MILEPOST 32 JANUARY 2012 III
28
To Wales in 1961: From page 266 Photo: Bruce Nathan RPS railway performance society
www.railperf.org.uk
RPS railway performance society Milepost 32¾ 221 ww w.railperf.org.uk January 2012
Milepost 32¾ – January 2012
The Quarterly Magazine of the Railway Performance Society Honorary President: Gordon Pettitt, OBE, FCILT Commitee:
CHAIRMAN Frank Collins 10 Collett Way, Frome, Somerset BA11 2XR Tel: 01373 466408 e-mail [email protected] SECRETARY & VC Martin Barrett 112 Langley Drive, Norton, Malton, N Yorks, YO17 9AB (and meetings) Tel: 01653 694937 Email: [email protected] TREASURER Peter Smith 28 Downsview Ave, Storrington, W Sussex, RH20 (and membership) 4PS. Tel 01903 742684 e-mail: [email protected] EDITOR David Ashley 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW. Tel 01895 675178 E-mail: [email protected] Fastest Times Editor David Sage 93 Salisbury Rd, Burton, Christchurch, Dorset, BH23, 7JR. Tel 01202 249717 E-mail [email protected] Distance Chart Editor Ian Umpleby 314 Stainbeck Rd, Leeds, W Yorks LS7 2LR Tel 0113 266 8588 Email: [email protected] Database/Archivist Lee Allsopp 2 Gainsborough, North Lake, Bracknell, RG12 7WL Tel 01344 648644 e-mail [email protected] Technical Officer David Hobbs 11 Lynton Terrace, Acton, London W3 9DX Tel 020 8993 3788 e-mail [email protected] David Stannard 26 Broomfield Close, Chelford, Macclesfield, Cheshire,SK11 9SL. Tel 01625 861172 e mail: [email protected] Steam Specialist Michael Rowe Burley Cottage, Parson St., Porlock,Minehead, Somerset, TA24 8QJ . Tel 01643 862182 E-mail: [email protected] Committee member: Michael Bruce, 234A Otley Rd., West Park, Leeds LS16 5AB Tel 0113 305 0367 E-mail: [email protected] Richard Howlett, 93 Newbury Gardens, Stoneleigh, Epsom, Surrey, KT19 0NY Tel: 020 8394 0340 E-mail: [email protected]
Non-committee official:- Topical points Martin Robertson 23 Brownside Rd, Cambuslang, Glasgow, G72 0NL e-mail: [email protected] Directors of RPS Rail Performance Consultants Ltd.:- Frank Collins (chairman), Peter Smith (secretary), Martin Barrett
CONTENTS Notices 223 London Midland 172‟s David Adams 232 Uneco Driving John Rishton 236 The one that got away Jeremy Hartill 240 Slow train to London Martin Robertson 244 Fastest Times Martin Robertson 247 Delectable Deltics David Lloyd-Roberts 259 Historical mysteries Ken Phillips 265 Weekends in Wales – Part one Bruce Nathan 266 30190 – Britain‟s newest steam Bill Long 273 China Paul Jeffries 276 Recorders Guide to SNCF Alan Varley 278 Letters 284 Milepost: Technical 287 News 231, 289
Enclosures (where subscribed): Distance Charts, 2012 Membership renewal forms (Please note that, due to the later Mass Timing Day in 2011, the publication of the supplement is deferred to April 2012)
Copyright The Railway Performance Society Ltd, registered in England & Wales No. 04488089 Use of the material in the magazine is permitted only for the private purposes of the reader
Milepost 32¾ 222 January 2012
No material in the magazine can otherwise be used for publication or reproduction in any form without the express permission of the Society
The views expressed in this magazine are not necessarily those of the RPS, the Editors or any of their advisers. Whilst efforts are made to ensure accuracy, the Editor his advisers and the RPS accept no responsibility for any loss or damage arising from any inaccuracies howsoever caused. Readers are asked to note that the RPS encourages contributions from all members, and articles may appear that are interesting in content, but occasionally may not be to the standard of the rest of the publication. Material sent to the Editors, whether commissioned or freely submitted is provided entirely at the contributors own risk; neither the Editor nor the RPS can be held responsible for any loss or damage howsoever caused. Published by The Railway Performance Society Limited, 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW Printed by Prontaprint Harrow, 7 Central Parade, Station Rd., Harrow, Middx, HA1 2TW.
PUBLICATION OF MILEPOST
Milepost is published in April, July, October, and January. If you have not received your copy by the end of the month of publication it may have gone astray. Requests for replacements of missing or defective copies should be directed please to the Editor.
REPRESENTING THE SOCIETY
The RPS is always keen to be represented at special media-type occasions. However, we do ask that anyone wishing to do this should do so with the express agreement of the Committee. Should the opportunity arise for any member or in exceptional circumstances, friend of a member, to do this please can contact be made with the Secretary (either by telephone or e-mail) setting out the circumstances of the occasion. Please give us at least one week in advance of the occasion.
SUBMITTING ARTICLES
Submissions may be sent as attachments to an email or by post as documents on a CD 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.
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.
Milepost 23¾ gave 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 2.54cm top, bottom, left and right.
Distance Chart Editor’s Report
First of all apologies for the significant error in the Chiltern Line chart at Northolt Junction which has been rectified this month; feel free to notify me if you spot anything untoward in any chart. I am glad to report that despite taking a rest from chart compilation over the last period I have been able to put together an issue this month featuring secondary lines in England and the main lines centred on Aberdeen in Scotland. I hope to have a revised Waterloo to Exeter/Weymouth done in time for April. An Irish issue has also been completed covering the Dublin to Cork and Tralee lines and from Limerick Junction to Athenry and Waterford. A further issue should follow later this year. The website continues to be updated with infrastructure news and details of forthcoming countrywide temporary speed restrictions for the following week are normally posted on the Thursday before. The selection has been expanded but I can provide information for any line upon request. Don‟t forget that if you have anything of interest to report you can do so via me or, without intervention, directly to the website. Finally, thanks to all those who have contacted me over the last year.
Ian Umpleby
Milepost 32¾ 223 January 2012
Fastest Times
Please send all Fastest Times contributions to David Sage at the address on the inside cover.
This is with the following exceptions:- David Ashley for Voyagers, 180s, Pendolinos, and 222s. Bill Long for DB material.
If in doubt then e-mail or post to my contact details on the inside cover.
Please, where practicable, also copy claims and logs to Lee Allsopp for the Society archive, and to Martin Robertson for material for his Fastest Times articles.
Note that the Members area of the RPS website – see www.railperf.org.uk - has the latest GB and Overseas Fastest Times. These times are also there in the general area, but without the recorder‟s initials. At present all entries are as up to date as possible from submissions received. I must still confess to a time-lag with regard to the general area, but Member‟s site is fine.
OVERSEAS CHARTS
Nothing to report at the moment.
David Sage January 2012
HISTORIC FASTEST TIMES
Any new records should be sent to Bevan Price at [email protected], or by post to me at 24 Walmeseley Road, Eccleston, St. Helens, Lancs., WA10 5JT
Bevan Price
SALES ITEMS Back Numbers: Certain back issues of Milepost, from Milepost 6 onwards, can be supplied at a price of £2.50 each including postage. Supplies are extremely limited and once sold they will not be reprinted. Details of issues available will be supplied on request. Milepost is available in the British Library; the Bodleian Library, Oxford; the University Library, Cambridge; The National Library of Scotland, Edinburgh; The Library of Trinity College, Dublin, the National Library of Wales, the National Railway Museum and the Railway Studies Library at Newton Abbot Library. Where a requested edition is out of print the member will be provided with a letter of authority from the Society (as copyright holder) to enable a complete copy to be taken from any of the Library copies. Indices for volumes 7, 8, 10, 12 to 19 and 21 are available and will be supplied free of charge on receipt of an A5 size stamped addressed envelope.
Distance Chart Supplements.
All supplements are issued in A5 loose leaf format. Following a review, the price of these supplements has been reduced, but they will no
Milepost 32¾ 224 January 2012 longer be supplied with binders.
UK Distance Supplement: £17.00
The complete collection of RPS distance charts compiled to date. Individual new and revised charts are issued with Milepost when they become available.
Overseas Distance Supplement (Section 1 France): £8.50
The complete collection of Issue 2 distance charts compiled to date. Individual new and revised charts are distributed occasionally with Milepost to those members who have paid a small supllementary membership fee.
Overseas Distance Supplement (Section 2 Ireland): £7.50
The complete set of Irish distance charts as published in 2005/6. If any revised charts are published they will be distributed with Milepost to those members who have paid a small supllementary membership fee. Historical Fastest Times 2004, 2006 Editions: £2.00 each; 2004/6/7 pack: £7.50 Orders for all above sales items please to Peter Smith. All prices include postage. Please enclose the correct remittance with your order and allow 28 days for delivery.
VOYAGER, ADELANTE, CHALLENGER, PENDOLINO and Reopened ECML, GE and GW RECORDS.
The notice of members is drawn to the monthly e-mail update of Fastest times for Classes 180/220/221/220+221/222/390 and the re-opened lists for FGW/ecml and GE. If anyone would like to start receiving these lists please let me know by e-mail to [email protected]. If a current recipient wishes to withdraw his name, please let me know.
For the benefit of new members the re-opened lists refer to the fastest performances recorded on and from the arbitrary start date of 18/5/08 They are usually, but necessarily, slower than the printed book Fastest Times, many of which were achieved pre-data recorders and involved speeds that are unlikely to be repeated. The re-opened records are for HSTs from FGW services plus Wakefield Westgate to Penzance, Class 91s and HSTs on Fastest Time book 'ecml' sections and for Class 90s on GE sections.
Submissions must be made in excel or works spreadsheet and the format used on the lists issued, unless the member does not have access to the technology. This is to minimise copying errors and compilation time. It would be a good idea therefore for new members to wait until they have received an issue of the lists before participating to save them from indulging in unnecessary detail. No logs are needed for this exercise, although David Sage and Martin Robertson would appreciate a copy if the record is also a new Fastest Times book entry, as opposed to just a re-opened one.
