph throughout Kilsby tunnel. A 50 mph at the new Ledburn junction. A brief 20 mph over the renewed bridge at the south end of Berkamsted station. A 50 mph over the new junction at Bourne End. A brief 20 mph over the points at South Kenton.

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Table 1 Date: Wednesday 3rd September 2003 Train: 16:35 London Euston - Birmingham New Street Loco: 57306 Load: 11/468/480 5.7hp/ton Mark 2f : 95mph loco Rec: J.Rishton GPS: No Pos:9/11 Weather:Dry, cloudy, no wind

Miles mm:cc Location WTT mm:ss Av. Mph 0 82:39 Rugby 0 0 9 late 0.76 83:20 Trent Valley Junction 2:02 22 2.51 85:00 MP 85 3:51 58 3.51 86:00 MP 86 4:43 69 4.76 87:25 MP 871/4 5:39 80 5.51 88:00 MP 88 6:09 90 6.62 89:09 Brandon 6:55 brakes 87 sigs stand 10:16-1238 sigs stand 19:20-2149 11.30 93:79 Coventry 9 25:09 20 tsr 12.91 95:32 Canley 27:57 35 15.07 97:45 Tile Hill 29:50 69 16.98 99:38 Berkswell 31:47 sigs 59 20.32 102:65 Hampton in Arden 35:31 sigs 54 22.20 104:55 Birmingham International 171/2 38:27 sigs 38 0 104:55 Birmingham International 0 0 28 late 1.71 106:32 Marston Green 2:37 39 3.28 107:78 Lea Hall 3:56 72 4.40 109:07 Stechford 41/2 4:48 76 6.31 111:00 Adderley Park 6:18 76 7.51 112:16 Proof House Junction 71/2 7:51 46 8.22 112:73 Birmingham New Street 101/2 11:30 sigs 12

There was no chance of keeping point to point times, but to drop only 18 minutes was very creditable, especially as there are a total of 18 minutes of various recovery and pathing allowances and to a customer no time was lost!

With no opportunity to accelerate from a slight signal check on joining the WCML before the two temporary speed restrictions in the Kilsby area whatever was ahead would soon pull clear once itself through Kilsby tunnel. A clear road could thus be anticipated.

On leaving the tunnel we accelerated on the 1 in 350 down grade to 95 mph before easing between Weedon and Stowe Hill. From Heyford to Blisworth speed rose on almost level track to 98 mph at Blisworth. Falling to 95 mph in Roade cutting, 1 in 330 up, the loco was then eased to maintain 95 to 96 mph to Stoke Hammond from where we coasted to the Ledburn check. Power was reapplied shortly before Cheddington and on the 1 in 333 rising gradient towards Tring and subsequent speeds recorded at the mileposts were: MP 36 – 61 mph; MP35 – 691/2 mph; MP34 – 78 mph; MP33 – 841/2 mph; MP32 – 89 mph.

Power was shut down passing Tring and we coasted through Northchurch before braking for the Berkhamsted check. Power was reapplied approaching Hemel Hempstead and Watford tunnel was entered at 88 mph. On the continuing down grade Watford station was passed at 97 mph, speed then falling to 95 at Bushy before coasting on to Harrow where brakes were applied for the South Kenton tsr. One more burst of acceleration brought speed up to 90 mph just after Kensal Green and with a reasonably fast approach to the terminus we completed the journey in 89 minutes, 9 seconds.

The extra 250 hp appears to have made a noticeable difference, especially in view of the heavier loads on the Virgin route. It was perhaps a pity that there was little opportunity for sustained high speed running but the journey certainly proved the ability of the class to recover fairly quickly from the many speed restrictions. Also perhaps worth reiterating was that the journey took almost exactly the public scheduled time despite the many temporary speed restrictions encountered and the driving style of not running hard right up to the restrictions speed boards.

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I am now looking forward to a run with far fewer speed restrictions. Especially of interest would be to record any loss of speed from an unchecked approach to Tring.

Table 2 Date: Thursday 4th September 2003 Train: 07:33 Birmingham New Street – London Euston Loco: 57306 Load: 11/468/490 5.6hp/ton Mark 2f : 95mph loco Rec: J.Rishton GPS:No Pos: 5/11 Dry, sunny, no wind mm:cc Location WTT mm:ss Av. Mph 0 104:55 Birmingham International 0 0 p5 12 late 1.88 102:65 Hampton in Arden 2:44 41 5.22 99:38 Berkswell 5:27 74 7.13 97:45 Tile Hill 6:50 83 9.29 95:32 Canley 8:15 91 10.70 93:79 Coventry 9 10:30 20 tsr 38 14.35 90:27 Brandon footbridge 14:29 55 15.57 89:09 Brandon 15:23 81 21.44 83:20 Trent Valley Junction 20:37 sigs 67 22.19 82:40 Rugby 17 21:35 46 26.47 78:13 Kilsby Tunnel entrance 26:23 40 tsr 53 29.38 75:20 Welton 29:37 54 34.88 69:60 Weedon Junction 25 33:20 89 37.05 67:46 Heyford 34:45 92 40.09 64:43 Banbury Lane 36:40 95 41.78 62:68 Blisworth 37:43 97 47.90 56:58 Hanslope Junction 33 41:32 96 52.24 52:33 Wolverton 44:15 96 54.83 49:66 Milton Keynes Central 37 45:53 95 58.00 46:52 Bletchley 39 47:54 94 62.40 42:20 Chelmscote 50:46 92 64.49 40:13 Leighton Buzzard 52:18 82 66.45 38:16 Ledburn Junction 44 53:51 50 tsr 76 68.54 36:09 Cheddington 56:06 56 72.95 31:56 Tring 48 59:33 77 76.74 27:73 Berkhamsted 62:47 20 tsr 70 80.15 24:40 Hemel Hempstead 67:14 50 tsr 46 81.57 23:07 Apsley 68:22 75 83.70 20:76 Kings Langley 69:55 82 87.23 17:34 Watford Junction 57 72:09 95 88.65 16:00 Bushey 73:02 96 93.28 11:30 Harrow & Wealdstone 60 75:58 95 96.65 8:00 Wembley Central 62 79:58 20 tsr 51 99.13 5:42 Willesden Junction 64 82:13 66 100.97 3:55 Queens Park 83:29 87 103.28 1:30 Camden Junction 67 85:50 59 104.63 0:02 Euston, platform 16 71 89:09 24

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NOT ON THE LIST!

K.R. Phillips & R. Townsin.

In many of the years in the 1950s C.J. Allen, under the pseudonym “MERCURY”, printed lists in the Railway Magazine, and by at least August 1957 they consisted of two tables, one for trains of 60 mph and above, the other of trains whose average was between 58 and 60 mph. There were usually a few omissions.

One service he omitted in the Summer 1957 assessment was the 8.30 a.m. from Euston to Liverpool and Manchester which was allowed only 66 minutes from Watford to Rugby, 65.2 miles, at an average speed of 59.2 mph. Another example was the 12.15 p.m. St. Pancras to Leeds and Bradford, which was included for the timing to Kettering, but he missed the schedule from Leicester to Trent, 20.7 miles, in 21 minutes at an average of 59.1 mph start to stop. It was understandable that C.J. Allen missed the Euston line train as the 66 minute time only appeared in the Working Timetable, the Public Table allowed 69 minutes. He also omitted to include the 8.34 a.m. Sheffield to St. Pancras express, which, as the 9.59 a.m. Leicester to Luton, ran the 68.9 miles in 71 minutes at an average of 58.2 mph.

The fastest time between Leicester and Trent in the halcyon days of the 1930s was allowed 22 minutes on the 7.50 p.m. St. Pancras to Sheffield, Trent station being in the main used as an interchange for trains to and from Derby and Nottingham. It was closed on the 1st January 1968.

The gradients between Leicester and Trent were favourable, varying between level and 1 – 500 down, the line speed maximum was 90 mph, with 75 mph at Hathern troughs and 40 mph from Trent Junction to the Trent station.

Tables 1 and 2 illustrate the 16 journeys we noted on this train, the maximum speed was usually recorded at Loughborough after five miles of 1 – 508 down.

The solitary Class ‘5’ and the ‘Jubilees’ performed reasonably well on this fast start to stop time.

The estimated mileage is based on the average miles/day since previously shopped.

All the trains consisted of 9 coaches, the tare weight varying from 293 to 303 tons.

Table 1: Date Engine Name Depot mph Time Estimated m s Mileage 20. 6.57 45694 Bellerophon 55A 77 20 56 19,500 13. 8.57 44822 - 14B 79 20 54 13. 1.58 45659 Drake 55A 79 21 00 Net 12,100 12. 3.58 45639 Raleigh 55A 79 20 13 7,300 5. 5.58 45658 Keyes 55A 75 21 01 62,000 20. 5.58 45579 Punjab 14B 75 21 00 Net 6,000 28. 5.58 45562 Alberta 55A 81 21 00 Net 58,300 29. 5.58 45579 Punjab 14B 75 20 45 Net 7,700 12. 8.58 45694 Bellerophon 55A 76 21 00 Net 36,000 27. 8.58 45682 Trafalgar 82E 83 20 07 39,000 24. 9.58 45694 Bellerophon 55A 80 20 02 44,000 4.11.58 45618 New Hebrides 14B 77 20 38 34,000 18.11.58 45694 Bellerophon 55A 73 20 45 Net 54,000 28. 5.59 45594 Bophal 41C 80 20 13 59,000 1. 6.59 45597 Barbados 55A 78 20 45 Net 8,500 29. 7.59 45615 Malay States 14B 78 20 27 7,300

______Milepost 24¾ - 237 - Jan 2004

14B London Kentish Town: 41C Sheffield Millhouses: 55A Leeds Holbeck: 82E Bristol Barrow Road:

Table 2:

Date 29. 9.1959 24. 9.1958 Engine Class 6P Jubilee 45615 45694 Name Malay States Bellerophon Load Coaches Tons Tare/Gross 9 300/320 9 293/310 Miles Sched m s mph m s mph 0.0 Leicester 0 0 00 - 0 00 - 0.8 Humberstone Road 2 08 37 1 59 37 4.7 Syston 6 25 69 6 15 69 9.8 Barrow-0n-Soar 10 36 77 10 24 78 12.5 Loughborough 13 12 42 78 12 25 80 15.3 Hathern 15 15 00 70 14 37 75 17.3 Kegworth 16 38 75 16 12 77 20.2 Trent Junction 19 20 - 18 52 45 20.8 Trent 21 20 27 - 20 02 - Driver 14B Handy Atkinson Fireman 14B Lees Barrett Recorder R. Townsin K.R. Phillips

The log of 45615 was slightly faster than the average for the 16 journeys, which was 20 minutes 40 seconds.

45694 was the fastest overall time for the 20.7 miles from Leicester to Trent, perhaps some recorder noted a time of less than 20 minutes between these two points, especially if the more powerful ‘Royal Scot’ and ‘Britannia’ classes were involved? A more powerful engine did not always guarantee a faster journey, in fact it was often the reverse.

‘THE FAIR MAID’

Sandy Smeaton

The return of one of Stanier’s Princess Royal’s to Perth after almost 40 years was organised by Past- Time Rail at the end of September 2001. Among the Princess’s last workings were the afternoon fish trains from Perth in 1962. They previously shared with Duchess’s the Crewe-Perth turns, the heavy sleepers being the most demanding of all. Tackling Grayrigg, Shap, Beattock, Craigenhill and Kinbuck banks in one trip was no sinecure for crew or locomotive.

______Milepost 24¾ - 238 - Jan 2004

Table 1 Past-Time’s special, given the title Date Sat 28.9.02 ‘The Fair Maid’, started from : Birmingham and ran up the Train: 1Z62 12.50 Carlisle to Perth WCML to Carlisle, where 6201 Loco: 6201 'Princess Elizabeth' 7P 4-6-2 ‘Princess Elizabeth’ was booked Load: 11 coaches/ 400 tons tare/ 415 tons gross to take over. The schedule Crew: G.Hodgson, P. Kane, S. Chipperfield allowed just over 3½ hours to Weather: Dry and dull throughout Perth from Carlisle, including two Recorder: A.Smeaton/Times:stopwatch/Speeds:GPS water stops at Abington and sition: 4/12 Braidhurst loops. This was not significantly longer than the W151 Ms Ch LOCATION Sch Mn Sc Speeds 7.20pm Euston-Inverness which, 0 00 CARLISLE (Plat 3) 0 0 00 7½ Late in the Winter 1949 WTT was 1 00 Milepost 3 25 34 given 3 hours 19 minutes from passing Carlisle to Perth. The 2 00 " 4 55 43 schedule included a 5 minute 4 00 Rockcliffe 7 12 61/69 water-stop at Beattock and 10 6 07 Floriston 9 07 sigs 58 minutes at Motherwell. By Winter 8 60 Gretna Jn 12 12 20 sigs 35 1957 W151 still left Euston at 10 20 Quintinshill DPL ( 17 52 ~ 7.20pm and made Perth 1 minute ~ ~ " " ( 20 16 ~ earlier at 4.54am. ‘The Fair Maid’ 13 00 Kirkpatrick 26 04 48 was an easier working than the 14 40 Minor summit 27 50 53 sleeper though, with only the 16 60 Kirtlebridge 30 03 65/66 Scottish hills to climb and the 20 17 Ecclefechan 33 22 58 water stops available to rally the 22 00 Minor summit 35 15 56/62 locomotive if necessary. 24 40 Milepost 37 53 tsr 38* 25 67 LOCKERBIE 31 39 56 55 The departure from Carlisle was 28 55 Nethercleugh 42 37 68 7½ late and the expert crew of Hodgson, Kane and Chipperfield 31 60 Dinwoodie 45 24 63 had 6201 up to a respectable 69 33 40 Milepost 47 04 62 at MP5¾, just before Floriston, 34 40 Wamphray 48 01 68 when adverse signals caused by 36 70 Murthat 50 10 64/61 an up MGR coming off the 39 60 Beattock 52 59 62 G&SWR brought us down to 35 at 41 00 Milepost 54 15 57 Gretna Jn. We were then put 43 00 " 56 31 50 inside at Quintinshill to allow a 44 00 " 57 45 48 late running Virgin service to 45 20 Greskine 59 26 43 overtake. 100 40 GREENFAULDS 34 39 20 101 18 CUMBERNAULD 36 36 24 38 104 00 Milepost 39 32 68 106 00 " 41 24 42/37 106 60 Greenhill Lower Jn 48 42 32 47/61 109 00 Carmuirs West Jn 51 46 30 sigs 13 ~ ~ Sigs stops (3) ( 47 55 ~ ~ ~ " " ( 62 20 ~ 109 41 Larbert Jn 52 63 00 7 110 19 LARBERT 64 52 32 110 40 Milepost 65 31 35 112 40 Alloa Jn 67 48 59 114 25 Plean Jn 69 49 52/58 117 00 Polmaise 72 44 56/27* 118 24 STIRLING 67 74 54 31 120 10 Cornton 77 28 51½ 121 10 BRIDGE OF ALLAN 78 42 46 ______Milepost 24¾ - 239 - Jan 2004