If in doubt please do not hesitate to contact me on the above e-mail address, by phone on 01895 675178 or letter to David Ashley, 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW
*** Please note the changed arrangements ***
Milepost 32¾ 225 January 2012
THE MEETINGS SECTION
THURSDAY 26TH SATURDAY 11TH THURSDAY 23RD TUESDAY 20TH JANUARY 2012 FEB 2012 FEBRUARY 2012 MARCH 2012 The Royal Oak The Calthorpe Parkway Pub The Grove Inn LONDON LONDON BRISTOL LEEDS 1630 1200 for 1215 1645 1700 Area Meeting Doug Landau Area Meeting Area Meeting
From shovels to CTs
Saturday 12th May 2012 – AGM at The Lamb in London
Coming soon – July 07th – Mass Timing Day Marylebone – Banbury
Sept/October – talk by David Clough in York on Diesel Electric v Diesel Hydraulic
DIRECTIONS TO THE VENUES
LONDON – The Royal Oak, 44 Tabard Street, London SE1 4JU. From Borough tube station, turn left and at first road junction turn right into Great Dover Street and the almost immediately left into Long Lane. Tabard Street is a few yards on the right (5 minutes walk). OR from London Bridge walk down approach road and turn left into Borough High Street, Turn left by Southwark Local Studies Library, with St Georges Church on right, into Tabard Street. Cross Long Lane and continue down Tabard Street with Royal Oak on right (just over 10 minutes). Please let Richard Howlett know if you are coming on 020 8394 0340 or [email protected]
LONDON – The Calthorpe Arms, 252 Grays Inn Road, London WC1. From King‟s Cross station cross Euston Rd and turn left towards Grays Inn Road, where you turn right, and walk southwards down Grays Inn Rd. The Calthorpe Arms is on the left (About 10mins walk from King's Cross) OR From Russell Square Piccadilly Line station turn right, then turn first right into Grenville Street then first left into Guilford Street (Great Ormond Street Hospital on right) and walk to the end of Guildford Street where it meets Grays Inn Road. The Calthorpe Arms is diagonally left from the end of Guildford Street. We will use the Dining Room upstairs
LONDON – THE LAMB 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 King‟s Cross station cross Euston Rd and turn left towards Grays Inn Road, where you turn right, and walk southwards down Grays Inn Rd to the junction with Guildford Street, where you turn right. Turn left at Guildford Place, and Lamb's is on the left. (About 10mins walk from King's Cross) We will use the Empire Theatre Bar /
Milepost 32¾ 226 January 2012
Dining Room upstairs
LEEDS – THE GROVE INN, Back Row (off Neville Street), Leeds The Grove Inn is around 400 yards south of Leeds City station (under10 minutes walk). From the south concourse at Leeds City station go past M & S Simply Food, cross the road and into a circular building, go down the steps and turn sharp right at the bottom, continue under the railway on Neville Street, past the Hilton Hotel, over the river, cross Water Lane, next on the right is a large new office complex called Bridgewater Place with Starbucks and a Tesco Express, turn immediately right after Bridgewater Place into Back Lane and The Grove Inn is on the right (an old building surrounded by modern office blocks). It is highly visible from Neville Street at this point). If you are going to attend this meeting, it would help if you can let Chris Taylor know on 07941 315846 or [email protected]
BRISTOL PARKWAY - Members should leave Parkway station by the up side main entrance, walking down the station approach past the bus stops and turning right at the main road. The Parkway is then visible. The meeting will start at 16.45, members making their way to the venue individually. The pub is open all day and food is available all afternoon so members might with to get there early to eat. Food is not permitted in the meeting room. The rental is free but members are encouraged to use the bar in return for this.. Please advise John Heaton on 01626 865526 or [email protected] if you are coming
FREE SOCIETY MEETINGS All society meetings are free of charge to Members attending; i.e. no contribution will be asked towards the hire of rooms. The committee wishes to encourage Members to come along to meetings, talk to other train timers and share information and experiences of traction performance. The Society has a digital projector and if any member would like to give a short presentation at a society meeting using this projector (or without if they prefer), or if anyone has any topics for discussion at meetings please contact the Meetings Organiser.
BRISTOL MEETING OCTOBER 20TH 2011 – John Rishton
Fourteen members attended the second meeting at the new Parkway venue; three being more than two hundred miles from their “home” station. Is this a new Society record for an area meeting?
As is usual a variety of topics were discussed. These included details of a week‟s travels on a Rail Rover with journeys mainly on East Coast , but also including First Great Western, CrossCountry and Virgin; the current scene on Chiltern along with an interesting comparison with a 1970 run and a recent run from Liverpool Street out to Colchester that took only 9 seconds longer than the best time in our archive – that from long before black boxes and defensive driving!
Also discussed were the low voltages sometimes experienced when recording electric traction, upgrading of 25kv power supplies, especially on the West Coast in readiness for faster London Midland services and new electric multiple unit services north of Golborne junction, summer holiday trains (mainly to the south west) and Eurostar to the south of France and the route on into Spain.
The next meeting will be held at the same venue on 23rd February 2012, commencing at 16:45. It is hoped to standardise future meetings on the last Thursdays of February, June and October each year but this is subject to availability of the upstairs meeting room at the Parkway – so please still keep an eye on The Meetings Section of Milepost!
Milepost 32¾ 227 January 2012
LEEDS MEETING – September 2011
A convivial meeting was held on 6th September. David Stannard reported to the meeting that all the Voyagers, operated by both West Coast and Cross Country, had had their engines downrated from 750 hp to 700 hp without any noticeable timekeeping issues.
Bombardier had been experimenting with "acceleration rate control" but had abandoned this a while ago, but the Voyager operators have now been experimenting with an Alstom traction package which limits the starting tractive effort. The idea is to save fuel as all train drivers drive differently, and by using this software package they can eliminate some of this differenes and save fuel. David later said that he did not know if any of these modifications had been fitted to East Midlands Trains Meridians (class 222). A member said that the Voyager that he travelled in between Birmingham and Derby (he travelled in the front coach) had slipped quite a bit due to that day's damp rail conditions, but had not lost any time.
David Stannard reported on his timings taken at Chelford station on the return steam train working from Scarborough on a Friday night. The first couple of Fridays it had been worked by the unrebuilt West Country Pacific "Tangmere" which had passed Chelford at higher speeds than the subsequent trains, worked by Stanier Pacific "Princess Elizabeth": the later trains being in the upper 60's but Tangmere passing at 71 mph.
Chris Taylor presented papers detailing runs he had between York and Edinburgh, which compared the computerised working timetable, the TRUST report and the actual running time. Departure from Darlington going north was 7 minutes late due to an empty coal train being allowed in front at Northallerton. This had been reduced to 4 minutes at Newcastle, 3 minutes by Berwick and with a 6 minutes early arrival at Edinburgh. Coming south delays at Alnmouth and Morpeth due to cycles being at the wrong end of the train resulted in a 6 minutes late departure from Morpeth, on time arrival at Newcastle with a 2 minute late departure again for the same reason. Darlington departure was 4 minutes late due to "police action" but arrival at York was 1 minute late. Added extra time seems to more evenly spread coming south. Martin Barrett said that the new "even interval” timetable is anything but, with London to York non stop working time varying between 108 and 111 minutes.
Finally Chris Taylor showed runs on a Grand Central 180. Arrival from Wakefield Kirkgate at Doncaster had been 12 minutes early in spite of following the Leeds to Doncaster stopper, and a 5 minute signal stop outside Doncaster: the cable fairies had been in action around Knottingley. South of Doncaster only 3 out of the 5 engines were working and even though the train was 9 minutes late by Sandy, it was only 2 minutes late at King's Cross, due to a complete absence of signal checks south of Doncaster. Coming back north with a 5-engined 180 a couple of signal checks approaching Hitchin and Grantham did not deter the driver who was on eco mode driving north of Newark but still 1¼ minutes early into Doncaster - with a running time of 90 minutes 39 seconds (a fastest time).
LEEDS MEETING November 2011
Following a report on the London meeting, Driver Advisory Systems were discussed. A driver, with his route knowledge, could save fuel by running at speeds which fully utilise any recovery/pathing allowance. However, the driver does not have knowledge, whilst running, of train conflicts ahead which might result in late arrival if running at reduced speed. On Pendolinos, the drivers have not been involved in energy saving, but the normal acceleration rate is now at a reduced rate compared with a couple of years ago. They have a "boost" button which they can use to regain time, although this button only restores to the previous normal acceleration rate. On class 185's the software shuts down one engine: this is controlled by the diagram/GPS/route. Today, modern diesel engines work better on full
Milepost 32¾ 228 January 2012 power. On the ECML class 91, HST's and 220/221 have different WTT times. On semi fast services, HST's will probably use full power for a substantial portion of the journey whilst a London to York non-stop train will coast for a substantial part of the journey.
A problem that conflicts with energy saving is the “approach control” at stations and junctions: an example is the approach to Crewe from Manchester where all trains seem to slow to around 5 mph, or completely stop: this might be associated with the signalling overlap.
The Great Western/Hull Trains Driver Advisory system utilises GPS but its accuracy is such that the system cannot distinguish which track the train is using, so if the train is on the relief line instead of the main line the system does not recognize this, but assesses that the train is running slower than normal and switches off. The system is capable of providing a significant amount of information to the driver e.g. gradients etc but too much information could be distracting to the drivers.
Cruise control on Pendolino's is extremely good, and is improving on the ECML class 91's/DVT with modern monitoring equipment. On class 90, train cruise control only works on the locomotive and not in the DVT.
Chris Taylor
MARTIN TASKER MEMORIAL LIBRARY
The Society holds a large number of books (~170) containing articles on performance, or containing information of use to Society Members. Full details of the books held are contained in past issues of Milepost.
The books are available for borrowing by contacting me by letter, phone or E-Mail. The borrower will be responsible for postage in both directions. It will be possible in many cases for arrangements to be made to pass books on at Society Meetings to avoid postage costs in one direction at least. The length of the loan can be flexible by agreement.
The Society will be happy to receive donations to the Library. Items should be related to Railway Performance (no Magazine Collections please). Again please contact me regarding this. New items received into the Library will be notified in updates published in Milepost. The entire contents of the library will are listed on the Society Website.
Lee Allsopp
RPS ARCHIVES – LATEST UPDATES
The RPS Archive consists of material collected over the years from submissions and donations of material and collections by members. We are also indebted to the Steam Railway Research Society (SRRS), and the Stephenson Locomotive Society (SLS) for giving us the opportunity to scan some of their material for inclusion in our archive.
The following is a short summary of the material that is has been added to the Archive on our Website since the last issue of Milepost. The Website is generally updated on a monthly basis, normally the first Sunday in the month. It you haven‟t had a look yet, then please give it a try!
Latest material from Lee Allsopp (including GPS track info) and Ian Umpleby. Latest UK Fastest Times added
Milepost 32¾ 229 January 2012
David Adams logs from the third quarter of 2011 Milepost 32½ Latest runs from Bob Jennings Latest runs from Richard Howlett More of Michael Rowe‟s steam logs from the 1960s More of Michael Moulder GW Postal Runs from 1976 onwards 15 more Notebooks from Bernard Harrison covering 1956 to 1965, mainly in East Anglia, but with a good selection from all around the country as well, plus some French Steam Runs Latest runs from Charles Foss Logs from John Rishton to go with his Fastest Times entries Bruce Nathan‟s latest book with his travels in 2011 Latest entries from David Sage‟s database Papers from Eric Rudkin containing his own runs, and some runs from the 1920s/1930s that were contained in folders labeled „R E Charlewood‟ Latest Fastest Times from Brian Milner and Sandy Smeaton Lee Allsopp
NEED MATERIAL FOR ARTICLES?
Do you feel that you could write an article for Milepost if only you had access to material to do so? Just want some information to satisfy an idle curiosity? Even if you don‟t have access to the Society Archives on the website, you can still get information and logs for that article or whatever by contacting me direct by either E-Mail, phone or letter. Just ask me the question and I‟ll see what we can come up with!
Lee Allsopp
PROVISION OF CURRENT MATERIAL FOR RPS ARCHIVE
With many members now being connected by Broadband, we are now in a position where we can receive contributions via E-Mail of current material from as many members as wish to contribute. A member could record a log one day and send it to me immediately for inclusion in the database and archive. Would any members who may wish to participate in this please contact me by E-Mail for further details.
I can accept material in a number of formats, Word, Excel, Acrobat pdf files and scanned images of hand written material (eg notebooks). For scanned images we find that scanning at 150 dpi gives perfectly acceptable results, while producing files of a reasonable size (200KB-1MB depending on size of paper, density of printing etc)
Lee Allsopp
In Committee – September and December 2011 meetings
RPS attendance at WHR steam trials was discussed. Sufficient volunteers were available, but discussion followed on what data would be available and who would analyse it.
Arrangements for various press releases were reviewed
Feedback from Virgin Charity Day and Rugby-Birmingham-Stafford MTD were discussed.
Milepost 32¾ 230 January 2012
The Committee considered finance arrangements for 2012, and agreed that subscriptions should remain at 2011 levels, with no increase in subscriptions (renewal form enclosed). Surplus cash should be utilised, where necessary, to ensure that the website and database remain secure. Whilst MLI income was not guaranteed, it was agreed that funds should be reviewed retrospectively when considering future subscription levels. For future years, it was suggested that more material would be issued on-line, but we should always remember that 10-15% of members are not connected to the internet.
Preparations for the AGM were discussed, as were the options for the 2012 Mass Timing Day. Whilst the Chiltern Trains option was preferred, the lack of loco hauled services on Saturdays and the absence of “unlimited travel” tickets, was a cause of concern. Investigations continue.
Regarding technical matters, gradient data will be added to distance charts where appropriate. Eco driving and XC power output developments are ongoing.
MARK WARBURTON
It is with regret that we announce the recent death of member Mark Warburton from Bristol. Our sympathies are with his family. An obituary will appear in a future edition.
FROM THE RPS WEBSITE
Weardale Retrenchment GPS Update: China Carlisle-Sellafield loco-hauled experimental service Ashchurch to be renamed Class 460‟s to work with 458‟s Fishguard & Goodwick to be reopened in March Norton Bridge buildings to be demolished? Cannock line to be upgraded Metropolitan Line changes Swansea-Llanelli re-doubling Peterborough redevelopment to go ahead Class 172 speed classification Nuneaton north points installed Glossop shortened Temporary closures: Hastings-Ashford, Roman Bridge and Lymington Pier NXEA promotion: Single £5 tickets. Grand Central changes
A HAPPY NEW YEAR FROM YOUR COMMITTEE TO ALL MEMBERS
Milepost 32¾ 231 January 2012
LONDON MIDLAND CLASS 172’s IN SERVICE
David Adams
I have watched the introduction of London Midland class 172‟s with some interest being another milestone in the changes to my life-long local commuter route between Solihull and Birmingham Snow Hill which I have been using from a very young age for leisure, school and work going back to the early 1940‟s. This comes directly on top of Chiltern‟s big “Mainline” speed up resulting in a massive transformation in a relatively short space of time, almost too much to take in after years of virtual inertia.
There is absolutely no doubt that the class 172‟s are far superior in performance to the class 150‟s they are replacing but I am less enthusiastic about the passenger comfort they provide, other than the bonus of carpets and air conditioning. I spent over an hour on a 172 returning home from Kidderminster one recent evening and I was in some discomfort after only 15 minutes due to the small dimensions and hardness of the seat cushions. Despite a three car 172 being 10.68m longer than a three car 150 it only has 219 seats including at least 29 tip up seats, against the 220-223 of a three car 150. The windows are coated which causes some distortion of the outside world but thankfully not as bad as the coating applied to LM‟s class 323 fleet. GPS is not affected.
Driver performance appears to be erratic with some taking to their new traction with confidence while others are failing to maintain normal class 150 times between stations. This is despite the superior acceleration of the class 172‟s which is up to 10 mph faster than a 150 over the first 1¼ miles from a start. However, I recorded my slowest ever journey on the 0.47 mile journey from Moor St to Snow Hill with a class 172 recently, 2m 29s (11.4 mph) against a normal class 150 time of 1m 50-55s and that on a train running 4 minutes late. One problem I have noticed is their inability to maintain 20 mph on a rising gradient without frequent adjustments to the power setting which results in a very jerky ride. This driver appears to have been trying to avoid the jerks by maintaining about 15 mph or less but with a detrimental effect on timekeeping.
The three car units were the first 172‟s to enter service and it was six weeks hence before I travelled on a two car unit. It is well known that the drag effect slightly favours units of a longer formation and the two car 172 performance was very slightly below that of a three car as it was with class 150‟s.
Although these 172 units have a 100 mph maximum speed I cannot think of anywhere that this figure can be achieved between timetabled stops in daily service. The fastest speeds are attained on the four evening services that terminate at Leamington Spa and table 1 below features a run on the 18.00 from Kidderminster which is the only train to omit a stop at Warwick Parkway. Maxima of 88 mph before the Hatton stop and 90 mph through Warwick Parkway were attained on this run. A Leamington man going home probably increases the chances of some decent running on these trains. Despite the high intermediate speeds only two sections of this run featured fastest RPS times, Lapworth–Hatton and Hatton–Warwick. Apart from these services and the corresponding morning services from Leamington Spa, 75 mph south of Stourbridge Junction is likely to be the normal maximum attained.
The following table 2 compares three car 172‟s with three car 150‟s and table 3 similarly compares a two car 172 with a two car 150, all between Solihull and Birmingham Moor St in the down direction. I have had far less 172 up runs on this section to date and those I have
Milepost 32¾ 232 January 2012
TABLE 1 had were the subject of poor handling. One run in particular saw the driver crawl at 10 mph from a Train 1800 Kidderminster point at least three cars away from the 3 car stop Date Th 03-11-11 sign at every station. MP 123½ & MP 124¾ are Unit 172345 the normal points where power is shut off for Load 3,123/125 Olton and Acocks Green stops on the down.
Position GPS 1/3 Y I was surprised to find that on many 172 runs Distance Actual Speed drivers were not shutting off power until the point Miles m.s mph they would normally do so with a class 150 0.00 SOLIHULL 0.00 (2 LATE) travelling 10 mph slower. However, the gain here 0.77 Hillfield Rd UB 1.18 60/68 was sometimes lost by cautious final approaches to stops. 1.45 WIDNEY MANOR 2.25
0.00 0.00 The dwell time at stations is slightly longer for a
1.31 Bentley Heath 1.49½ 70 class 172 due to the door closure taking longer. I 1.89 DORRIDGE 2.50 recorded several station dwell times on a class 0.00 0.00 150 of only 23-25 seconds on a lightly used late night service but 30-35 seconds was the norm on 0.76 Darley Green UB 1.16 64/82 a similar service with a class 172. Much of the 2.60 LAPWORTH 3.14 time gained by the superior acceleration of the 0.00 0.00 172 is therefore lost in station dwell time.
1.66 Rowington 2.01 80/88 4.17 HATTON 4.27 Only seven of my personal best class 150 times on this route have been bettered by a class 172 0.00 0.00 90/88 to date and then only by a few seconds, so there 2.87 Warwick Parkway 2.53 89/90 is little prospect of any speeding up of overall 4.16 WARWICK 4.18 journey times. Nevertheless the 172‟s offer a 0.00 0.00 57 much smoother and quieter ride than a class 150.
Sigs. There is no squealing of wheel flanges on the 15 mph curve at Stourbridge North junction or from 1.01 MP 107 1.45 38*/16*/39 the brakes as the train comes to a stop at every 1.94 LEAMINGTON SPA 4.05 (4 EARLY) station, regular features with a class 150. Of course all the plus points are very welcome improvements but some of the minus points are rather a disappointment.
By the 28th November class 150‟s appeared to have disappeared from the Snow Hill line services but the former 150+153 diagram is now covered by a 172/3+153, a surprising combination given the difference between hydraulic and mechanical gear boxes. Table 4 shows my only run with this combo and the performance was up to 4 mph better than a single 150 and about 5-6 mph slower than a 3 car 172. The fact that this combination was reported by one conductor as not being able to keep the schedules must be down to the restricted access in the 153 unit causing station overtime rather than the capability of the units as the schedules are still based on class 150 performance. I suspect that the 153 was locked out of use on my run as it was empty when it departed Moor St and the 172 had several standing passengers when it departed Solihull. Further news emerging concerns three class 170‟s which are to be drafted onto the Snow Hill lines in the not too distant future as class 172 availability is currently said to be at 70%, mainly due to relatively minor faults. I have not personally experienced any 172 problems on the 34 journeys I have made on them to date though there are still three 172/3‟s and two 172/2‟s I have yet to see in service as of 02/12/2011.