122 00 Milepost 79 53 42 Once out of the loop the 7P 123 18 DUNBLANE 77 81 48 34 accelerated its train to 53 at 124 00 Milepost 83 08 34 the top of the 1 in 200 ending 125 00 " 84 50 38 at MP14½. The second 1 in 125 70 Kinbuck 86 07 44 200 climb from MP17¾ to MP22 at Castlemilk site, was 129 19 Greenloaning 89 47 57/64 started at 65 and completed 133 27 Blackford 90 93 51 60 at 56. 135 00 Summit 95 31 59 135 51 GLENEAGLES 96 06 67/69/63 Speeds over the racing 137 45 Auchterarder 97 55 64 ground from Lockerbie to 140 24 Whitemoss 101 20 41* Beattock were moderate due 141 56 Dunning 103 04 50/56/33*/46 to a 60m/h limit imposed by 144 40 Forteviot 107 10 44/30* Railtrack’s Scottish Zone, but 147 30 Forgandenny 111 03 58 the Princess was allowed to 149 17 Hilton Jn 114 113 10 45 run up to 68 in the shallow 151 00 Milepost 116 32 psr 17 dip after Wamphray in 151 18 PERTH (Plat 7) 119 119 22 3 Late preparation for the climb of 75 00 Carnwath 39 10 42 Beattock bank. At Murthat Sub-station after 1½ miles of 74 15 Carstairs East Jn 41 17 psr 21 1 in 202 up, speed had fallen 73 61 (Mileage changeover) ~ ~ ~ to 64. 61 was then sustained 73 16 Carstairs South 48 42 48 psr 24 on 2¼ miles of 1 in 202 73 00 Milepost 43 13 30 before Beattock, where the 72 00 " 44 50 42 mile of slightly easier grade 70 60 " 46 32 46 brought it up to 62. At the top 70 00 Leggatfoot 47 29 50/64 of the first stiff 1 in 88 on the 68 40 Thankerton 49 00 63/57 bank proper, speed had 66 49 Symington 50 55 60 fallen to 54. We passed 65 00 Milepost 52 25 69 Greskine site at 43 and up 63 20 Lamington 53 59 64 the second half of the bank, 60 20 Wandelmill 57 00 56 speed gradually fell to a ~ ~ Sigs stop ( 62 09 ~ minimum of 36 in the rock cutting before the Summit. ~ ~ (Signal G595) ( 65 09 ~

57 69 Abington UPL (w) 65 69 04 ~ This may not seem 57 69 Abington UPL 0 0 00 25¼ Late particularly impressive at first 57 00 Milepost 3 47 26 sight, but in steam days any 56 00 " 7 28 18 climb of Beattock which ~ ~ Single line working ( 10 19 ~ ended above 30 m/h with a ~ ~ " " " ( 14 17 ~ load of 400 tons was 55 08 Crawford 17 12 10 considered good. Calculation ~ ~ Single line working ( 17 56 ~ of the power output ~ ~ " " " ( 20 35 ~ throughout the climb shows it 54 20 Milepost 25 46 21 was a beautifully judged 54 00 " 26 29 24 piece of driving and firing, 53 00 " 28 18 44 with the cut-off advanced as 52 49 Elvanfoot 28 48 47 soon as the 1 in 75 was reached and no lack of 52 20 Milepost 29 13 52 steam at any point. The 51 60 " 29 49 50 EDBHP from Beattock to 51 00 " 30 46 45 Greskine hovered around 50 00 " 32 10 41 2,100 and only fell to about 49 60 Beattock Summit 17/28 32 33 41/68 1,900 at the Summit. 47 00 Harthope Viaduct 35 21 65/63 46 00 Milepost 60 30 41 47 00 Harthope 61 59 39 48 00 Milepost 63 32 38/36

______Milepost 24¾ - 240 - Jan 2004

49 00 Milepost 65 08 37 In July 2002, 6233 ‘Duchess of 49 60 Beattock Summit 61 66 19 41/67 Sutherland’ was down to a 52 49 Elvanfoot 69 14 64 minimum of 37 after its climb to 55 08 Crawford 71 45 60 Beattock Summit with 11 and 415 57 69 Abington DPL (w) 71 77 17 dep 1½L tons gross. It did better in September 2003 with a minimum 60 20 Wandelmill 4 44 57 of 36m/h with 12 and 470 gross. It 63 20 Lamington 7 41 64 is believed that ‘Sutherland’ was 66 49 Symington 10 58 61 not extended to its maximum on 68 40 Thankerton 12 45 69 these runs. 70 00 Leggatfoot 14 08 63 72 00 Milepost 16 02 65 In a 1948 ‘Railway Magazine’ 73 49 CARSTAIRS 21 17 49 47/40 article on the Scottish Night Mails, 75 00 Ravenstruther Siding 19 42 50 O.S. Nock described a run with 76 00 Lanark Jn 23 20 51 53/54 6211 ‘Queen Maud’ on the West 77 00 Milepost 21 58 53/tsr 41* Coast Postal with 11 vehicles 78 40 Craigenhill 24 00 47 grossing 330 tons. The speed at 80 60 Braidwood 26 24 62 Gretna was 71, at MP14½ it was 81 75 CARLUKE 27 33 64 52½ and Castlemilk (MP22) 55. The assault of Beattock was 84 00 Law Jn 31 29 30 61/59 started at 71 but morning mist 84 60 Garriongill Jn 30 17 60 caused slight slipping and 86 40 Wishaw South 31 58 66 consequent easing with a 87 60 SHIELDMUIR 33 14 50 minimum of 24. 6201 certainly 89 35 MOTHERWELL 38 37 45 13* bettered this performance. 90 00 Braidhurst DGL (w) 42 40 33 dep 2½L 90 36 Braidhurst Viaduct N 4 46 tsr 10/24 6201’s run onward to the two 91 46 Mossend N Jn 6 8 44 sigs 13/35 water-stops at Abington and 93 65 WHIFFLET 10 14 37 tsr 18 Braidhurst loops was made 94 62 COATBRIDGE CEN 16 17 01 23/24 generally within the constraint of 95 60 Gartsherrie S Jn 20 19 45 19/sigs 4 the 60 m/h limit. The climb to 97 16 Garnqueen N Jn 26 26 43 13 Craigenhill was interrupted by a 97 60 Greenfoot LC 28 51 33 tsr near MP77½ but 6201 had accelerated from the easing to 40 99 00 Milepost 30 35 53/sigs14 after Carstairs to 53 at MP77.

After Braidhurst no clear path was gained until after Cumbernauld and we then briskly ran down through the heavily wooded Cumbernauld Glen to Greenhill.

At Larbert Jn an incident occurred which caused the signalman to stop the special when the driver of an up dmu thought he had struck someone leaning out of a window. Fortunately, after a full examination, no victim was found. This at least put time between us and the preceding dmu allowing a clear run through Stirling and up Kinbuck bank. After climbing out of Larbert, the maximum in the dip at Alloa Jn site was 59 with a minimum of 52 at Plean Jn. Speed was reduced to 29 past Stirling Middle box. The regulator was opened as we passed Stirling station producing a maximum of 51½ at Cornton. Now on Kinbuck bank speed fell to a steady 42 as we plunged into Kippenross Tunnel, where a slip brought us down further to 34. This was the minimum on the 1 in 88, with a slight increase to 35 by MP124½. Speed crept up to 44 on the easier grades past Kinbuck and then to a maximum of 64 on the slight up-grades after Greenloaning. It is a great pity that the larger preserved engines are subject to overbridge clearance restrictions on the downhill run from Gleneagles to Perth denying us the exhilarating run that this line can provide. The last highlight was to sweep past MP136 at 69 before braking for the three overbridge checks near Whitemoss and Forteviot.

______Milepost 24¾ - 241 - Jan 2004

Table: 2 In the Jan/Feb 1943 edition of the Date: Sun 29.9.02 ‘Railway Magazine’, Nock Train: 1Z19 13.09 Edinburgh to Birmingham Inter'l described a run on the 1.40pm from Buchanan Street to Loco: 6201 'Princess Elizabeth' 7P 4-6-2 Aberdeen with 6208 ‘Princess Load: 11 coaches/ 400 tons tare/ 415 tons gross Helena Victoria’ hauling a massive 14 coaches grossing 460 tons. Crew: G.Hodgson, P. Kane, S. Chipperfield This is the only published Weather: Dry and bright throughout northbound run over the route with Recorder: A.Smeaton/Times:stopwatch/Speeds:GPS a ‘Princess Royal’ I’ve unearthed Position: 10/12 to date. The time to the first stop at Larbert was 32 min 31 sec with a maximum of 58 at Greenhill. The Ms Ch LOCATION Sch Mn Sc Speeds minimum at Plean was 44 and 0 00 WAVERLEY (Plat 11) 0 0 00 8½ Late Stirling was reached in 11 min 32 0 20 Milepost 1 50 ~ sec.. On the restart, the maximum 0 47 Haymarket Tnl East 2 41 ~ at Cornton was 47. Speed then fell 1 19 HAYMARKET 5 4 23 23 to 34 through Dunblane and then to a minimum of 27 on the 1 in 88. 1 24 (Mileage changeover) ~ ~ ~ The maximum on the easier 46 00 " " ~ ~ ~ grades was 58 at Carsebreck, 45 72 Haymarket East Jn ~ ~ ~ Gleneagles being reached in 25 100 41 (Mileage changeover) ~ ~ ~ min 40 sec. Despite a tsr between 100 00 Milepost 5 41 33 Dunning and Forgandenny and wartime conditions, 6208 touched 99 00 SLATEFORD 7 17 44 70 at the former and 72 at the 98 00 KINGSKNOWE 8 36 47/50 latter. The two performances of 97 16 WESTER HAILES 9 37 45/tsr 22 6201 and 6208 are not dissimilar. 95 40 CURRIEHILL 13 00 32 94 00 Milepost 15 12 47 After servicing at Perth ‘The Fair Maid’ was booked to leave for 92 00 " 17 33 56 Edinburgh at 21.22 via Ladybank 90 73 KIRKNEWTON 18 42 59 and a floodlight Forth Bridge, 89 61 Midcalder Jn 19 19 52 58 arriving after 23.00. Declining the 89 00 Milepost 20 40 56 opportunity of the rumble through 87 00 " 22 55 51 Fife and an overpriced bed in the Capital, I returned to Glasgow and 85 40 Harburn 24 44 49 rejoined the special at Waverley 84 00 Milepost 26 38 46/45½ on Sunday for the run back down 82 40 Cobbinshaw 28 30 51/65 the WCML to Carlisle. The late 81 00 Milepost 29 58 60 arrival of 6201and stock from 80 24 Wilsontown Jn 31 15 tsr 23 Craigentinny lead to an 8½ minute late departure from Waverley. 79 34 Auchengray 33 05 30/64 However, once through Ms Ch LOCATION Sch Mn Sc Speeds Haymarket and onto the rising 45 20 Greskine 36 57 68/69/62 grade of the Midcalder line, 6201 42 00 Milepost 39 58 66/68 was opened out and was up to 50 39 60 Beattock 40 42 00 63 in the 1 in 143 past Kingsknowe before having to be eased for a tsr 36 70 Murthat 44 49 61 before Curriehill. 34 40 Wamphray 47 10 58 33 40 Milepost 48 15 55 31 60 Dinwoodie 50 00 64/66 28 55 Nethercleuch 52 53 60 25 67 LOCKERBIE 55 55 52 57/56 24 00 Milepost 57 49 57 22 00 Minor summit 59 59 54 20 17 Ecclefechan 61 44 64 16 60 Kirtlebridge 65 07 57/59 14 40 Minor summit 67 29 54 13 00 Kirkpatrick 68 53 70/78½ 10 20 Quintinshill 71 04 77

______Milepost 24¾ - 242 - Jan 2004

8 60 Gretna Jn 79 72 15 74 6 07 Floriston 74 29 69 Once again 6201 barked 4 00 Rockcliffe 76 27 54 away to just under 60 by 2 06 Kingmoor 81 09 18 Kirknewton. On the 1 in 134 1 60 Kingmoor UPL 87( 82 52 ~ from MP95 to 93, 6201 was ~ ~ " " 105( 84 20 3½ Late putting out just over 2,000 1 00 Milepost 87 16 25 edbhp when accelerating 0 00 CARLISLE (Plat 4) 110 90 59 5 Late away from the tsr.

w denotes water stop * denotes braking

On the final 5 miles at 1 in 100 up to Cobbinshaw summit the minimum was 45½ m/h, not bad with 415 tons hanging on the tender, and representing a minimum output of about 1,750 edbhp. The imposed 60 m/h limit meant there were no fireworks downhill. Once past Carstairs South Jn, 6201 accelerated to 50 up the 1 in 150 to Leggatfoot from 42 at MP72, requiring about 1,800 edbhp. Engineering work at Crawford, complete with derailed wagon, meant single-line working interrupted the run from the Abington water stop to Beattock Summit. Nevertheless 6201 reached 52 on the short level at Elvanfoot from the standing start and went over the Summit at 41 requiring about 1,500 edbhp. We were spared the booked stop in the Summit loop.