Milepost 32¾ 233 January 2012
TABLE 2 Train 1028 Dorridge 1409 Dorridge 1509 Dorridge 1509 Dorridge Date F 23-10-09 M 18-10-10 W 12-10-11 Tu 24-10-11 Unit 1500016 150017 172345 172341 Load 3,109/112 3,109/112 3,123/127 3,123/126 Position GPS 1/3 Y 1/3 Y 1/3 Y 1/3 Y Dist Actual Speed Actual Speed Actual Speed Actual Speed Miles m s mph m.s mph m s mph m s mph 0.00 SOLIHULL 0.00 1½ LATE 0.00 1.20 MP 123½ 1.50 62/64 1.50 59 1.40½ 69/70 1.38 70/72 1.82 OLTON 2.48 2.55 2.40 2.43 0.00 0.00 0.00 0.00 /51 0.00 0.63 MP 124¾ 1.10½ 47 1.10 47 1.06 45 1.05½ 54 1.02 ACOCKS GREEN 1.57 2.01 1.58 1.58 0.00 0.00 0.00 0.00 0.00 /59 0.92 Tyseley 1.35½ 55 1.35 54 1.29 60 1.26 58 X/OVER 60/61 X/OVER 63 X/OVER 59* X/OVER 56*/58 1.97 Small Heath 2.39 58/60 2.36 60/62 2.31½ 63 2.32 57/58 2.96 Bordesley 3.40 55*/30* 3.34 57*/30* 3.31½ 57*/30* 3.33 56*/26*/28 3.72 BIRMINGHAM M St 5.08 5.11 5.03 5.11 TABLE 3 TABLE 4 Train 0846 Dorridge 1446 Dorridge Train 0928 Dorridge Date Sa 30-04-11 Tu 01-11-11 Date F 02-12-11 Unit 150122 172212 Unit 172336/153356 Load, position, GPS 2,75/78, 1/2 2,84/87,1/2 Load,position,GPS 4,164/180, 2/4 Y Dist Actual Speed Actual Speed Dist Actual Speed Miles m s mph m.s mph Miles m s mph 0.00 SOLIHULL 0.00 (RT) 0.00 (RT) 0.00 SOLIHULL 0.00 (½ LATE) 1.22 MP 123½ 1.51½ 58 1.39½ 68 1.20 MP 123½ 1.53 64 1.84 OLTON 3.00 2.43 1.82 OLTON 2.58 0.00 0.00 0.00 /53 0.00 0.00
0.63 MP 124¾ 1.11 46 1.06 52 0.63 MP 124¾ 1.26 46 0.97 ACOCKS GREEN 1.58 1.58 1.02 ACOCKS GREEN 2.19 0.00 0.00 43 0.00 48 0.00 0.00
0.66 MP 125¾ 1.15 41 1.10 46 0.92 Tyseley 1.42½ 58/60 0.94 TYSELEY 2.00 1.52 X/OVER 56*
0.00 0.00 0.00 1.97 Small Heath 2.47 60
X/OVER /45 X/OVER 2.96 Bordesley 3.48 56/28*
0.72 MP 126¾ 1.20 43 1.12 53 3.72 BIRMINGHAM M St 5.26 1.08 SMALL HEATH 2.06 1.56 0.00 0.00 50 0.00 59
0.99 Bordesley 1.39 48/28* 1.30 55/29*/30 1.75 BIRMINGHAM M ST 3.18 3.05
Milepost 32¾ 234 January 2012
172345/172220 depart Birmingham Moor St with the 09.36 Kidderminster – Dorridge 04/11/2011 - David Adams.
172218 (with 172338) waiting departure at Dorridge with the 16.46 to Worcester S.H. 30/11/2011. – David Adams
Milepost 32¾ 235 January 2012
UNeco DRIVING or STALKING A PRETENDOLINO JOHN RISHTON
For train timing purposes I enjoy searching out the unusual. One such train is the only Virgin service designated FO, the 1846 Euston to Preston. There are three other “unusual” features that brought this train to my attention. Firstly, and very importantly, it calls at Lichfield which is the nearest West Coast station to home. Secondly, it is the only class 221 diagrammed service that currently calls at Lichfield. Thirdly, it departs Euston at 1846 with a first stop at Rugby, only three minutes behind a Euston to Manchester via Birmingham service that not only calls at Milton Keynes but is diagrammed for the 110mph Pretendolino set.
The current standard hourly pattern timetable offers a Class 350 (with a maximum speed of 100mph) xx46 London Midland departure from Euston that is pathed along the down fast all the way to Milton Keynes. This hour the London Midland departure has been made 1849 and as a result has to vacate the fast line at Ledburn for the 1900 Euston to Manchester to pass. Surely the Voyager set could have left Euston at 1836 and pulled in at Milton Keynes for a pick up only stop and to allow the 1840 Euston to Manchester to get ahead? Platform 5 at Milton Keynes has a high speed turn out and is vacant at this time of day and with the 1833 from Euston having already called at Rugby a Milton Keynes stop could surely be substituted. On the other hand, perhaps I should stop being an armchair train planner and get out more?
I have tried (to get out more), in fact I have been at Euston at 1830 on several Fridays but you have to see the 1846 to believe it. Within two minutes of boarding commencing its 5 coaches are well over Passengers In eXcess of Capacity limits. From listening to announcements it would appear this is mainly due to overspill from the 1830 Euston to Glasgow.
Virgin were operating a Friday service on both the last two Thursdays in April, the Fridays both being holidays. Whilst Maundy Thursday was an obvious no no, the following Thursday would surely be much quieter as many potential users would take the whole week off. On the journey up on the morning of Thursday 28th April I noted most station car parks were nearly empty so things were looking favourable.
I was back at Euston at 1830 and the Glasgow train was still boarding. At 1835 came the announcement I did not want to hear “Customers attempting to board the Glasgow train are advised to catch the Preston train from platform 17”. Was this to be another failed attempt to time the 1846? I made my way to platform 17 as the first proper call for the train was being made and easily found an unreserved milepost side window facing seat and so at last I could time this very poorly pathed train. The train did get quite full but with only a few standing and a quick dash down two carriages whilst we were in Kilsby tunnel confirmed that there were slightly more empty seats than standees.
I did not see the Glasgow train leave but it must have been at least 6 minutes late away and probably so full that the tilt would be disabled and it thus be limited to 110mph. Next off is the 1840 Manchester, first stop Crewe, so neither should bother us or the Pretendolino. We departed 2 minutes late at 1848, probably due to customers not being able to board the 1830 still making their way to platform 17. Why they were so advised I am not sure, as if travelling beyond Preston the only option is to wait for the 1930 departure from Euston. Perhaps another good reason for an 1836 departure – so that it can be in Preston before the 1930 from Euston.
Milepost 32¾ 236 January 2012
Day/Date Thursday 28 April 2011 miles mm cc location PTT mm:ss Avge Train 18.46 Euston - Preston 54.74 54 56 Castlethorpe 00:47:15 84.7
Motive Power 221.117 56.76 56 58 Hanslope 00:48:21 110.2
Load (tons) 283/305 = 12.3hp/ton 59.85 59 65 Roade 00:49:54 119.6
Weather dry 62.94 62 72 Blisworth 00:51:25 122.2
Rec. Pos. GPS J Rishton - 5/5 – Stopwatch 64.55 64 43 Banbury Lane 00:52:15 sigs 116.0 miles mm cc location PTT hr:mm:ss Avge 67.62 67 46 Heyford 00:54:12 94.5
0.00 0 00 London Euston 0 00:00 2 L 0.0 69.93 69 71 Weedon Junction 00:55:32 104.0
sig stand near 02:30 72.69 72 52 Whilton Locks 00:57:03 109.2
Lwr Park St Tun. to 04:56 75.29 75 20 Welton 00:58:27 111.4
1.39 1 30 Primrose Hill 06:33 12.7 76.83 76 63 Kilsby Tunnel 00:59:18 108.7
3.65 3 51 Queens Park 09:08 52.5 80.34 80 24 Hillmorton 01:01:14 108.9
5.40 5 31 Willesden Junction 10:57 tsr 57.8 82.51 82 38 Rugby 55 01:04:10 44.4
8.06 8 04 Wembley Central 13:11 71.5 0.00 Rugby 0 00:00 11 L 0.0
11.40 11 31 Harrow & W'ldstone 15:07 103.6 0.87 83 27 Trent Valley J 01:13 dn.sl. 42.9
15.99 15 78 Bushey 18:00 sigs 95.5 5.60 88 6 Brinklow 04:59 sigs 75.4
17.46 17 36 Watford Junction 19:06 80.2 8.89 91 29 Shilton 07:28 79.5
20.95 20 75 Kings Langley 20:57 113.2 11.03 93 40 Bulkington 08:35 115.1
23.11 23 08 Apsley 22:01 121.5 12.67 97 4 Attleborough S 09:24 120.4
24.50 24 49 Hemel Hempstead 22:42 122.1 14.58 97 4 Nuneaton 10:20 122.8
26.33 26 25 Bourne End 23:35 124.3 18.52 100 79 Hartshill 12:18 120.2
27.93 27 73 Berkhamsted 0:24:23 120.0 19.83 102 24 Atherstone 13:05 100.4
31.71 31 56 Tring 0:26:21 115.3 20.62 103 7 Baddesley Sdgs 13:35 94.8
36.13 36 09 Cheddington 0:30:18 sigs 67.1 24.03 106 40 Polesworth 15:21 115.8
37.58 37 45 Ledburn Junction 0:31:39 64.4 24.42 106 71 M42 15:33 117.0
40.19 40 14 Leighton Buzzard 0:33:39 78.3 26.03 108 40 Amington 16:40 dn.sl. 86.5
42.26 42 20 Chelmscote 0:34:53 100.7 27.54 110 1 Tamworth 20 18:04 64.7
46.66 46 52 Bletchley 0:37:13 113.1 0.00 Tamworth 0 00:00 8 L 0.0
sig stand near 0:40:38 1.54 111 44 Coton 01:49 50.9
Childs Way to 0:41:36 2.19 112 16 Coton Hall Farm 02:16 86.7
49.84 49 66 Milton Keynes 0:43:09 32.2 3.54 113 41 Hademore 03:04 99.3
52.41 52 32 Wolverton 0:45:36 62.9 5.21 115 18 Coventry Canal 04:02 105.5
6.24 116 20 Lichfield TV 7 05:14 51.5
Following a very slow departure we came to a stand at signal 107, alongside the track carrying departing trains from the low numbered platforms. Almost immediately the 1843 Pretendolino glided past. The signal cleared at 1853 and we set off again, hot on the heels of the Pretendolino. Whilst stationary I pondered what I would do next if driving the train. I have seen a 110mph train in front and I know it calls at Milton Keynes though my first stop is Rugby. I also know the train behind is limited to 100mph. I decided I would thus keep to between 100 and 105mph until Ledburn so as not to delay the train behind, but then coast down to around 80mph until Milton Keynes and, assuming green signals, then increase speed up to around 115mph until I sighted adverse signals. But what would our driver do?