A highlight was kept for the end, because once clear of the Scottish Zone boundary, just south of Kirkpatrick, 6201 was allowed a gallop to 78½ (within the speedometer’s margin of error) downhill from Kirkpatrick to Quintinshill. What a pity the crew did not have the freedom to run like this throughout!

In ‘Main Lines across the Border’, Nock describes an up run on the ‘Royal Scot’ from Glasgow to Carlisle with 46209 ‘Princess Beatrice’ hauling 475 tons gross. MP72 was passed at 54 and Leggatfoot at 47. The minimum before Symington was 48½. The maximum at Elvanfoot was 58 with a minimum of 39 at the Summit. The maximum speed on the climb through the Clyde Valley was 66. Again 6201’s run compares favourably with 46209’s performance on the ‘Royal Scot’.

Over the two days 6201 performed consistently well throughout and gave us four memorable climbs.

______Milepost 24¾ - 243 - Jan 2004

SCOTTISH STEAM IN 1951

Ken Barlow Here is a log of the 6.38 am from Perth – the continuation of the 8.30pm from Euston to Aberdeen postal, which conveyed two passenger vehicles and gave an advertised public service from Perth. For the time it was made, it was quite a smart schedule and would compare well with 2004, admittedly non-stop of course.

After the generally rising gradients to Stanley Junction, the route was a series of gentle undulations to Glaisterlaw, a sharp descent to Bridge of Dun, then a sharp rise to Kinnaber Junction. Now we have lost just over 44 miles of the route from Stanley Junction to Kinnaber Junction

Date 2-May-51 . Motive Power Cl 5 4-6-0 44709

Load (tons) 6, 232/245

Rec/Pos/GPS? K Barlow ? N

??? Miles location Sch m s mph ave

0.00 PERTH 0 0 00 Time 1.60 Almond Valley J 4 3 50 46/51 25.0 7.20 Stanley J 10 10 04 50/69 53.9

11.30 Cargill 14 14 07 62/67 60.7

15.80 Coupar Angus 18 18 25 64 62.8

20.40 Alyth J 23 23 06 45 tsr 58.9 24.60 Eassie 26 55 67/64 66.0 29.60 Kirriemuir J 31 25 69 66.7 32.50 Forfar 35 34 25 58.0 37.50 Auldbar Rd 39 47 70 55.9 41.50 Glaisterlaw 43 25 64 66.1 47.90 Bridge of Dun 49 17 69/24 65.5

51.80 Kinnaber J 55 54 30 44.9

56.00 Marykirk 59 00 56/48 56.0

59.22 Laurencekirk 63 62 43 65 52.0 62.50 Fordoun 65 40 70 66.7 66.50 Drumlithie 69 23 58 64.6 71.10 Dunnotar 73 34 70 66.0 73.70 Stonehaven 77 75 48 72/54 69.9 78.20 Muchalls 80 18 69/58 60.0 81.60 Portlethen 83 37 63 61.5

85.00 Cove Bay 86 45 67 65.1

89.20 Ferryhill J 91 07 57.7

89.80 ABERDEEN 97 92 38 4E 23.7 0

______Milepost 24¾ - 244 - Jan 2004

MARTIN TASKER MEMORIAL TRAIN: 11 OCTOBER 2003

Martin Barrett

Martin died suddenly on 10 December 2002 and his funeral took place 10 days later at Canley, Coventry. A RPS obituary was published in Milepost 23¾ in January 2003. At the end of this article is an appreciation of Martin’s life compiled by John Armitstead.

Tim Calow, a lifelong friend and member of the RPS, thought that a fitting tribute to Martin would be a special train on the Ffestiniog Railway so that Martin’s ashes could be scattered in

Date Sat 11 October 2003 the Memorial Garden at Tan-y- Bwlch. Train 1200 special

Traction David Lloyd George So on a bright morning about 50 Load 10 people– Martin’s family, work Vehs 26/120/104/105/121/112/122/114/117/111 colleagues, university and RPS Rec Martin Barrett friends - gathered at Porth- Pos 10/11 madog for the 1200 Dining Special to Blaenau Ffestiniog. I Miles m ch m S mph decided this was one run I would 0.00 0 04 Porthmadog 0 00 13 1/2L record without recourse to a 18 stopwatch and as those familiar 0.84 0 71 1/2 Pen Cob Jn 4 09 15 with the FR are aware, over ¼ 1.01 1 05 Boston Ldge Halt 4 50 14 mile – or even 100 yards! – tsr 11 speed can vary greatly, so 1.70 1 60 Quarry Lane Xing 7 55 15 generally speeds are ¼ mile averages. 1.88 1 74 Minffordd Yard Xing 8 53 11

2.01 2 05 MINFFORDD 9 54 The operating of the train was 0.00 12 04 unusual as a 1200 departure 0.34 2 32 1/2 Gwyndy Bank 2 21 15/18 meant the first Down train 1.06 3 10 Penrhyn 5 38 7* needed to be crossed at Rhiw 1.19 3 20 Penrhyn Xing 6 36 8 Goch. As Rhiw Goch had not 1.89 3 74 1/2 Rhiw Goch Farm Xing 8 57 18 been used regularly over the 2.13 4 15 1/2 RHIW GOCH SB (ML) 10 38 summer it was necessary to 0.00 12 49 open it for the previous three days to prove all the equipment 1.69 5 70 1/2 Tro Keepers Xing 6 41 18 was working satisfactorily. Also, 2.04 6 19 Plas Halt 8 13 14/15 although we were working as a 2.75 6 75 1/2 Three Gates Xing 11 10 13 ‘Special’ Up we replaced the 3.24 7 35 TAN-Y-BWLCH 13 57 scheduled service on the return 0.00 49 15 13 which returned one hour earlier 0.53 7 77 1/2 Garnedd Tnl South 3 37 8* than normal to release a path 1.07 8 40 Coed-y-Bleddiau 5 45 18 north of Tan-y-Bwlch. For this 1.66 9 08 Campbell's Platform 7 45 16 reason our load was 10 vehicles 2.14 9 46 Dduallt 9 38 13 instead of the required 6.

2.96 10 32 Gelliwog 13 03 18 The train was powered by 3.23 10 53 1/2 Moelwyn Tnl South 13 55 19 double-fairlie David Lloyd 3.39 10 66 1/2 Moelwyn Tnl North 14 27 18/19 George and left 13½ minutes 4.18 11 49 Ffestiniog Pwr Stn Xing 17 08 15 late due to the large quantities of 4.43 11 69 Penstocks Road Xing 18 06 15 food being loaded onto the train. 4.71 12 12 TAN-Y-GRISIAU 19 46 Martin would have liked that! 0.00 20 30 The running was particularly 0.54 12 55 Bod-y-chain FB 3 30 16 cautious – whether that was 1.06 13 16 1/2 Glan-y-Pwll Xing 4 48 13/14 because we were all eating or 1.45 13 48 BLAENAU FFESTINIOG 6 58 because Fred Howes,

______Milepost 24¾ - 245 - Jan 2004

Date Sat 11 October 2003 Train 1350 service train Civil Engineer of the line was on board I Traction David Lloyd George am not sure! However where conditions Load 10 allowed speed was worked up to 18mph. Vehs As 1200 Special We duly crossed the Down train hauled Rec Martin Barrett by Earl of Merionith at Rhiw Goch. It Pos 3/11 was pleasing to note that most of the mileposts which Martin helped put in are

still in good condition, but Fred Howes Miles m ch m s mph said that the ones hammered into the 0.00 13 48 BLAENAU FFESTINIOG 0 00 10L stone embankments using angle irons 0.39 13 16 1/2 Glan-y-Pwll Xing 2 16 13 are now rusting away and need urgent 0.68 12 73 Fridd Lwyd Xing 3 26 15 attention – in fact MP6¼ has already 1.45 12 12 Tan-y-Grisiau 6 42 10 succumbed and been placed on the 1.73 11 49 Penstocks Road Xing 7 38 11 ‘wrong’ side of the line. Also the 2.20 11 32 Llyn Ystradau Xing 10 02 20 chainage markers (marked at one chain 2.77 10 66 1/2 Moelwyn Tunnel North 11 47 18 intervals in yellow paint) are also in need of refurbishment. Maybe the RPS needs 2.93 10 53 1/2 Moelwyn Tunnel South 12 18 19 to arrange a further working party to 3.72 9 70 Rhoslyn Bridge 15 16 14 rectify these defects? 4.02 9 46 Ddualt 16 52 12 4.50 9 08 Campbell's Platform 18 20 20/21 On arrival at Tan-y-Bwlch Tim Calow led 5.09 8 40 Coed-y-Bleddiau 20 07 19 the guests in a short committal service 5.63 7 77 1/2 Garnedd Tunnel South 21 51 12/15 after which flowers were placed on 6.16 7 35 TAN-Y-BWLCH 24 25 Martin’s ashes. All too soon the train 0.00 30 08 was rejoined and a spirited effort 0.49 6 75 1/2 Three Gates Crossing 2 35 15 followed to pick up lost time whilst the 1.20 6 19 Plas Halt 5 33 15 main course was served. We had an 1.55 5 70 1/2 Tro Keepers Xing 7 01 15/18 unscheduled halt at Tan-y-Grisiau to pick up a couple of optimistic (and rather 3.24 4 15 1/2 Rhiw Goch SB 13 28 10/19 lucky) passengers. A quick run round at 4.31 3 10 PENRHYN 17 49 Blaenau Ffestiniog left us departing 15 0.00 18 39 minutes late on the scheduled path and 0.72 2 32 1/2 Gwyndy Bank 2 47 20 on the leg back to Tan-y-Bwlch we 1.06 2 05 MINFFORDD 4 45 reached the maximum speed of the day 0.00 6 16 – 21 mph – just after Campbell’s 0.13 1 74 Minffordd Yard Xing 0 54 14 Platform. 0.31 1 60 Quarry Lane Crossing 1 34 16/19 With a large amount of ‘spare’ time tsr 12 between Tan-y-Bwlch and Minffordd we 1.00 1 05 Boston Lodge Halt 4 08 14 were one minute early back into 1.17 0 71 1/2 Pen Cob Jn 4 50 15/17 Porthmadog. 2.01 0 04 PORTHMADOG 8 40

It is worth noting than none of the fastest times were even approached and so some of the records must have been quite exhilarating!

Many thanks to Tim for arranging this trip which was a worthy tribute to Martin’s memory.

[ Editor's note: the committee would be happy to see a regular (perhaps annual) article in tribute to Martin Tasker. Martin left a rich collection of logs to the society which are available to contributors. If anyone feels they would like to produce an article please let the editor know. ]

______Milepost 24¾ - 246 - Jan 2004

Martin Neil Tasker 1962 – 2002

Born at Meriden, near Coventry, Martin was the only child of John and Alison. During his schooldays in Coventry, he developed his lifelong interests in railways and football (he was a keen supporter and season-ticket holder at Coventry City).

In 1980 he won a scholarship to read Engineering Science at Christ Church College, Oxford. His intelligence and hard work earned him a First Class degree, and he decided to continue with academic work at Oxford. He researched the properties of gas flow to obtain his Doctorate in 1987.

Martin was an active member of the OU Railway Society thoroughout his period at Oxford, and he served on the committee from 1981 to 1987 (probably one of the longest-serving student members), in the roles of Visits Secretary, Librarian and Treasurer.

After leaving Oxford he continued his keen interest in railways at home and abroad, both steam and modern traction, with a special interest in train timing and performance. He was never without his stopwatch on his travels, and was a committee member of the Railway Performance Society.

Martin gained employment with ICI, where he became one of their experts on gas dispersion – “I investigate smells” was his modest description of his work. He attended many international conferences, and would always try to combine some rail travel with his business – for example travelling to Basel via the Harz Mountains steam narrow-gauge railway in Germany.

The extensive photographic collection which he left behind, and a small mountain of notebooks, provide a record of his travels over a period of nearly 30 years. He travelled the length and breadth of Europe, from Gibraltar to Arkhangelsk, Londonderry to Plovdiv, and only the more obscure countries in south-east Europe (Bosnia, Albania, Moldova etc.) remained unvisited. Further afield, his stopwatch took him to Japan, China, Australia, the USA, Canada and Cuba.

He had a fair collection of anecdotes about incidents which had befallen him while abroad. He was once arrested for taking a photograph of a train on the Lyon Metro. In Australia, while travelling in the cab of the “Indian Pacific” transcontinental train, he was left at the controls while the driver and his assistant tried to get their fridge working. In Norway, his plans to travel the entire rail network were frustrated by a bus subsitution, followed by getting on the wrong train at Nordagutu, which took him away from instead of towards Oslo. Later that night, careful study of the timetables into the early hours of the next morning, produced a revised plan which would still achieve his goal. This plan crumbled on arrival at Trondheim, where it was discovered that a passenger service operated on the Trondheim Avoiding Line, which could not be fitted into the schedule. The plan then fell apart completely when the overnight train from Trondheim to Stockholm arrived nearly an hour late, missing the morning service to Oslo.

Travelling with Martin was always a pleasure, with his humour, his wry observations on local customs, his propensity to take photographs of smoky chimney stacks, his prodigious appetite, and his (often disparaging) comments on the driver’s performance. He will be greatly missed.