Much has been written recently concerning eco-driving, and even more on the subject has been debated at RPS meetings, but surely an easy win for a Train Operator would be to start by documenting, train by train, how to optimise the circumstances of the timetable path. Thus, as suggested above, give the driver pertinent information concerning what is
Milepost 32¾ 237 January 2012 scheduled to happen ahead, what the train behind is doing and which are the critical junctions where on-time presentation is of upmost importance to the smooth running of the rest of the Railway.
Defensive driving dictates that as we set off from the signal stand with a single yellow aspect we must proceed with great caution towards the next signal, number 111 located just before Primrose Hill overbridge. I expected this to be showing green assuming the train in front was accelerating normally, well beyond Primrose Hill tunnel by now. It was, but it gave us a very poor start before our driver was able to apply full power.
Full power was finally applied at we took the curve alongside Camden Carriage Sidings but by Queens Park we were coasting again, for a temporary restriction to 50mph passing the sight of Willesden Junction Main Line platforms. Away again, we first reached 100mph just south of Harrow but with our better acceleration after the tsr we were hard on the heels of the Pretendolino by Carpenders Park and speed was brought down to around 75mph by Watford curve. We were near Watford Tunnel entrance before we were running on green again.
Surprisingly we continued to accelerate way beyond 110mph, reaching a shade short of 125mph at Bourne End before slowing for the class 221 limited curve at Berkhamsted. Then we powered away again through Tring. I was beginning to wonder if I had missed seeing the Pretendolino on the slow line in the Watford tunnel area.
However, it was not me as the brakes came on in Tring cutting and we had slowed to the mid 50‟s by Ledburn. More cautiously away this time we did not have full power until Leighton Buzzard but, with the Milton Keynes stop ahead, why?
Sure enough, the brakes were back on by Bletchley and we had a minute signal stand alongside the A5 just south of Milton Keynes station. Cautiously away whilst the train in front got into its stride following the neutral section not far north of its station stop, we were through Wolverton before full power was reapplied. With no lessons learnt so far, we continued accelerating until passing Blisworth relay room at 124mph when the brakes were applied yet again. Down to 80mph by Heyford, the Pretendolino now having cleared Weedon curves, and we were away again.
Perhaps the penny now dropped as there was no further attempt to exceed 110mph before our Rugby stop where we arrived 11 minutes late and after losing 9 minutes on schedule. Whilst there is no doubt that we could not in the circumstances have been in Rugby any earlier, I do wonder how many more litres of diesel there could have been remaining in the fuel tanks had a little more thought been given to the visual clues and the printed timetable at the start of the journey.
With that off my chest, let us continue. The timetable shows us leading the 1900 Euston to Manchester until we take the slow line for our Tamworth call. However we were already 7 minutes beyond the time the Manchester train is scheduled to pass when we departed Rugby. We had barely cleared the platform end when it rushed past and signal 367 showed us remaining on the slow line and thus limited to 100mph, at least until High Oaks junction. The crossover at High Oaks is restricted to 50mph whilst the junction at Brinklow has a 75mph turn out, but would there be a freight awaiting a path over the three track section on to Attleborough and thus blocking the slow line at Brinklow? By Newbold Junction signals on the down fast were already cleared to green behind the Manchester and we were not slowing so all appeared fine. This was confirmed by down fast signal 3365 showing double yellow, meaning we probably had a clear road over the junction. Once on the main line full power, now probably with a clear road to Tamworth, took us up to 124mph again, this time through Nuneaton, before coasting down to the restricted curves at Atherstone. Full power
Milepost 32¾ 238 January 2012 again from Baddesley, though now only reaching 120mph before commencing slowing for the crossover to the slow line for the Tamworth stop. With quite a good stop, as was that at Rugby, and despite the slow line start, the time of 18m 04s was a very commendable performance and a new Society record for modern traction.
Whilst standing in the platform at Tamworth another Pendolino rushed past on the down fast, this time it would be the 1907 Euston to Liverpool, about 3 minutes down and timetabled to pass us in the Rugeley area. Obviously the earlier delays in running south of Rugby had now almost cleared.
There is little to say about the short run on to the next stop at Lichfield. Trains have to remain on the slow line as both Tamworth and Lichfield only have slow line platforms but on this recently quadrupled section the down slow speed limit is 125mph, the same as the fast lines. The current fastest time for the section is 05m 09s, held by a Pendolino. With full power applied until the bridge over the Coventry canal at Huddlesford and with a well paced stop we completed the section in another commendable time, of 05m 14s.
The train departed Lichfield a little over 5 minutes late and, due to the existence of several minutes of recovery and pathing time in the schedule and assuming no further delays, would be on time into Stafford.
So, we had a good driver, willing to attempt to regain lost time and knowing how to do so, but why the wasteful stop–go style out as far as Rugby? It is inconceivable he failed to notice the Pretendolino pass in front on Camden Bank, and even if a Preston driver, to not know it had a 110mph top speed; or is it?
I think this example shows there must be lots of other fuel saving possibilities from adding a purely informational and educational perspective to the drivers many skills that can be achieved before resorting to de-rating engines, shutting one down in turn and other energy saving measures currently being debated and implemented by the train operators.
ANNUAL GENERAL MEETING 2012
The Society AGM will be held on Saturday 12 May 2012 at The Lamb, Lambs Conduit Street, London WC1.
The Committee will retire, although are eligible for re-election and members are reminded that nominations for election of the Committee must be received by the Secretary by Saturday 17 March 2012. Nomination forms are available in the members area of the website or from the Secretary. Should any member who is not presently a member of the existing Committee wish to stand would they please request a copy of the Companies House form from the Secretary to send with their nomination.
If there are more nominations than posts, then candidates will be requested to provide a personal statement, if they so wish, by 31 March 2012
Any resolutions to be debated at the AGM must be received by the Secretary by 31 March 2012.
Full details of the AGM will be included in the April 2012 Milepost and in the members area of the website after 19 April 2012
Milepost 32¾ 239 January 2012
THE ONE THAT GOT AWAY
Jeremy Hartill
151.002 at Derby (Photo Dave Coxon)
The mid-1980s railway was a very different railway from the one we have today. That icon of the seventies, the HST, was well established but there were also still a lot of loco hauled trains with a variety of modernisation plan types around. On top of that, vast swathes of the network were in the hands of the ubiquitous DMUs. BR had just developed the Class 210 which was in effect a very-souped up Thumper, but with a hefty price tag to match. The only other new train on the block was the Class 140-derived Pacer units. These had been developed from the Leyland/BR railbus and nobody really wanted them. However a number of people, including Roger Ford, had been championing a new generation DMU as the way forward. This was also the era of the PTE and what they wanted was a new reasonably priced DMU - and if you were in the West Midlands, built in Birmingham by Metro-Cammell if at all possible. Metro-Cammell had done some preliminary work on a new generation DMU and had a concept of one larger diesel engine driving both axles on one bogie as a cheaper way forward, and also one that offered better performance than existing DMUs. The Government wanted competition from the private sector, so contracts were awarded to BREL and Metro-Cammell with a requirement to build two three car prototypes and so the Classes 150 and 151 were born.
For a variety of reasons, including problems with the unions over crew layout, the 151 did not come into use until February 1985, by when the 150 was already in series production. The 150, based on the MK3 coach, was easier to get into production and had rolled out in June 1984. I had traveled on the 140 prototype and been less than overwhelmed, but the 150 seemed a better offer. Living in the West Midlands at the time, in the course of my travels I was fortunate to come across 151.001 on two occasions and found it to be the best of the lot at that time. Its layout and aluminum body were certainly more stylish and probably a better design than the 150. It was also one that was 15% lighter than the series production 150s, something that in
Milepost 32¾ 240 January 2012
TABLE 1 Run No. 1 these times of high fuel prices Date/day 18th September 1985 would have been a benefit, but by Train 16:37 then the race was lost. Looking Motive Power 151.001 back it is easy to forget what a Load (tons) 3/100/105 revolutionary change these sets Recorder JH brought about. If the lasting icon from BR in the seventies is the GPS: Y/N? N HST, then from the eighties it will Miles M C location m s mph average be the Sprinter. Metro-Cammell did 0.00 127 68 Derby 0 00 not lose out completely, as the 156 1.15 129 00 MP 2 13 54 31.1 came from them and the legacy of 2.15 130 00 MP 3 10 67 63.2 the programme has been to provide the UK with a good range of DMUs 3.15 131 00 MP 4 00 76 72.0 of which the 158s, for my money, 4.15 132 00 MP 4 47 77 76.6 are one of the outstanding 5.26 133 09 Duffield 6 20 43.1 successes of the BR era. 1.20 134 25 Milford T N 2 09 61 33.5 2.52 135 51 Belper 3 53 45.9 Both the 151 runs I had were while travelling around on rover tickets. 1.36 137 00 MP 2 05 57 39.2 The 1985 day had seen me on 2.11 137 60 Ambergate S Jn 3 15 15* 38.6 HSTs and behind 47.611, 81.012 2.55 138 15 Ambergate 5 06 14.2 and lastly 45.150 on the 15.18 1.99 140 14 Whatstandwell 3 23 49 max 35.2 Birmingham to Derby. 47.611 with 2.94 143 09 Cromford 4 21 50 max 40.5 nine on had managed Stoke to Macclesfield in 18m 01s with a 0.79 143 72 Matlock Bath 1 55 24.7 maximum of 82 mph at Rode and 1.10 145 00 Matlock 2 12 30.0 had passed Adlington, 4.46 miles 1.10 143 72 Matlock Bath 2 10 30.5 from Macclesfield, in 4m 26 sec at 0.79 143 09 Cromford 1 46 26.7 91 mph touching 96 mph before 2.94 140 14 Whatstandwell 4 27 52 max 39.6 Poynton. Heading south in the same set at 13.25 from Manchester 1.99 138 15 Ambergate 3 28 51 max 34.4 Piccadilly, 81.012 passed Heaton 0.44 137 60 Ambergate S Jn 1 23 19* 19.0 Chapel in 4m 24s at 91 mph, 1.19 137 00 MP 2 58 49/62 28.4 covered Stockport to Macclesfield 2.55 135 51 Belper 4 47 45.0 in 10m 47s with a maximum of 94 mph at Poynton which is faster than 1.32 134 25 Milford T N 1 53 62 42.2 the current Pendolino record and 2.52 133 09 Duffield 3 39 40.8 shot out of there to pass Rode 1.11 132 00 MP 1 38 63 40.9 (MP5) in 4m 4s at 96 mph, 2.11 131 00 MP 2 31 77 67.9 averaging 73.3 mph to Stoke-on- 3.11 130 00 MP 3 18 74 76.6 Trent. 45.150 up to Derby was obviously not worth timing as I have 4.11 129 00 MP 4 12 67* 66.7 no records of that journey. What a sig stop sig stop variety! 5.26 127 68 Derby 12 10 8.7
My notes do not say what the plan for day was but I doubt if a trip to Matlock was part of it. However the chance to get a ride on the prototype would have been too good an opportunity to miss. You need to catch these things while you can.