______Milepost 24¾ - 247 - Jan 2004

The memorial train awaiting departure from Porthmadog

A RECORDER'S GUIDE TO THE S.N.C.F.

Return to Brittany: Rennes-Quimper

Alan Varley

Some time has gone by since I last described running in western Brittany; for those whose collections of the magazine go that far back it was over fifteen years ago, in Milepost 9½. Things have changed very considerably since then: the line has been electrified throughout, MPS has gone up to 160 over many stages, and although trains for Quimper still leave from Paris Montparnasse they are now TGVs. Frequencies have increased considerably, with at least 5 Paris trains each way (many more in the summer), and the novelty of through services to Lille. High time, then, to return to this line and review the current situation. It is also an opportunity to analyze the benefits, in performance terms, of electrification – a subject that is not without interest in view of the very different attitudes that prevail in Britain and France. Thirty years have now gone by since the last new main-line diesel locomotive entered service south of the channel, and it is only very recently and timidly that SNCF has started exploring the super-sprinter approach, with high-speed diesel units equipped with distributed underfloor power units – a striking contrast to Britain with its fleets of 66s, Voyagers, 175s, 180s, etc. When I visited the Quimper line in 1988 the trains I used fell into three well-separated categories in scheduling terms. There was the overnight train from Bordeaux, booked for a heavy load and allowed 145 minutes for the 173 kms from Redon to Quimper, with 8 stops. Then there were the

______Milepost 24¾ - 248 - Jan 2004

Paris-Quimper services and the daytime Bordeaux train, probably booked for a 600 tonne timing load, and allowed from 121 to 131 minutes with 5 to 7 stops. Finally, the premium Paris-Quimper services, with a lighter load and only 3 stops, were timed in 102 minutes. It is difficult to match these trains to precise modern equivalents, particularly as some of the Paris services do not stop at Redon today. The overnight trains to Lyon and Bordeaux are now lighter, weekends-only services, booked in 105 to 110 minutes with 5 stops. The daytime Bordeaux train has 101 minutes with 3 stops, a similar timing to the fast Paris-Quimper train I timed in 1988. Coincidentally the load on my trip was the same, 9 vehicles, but I suspect that the Bordeaux train today is timed for more whereas the diesel 15 years ago was hauling a maximum load. Today’s TGVs have 94-minute bookings with 3 stops, rising to 101/102 with 5. Most interesting of the current workings are perhaps the semi-fasts, with 7 intermediate stops between Quimper and Redon, and 104/105 minutes allowed. Loads, though, are light – between 5 and 7 vehicles. The comparison must of course take into account the infrastructure, and the changes that have accompanied electrification. There are no major summits on the line, but a number of uphill starts where electric traction has a considerable advantage over diesel, at least in good adhesion conditions. The most notable climbs are: (down) St-Jacut to Malansac, 9 then 8‰, Lorient to PK 625, 10‰ for 2 kms, then easing, and Quimperlé to Mellac, 8‰; (up) from Quimper to Rosporden, where the gradient between PK 675 and 667 is 9 then 10‰, and Vannes-557, 7 and 8‰. The southbound start from Hennebont is up 7‰ for 2 km, and that from Quimperlé, downhill to the viaduct, continues with 2 kms up at 8‰. As for speeds, a little over 100 kilometres between Redon and Quimper are now passed for 160 km/h whereas the overall maximum before electrification was 140. Along with the raising of some intermediate limits, this probably makes a difference of 5 to 7 minutes overall, depending on the number of stops – in other words, had TGVs been running on the 1988 infrastructure, they would probably not have been booked any faster than the limited-load diesel-hauled trains. Here, however, another factor complicates the comparison: today’s TGV bookings include recovery time at the rate of 4.5 mins per 100 kms, whereas the faster Paris-Quimper trains of 1988 benefited from the now-rare special allowance of 3 mins/100, making for a difference of 2 to 3 minutes in gross timings between Redon and Quimper. Another big difference is that booked station stops in the diesel era were limited to one minute, whereas for TGVs the allowance is 2 or 3. How does performance actually compare with these theoretical timings? On the somewhat limited evidence of the runs I timed in the 1980s and some noted by Frank Collins in 1990 it appears that the net timings were distinctly tight with full loads – a CC 72000 on 400 tonnes producing 3200 BHP would find it quite difficult to get down to the net 97 minutes for Redon-Quimper with 3 one- minute stops. To illustrate the current situation, Table 1 shows a run on the Bordeaux-Quimper service with some time to be regained, and a TGV that skips Redon but then makes 5 stops before reaching Quimper. The Rennes-based locos that handle traffic in Brittany are of course dual-voltage machines since they are called upon to leave 25 kV territory when they run through to Le Mans and beyond, so it was BB 22347 that took over the Bordeaux train at Nantes, where it was delayed awaiting arrival of the Marseille TGV. As the log shows, ten minutes were regained between Redon and Quimper – rather more than the theoretical margin. But the Redon-Vannes section in particular seems to contain more than its fair share of recovery time. Speeds were generally well maintained at line maximum and stops were quite smart except in Lorient, where a slow coast up the long platform seems to be a frequent experience. Starts, however, were distinctly sub-standard; by way of comparison, another loco-hauled run with a BB 22359 on 300 tonnes (5 coaches and a dead loco, therefore limited to 140 km/h) passed the level crossing 6 kms out of Auray in 03 23, a full minute faster than BB 22347; similarly a minute was gained on the start from Lorient so that Quimperlé was reached in 10 58, quicker than 22347’s passing time, despite a very poor stop. These times would not quite be matched with a 9-coach load but it seems fair to say nonetheless that with decent starts throughout the Bordeaux train could have regained the final two minutes of its delay; in that case the overall Redon-Quimper time would have been 88m 22s with the three stops (which totalled 5m 28s) – so a “scratch” schedule of 86 minutes with 3 one-minute stops.

Table 1 Redon to Quimper

(Please see next page) ______Milepost 24¾ - 249 - Jan 2004

Run 1 1405 Bdx-Quimper, T 12.08.03, 9 Cor/370/385/475, BB 22347, 12.6 hp/tonne, A Varley, 2/10 Run 2 1205 Paris-Quimper, W 13.08.03, TGV-A 338+360, 24/888/930, 25.8 hp/t, A Varley, 21/24 PK Location Alt MPS Dist m s kph Dist m s kph Rennes 00.00 Run 2 4½ L 511.36 Redon 12.1 110 00.00 Run 1 13 late 71.26 34 38 100 514.65 OB 150 03.29 03 00 119 74.55 36 07 157/159 519.94 St-Jacut 28.9 150 08.58 05 17½ 152/159 79.84 38 08 158 528.57 Malansac 84.5 160 17.21 08 34½ 157/160 88.47 41 24 158 535.19 Level crossing 160 23.83 11 05 159 95.09 43 55 158 540.33 Questembert 102 160 28.97 13 01 155/159 100.23 45 52 158 544.44 OB 126 160 33.08 14 34½ 157 104.34 47 25½ 158 547.86 La Vraie Croix 119.5 160 36.50 15 53 160 107.76 48 43½ 158 550.74 Level crossing 160 39.38 16 58 157 110.64 49 50½ 155/160 554.37 Elven 86.5 160 43.21 18 20 157 114.47 51 13½ 156/154 558.69 Footbridge 160 47.33 20 00½ 157160 118.59 52 52½ 158/165 564.70 UB Motorway 160 53.34 22 17 br 124.60 55 08 br 565.77 Vannes 21.5 100 54.41 23 32 8½ late 125.67 56 02 2½ late 00.00 25 53 9 late 00.00 59 23 3 late 568.66 Closed LC 140 02.89 02 45 104 02.89 02 25 131/160 575.11 Level crossing 49 160 09.34 05 34½ 154/156 09.34 04 57 157 578.43 Level crossing 140 12.66 06 56½ 136* 12.66 06 19 138* 582.00 Ste-Anne 33.3 160 16.23 08 25 152 16.23 07 44½ 159/160 584.95 Auray 36.2 160 19.18 10 21 7 late 19.18 09 25 2½ late 00.00 11 28 6 late 00.00 12 33 2½ late 587.35 Level crossing 160 02.40 02 46 100 02.40 02 05 130 590.89 Level crossing 160 05.94 04 24½ 145/151 05.94 03 28½ 161 594.11 Landaul 23 160 09.16 05 41½ 146/151 09.16 04 41 159 598.16 Landevant 9.5 160 13.21 07 18½ 149/151 13.21 06 13½ 157/159 604.00 Brandérion 25 160 19.05 09 41½ 148 19.05 08 26 158 607.74 Double OB 38 160 22.79 11 13 144 22.79 09 52 157/138* 611.26 Hennebont 21.6 140 26.31 12 43½ 140/136 26.31 11 19½ 140 616.12 Level crossing 140 31.17 14 49½ 140 31.17 13 31 120 618.28 Scorff Via S 11.5 120 33.33 33.33 14 38 110 619.38 Lorient 15.5 60 34.44 17 16 5½ late 34.44 15 48 1 late 00.00 19 16 5½ late 00.00 17 46 1 late 620.98 OB 120 01.60 02 01 75 01.60 01 34½ 108 625.92 Level crossing 50 140 06.54 04 53½ 132 06.54 03 59 139 628.31 Gestel 47.0 140 08.93 05 56 138 08.93 05 01 138 631.70 OB 160 12.32 07 22 148 12.32 06 29 139 635.59 OB 160 16.21 08 58 137 16.21 08 17 119 638.40 Viaduct Sth 110 19.02 09 47 106 639.69 Quimperlé 34.7 110 20.31 11 05 107/105 20.31 10 47 1 late 00.00 12 22 ½ late 642.17 OB 140 22.79 12 25½ 118 02.48 02 12½ 123 645.27 Mellac 75 160 25.89 13 55 132 05.58 03 36½ 139/140 649.96 Level crossing 160 30.58 15 52½ 146 10.27 05 37½ 138 654.00 Bannalac 85.6 160 34.62 17 37½ 125 14.31 07 29 126/118 656.84 UB River 77 120 37.46 19 01½ 120/118 17.15 08 52½ 120 660.59 Kerrest LC 100 130 41.21 20 55 121/129 20.90 10 54 97 664.60 Rosporden 117 130 45.22 22 49 127 24.86 14 36 1 early 00.00 17 39 RT 667.34 OB 108 130 47.96 24 05½ 130/132 02.79 02 38 115 672.00 St-Yvi 140 52.62 26 14½ 130 07.55 04 46½ 140 675.42 Sub-station 34 120 56.04 27 54 119 10.87 06 26 118* 681.10 OB 130 61.72 30 39½ 130 16.55 09 16½ 120 683.33 OB 130 63.95 31 42½ 124 18.78 11 02½ 56* 684.80 Quimper 5.8 60 65.42 33 45 2 late 20.25 13 16 1½ late

______Milepost 24¾ - 250 - Jan 2004

Run 2 was a mixed bag; despite the slightly delayed start from Rennes the run to Redon was made very slowly with minimal use of the 160 km/h stretches (max 157) and a coasting approach to the junctions at Redon that cost a good 70 seconds. After Redon, though, speed quickly rose to a dead-steady 158, maintained up 9‰ after St-Jacut and on the easier grades after Malansac. On the downhill stretch after La Vraie Croix the driver seems to have let speed fluctuate with gradient, including a surprising 165 max on the final steep descent to Vannes. Then followed some smart running from Vannes to Auray and on to Lorient, and a good start from there. The driver was then content with 140 km/h running after Gestel and shut off power well before Quimperlé, where he was still 1 late. But a 16-minute booking on to Rosporden contains a good 3 minutes margin and after an excellent start up the long 8 ‰ (1 in 125) gradient to Mellac we eased right back, coasting up the 7‰ out of the dip before Kerrest to crawl into Rosporden. This is curious scheduling, for this easy booking is followed by an extremely tight 12 minutes for the final stretch to Quimper. Unlike BB 22347, the TGV was subjected to approach control before the stop; the result was an unnecessary 1½ late arrival. (Note that the speed limits shown in this table are for TGVs; the 160 between Gestel and Quimperlé is perhaps currently not applicable, distances at Rosporden for run 2 allow for the staggered platforms.) Table 2 begins with a return to diesels in order to highlight the contrasts I mentioned earlier. Run 3, though in no way remarkable, achieved the fastest time out to Rosporden I have seen with diesel traction. Run 4 was the smartest of my diesel runs in 1988, though running more or less to time throughout. After Vannes things were taken very slowly, and I have continued with run 5, timed by Frank Collins. This BB pair replaced a CC that failed at Rosporden, but despite a power/weight ratio identical to my run the uphill work was less good, and times to Vannes were slightly slower than on run 4. The locos ran well downhill, though, and as shown made quite a smart run on to Redon. Runs 5 and 6 are almost perfect mirror images of one another: respectively excellent vs. ordinary as far as Auray, ordinary vs. excellent beyond. Run 5 regularly made slow starts over the first 10 to 20 seconds and then notched up rapidly to full power – though on the exit from Quimper this was quickly cut short by the 60 then 120 limits. The general pattern of running to Auray was one of close adherence to limits by prompt acceleration and good braking, with excellent stops, notably in Auray itself where 150-zero took less than 50 seconds (a style of braking that I first observed – and was greatly impressed by – when I started timing air-braked trains in France 35 years ago, but which has become rare of late other than at some LGV stations). The lively approach, though, was followed by a long station stop and a change of driver, whereupon the character of performance changed entirely, with slow starts, irregular speeds and defensive stops – a disappointing conclusion to an enjoyable run. The TGV run was a simple timekeeping affair at first. Starts were hampered by slipping: even in the heatwave conditions of this last August the Brittany coast was damp and misty in the early morning. Speeds were as high or higher than on the loco-hauled run (they are shown as recorded by GPS but appear to be a fraction high in places) but the times are often a little slower as accelerations after slacks were at first not as prompt. Then just short of the junction for Quiberon we stopped for 6½ mins (though no passenger workings are booked on the branch in the morning) and this encouraged the driver to show what he and the unit could do. Apart from the slippery start the run to Vannes was a copybook performance, as was the continuation to Redon except for a spell of coasting through Questembert that cost a dozen seconds. On the evidence of this run a reasonable “scratch” TGV allowance for Quimper-Redon with 5 one-minute stops would be 88-89 minutes