This was of course the pre-GPS era and I was probably using mechanical watches at that time. Turning to the logs, Table 1 shows the 16.37 Derby to Matlock and its return working.
Milepost 32¾ 241 January 2012
The local train stopping train service is really what these sets were about, but the first leg on the Midland Railway main line did give it a chance to show off its paces and up the gentle climb to Duffield, reached 77mph. These were like the 150s with 75 mph limits and with a Cummins 285 hp engine. There was sprightly running between the stops but it was on the last leg of the return journey that 151.001 showed what it could do. Just over two miles and 2.5 minutes to 77 mph was a very high level of performance for those days. While we take this for granted with185s and Voyagers, in a 1985 DMU it was very impressive.
My second journey (Table 2) TABLE 2 was a Derby Birmingham trip in Run No. 2 1987. This service gave the set Date/day 30th June 1987 a better chance to show its Train 16:26 paces. Derby to Burton was Motive Power 151.001 completed in under even time but the outstanding section is Load (tons) 3/100/105 south from Burton-on-Trent. Recorder JH This is very slightly against the GPS: Y/N? N grade but it still took only 2m Miles M C location m s mph average 45s to reach the design speed - of 75 mph and went on to 0.00 0 12 Derby 0 00 reach 81 mph with even time 1.40 1 20 Pear Tree 2 20 59 36.0 achieved in under five minutes. 5.34 5 15 North Staffs Jn 5 35 80 72.7 Indeed on the longer sections 8.81 8 53 Clay Mills LC 8 11 76/77 80.2 the top speeds were 80, 81, 10.98 10 66 Burton-on-Trent 10 31 55.6 78, and 80 mph.
0.18 11 00 MP 0 39 36 16.2 Table 3 is a log from the same 1.18 12 00 MP 1 53 64 48.6 period and shows what the 2.18 13 00 MP 2 46 75 67.9 rival BR product could do. It is 3.18 14 00 MP 3 32 81 78.3 a feature of all these logs that 4.18 15 00 MP 4 17 81 80.0 there was a more relaxed attitude to speed limits in those 5.45 16 22 Wichnor Jn 5 17 75/80 76.5 days, particularly with trains 9.18 20 00 MP(Elford) 8 14 60* 75.8 whose permitted maximum pws x 2 speed was below the line 12.89 23 57 Tamworth 13 19 43.8 speed. A very different picture 1.88 25 47 Wilnecote 3 04 58 max 36.7 from today where this kind of pws & speed is almost unheard of and sigs very much frowned upon. 3.91 29 40 Kingsbury Jn 5 59 59/78 39.2 Looking at the running, it would 7.80 33 31 Water Orton 9 49 60.8 seem probable that these sets 2.35 37 00 Castle Bromwich 2 52 73/80 49.2 were being run at full power and with improved acceleration 6.10 40 60 Landor St Jn 6 10 43*/sigs 68.2 of the 151 over the 150. This 6.95 41 48 Proof House Jn 8 55 sigs 18.5 would back up the theory that 7.65 42 24 Birmingham New Street 12 05 13.3 the lighter 151 offered better
Milepost 32¾ 242 January 2012
TABLE 3 performance than the 150, though not to a level that would Run No. 3 be very noticeable in everyday Date/day 30th June 1987 service. Train 16:26 The 35 year reign of the HST is Motive Power 150.108 often remarked upon, but the Load (tons) 2/76/80 railway is now operating 25 year Recorder JH old sprinters that give good day- GPS: Y/N? N to-day service. The life of the Miles M C location m s mph Avge modern diesel train is surpassing that of what were considered 0.00 42 24 Birmingham New Street 0 00 long lasting steam engines, and 0.70 41 48 Proof House Jn 1 58 38 21.4 when the mileage they cover is 1.59 40 57 Landor St Jn 3 13 50 42.6 taken into account it‟s a very 5.11 37 15 Castle Bromwich 6 31 78/73 64.1 high level of service. The 150 7.65 34 52 Water Orton 8 22 77/80 82.3 xxx generation, with their interoperability, reliability and 11.54 29 40 Kingsbury Jn 11 14 70*/pws 81.4 performance are an outstanding 15.45 25 47 Wilnecote 15 15 58.4 series of trains and I am glad I 1.88 23 57 Tamworth 2 56 56 max 38.4 was able to sample the one that 0.71 23 00 MP 1 26 45 29.8 got away. 1.71 22 00 MP 2 28 62 58.1 2.71 21 00 MP 3 19 74 70.6 3.71 20 00 MP 4 06 81 76.6 4.71 19 00 MP 4 49 83 83.7 7.34 16 30 Wichnor Jn 6 49 75 78.8 11.46 12 20 Branston Jn 10 10 74/77 73.9 12.89 10 66 Burton-on-Trent 11 52 50.3 2.16 8 53 Clay Mills LC 2 51 70/75 45.5 5.64 5 15 North Staffs Jn 6 26 41*/sigs 58.2 9.58 1 20 Pear Tree 11 00 71/56*/sigs 51.7 - 10.98 0 12 Derby 14 28
Milepost 32¾ 243 January 2012
The Slow Train to London
M D Robertson
The introduction by Virgin of the VHF timetable has seen a significant increase in the number of services serving Glasgow from London Euston. There has, however, been no substantial improvement in schedules north of Preston. South of Preston, with the integration of the Rugby and Trent Valley lines into the 125mph network, the schedules of most trains have been improved to bring Glasgow, generally, within four and a half hours of Euston. My last visit to the WCML south of Crewe was in 2001 when Class 87s still held sway and the line limits were a maximum of 110 mph, with no tilt in operation.
The standard one way single fare for Euston to Glasgow is £43.50, but Virgin offered a £17.50 fare on the early Saturday services up to the 08.30 departure, which was excellent value if I could reach Euston for that time. John Heaton gave the solution in an article outlining a run on the overnight sleeper service from Glasgow and Edinburgh to Euston on which seating accommodation is available in MkII AC stock that allows my ageing GPS unit to receive a signal.
Departure from both Glasgow and Edinburgh is at 23.40 with the trains combining at Carstairs for a 00.16 departure. The service is booked to call at Carlisle, depart 01.40, and to arrive in Watford at 06.50 on Saturday morning. The average speeds of the two legs are 53.8 and 54.5 mph respectively, hardly worth getting excited about - even with an allowance for the trailing load of 640 tons. A stop is made at Preston for a crew change, and apparently also at Warrington, although the station was in complete darkness on both occasions I used the service.
I understand the services are limited to 80 mph for passenger comfort, although a dispensation is available south of Crewe to run up to 100 mph if running late. On both runs I recorded arrivals in Watford well ahead of the schedule with no significant excesses of the 80 mph limit.
I timed both runs south of Preston, with the logs shown in Table 1. With much of the run undertaken in complete darkness, timing points north of Stafford are variable, despite the use of Ian Umplebly‟s excellent line charts. Without stations at regular intervals it is very easy to become disorientated as to one‟s position. The section of line between Crewe and Stafford is particularly awkward with the only intermediate station Norton Bridge, being unlit. Both runs were routed via the slow lines, which bypass the station platforms.
Run 1 left Preston shortly after 3 am and was unchecked throughout, other than being routed on the slow lines between Crewe and Whitehouse Jn, beyond Stafford. The departure from Preston was relatively slow with the driver possibly being cautious in applying too much power until the train was running at reasonable speed. The ascent to Coppull was taken in the low eighties with speed fluctuating thereafter to Warrington. On the gentler grades south of Warrington speed was generally held in the low eighties, sufficient to give a start to stop average speed of 72.4 mph to Watford Jn, where arrival was 35 minutes early.
Run 2 appeared to suffer a series of signal checks between Carlisle and Preston, which continued intermittently to Crewe. We were again routed via the slow lines to Stafford which, with a 75 mph limit, is not a significant handicap. South of Stafford the running was again in
Milepost 32¾ 244 January 2012
Table 1 Date 25.07.2009 08.08.2009 Train 23 40 Glas/Edin-Euston 23 40 Glas/Edin- Euston Loco 90036 90039 Load 16:640/655/735 16:640/655/735 Position/Gps 1/16 Gps Y 1/16 Gps Y Weather Dry Mild Dry Mild Miles M C Location m s mph ave m s mph ave 0.00 21 57 Preston dep 0 00.0 0 00.0 0.45 21 21 Ribble Viad (s) 3.98 17 59 Leyland 5 52.0 77 36.1 5 03.0 41.9 6.76 14 76 Euxton Bal Lane 7 53.0 82 82.7 9.25 12 37 Coppull 9 42.6 83/86 82.3 15.14 6 46 Wigan 14 00.5 72/84 82.2 17 55.5 73/81 52.0 19.93 1 63 Golbourne 17 38.4 84 79.1 21 31.5 52sc 79.8 23.46 185 44 Winwick Jn 20 13.0 76/80 82.2 25 05.0 78 59.5 26.86 182 12 Warrington B Q 24.21-28.29 28.56-30.00 29.16 179 66 Moore Lane 33 46.0 61 51.8 33 29.0 75/81 52.3 32.94 176 04 Preston Brook T'l (s) 36 46.0 81 75.6 36 20.0 81/83 79.6 36.48 172 41 Acton Bridge 39 24.0 82 80.7 39 31.0 45sc 66.7 39.14 169 68 Hartford 41 17.5 85 84.4 41 57.5 77/sc44 65.4 43.50 165 39 Winsford 44 28.0 81 82.4 46 22.0 79/85 59.3 46.06 162 74 Minshull Vernon 46 22.0 83 80.8 50.14 158 68 Crewe Coal Yard 49 40.5 56 74.0 50.93 158 05 Crewe 50 32.5 55 54.7 52 49.0 47 69.1 52.33 156 52 A500 slow line 54 25.0 63 52.5 52.70 156 23 Basford Hall slow line 55.73 153 20 Betley Road 57 10.5 77 74.0 70.10 138 38 Norton Bridge 66 38.5 77 71.4 73.73 135 20 M6 71 15.0 45sc 76.7 75.46 133 42 Stafford 71 05.0 43/22* 72.4 73 26.5 30/28sc 47.4 76.67 132 25 Queensville Fast Line 75 59.5 52 28.5 80.41 128 46 Shugborough T 78 46.5 67 38.6 79 52.0 78/82 57.9 81.81 127 14 Colwich Jn 80 54.0 81 81.3 82.01 126 78 A515 80 15.0 70 65.1 84.70 124 23 Rugeley Trent V 82 23.5 79 75.4 83 00.0 83 82.6 87.91 121 06 Armitage 84 46.5 79 80.8 89.85 119 11 A515 86 44.5 83 82.6 92.83 116 20 Lichfield T V 88 21.0 84 82.6 88 55.0 83 82.2 96.58 112 32 R Tame Viad (s) 91 05.0 83 82.3 91 38.0 83 82.8 98.96 110 02 Tamworth 92 51.5 79 80.5 93 22.0 83 82.4 102.48 106 39 Polesworth 95 31.0 80 79.4 106.68 102 24 Atherstone 98 58.0 65* 73.0 99 05.5 68* 80.9 111.93 97 04 Nuneaton 103 07.0 78/72 75.9 102 59.5 83 80.8 114.23 94 50 Ashby Canal 104 38.0 85 84.1 117.21 91 62 M69 107 23.0 79 74.2 106 44.0 85 85.1 119.35 89 51 M6 108 56.0 82 82.8 108 13.5 86 86.1 122.18 86 64 Brinklow Road o 110 13.5 85 84.9 125.65 83 27 Rugby Trent V J 113 43.0 69 79.0 112 42.0 80 84.1
Milepost 32¾ 245 January 2012
126.45 82 43 Rugby 114 25.5 65 67.8 113 17.5 83 81.1 Miles M C Location m s mph ave m s mph ave 128.68 80 24 Hillmorton 116 24.5 69 67.5 114 56.0 83 81.5 130.82 78 13 Kilsby T'l (N) 118 19.5 69 67.0 116 32.0 80 80.2 132.20 76 63 (S) 119 28.0 77 72.5 117 34.0 80 80.1 135.87 73 09 Grand Union Canal 122 08.5 83 82.3 120 17.0 80 81.1 139.33 69 52 Weedon 124 42.5 80 80.9 123 01.5 71sc? 75.7 144.53 64 36 Banbury Lane 126 56.0 82 79.8 146.08 62 72 Blisworth 129 48.0 82 79.5 128 05.0 82 80.9 152.48 56 40 Hanslope Jn new 134 26.5 82 82.7 154.28 54 56 Castlethorpe 135 45.0 83 82.5 134 00.5 83 83.0 156.61 52 32 Wolverton 137 25.0 79 83.9 135 41.5 83 83.0 159.18 49 66 Milton Keynes 139 26.0 76 76.5 137 35.5 82 81.2 162.36 46 52 Bletchley 141 54.5 81 77.1 139 53.0 83 83.3 165.01 44 00 Stoke Hammond 143 53.0 80 80.5 141 49.0 82 82.2 168.83 40 14 Leighton B'ard 146 43.0 80 80.9 144 39.5 68/62 sc? 80.7 171.73 37 22 Ledburn Jn 148 55.0 79 79.1 147 13.5 82 67.8 172.90 36 09 Cheddington 149 47.0 78 81.0 148 03.0 83 85.1 175.02 33 79 Tring Cutting 151 25.5 76 77.5 149 36.0 82 82.1 177.31 31 56 Tring 153 19.5 72 72.3 151 16.0 82 82.4 178.86 30 12 Nortchurch 154 31.0 78 78.0 152 24.0 83 82.1 181.10 27 73 Berkhampstead 156 15.0 80 77.5 154 00.5 83 83.6 182.68 26 26 Bourne End 157 25.0 83 81.3 155 09.5 83 82.4 184.52 24 39 Hemel Hempstead 158 45.5 83 82.3 156 29.5 83 82.8 188.07 20 75 Kings Langley 161 19.5 82 83.0 159 02.5 83 83.5 189.51 19 40 Watford T'l (N) 162 23.0 78br 81.6 160 04.5 83 83.6 190.53 18 38 (S) 163 18.0 56 66.8 160 52.0 62br 77.3 191.56 17 36 Watford Jn arr 165 31.5 (+35) 27.8 162 57.0 (+22) 29.7 . the low eighties, apart from possible signal checks at Weedon and Leighton Buzzard. Arrival in Watford Junction was 22 minutes early.
The gradients south of Preston are relatively insignificant in comparison with those north of Lancaster. I timed one of the runs south of Carstairs to Beattock summit with the log shown in Table 2. The 80 mph limit had almost been reached by the first summit at Leggatfoot. The ascent of the Clyde Valley was run in the low eighties with 81 mph held on the final two miles of 1 in 100 to Beattock Summit. The driver allowed the train to freewheel on the descent until 100 mph was briefly touched at Harthope Viaduct. Braking controlled the speed to around 80 mph on the remainder of the descent after which I attempted to get some sleep. The Carlisle arrival was achieved in just over 61 minutes for an average speed of 72.4 mph.
The overnight services, although not tightly timed, are worthy of our attention, with the most interesting sections being north of Preston. Alan Varley in his article in Milepost 30¼ noted that he had an 85 minute late departure from Glasgow on an overnight service, due to a loco failure, with arrival in Watford around five minutes late. He appears not to have timed the run which would have been an interesting comparison with John Heaton‟s log in Milepost 28 ¾.
Milepost 32¾ 246 January 2012
Table 2 Date 2340 Glasgow-Edinburgh- Train Euston Loco 900xx Load 16,640/655/735 Position/Gps 1 Y miles m c Location m s mph ave
0.00 73 41 Carstairs dep 0 00 1.91 71 48 Pettinain 3 08 69 36.6 3.46 70 04 Leggatfoot 4 23 79/84 74.4 5.01 68 40 Thankerton 5 30 82/81 83.3 6.67 66 67 Symington 6 43.5 82 81.3 7.91 65 48 ub 7 38.5 84 81.2 10.35 63 20 Lamington 9 19.5 83 87.0 12.45 61 05 ob 10 56.5 82 77.9 13.29 60 18 Wandel 11 33 83/81 82.8 15.72 57 63 Abingdon 13 19.5 82 82.1 18.05 55 37 Crawford 15 03 82 81.0 20.90 52 49 Elvanfoot 17 08 83 82.1 21.91 51 48 Bodbury 17 52 81 82.6 23.74 49 62 Beattock Summit 19 14 81 80.3 26.51 47 00 Harthope Viad 21 04 100 90.7 32.97 40 03 Beattock ob 26 12.5 79 75.4 73.61 69 00 Carlisle arr. 61 01 70.1
FASTEST TIMES UPDATE
Martin Robertson
Welcome to another Fastest Times Update where for the first time for quite a while the focus is not on the West Coast Main Line. The introduction of raised speed limits on the Chiltern Line has attracted several of the regular contributors who have submitted a flurry of logs from late September and October. The WCML is not forgotten as we range from Par in Cornwall to Bathgate in Scotland. There is also a wide range of contributors, with most of the usual members having contributions included.
We start in Table 1 with two contributions from David Adams on two southbound services on the Chiltern line, one with Class 67 haulage, and one with a Class 168 unit. My apologies to any recorder who manages to better either run, since the time of compiling the article, in mid- November. With a six coach load the Class 67‟s have an abundance of power to reach the 100mph line limit. The Class 67 hauled run - non-stop from Warwick Parkway to Marylebone - appeared to suffer a number of checks which suggests the time could be bettered. David noted a few indiscretions by the driver above the permitted limits hence the date and loco details are not included.
David‟s comments are:- ‘I have withheld certain details from the log as there were several overspeeds albeit over short distances. 80 after Warwick (67's max 70), 95 after Southam Road (67's max 90) and a few 104 max.