Table 2 Quimper to Redon (Please see next page)

______Milepost 24¾ - 251 - Jan 2004

Run 3 1303 Quimper-Rennes, F 25.05.90, 8 Cor, 327/340/455, CC 72018, 7.9 hp/t, F Collins, 5/9 Run 4 1715 Quimper-Paris, Th 2.06.88, 6 Cor, 245/255/340, BB 67445, 7.1 hp/t, A Varley, 2/7 Run 5 1303 Quimper-Rennes, Th 24.05.90, 12 Cor 490/515/680, BB 67406/418, 7,1 hp/t, F Collins, 5/14 Run 6 1114 Quimper Nantes, W 13.08.03, 7 Cor 285/300/390, BB 22394, 15.4 hp/t, A Varley, 8/8 Run 7 0646 Quimper-Lille, Th 14.08.03, TGV-A 390, 12/444/460, 26.1 hp/tonne, A Varley, 11/12 PK Location Dist m s Kph m s kph m s kph 684.80 Quimper 00.00 Run 3 6 late Run 6 1½ late Run 7 1 late 681.10 OB 03.70 04 16½ 92 03 34½ 120 03 27 119/120 675.42 Sub-station 09.38 07 30½ 117 06 24½ 120 06 18½ 119/132 672.00 St-Yvi 12.80 09 20 109 08 02 130/129 07 57 130 667.34 OB 17.46 11 59½ 103/106 10 11½ 130 10 06½ 127 664.65 Rosporden 20.15 13 55 4 late 11 53 2 late 11 56 1 late 00.00 Run 4 RT 14 02 3½ late 13 41 1 late 663.31 Level crossing 01.34 01 50½ 75 01 35½ 127 01 40½ 113/123 660.59 Kerrest LC 04.06 03 32 108/112 02 52 131 03 01 118* 656.84 UB River 07.81 05 35½ 109/102 04 43½ 120 04 54½ 120/117 654.00 Bannalac 10.65 07 12 117/120 06 02 150/151 06 14½ 156/163 649.96 Level crossing 14.69 09 15 117 07 38½ 150 07 45 160/156 645.27 Mellac 19.38 11 47½ 105/112 09 31 150 09 31 160/161 642.17 OB 22.48 13 31½ 104* 10 49½ 136 10 47½ 140*/141 639.69 Quimperlé 24.96 15 50 RT 12 30 1 late 12 47 ½ early 00.00 17 09 ½ late 13 15 ½ late 15 28 ½ late 635.59 OB 04.10 03 30½ 103/130 02 48½ 140/141 02 54½ 144/138 628.31 Gestel 11.38 07 06½ 114/120 06 02 137/141 06 02 142 620.98 OB 18.71 10 54½ 110 09 24½ 120* 09 29 119*/121 619.38 Lorient 20.31 12 47 1 early 11 10 1 late 11 12 ½ late 00.00 15 43 RT 12 45 ½ late 13 11 ½ late 618.28 Scorff Via S 01.10 01 36½ 78 01 29½ 105/130 01 40 99/123 616.12 Level crossing 03.26 03 01 103 02 33 119/135 02 45½ 121/142 611.26 Hennebont 08.12 05 30½ 128/124 05 06 ½ early 04 53 139/142 08 14 1½ late 607.74 Double OB 11.64 07 11 126/135 03 19 159/160 06 23 140/163 604.00 Brandérion 15.38 08 48 134/135 04 44 159/161 07 49 158/157 598.16 Landevant 21.22 12 13 50*sigs 06 55 159 10 02 163/158 594.11 Landaul 25.27 15 28 112/122 08 26½ 160/157 11 33½ 160 587.35 Level crossing 32.03 18 49½ 117*/119 10 59½ 160/155 14 22½ */s stop 584.95 Auray 34.43 21 04 1 late 12 24 1 late 25 27 9 late 00.00 22 08 1 late 19 06 5½ late 27 39 9 late 582.00 Ste-Anne 02.95 02 41 102 02 46 143/160 02 39 146/162 578.43 Level crossing 06.52 04 36 123/126 04 12½ 140/134 04 04 138* 575.11 Level crossing 09.84 06 12½ 122/1126 05 39 143/159 05 25 161 568.66 Closed LC 16.29 09 19½ 120 08 14 131* 07 57 137*/138 565.77 Vannes 19.18 11 20 10 27 5 late 10 00 8 late 00.00 Run 5 78½ late 12 07 5 late 13 44 10 late 564.70 UB Motorway 01.07 01 31 65/106 02 01 77 01 29 90 558.69 Footbridge 07.08 05 20 99/101 04 38½ 161/158 04 00½ 161/160 554.37 Elven 11.20 07 48 109/117 06 17½ 159/156 05 37½ 162 547.86 La Vraie Croix 17.91 11 12 112/123 08 46 158/157 08 04 161 544.44 OB 21.33 12 45 139/142 10 04 158 09 21½ 153/155 540.33 Questembert 25.44 14 30½ 140/141 12 22 4 late 10 58½ 150/143 13 34 4½ late 535.19 Level crossing 30.58 16 42 140/142 03 21 161/156 13 01½ 160/161 528.57 Malansac 37.20 19 32 138/142 05 54 155/162 15 30 160/162 519.94 St-Jacut 45.83 23 15½ 134/143 09 10 * 18 42½ 157 514.65 OB 51.12 25 32½ 142 11 20 145*/147 20 46 150/155 511.36 Redon 54.41 27 43 72 late 13 36 3 late 22 36 6½ late ______Milepost 24¾ - 252 - Jan 2004

.

Table 3 Redon to Rennes

Run 8 1137 Quimper-Paris, W 13.08.03, TGV-A 328, 12/444/485, 24.8 hp/t, A Varley, 2/12 PK Location Alt MPS Dist M s kph m s kph m s kph 444.48 Redon 12 110 00.00 Run 7 6 late Run 5 73 late Run 8 RT 442.77 Bif Nantes E 8 120 01.71 01 40 120 02 24 65 01 44½ 120 436.95 Avessac 8 160 07.53 04 03 160/161 06 03 125 04 17 150/144 430.44 Masserac 10 160 14.04 06 29 160 08 56 141 06 57 148/151 425.82 Beslé 11 140 18.66 08 15½ 140*/141 10 54 140/137 08 48 140* 421.59 Fougeray 9 140 22.89 10 05 140 12 46 140 10 40½ 135/132 418.23 Tunnel S 28 140 26.25 11 31½ 140 14 15 134 12 10 135 414.32 L crossing 16 160 30.16 13 07½ 160 15 56 141/140 13 50 144/149 410.28 Messac 11 160 34.20 14 38½ 160 17 40 142/136 15 29½ 144/140 406.40 L crossing 12 160 38.08 16 06 160/161 19 21 142 17 08 144/146 403.14 Pléchatel 13 140 41.34 17 21 140* 20 44 142/137 18 30 140/136 399.47 St-Senoux 20 140 45.01 18 55 140 22 19 142/140 20 07 134/138 394.91 Guichen 24 140 49.57 20 52½ 140 24 15½ 142/137 22 04½ 137/133 390.69 Laillé 22 140 53.79 22 40½ 141/140 26 05 142 23 59 137/136 387.58 UB R Vilaine 22 160 56.90 24 00 150 27 23½ 140 25 19½ 140 383.90 Bruz 32 160 60.58 25 24 160/159 28 59 137 26 56½ 135 382.05 Ker Lann 31 160 62.43 26 06 161/159 29 48 142/137 27 45 142/134 378.71 St-Jacques 38 160 66.77 27 22 160 31 14 138/140 29 13½ 138/141 376.20 OB 36 160 68.28 28 21 br 32 19½ br 30 18 br 374.18 UB 32 130 70.30 29 31½ 50* 32 08½ 29* 373.23 Rennes 30 60 71.25 30 50 2 late 36 36 63½ late 34 56 Table 3 starts with the continuation of this run to Rennes. Gradients are mostly insignificant as the line follows the River Vilaine, but the penalty is curvature that limits speeds on several sections. My TGV was splendidly handled, and our speed curve followed the theoretical profile with near-perfect accuracy throughout. As this unit was running on independently from Rennes we stopped in the centre of the platform and made quite a smart approach for what can be regarded as a scratch time over this section. By way of contrast I have included another TGV (run 8) that was spot on time and neatly used up the whole of the standard schedule. This unit had to run right up to the front of the platform at Rennes, making a notable difference to the stopping time. Apart from that the driver ran in stop/go fashion most of the way, then with more or less constant power over the undulations that follow the final crossing of the Vilaine. A perfect performance in operating terms – but between run 7 and run 8 there is a world of difference for the recorder! Between the two as a further contrast is the continuation of Frank Collins’ diesels in Run 5 – good sustained speeds, and perhaps a checked approach: I had a diesel run in 1988 that finished in exactly 4 mins from St-Jacques, so a net time of 35¼ minutes seems appropriate – practically the current TGV schedule.

So despite the presence nowadays of at least 8 minutes recovery time between Redon and Rennes it can be seen that some quite lively running is needed for timekeeping, at least on the trains making the largest number of stops. Electrification has clearly brought benefits, and was in any case inevitable if only to allow through TGV running from Paris. Where a direct comparison is possible – CC 72000 or BB 22200 on 400 tonnes – there is an advantage of about 8 minutes to the electric, of which roughly half are due to the infrastructure upgrade and the remainder to the BB’s greater available power, particularly valuable on the frequent uphill starts. For most of the Paris trains there is no contest: a TGV is at least a quarter of an hour faster than a CC diesel on 600 tonnes. But would electrification of a line like this be worthwhile in the absence of the TGV effect, and if more modern diesel units were available? Voyager-type MUDs would benefit from the same speed limits as TGVs and thus do better than the loco-hauled electric services, and could work the Bordeaux train without a traction change at Nantes. But the flexibility argument cuts both ways: the diagrams of Rennes’ BB 222XXs include long- distance freight workings to the south and east of France. And thanks to the large number of these and other electric locos SNCF possesses it was able to switch from diesel to electric traction to Quimper without any new purchases. As often, it is local factors that make the difference in this debate.

______Milepost 24¾ - 253 - Jan 2004

(This is a complete version of an abridged article that appeared in Milepost 24½)

SPEED RESTRICTIONS

Chris Taylor.

Speed restriction signs are mainly of two types in the U.K on National Rail routes. The older version are of the metal cut out design and painted yellow. Whilst the new type is similar to a reflective road speed restriction sign i.e. circular with a red border, black figures on a reflective white background. Where there is an arrow underneath the sign, this refers to the restriction on the diverging route in the direction of the arrow only.

There are a number of differential speed restriction in use today, and these need a little explanation. Where two figures appear on the same pole either as a metal cut out design or reflective design such as –

20 40 the bottom figure (40 mph in this case) applies to all passenger trains (loaded or empty), postal and parcels trains composed entirely of bogie vehicles (including units of classes 140 to 144). The upper figure (20 mph) is for all other types of trains.

There are a number of differential speed restrictions which apply to certain types of trains. These are all of the reflective design and up to 3 letters appear usually above the speed figure as set out below -

ABBREVIATION TRAIN TYPE EPS Class 221, 390 in tilt mode HST Class 180, 220 , 221, 253 , 254 (HST), 332, 373/1 or 373/2 train T Class 165 & 166 MU Multiple Unit trains DMU Diesel Multiple Unit trains EMU Electric Multiple Unit trains SP Sprinter trains (classes 150 – 175)

I have shown on the next page a few examples of these signs. ¾ Example A has a red circular border with black figures on a white reflective background. (in this case it refers to HST abbreviation – as above) ¾ Example B are warning signs in advance of the speed restriction and have yellow border with black figures on a white reflective background. ¾ Example C is the newest with black oblong border with a white reflective background between the black border and the red circle. Inside the red circle on a yellow background are black figures and will always appear with the letters “EPS” as they refer to tilting trains only. ¾ Example D is a warning sign in advance of a speed restriction black border and figures on a yellow reflective background and will always appear with the letters “EPS” .

______Milepost 24¾ - 254 - Jan 2004

40 kph

This sign above only applies to Metro Trains between Pelaw And Sunderland.

There are a number of other speed restrictions which are on a square board with black border and figures on a white reflective background with an “X” above the speed limit, This refers to the speed limit over a level crossing when running wrong line.

There are a number of other speed restrictions which are not visible from signs at the trackside. These usually refer to specific class of locomotives. To give just a few examples :-

ƒ Class 67 locomotives may not exceed 60 mph between Clay Cross North Junction and Milford via Sheffield or Barrow Hill ( the normal line speed is up to 100 mph in places) ƒ Class 60 locomotives may not exceed 20 mph over bridge 18 between Brinnington and Reddish North. ƒ Class 67 locomotives may not exceed 100 mph between King’s Cross and Shaftholme Jn. ƒ Class 373 EMU’s may not exceed 110 mph north of Grantham.

Class 67 locomotives have more restrictions placed on them due to their high axle weight.

Without a Sectional Appendix it can be difficult to check speed limits which are not shown on lineside signs. I have deliberately picked a complicated section to illustrate this point. The West Highland Line has many differential speed limits, those for Sprinter Units (15x) are displayed on lineside signs (as SP) as well as those for Class 1,2,3 & 5 trains, as far as I know other speed limits are not displayed at the lineside. From Craigendoran Junction to Bridge of Orchy there are 3 category of speed restrictions (Note 14x -pacers are not allowed on the West Highland Line.) :- ‰ Class 15X Units ‰ Class 1 – 6 trains ‰ Class 7, 8 & 0 trains From Bridge of Orchy to Fort William there are 4 categories of speed restrictions :- ‰ Class 15X Units ‰ Class 1, 2, 3, & 5 single headed trains ‰ Class 1, 2, 3, & 5 double headed trains ‰ Class 7 & 8 trains

From Fort William to Mallaig and Crainlarich Junction to Oban there are just 2 categories of speed restrictions :- ‰ Class 15X units ‰ All other non 15X trains. Just to illustrate the most complicated section I have set out the speed restrictions for the Bridge of Orchy to Rannoch section below. The speed limits apply to north bound trains on this single line, for southbound trains you need to look at the mileage then the speed limit on the line above.

LOCATION MILEPOST 15X CLASS CLASS CLASS NOTES Units 1,2,3,5 1,2,3,5 7 & 8 (marked Single double trains “SP” on headed headed & signs). Trains all class 4,6,0

______Milepost 24¾ - 255 - Jan 2004

Bridge of 48m 68c 15 15 15 15 Through Orchy platforms & points 49m 00c 45 45 40 30 49m 65c 60 50 40 30 51m 72c 40 40 40 30 52m 28c 60 50 40 30 53m 66c 50 50 40 30 54m 00c 50 40 40 30 55m 20c 60 50 40 30 Gorton 57m 40c 5 mph into engineers loop/ 61m 37c 50 40 40 30 61m 40c 60 50 40 30 62m 25c 70 50 40 30 63m 48c 45 40 40 30 64m 22c 40 40 40 30 Rannoch 64m 36c 15 15 15 15 Through platforms & points

______Milepost 24¾ - 256 - Jan 2004

CROSS COUNTRY LOCO HAULED PREMIER PERFORMANCES.

David Adams

The North East/South West route is one I used quite frequently from Birmingham to access other main lines, especially those from Bristol and Exeter to London. I also headed North East quite often, to sample the main lines to London from Derby, Leeds and Doncaster, but those performances were invariably peppered with TSR’s and my trips to the South West produced much better runs over the years.

Although the St Pancras services were the main stronghold of class 45/46’s they also worked a high percentage of trains on this cross country route. I had my fair share of runs behind them, though as the years went by there was a gradual increase in the use of class 47’s on these services and class 50’s also became regular as far north as Birmingham on a few of the through services to the North West.

In the earlier years the maximum line speed south of Birmingham New Street was 75 mph and the Lickey Incline was restricted to 60 mph with a 40 mph restriction at both Blackwell and Bromsgrove which was not conducive to noteworthy performances. However in the early 70’s much of the route was raised to 90 mph and the Lickey Incline was eased to 80 mph with a short 75 mph restriction at the summit, so from 1971 performances became more interesting.

Table 1 shows a 1973 run with class 45 hauling a 10 coach load and the running was certainly head and shoulders above the norm at that time. The train was manned by a Bristol crew working home on a Saturday and several PSR’s in the higher speed range were taken above the limit.

A brisk start was made from Birmingham and Kings Norton was passed in my fastest time to that date. The 80 mph limit down the Lickey bank was liberally interpreted, speed rising to 91 mph before a slight slowing to 85 mph through Bromsgrove. After Stoke Works we ran at 95-97 mph before slowing to 84 mph for the 80 mph PSR at Abbotswood Junction and then at 90-97 mph until slowing for Cheltenham. The average speed over the 20.78 miles from Dunhampstead to Cleeve, which includes the Abbotswood Junction slowing, was 92.9 mph. Cheltenham Spa was passed in under 37 minutes, a rare event in those days. Braking for the 60 mph turnout at Gloucester West Yard Junction did not start until Barnwood Junction, hence the unusual 88 mph at the latter. We continued in the same style and averaged 95.6 mph from Coley to Charfield, topping the rise beyond Wickwar tunnel at 87 mph. Yate South Junction was passed in just 61 minutes for the 78.15 miles from Birmingham. A record time to Bristol Parkway of 68 minutes was denied by a signal stop just short of that point, no doubt because we were early. I remember the driver shouting back to the guard after using the lineside telephone, “Haven’t we done well?”

This was my fastest run ever between Birmingham New Street and Westerleigh West Junction and I have not experienced anything similar since. It was certainly an exciting run to time but one can hardly condone the unnecessary excesses in speed in the circumstances.

Eventually the line speed south of Stoke Works was raised to 100 mph to accommodate HST’s. However, some drivers of loco hauled services were tempted and table 2 shows two high speed loco hauled runs, both with Saltley men in charge.

The first behind 46001 even surpassed 127’s efforts in table 1. On this occasion we averaged 96.4 mph from Dunhampstead to Cleeve with a maximum of 101 mph and made a net time of 36.75 minutes start to stop from Birmingham to Cheltenham.

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TABLE 1. BIRMINGHAM NEW ST. – BRISTOL PARKWAY

TRAIN/DATE 12.00 BIRMINGHAM 05.01.73 LOCO/LOAD E/F CLASS 45 127 10/352/370 POSITION/REC. 3/11 DAd

DISTANCE ACTUAL SPEED DELAYS AV.SPEED MILES M.S. MPH MPH 0.00 BIRMINGHAM NEW ST. 0.00 1.21 Church Road 3.07 34.5 23.2 4.43 Bournville 6.32 65 56.5 5.51 Kings Norton 7.55 40* 46.8 10.56 Barnt Green 12.49 77 61.8 12.01 Blackwell 13.54 83/91/85* 80.3 14.15 Bromsgrove 15.24 90 86.4 16.30 Stoke Works 16.52 87*/96 87.9 20.91 Dunhampstead 19.47 95 94.8 24.99 Spetchley 22.20 97 96.0 27.53 Abbotswood Jnc. 24.02 84* 89.6 29.39 Pirton 25.20 90/97 85.8 33.34 Eckington 27.49 94 95.4 36.09 Bredon 29.35 90 93.3 38.23 Ashchurch 30.59 94/97 91.7 41.69 Cleeve 33.12 92/90 93.6 45.49 CHELTENHAM 36.42 40* 65.1 48.65 Churchdown 39.48 79 61.1 51.01 Barnwood Jnc. 41.30 88/58* 83.2 52.90 Tuffley Jnc. 43.07 65 70.1 56.93 Haresfield 46.33 75 70.4 58.19 Standish Jnc. 47.35 73* Sigs. 73.1 59.88 Stonehouse 48.53 83 78.0 63.65 Coley 51.28 96/97 87.5 66.15 Berkeley Road 53.02 94/96 95.7 71.33 Charfield 56.17 92 95.6 73.15 Wickwar 57.30 88/87 89.7 78.15 Yate S Jnc. 61.00 80* 85.7 79.48 Westerleigh W Jnc. 62.49 30* 43.9 82.15 Winterbourne 65.48 63 53.6 67.40 0* Sig.Stop 70.03 84.10 BRISTOL PARKWAY 72.36

One train that I travelled on quite often was the overnight sleeper from Glasgow/Edinburgh to Bristol joining at Birmingham New Street where it departed at 07.00. It regularly loaded to 14/15 vehicles, occasionally 16. This train was often hauled by a class 47 from Birmingham but sometimes a class 45 would be provided and a class 50 in later years. The performance of 45139 with 14 coaches, also in table 2, was outstanding. The average speed over the Dunhampstead - Cleeve section was 94.3 mph, just over 2 mph slower than 46001, again with a brief 100 mph being attained.

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TABLE 2. BIRMINGHAM NEW ST. – CHELTENHAM SPA

TRAIN 08.15 BIRMINGHAM 07.00 BIRMINGHAM DATE 25.09.81 18.05.84 LOCO 46001 45139 LOAD E/F 10/365/375 14/514/525 POSITION/REC. 3/11 DAd 4/15 DAd

DISTANCE ACTUAL SPEED AV.SPD ACTUAL SPEED AV.SPD MILES M.S. MPH MPH M.S. MPH MPH 0.00 BIRMINGHAM NEW ST. 0.00 0.00 1.21 Church Road 3.08 33.5/46 23.1 3.56 27 18.4 TSR 30* 4.43 Bournville 8.02 56 39.4 8.05 56 46.5 5.51 Kings Norton 9.20 45* 49.8 9.23 43* 49.8 10.56 Barnt Green 14.23 76 60.0 14.46 69 56.2 TSR 20* 12.01 Blackwell 15.32 75*/91 75.6 17.30 30/86 31.8 14.15 Bromsgrove 17.02 88* 85.6 19.26 85*/87 66.4 16.30 Stoke Works 18.32 84* 86.0 20.56 85*/94 86.0 20.91 Dunhampstead 21.36 95 90.1 24.03 93 88.7 24.99 Spetchley 24.10 96/98 95.3 26.40 95/96 93.5 27.53 Abbotswood Jnc. 25.46 94* 95.2 28.20 90* 92.3 29.39 Pirton 26.55 100/101 97.0 29.32 96/100 93.0 33.34 Eckington 29.19 98 98.7 31.58 96 97.3 36.09 Bredon 31.00 97/99 98.0 33.43 93 94.2 38.23 Ashchurch 32.19 98 97.5 35.05 95 93.9 41.69 Cleeve 34.32 92/93 93.6 37.20 90 92.2 Sigs. * 45.49 CHELTENHAM SPA 37.53 68.0 42.11 47.0

West of Bristol Temple Meads I seldom found the running exciting and the schedules were hardly demanding. However, table 3 shows an above average performance by a class 46 on a 12 coach train. It was clear that brief easings were made after speed rose 93mph in a couple of places and 46004 must have been at the top of its performance capability to attain that speed on the level with this heavy train. The average speed from Yatton to Cogload Junction was an excellent 91.76 mph.

My final loco hauled run from Birmingham to Exeter in 2002 was probably also my final class 47 run and, true to form, that uncanny element of luck I seem to have with last runs struck yet again. Due to some slight excesses, mainly concerning the class 47’s maximum permitted speed, I am withholding details of the actual loco (except that it wasn’t 47818!), train time, actual date of the journey and the cause of any delay en route. Table 4 reveals all (well nearly all!).

The initial run from Birmingham to Cheltenham was completely unchecked and completed in 9 seconds under 37 minutes. After observing restrictions to the letter out to Kings Norton speed was allowed to rise to 86 mph down the Lickey bank and we then ran the 20.78miles from Dunhampstead to Cleeve at an average speed of 97.4 mph. This included 100 mph maxima either side of the slowing to 94 mph at Abbotswood Junction. From Stonehouse to Wickwar the average speed was 93.8 mph with a 98 mph maximum after Berkeley Road and we cleared the 1 in 281 rise through Wickwar at 90 mph. Signal checks then slowed progress from Yate to Bristol Parkway and TSR and further signal checks were encountered before Bristol Temple Meads where we changed drivers.

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TABLE 3. BRISTOL T.M. - TAUNTON

TRAIN/DATE 09.00 BRISTOL 26.07.77 LOCO/LOAD E/F 46004 12/408/440 POSITION/REC. 3/13 DAd DISTANCE ACTUAL SPEED DELAYS AV.SPEED MILES M.S. MPH MPH 0.00 BRISTOL T.M. 0.00 1.75 Parsons Street 3.12 51 32.8 5.85 Flax Bourton 7.16 72 59.5 7.99 Nailsea & B. 8.54 84/92 78.6 11.89 Yatton 11.32 91 88.8 16.70 Worle Jnc. 14.42 93 91.6 19.64 Uphill Jnc. 16.38 91 91.2 24.08 Brent Knoll 19.32 92/93 91.8 26.89 Highbridge 21.21 92 92.8 33.16 Bridgwater 25.29 91 91.0 35.58 MP 154 27.03 93/94 92.6 39.98 Cogload Jnc. 29.54 88/92/* Sigs. 92.6 44.71 TAUNTON 35.41

TABLE 4. BIRMINGHAM NEW ST. - EXETER ST D.

DATE 2002 LOCO/LOAD E/F 478xx (2,580 HP) 7/234/245 POSITION/REC. 5/8 DAd

DISTANCE ACTUAL SPEED AV.SPEED MILES M.S. MPH MPH 0.00 BIRMINGHAM NEW ST. 0.00 1.21 Church Road 3.30 30*/50* 20.7 4.43 Bournville 7.24 60 49.5 5.51 Kings Norton 8.41 45* 50.4 10.56 Barnt Green 13.15 84 66.3 12.01 Blackwell 14.19 75*/86 81.5 14.15 Bromsgrove 15.51 83* 83.7 16.30 Stoke Works 17.33 75* 75.8 20.91 Dunhampstead 20.34 98 91.6 24.99 Spetchley 23.02 100 99.2 27.53 Abbotswood Jnc. 24.37 94*/100 96.2 33.34 Eckington 28.12 98 97.2 36.09 Bredon 29.53 97 98.0 38.23 Ashchurch 31.13 96 96.3 41.69 Cleeve 33.22 98 96.5 45.49 CHELTENHAM SPA 36.51 CONT:

______Milepost 24¾ - 260 - Jan 2004

TABLE 4 CONT.

DISTANCE ACTUAL SPEED DELAYS AV.SPEED MILES M.S. MPH MPH CONT: 0.00 CHELTENHAM SPA 0.00 3.16 Churchdown 3.33 80/88 53.4 5.52 Barnwood Jnc. 5.49 40* TSR 62.4 12.70 Standish Jnc. 11.48 86 72.0 14.39 Stonehouse 12.54 96/92 92.1 18.16 Coley 15.18 95/90 94.2 20.66 Berkeley Road 16.55 95/98 92.7 25.84 Charfield 20.10 94 95.6 27.66 Wickwar 21.22 90/91 91.0 32.66 Yate S.Jnc. 24.51 45* Sigs. 86.1 33.99 Westerleigh W.Jc. 27.11 20*/60 Sigs. 34.2 36.66 Winterbourne 31.02 45* Sigs. 41.6 38.61 BRISTOL PARKWAY 35.26 26.5 0.00 0.00 1.05 Filton 1.51 48 34.0 4.23 Stapleton Road 6.13 * TSR/Sigs. 5.89 BRISTOL T.M. 11.34 0.00 0.00 * Sigs. 3.07 0* Sig.Stop 5.56 1.75 Parsons Street 8.48 35 11.9 5.85 Flax Bourton 12.44 82 62.5 7.99 Nailsea & B. 14.10 95/103 89.5 11.89 Yatton 16.30 99/102 100.2 16.70 Worle Jnc. 19.24 101 99.5 19.64 Uphill Jnc. 21.08 102 101.7 24.08 Brent Knoll 23.42 104 103.7 26.89 Highbridge 25.18 106 105.3 30.58 MP 149 27.27 100 102.9 33.16 Bridgwater 29.33 55* TSR 73.7 35.58 MP 154 31.40 80 68.5 39.04 Durston 34.02 90 87.7 39.98 Cogload Jnc. 34.40 89/99 89.0 44.71 TAUNTON 38.27 75.0 0.00 0.00 2.00 Norton Fitzwarren 2.47 65 43.1 7.11 Wellington 6.46 81 76.9 10.86 Whiteball 9.45 72 75.4 14.19 Tiverton Parkway 11.57 99/103 90.8 15.96 Tiverton Jnc. 13.01 99* 99.5 18.21 Cullompton 14.20 104/99* 102.5 22.37 Hele & B. 16.49 102/105/99* 100.5 27.35 Stoke Canon 19.42 102 103.6 29.51 Cowley Bridge Jnc. 21.08 60* 90.4 30.76 EXETER ST D. 23.07 37.8

I travelled in the opposite direction less often and did not have any really outstanding runs between Bristol and Birmingham with the class 45/46 locos. However, I did have a very “brisk” class 45 run from Exeter to Bristol one evening in 1976, again with a Bristol man on his way home, which appears in table 5.

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After a maximum of 86 mph beyond Hele and 85 mph near Sampford Peverell, Whiteball was topped at 76 mph and the descent to Taunton was taken faster than usual with a maximum of 96 mph at Wellington resulting in an unexpected start to stop time of 25m19s minutes from Exeter. After Taunton the driver indulged in a high speed sprint across the Somerset Levels with a maximum of 101 mph at Uphill Junction

TABLE 5. EXETER ST D. – BRISTOL T.M.

TRAIN/DATE 15.12 PLYMOUTH 15.07.76 LOCO/LOAD E/F CLASS 45 53 8/278/300 POSITION/REC. 2/9 DAd

DISTANCE ACTUAL SPEED DELAYS AV.SPEED MILES M.S. MPH MPH 0.00 EXETER ST D. 0.00 1.23 Cowley Bridge Jnc. 2.29 50.5 29.7 3.40 Stoke Canon 4.31 72 64.0 8.58 Hele & B. 8.20 84/86/76* 77.6 12.56 Cullompton 11.26 79/77.5 80.9 14.81 Tiverton Jnc. 13.10 79/85 77.8 16.57 Sampford P. 14.29 84 80.2 19.90 Whiteball 16.58 76 80.4 23.65 Wellington 19.28 96 90.0 28.76 Norton Fitzwarren 22.44 92 93.8 30.76 TAUNTON 25.19 46.4 0.00 0.00 4.74 Cogload Jnc. 5.04 82 56.1 9.14 MP 54 8.03 95/97 88.4 11.55 Bridgwater 9.33 92/90 96.4 17.83 Highbridge 13.35 97 93.4 20.64 Brent Knoll 15.18 99 98.2 25.08 Uphill Jnc. 17.58 101 99.9 28.01 Worle Jnc. 19.43 100/96 100.4 32.83 Yatton 22.39 100 98.5 36.73 Nailsea & B. 25.02 97 98.1 38.86 Flax Bourton 26.23 94/91 94.6 42.96 Parsons Street 29.23 60* 82.0 Sigs. * 44.79 BRISTOL T.M. 34.34 21.1 and a 97.1 mph average over the 29.72 miles from MP54 to Flax Bourton. Signals checked our approach to Temple Meads but the net time for this latter section was an exceptional 32.75 minutes. What purpose this exuberance served is questionable as the driver had a lengthy wait on arrival for his relief to appear.

The northbound “Devonian” was a train I occasionally used to travel back to Birmingham from Bristol and in 1980 I had two excellent runs involving GW liveried class 47’s, 47484 & 47500. The train ran non stop to Birmingham and was manned by a Saltley driver who took over at Bristol. The details appear in table 6.

On the first run with 47500 the driver was so keen to get away that as soon as the platform starter signal changed to a single yellow at 15.08 he moved off without the “RA” indicator being displayed. This resulted in being brought to a stand at a signal on Filton incline for a door check to be undertaken. Our driver then

______Milepost 24¾ - 262 - Jan 2004

TABLE 6. BRISTOL T.M. – BIRMINGHAM NEW ST.

TRAIN 15.08 BRISTOL DATE 03.09.80 16.09.80 LOCO CLASS 47 (2,580 HP) 47500 GREAT WESTERN 47484 ISAMBARD K. BRUNEL LOAD COACHES/E/F 12/403/435 12/403/430 POSITION/REC. 2/13 DAd 2/13 DAd

DISTANCE ACTUAL SPEED AV.SPD ACTUAL SPEED AV.SPD MILES M.S. MPH MPH M.S. MPH MPH 0.00 BRISTOL T.M. 0.00 0.00 1.55 Stapleton Road Sigs. * 3.18 50/53 28.8 3.69 Horfield Sig.Stop 0* 5.52 45 50.0 4.73 Filton Jnc. 15.35 50/55 18.2 7.11 50* 47.3 5.81 BRISTOL PARKWAY 16.49 50* 52.5 8.27 51* 51.1 7.73 Winterbourne 18.52 61/65 56.1 10.27 63/65 57.6 10.40 Westerleigh W.J. 21.52 33* 53.4 13.56 30* 45.9 11.73 Yate S. Jnc. 23.44 54 42.7 15.46 54 43.5 16.73 Wickwar 27.48 90 73.7 19.38 91 77.5 18.55 Charfield 28.58 97/100 93.6 20.49 93/88 92.2 23.73 Berkley Road 32.10 95 97.1 24.20 90 88.3 26.23 Coley 33.43 99/93 96.7 25.58 92/87 91.8 30.00 Stonehouse 36.07 95 94.2 28.31 90 88.7 31.69 Standish Jnc. 37.14 90/98 90.8 29.41 86/94 86.9 36.98 Tuffley Jnc. 40.48 65*/60* 88.9 33.21 70*/60* 86.5 38.86 Barnwood Jnc. 42.40 62 60.4 35.12 63 60.9 41.23 Churchdown 44.53 70/74 64.1 37.25 69/73 64.1 44.39 CHELTENHAM SPA 48.04 42* 59.5 40.39 39* 58.6 48.19 Cleeve 51.41 81 63.0 44.27 80 60.0 51.61 Ashchurch 54.04 93 86.0 46.51 91 85.5 53.79 Bredon 55.31 90 90.2 48.19 89/92 89.1 56.54 Eckington 57.17 95 93.3 50.09 91 90.0 60.49 Pirton 59.52 91 91.7 52.51 86 87.7 62.35 Abbotswood Jnc. 61.08 86* 88.1 54.09 86 85.8 64.89 Spetchley 62.53 88 87.0 55.54 88 87.0 68.96 Dunhampstead 65.38 91/94 88.8 58.39 91 88.8 73.58 Stoke Works Jnc. 68.39 90 91.8 61.46 82* 88.9 75.73 Bromsgrove 70.10 84 85.0 63.22 80 80.6 77.86 Blackwell 72.35 32 52.8 65.59 30 49.2 79.31 Barnt Green 74.39 50 42.0 67.54 55/81 45.3 Sigs. 82.94 Northfield 78.29 62* 56.8 71.00 79* 70.2 84.36 Kings Norton 79.54 45* 60.1 72.27 45* 58.7 Sigs. 86.54 Selly Oak 82.44 52 46.1 75.94 25*/5* Sigs. 88.66 Church Road Jnc. 85.49 35* 41.2 82.19 20* 87.37 Sig. 88.34 Stop 0* 89.88 BIRMINGHAM NEW ST. 90.58 86.22 proceeded to make up the time lost by making a fast descent from Wickwar and averaged 95.1 mph over the 14.96 miles to Standish Junction briefly attaining 100 mph beyond Charfield. After the Gloucester and Cheltenham slowings we continued to make fast progress attaining 95 mph at Eckington and averaging ______Milepost 24¾ - 263 - Jan 2004

90.4 mph over the 21.97 miles from Ashchurch to Stoke Works. Speed fell from 84 to a very reasonable 32 mph up the Lickey bank after which we ran into the mandatory signal checks approaching Birmingham, the double track section from Kings Norton being shared with a 15 minute interval suburban service as well as some Worcester line trains. The net time for this run was only 80.5 minutes against an easy 97 minute schedule of which only 8 minutes were recovery time and arrival was still 6 minutes early.

The second run behind 47484 was not quite so spectacular but nevertheless it was a sound performance. The running was closer to permitted speeds but despite this the net time was only 81.5 minutes and arrival was 10 minutes early. Unsurprisingly this train regularly arrived in Birmingham 7-8 minutes early despite the pathing problems approaching New Street.

I only had limited experience of class 50’s on the Exeter to Birmingham route but was lucky to have a run behind 50036 hauling a heavier than usual load of 13 coaches which appears in table 7. The running was excellent throughout. After an 82 mph maximum before Tiverton Parkway we passed Whiteball in under 18 minutes at 67.5 mph and made a net time of 27 minutes to Taunton. Speed briefly touched 100 mph after Bridgwater and the average from MP 54 to Flax Bourton was 93.4 mph. The net time of 34 minutes to Bristol was certainly not expected with this load. Despite a change of drivers at Bristol the running

TABLE 7. EXETER ST D. – BIRMINGHAM NEW ST.

TRAIN/DATE 11.35 EXETER FR 05.06.87 LOCO/LOAD E/F 50036 VICTORIOUS 13/435/460 POSITION/REC. 3/14 DAd DISTANCE ACTUAL SPEED DELAYS AV.SPEED MILES M.S. MPH MPH 0.00 EXETER ST D. 0.00 1.23 Cowley Bridge Jnc. 2.32 47 29.1 3.40 Stoke Canon 4.48 65 57.4 8.38 Hele & B. 9.00 77 71.1 12.56 Cullompton 12.11 80/78 78.7 14.81 Tiverton Jnc. 13.54 79/82 78.6 16.57 Sampford P. 15.13 81 80.2 19.90 Whiteball 17.53 67.5/94 74.9 23.65 Wellington 20.35 90* 83.3 28.76 Norton Fitzwarren 24.21 70* Sigs. 81.3 30.76 TAUNTON 27.17 40.9 0.00 0.00 4.74 Cogload Jnc. 5.25 75 52.5 9.14 MP 54 8.35 89 83.3 11.55 Bridgwater 10.11 91/100 90.3 17.83 Highbridge 14.09 99 94.9 20.64 Brent Knoll 15.52 97 98.2 25.08 Uphill Jnc. 18.40 94 95.1 28.01 Worle Jnc. 20.35 90/94 91.7 32.83 Yatton 23.42 93 92.7 36.73 Nailsea & B. 26.14 91 92.3 38.86 Flax Bourton 27.40 88/93 89.1 42.96 Parsons Street 31.36 20*/38 Sigs. 62.5 44.79 BRISTOL T.M. 36.44 21.3

0.00 BRISTOL T.M. 0.00 1.55 Stapleton Road 3.30 47.5/49 26.5 3.69 Horfield 6.12 42 47.5 4.73 Filton Jnc. 7.40 44*/20* Sigs. 42.5 5.78 BRISTOL PARKWAY 10.06 25.8 ______Milepost 24¾ - 264 - Jan 2004

0.00 0.00 1.95 Winterbourne 3.14 52/61 36.1 4.62 Westerleigh W. Jnc. 6.22 30* 51.1 5.95 Yate S. Jnc. 8.25 51 38.9 10.95 Wickwar 12.23 86 75.6 15.24 17.49 0* Sig.Stop 12.77 Charfield 18.59 28 16.5 17.95 Berkley Road 24.23 77 57.5 20.45 Coley 26.13 88/86 81.8 24.22 Stonehouse 28.49 88 87.0 25.91 Standish Jnc. 30.00 85/94 85.6 31.20 Tuffley Jnc. 33.40 71*/58* 86.5 33.08 Barnwood Jnc. 35.29 63 62.0 35.45 Churchdown 37.37 70/71.5 66.6 38.61 CHELTENHAM 41.17 51.7 0.00 0.00 3.80 Cleeve 4.31 77.5 50.4 7.22 Ashchurch 6.56 94 84.9 9.40 Bredon 8.21 90/97 92.3 12.15 Eckington 10.06 96 94.2 16.10 Pirton 12.55 60* TSR 84.1 17.96 Abbotswood Jnc. 14.44 65 61.4 20.50 Spetchley 16.51 77 72.0 24.57 Dunhampstead 19.57 83/86 78.7 29.19 Stoke Works Jnc. 23.12 83 85.2 31.34 Bromsgrove 24.47 81 81.4 33.47 Blackwell 27.29 29 47.3 34.92 Barnt Green 29.33 54 42.0 38.55 Northfield 32.46 77 67.7 39.97 Kings Norton 34.04 41*/48 65.5 42.15 Selly Oak 38.09 20*/40 TSR 32.0 44.27 Church Road Jnc. 41.56 30* 33.6 44.14 0* Sig.Stop 44.48 45.49 BIRMINGHAM NEW ST. 47.32 13.0

continued in the same style. The 1 in 75 Filton incline brought speed down from 49 to 42 mph and a signal failure at Charfield resulted in a dead stand for over 2 minutes dashing any hopes of a fast descent from Yate but we did attain 94 mph before the Gloucester slowing. After Cheltenham we attained 97 mph before a TSR at Pirton slowed progress. After only 1 mph above the 80 mph limit at Bromsgrove the Lickey bank was cleared at an excellent 29 mph. We then suffered the usual checks approaching Birmingham but the net time from Cheltenham was only 41 minutes, a very satisfactory performance.

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LETTERS TO THE EDITOR

Warships

I was very pleased to read Roy Price’s interesting letter in Milepost 24½ following my article on Kings and Castles in the previous issue.

Swindon Warships were indeed very rare performers on the Paddington – Birmingham line and Roy’s log is the one and only record of performance I have seen. Of course North British Warships took over for a few months on this line in 1967 when Paddington services were going through to New Street but the least said about that variant the better other than to mention that they were distinctly poor in performance compared to the Swindon type.

I have studied Roy’s log of D827 and in my experience the performance is about 4-5 mph faster on uphill sections than an above average King run with a similar load and 4-5 mph slower than a class 52.

This run is even more remarkable because only Old Oak Common crews were fully trained on this class and I suspect that this Wolverhampton Stafford Road job was worked by a tutor driver from the latter depot who may have had special training on this type. I believe that there were at least two such drivers and they were also involved in the delivery of new locos from North British in Glasgow to the Western Region and also in the trials with the BRCW type 4 prototype, D0260 Lion when that loco was diagrammed from Wolverhampton to Paddington and back for a week in 1962. It may well be that D827 had worked down the previous day with an Old Oak crew and suffered a fault that prevented it working its booked return job.

My own experience of Swindon Warships on this route is just one down run on the 16.10 Paddington but the Old Oak Common driver was one I knew by sight and his performances were always abysmal, so abysmal that if time allowed I would wait for the next train! He appeared to think that a diesel should be “linked up” like a steam loco so for example, after using probably notch 6 on the adverse grade through Greenford to Northolt East he would immediately reduce power by a couple of notches at the summit and not apply more power until the next adverse grade at Denham. It was a dark and cold night and I wisely did not bother to take any notes as the performance was very much as expected with an inevitable late arrival. I wonder if any other members can throw some light on Swindon Warship performances on this line.

With regard to the 17.30 from Oxford, Roy’s run is again remarkable because most drivers would take things easily at the start with a “cold” engine to give the fireman a chance to establish a reasonable fire and the tight 11.5 minute booking to Didcot East Junction was rarely kept as a result. However the driver on Roy’s run certainly showed a cavalier attitude and the sight of this train taking the curve on the approach to Reading station at 87 mph must have been one to behold. What memories!

David Adams Solihull

Voyager vs. 180

I really enjoyed Frank Collins' interesting article in the Milepost 24½.

I had an above average run with a 220 from platform 4 at Reading to Oxford last April and thought you may like to see it (please see next page) for comparison purposes with table 2 in the article. In fact I have already submitted it as a possible fastest time.

Unfortunately, it was dark so no speed readings from mileposts were taken.

David Adams ______Milepost 24¾ - 266 - Jan 2004

TRAIN/DATE 20.38 READING WE 09.04.03 UNIT/LOAD E/F 220029 4/186/190 POSITION/REC. 2/4 DAd DISTANCE ACTUAL AV.SPEED START - STOP MILES M.S. MPH MPH 0.00 READING (PLATFORM 4) 0.00 2.68 Tilehurst 2.27 65.6 5.56 Pangbourne 4.03 108.0 8.78 Goring & S. 5.38 122.0 12.46 Cholsey & M. 7.29 119.3 16.78 Didcot E Jnc. 10.07 98.4 17.83 Didcot N Jnc. 11.02 68.7 20.18 Culham 12.45 82.1 22.38 Radley 14.14 88.9 25.00 Kennington Jc. 16.04 85.7 27.43 OXFORD 19.14 46.0 85.5

Harassment

The harassment of David Ashley by British Transport Police (Letter MP24½) for using a GPS unit whilst monitoring train speed on the former Great Eastern line from Liverpool Street comes as no surprise. In this case ignorance of history is the likely cause of BTP’s actions.

In his book “From Shedmaster to the Railway Inspectorate” Christian H Hewison sets out what can be argued is the legal authority for our hobby. Accidents on the Eastern Counties Railway on 19 August and 13 September 1840 were investigated jointly by Lt-Colonel Thompson of HMRI. The eighth of his nine recommendations was that Every railway line to be marked with mile posts ‘so that every passenger, so disposed may have the opportunity of checking the rate of travel.’

Yours sincerely John Irving

Pre GPS Days

David Ashley’s tale of his tangle with Authority reminds me of a trip on the down ‘Clansman’ when the electric was changed at Carstairs and a Class 47 worked the train from there to Inverness via Waverley. I had managed to find a window seat on the down side from Carlisle, but then had to change sides for the Carstairs-Waverley section to see the posts. I found a seat but with my back to the direction of travel in the fairly busy train as it was mid-summer.

After a short while I became aware that the elderly gentleman sitting opposite me was staring intently at my stopwatch and my note taking. Without returning his stares at all I thought he would get bored or break the tension by the usual inquisitive but polite question. As we ran down from Cobbinshaw the tension increased as his stare continued. Eventually I looked up and returned his stare with a smile. His expression didn’t change and he didn’t utter a word. Eventually as we slowed in the outskirts of Edinburgh he leaned across the table and said slowly in a distinct Scottish East coast accent, ‘Ah think ye’re a spy son’. ‘Naw, naw’ I replied ‘it’s just an innocent pastime.’ I’d say in his defence the Cold War was still on then!

Sandy Smeaton ______Milepost 24¾ - 267 - Jan 2004

Errata - Blue Remembered Hills

In my article 'Blue Remembered Hills' published in Milepost 24½ I stated that 45568's time from Bedford North Junction to the stand at Luton was 17 min 48 secs. The time was 18 min 48 secs. The error was mine. K Phillips Peterborough

Steam Railway Research Society

Martin Barrett has been in contact with the Steam Railway Research Society:

The Society was formed in 1983 with two main aims:

• To encourage and facilitate research into all aspects of the steam railways of Great Britain • To ensure the long-term p • reservation of privately-held records of any description.

SRRS does not seek to duplicate the efforts of specialist groups or societies but to improve communications between all researchers and to seek and advise new sources of information. Working Timetables, Special Traffic Notices and Signalbox Train registers are frequently neglected items, together with records made by drivers and firemen, and also official documents compiled at loco depots.

RPS has been in contact with SRRS over the past few years and has obtained copies of logs compiled by Norman Harvey and James Wedgewood. The Norman Harvey collection consisted of 21 books covering 20 years or so. The James Wedgewood collection consists of three books of recordings (fairly basic minutes and seconds but no speeds) predominantly from the West Riding in the 1930s. These are in the process of being scanned into our archives by John Bull.

On my latest visit to the SRRS we have been loaned a collection of logs recorded by C.K.Dunkley between 1954 and 1965. It appears Mr Dunkley was a representative for a brassware company that made pipe fittings, and lived at Worcester Park in Surrey. He covered a wide area of southern England and travelled frequently over the following routes:

• Waterloo – Salisbury – Exeter • Waterloo – Bournemouth (many trips on the Up Bournemouth Belle) • Paddington – Bristol (many trips on the Bristolian) • Paddington – Oxford • Paddington – Plymouth – Penzance (incl. slip coaches at Heywood Road Jn) • Paddington – Birmingham • Charing Cross – Ashford – Folkestone • Victoria – Margate

He also made occasional trips over the following routes:

• Euston – Rugby – Birmingham • Paddington – South Wales • London – East Anglia • St.Pancras – Leicester

From March to December 1954 he only recorded in ¼ minutes so this is not really detailed enough for us. This is unfortunate as he recorded the prototype diesels 10202 and 10203 during this period. However the log of Atlantic 32421 has been recorded in detail. From 1955 to 1959 there are frequent journeys, but from 1960 to 1965 the quantity decreases. It makes you wonder if there are more logs out there just waiting to be found. ______Milepost 24¾ - 268 - Jan 2004

Here is a flavour of what the logs contain:

• Transition from unrebuilt to rebuilt Bullied pacifics • King Arthurs and Schools on South Eastern and South Western Main Lines • Lord Nelsons on South Western Main Line • Early D800s on Western Region • Sub 80 minute journeys Waterloo to Southampton and Salisbury • Good runs with Kings from Paddington to Exeter • Less than 100 minutes on the Bristolian • Mallard on South West Main Line • Less than 60 minutes with Bullied Pacific Brighton to Victoria

All these will be scanned into our archives during the next six months.

Do you have any data which may be of use to RPS or SRRS?

We are looking for ‘forgotten’ logs which you may have recorded over your lifetime. If you wish to loan them to us for scanning please contact John Bull. Have you considered what might happen to all your carefully recorded data when you pass away? We are trying to build up an archive of logs over the past century. We have data going back to the 1930s.

Should you have recordings of train movements with loco workings or other relevant operating recordings or publications then why not contact and/or join SRRS? Many RPS members are already members of SRRS. For further details please contact:

Richard Strange Secretary SRRS 30 Nottingham Road Bingham NOTTINGHAM NG13 8AT

Martin Barrett

______Milepost 24¾ - 269 - Jan 2004

Help Please

Bill Long has received a request from a group of researchers who are attempting to collate all available sightings of steam and diesel locomotives on the West Coast Main line between 1948 and 1968. The area concerned is from Euston to Perth including Birmingham, Manchester, Liverpool, Holyhead and Blackpool. They also collect records from the ex L&Y lines from Manchester, Liverpool Ex, Southport and Blackpool, as this helps with excursion traffic.

If you are able to help they are willing to reimburse photocopying and postage costs. They can also photograph notebooks.

When sufficient data is available, they hope to produce booklets covering specific years.

If you can help, please contact:

Chris Coates Phone 01257 421226 264 Wigan Rd Mobile 07976 560802 Standish Wigan E-mail [email protected] Lancs WN6 0AD

Corrigenda A few errors crept into John Heaton's Leeds - Chesterfield log in October's edition. It is reproduced below, with apologies. –Ed

Leeds to Chesterfield Loco/Unit 220034 Load 4/-/- Train 12.35 Edinburgh to Cardiff C. Date 13/08/2003 Rec/Pos/GPS?/Weath. JHe 1/4* No Sun Dec Miles Timing Point Sch. M. S. M.P.H. Ave. 0.00 Leeds d. 0 0 0 9½L 0.54 Whitehall Jct 1 48 18.0 1.74 Gelderd Rd Jct. 2½ 3 30 42.4 4.97 Ardsley TNP 6 2 76.5 7.59 Outwood 7 55 83.5 10.10 Wakefield W. a. 11 10 23 61.1 10.10 d. 12½ 11 43 9L 11.78 Sandal 2 17 -10.7 15.59 Nostell 5 4 49 90.2 18.23 Hemsworth 6 23 sigs** 101.1 20.01 South Kirkby 9 8 10 59.9 20.70 Moorthorpe 9½ 9 10 41.4 24.40 Hickleton 12 38 64.0 26.04 Bolton on Dearne 13 39 90tsr? 96.8 28.39 Swinton 15 15 13 90.0 33.33 Rotherham Masboro <1>(2) 18 29 90.7 33.76 Holmes Jct 22 18 56 57.3 35.41 Meadowhall 24 20 15 75.2 [1](½) 38.35 Nunnery Main Line Jct 27½ 22 31 *** 77.8 38.78 Sheffield a. 29½ 24 6 16.3 0.00 d. 32½ 25 45 2L 2.76 Millhouses 3 12 -7.3 ______Milepost 24¾ - 270 - Jan 2004

4.26 Dore 4 4 24 75.0 6.97 Dronfield 6 29 78.0 11.64 Tapton Jct 9 37 89.4 12.28 Chesterfield a. 11½ 10 32 41.9 *No timing seats in Coach A ** 14.05 KX-Leeds crossing down main ***Late braking for NML Jct Chesterfield to Sheffield Loco/Unit 221137 Load 5/-/- Train 06.40 Plymouth to Edinburgh Date 12/08/2003 Rec/Pos/GPS?/Weath. JHe 1/4 No Sun Sch. M. S. M.P.H. Ave. 0.00 Chesterfield d. 0 0 0 45L 0.64 Tapton Jct [1] 1 7 34.4 5.31 Dronfield (2) 4 31 85 82.4 8.02 Dore 10½ 6 39 c.65? 76.2 9.52 Millhouses 7 49 77.1 12.28 Sheffield a. 15 11 54 40.6

Timing Event: York to Thirsk

For some time now a number of members have contemplated a stationary timing event. The theory behind this is that a group of us spread out along a railway line and with accurate synchronised clocks note the passing times of all trains. This information can then be evaluated to produce and overall picture of train running. As far as I am aware no one in the society has tried this yet and it should produce some interesting data for non-passenger trains, which are of course quite hard to for us to log. I have looked around for a busy line with a good variety of traffic and in the end selected the East Coast Mail Line from York to Thirsk. A day’s exploration of the line produced 6 locations, five of which are suitable for sitting in a car and the 6th being Thirsk Station.

I would like to try this system of timing out. To get the best spread of trains a weekday is preferable and also daylight hours. My suggestion is try 2 or three hours one Friday afternoon in February or March 2004, it needs 6 or more of us with mobile phones, five of whom need cars, though a pair at each location would make life a lot easier.

Can any members who would like to join in this trial contact me on either 07771 984626 (also an answer phone on this number) or email me at [email protected].

Jeremy Hartill

______Milepost 24¾ - 271 - Jan 2004