Milepost 32¾ 247 January 2012
Table 1 Run 1 2 Date xx.xx.2011 27/09/2011 Train 0655 Bham M St-Marylebone 1355 Bham M St-Marylebone Loco 670xx 168107 Load 6,227/245 4,169/175 Recorder/pos/GPS D Adams 1/6 Y D Adams 1/4 Y Miles m c LOCATION m s mph Ave ms mph Ave 0.00 109.24 WARWICK PARKWAY d 00.00 1 LATE 1.30 108.00 Warwick 01.58 72/80/28sigs 39.7 3.25 106.06 LEAMINGTON SPA 4.00½ 34/39* 44.5 4.58 104.14 Whitnash 5.41½ 62/76 47.4 6.80 102.40 Fosse Road 7.48½ 46Tsr 62.9 9.38 99.65 Southam Road OB 10.15 78/95 63.4 12.05 97.20 MP 97¼ 12.01 75*/74* 90.7 14.34 94.77 Fenny Compton 13.48½ 83 79.7 15.84 93.37 Wormleighton 14.50 91/92 87.8 16.99 92.25 Claydon 15.35½ 91/88 91.0 19.59 89.57 Cropredy UB 17.19½ 91/88/91 90.0 Run 2 22.05 87.20 Banbury Jnc. 18.57½ 87/75* 90.4 23.11 86.15 BANBURY 19.46½ 77/48Tsr 77.9 00.00 3 1/2 LATE 24.26 85.03 M40 OB 20.52½ 50 62.7 1.49½ 59 37.8 26.61 82.55 Kings Sutton 22.58½ 81/83/48tsr 67.1 03.43 86/92 28.13 81.14 Aynho Jnc. 24.30½ 52 59.5 4.45½ 91 89.9 30.09 16.33 Souldern V No1 S 26.18½ 76 65.3 6.01½ 91 90.9 31.34 15.13 Ardley Tunnel SP 27.14½ 84 80.4 06.50 92 92.3 33.56 12.76 Ardley OB 41 28.43 98/104 90.3 35.03 11.38 Crowmarsh F‟m OB 29.34½ 103/101 102.8 37.13 9.29 BICESTER N. 30.49 102 101.5 10.22½ 101 40.25 6.22 Blackthorn 32.39½ 99 101.6 12.14 98/102 99.8 41.48 5.02 Piddington OB 33.24 102 99.5 42.88 3.51 Brill TV Mast 34.13½ 101/99 101.8 13.49 98 100.0 44.03 2.38 Brill Tunnel N 34.55 101/104 99.8 14.31½ 98 98.3 45.31 1.16 Dorton OB 35.40 103 102.4 15.17½ 101 100.2 46.64 33.59 Ashendon Jnc. 36.27½ 100 100.8 16.05 100/102/98 100.0 48.62 31.61 Chearsley R‟d OB 37.38½ 102 100.4 50.06 30.26 HADDENHAM & T 38.31 98/102/100 98.7 18.08½ 99/102 52.03 28.28 Kingsey OB 39.41½ 102 100.6 53.22 27.13 Ilmer 40.24½ 98/84* 99.6 20.02 99/100 55.91 24.40 PRINCES RISB. 42.10½ 85/83* 91.4 21.47 84* 92.2 59.02 21.26 Saunderton 44.20 95/102 86.5 23.53½ 97/102 88.5 61.84 18.40 West Wycombe 46.06½ 85*/89/54* 95.3 25.39½ 84/88/58 95.8 63.99 16.28 HIGH WYCOMBE 47.56½ 61 70.4 27.33½ 62* 60.0 65.34 15.00 Cock Lane OB 49.08 77/86 68.0 66.99 13.28 Whitehouse T‟nl N 50.20½ 65*/29Sig 81.9 68.82 11.42 Beaconsfield 53.13 52/55/53Sig 38.2 29.25½ 93 70.39 9.76 Seer Green 54.50½ 71 58.0 32.04 100/98 97.4 73.12 7.18 Gerrards Cross 56.42½ 100 87.7 33.41 101/100 101.3
Milepost 32¾ 248 January 2012
75.71 4.51 Denham FB 58.17 99/98/103 98.7 35.14 101/98/101 100.6 Miles m c LOCATION m s mph Ave ms mph Ave 78.48 1.72 West Ruislip 59.56½ 101 100.2 36.53 98/102 100.4 80.34 0.00 Northolt Jnc. 61.03½ 99 99.9 38.00½ 98 99.2 82.07 1.58 Northolt Park 62.07 96/101 98.1 39.03 98 99.6 84.02 3.54 Sudbury & H Rd 63.17½ 98/103 99.9 40.12½ 100/102 85.33 4.79 Wembley S. 64.03½ 100 102.3 41.00 99 99.3 86.73 6.31 Neasden S.Jnc. 65.06 70*/72 80.6 42.01 70/73 82.6 88.11 202.16 Will‟den Gr‟n NW 66.20½ 46*/53/49 66.7 43.18½ 50/52 66.4 89.96 204.04 Hampstead Tnl.NP 68.30 52 51.4 45.25½ 49 51.0 90.37 204.37 WCML UB 68.59 50 50.9 5sig 91.73 205.66 MARYLEBONE (P6) 71.37 2½ LATE 31.0 49.43 9.43 .
Table 2 Run No. One Two Date/day Saturday 29th October, 2011 Tues 20th September 2011 Train 1030 Marylebone-Birmingham M St 13 07 M'bone-B'ham SH Motive Power 168215 168 003 Load (tons) 4, 169/185 4, 169/175 Position 1/4 2/4 Recorder L A Allsopp Richard Knight Weather Dry Cloudy GPS: Y/N? Y PTT Miles M C location Sch m s mph ave m s mph
0.00 205 68 MARYLEBONE 0 0 00 0 00 1.41 204 35 Hampstead TSP 2 41 1.85 204 00 Canfield Place 3 13 2.21 203 51 WEST HAMPSTEAD 3 46 50/48 35.2 3 39 2.85 203 00 KILBURN 4 29 1/2 50/46 52.6 4 24 52 3.65 202 16 WILLESDEN GREEN 5 28 52 49.5 5 14 50 4.35 201 40 DOLLIS HILL 6 13 65 55.5 6 04 65 4.85 201 00 NEASDEN 6 39 73 70.0 6 29 75/68 5.02 200 66 Neasden South J 6 47 73 73.7 6.42 4 79 WEMBLEY STADIUM 7 54 80 75.2 7 45 76 7.73 3 54 SUDBURY 8 52 1/2 83 80.9 8 44 78 8.66 2 60 SUDBURY HILL 9 31 1/2 87 85.6 9 23 88 9.68 1 58 NORTHOLT PARK 10 12 1/2 92/101 89.8 10 04 11.46 0 04 SOUTH RUISLIP 11 16 1/2 100/98 100.0 11 09 102 13.27 1 69 WEST RUISLIP 12 22 101 99.9 12 15 97/100 14.81 3 32 Harefield 13 17 99/101 100.3 13 12 98 16.05 4 51 DENHAM 14 01 1/2 99 100.5 13 56 99 16.91 5 40 DENHAM GOLF CLUB 14 33 98 97.7 14 29 18.63 7 18 GERRARDS CROSS 15 37 97 96.9 15 33 97 21.36 9 76 SEER GREEN 17 15 1/2 100 99.8 17 13 98 22.93 11 42 BEACONSFIELD 18 11 1/2 101 100.7 18 11 97/100 23.71 14 00 Tylers Green 19 41 97 24.56 13 12 Whitehouse Tunnel S 19 09 1/2 102 101.3 27.76 16 28 HIGH WYCOMBE 23 21 29 1/2 58 82.3 22 04
Milepost 32¾ 249 January 2012
29.91 18 40 West Wycombe 23 33 69 62.8 Miles M C location Sch m s mph ave m s mph 32.73 21 26 SAUNDERTON 25 45 81/85 76.9 35.91 24 40 PRINCES RISBOROUGH 28 02 1/2 83 83.2 38.60 27 13 Ilmer 29 48 101 91.9 41.76 30 26 HADDENHAM PKWY 31 41 1/2 99/101 100.1 45.28 33 68 Ashendon Junction 33 49 99 99.5 46.48 1 16 Dorton 34 32 100/101 100.2 48.48 3 16 Brill 35 42 1/2 100 101.7 51.56 6 22 Blackthorn 37 34 99 99.5 54.05 8 61 Oxford Line 39 23 54 82.5 54.65 9 29 BICESTER NORTH 42 40 37 29.2
With 3 x 50 mph TSR's in force I was not expecting a right time arrival but in the event was pleasantly surprised that a 1 minute late start became only a 2½ minute late arrival as we were also slightly checked by signals approaching Leamington and more severely approaching Beaconsfield. I suspect the cause was the 07.17 Banbury, last stop High Wycombe, due Marylebone at 08.24, just one minute before the 67. Not the most robust timetabling I have seen. The chances of this train arriving right time at Marylebone are not good. There is probably only 3 minutes at very best to spare in the 70 minute schedule. A right time departure from Warwick Parkway requires smart work including a flat out run from Solihull. I estimated about 90 joined here and about 50 at Solihull. Conversely an early approach to Marylebone will almost certainly result in signal checks on the final stretch. At least the drivers seem keen. On my previous run on this train the driver got down at Warwick Parkway ready to shut the door in the leading coach if necessary.’ It is good to see that the drivers are keen, which should ensure a good run.
The second run is from Banbury to Marylebone with a Class 168 unit. David‟s timing points between the two runs were often different, hence the gaps in this run. The driver appeared to follow the speed profile with excellent precision. The slightly late start provided an incentive for a fast run with an unchecked effort until a severe check outside the terminus, possibly due the unit entering an occupied platform.
David‟s comments are:- In the last couple of days Ian Umpleby has posted a revised distance chart for table 115 on the RPS website which includes several minor mileage adjustments to the previous issue. I have attached a revised log based on the revised distance chart which is certainly more accurate than the original I sent you, though I still have reservations around the Northolt Park area. Alternatively a poor signal on my GPS may have caused the problem here. I have long suspected that the mileage chart for table 115 may have had some discrepancies and Ian, as usual, has done a marvellous job.
The speed upgrade south of Banbury has been something I had been looking forward to but unfortunately my wife has been recovering from a hip replacement which has limited my ability to sample as many runs as I would have wished to date. Three quick there and back trips from Solihull are all I have managed and one of those was achieved in 3 hours 3 minutes for the 209.4 miles with a 5 minute turnaround at Marylebone.
The attached is by far my best example to date of what can now be achieved on the up, albeit spoilt by signals approaching Marylebone due to running in on top of a 3 car 165. The late start from Banbury was no doubt the incentive needed for such a run and was the result of a signal stop for nearly 2 minutes approaching Leamington Spa. Fortunately the driver was both competent and confident and approached all restrictions with well judged braking. I have many logs on this line dating from 1962 and the current development is something of a
Milepost 32¾ 250 January 2012 shot in the arm after the years of decline to the point when only class 115 DMU's provided a service south of Banbury. Two of my highlights in "the good old days" were a King attaining 90 mph at Denham in 1963 and 103 mph by a class 47 in 1970. The latter ran from Gerrards Cross to West Ruislip in exactly the same time as 168107 in the attached log and I waited 41 years to equal that having suffered nearly 40 years of a 75 mph maximum PSR south of High Wycombe.
Other runs I have had in both directions have been hampered by signals, as a result of either catching up a preceding service, running on 3 out of 4 engines or lack of driver confidence. Arrival at Marylebone is usually 2 minutes behind the preceding service, just 1 minute in some instances which is hardly robust timetabling. The xx.37 services from Marylebone are timed to arrive at Banbury just 5 minutes after a Voyager has departed north and the latter are not the best of timekeepers having come from Reading or Southampton. As a result these Chiltern trains are often a few minutes late away from Banbury and seldom make up much of the lost time before Solihull. Dorridge is another potential black spot especially on the down, either slow with Bentley Heath crossing barriers or a terminating up LM train crossing in front at Bentley Heath. So frequent are the checks that most drivers tend to ease off after Lapworth in anticipation.’
Table 2 has two northbound runs from Marylebone, both with Class 168 units. The first run was recorded by Lee Allsopp and the second by Richard Knight. Lee‟s run had a first stop at Bicester whereas Richard‟s first stop was High Wycombe. Richard‟s run made a slightly faster start, seven seconds up at West Hampstead and stayed ahead to Beaconsfield by which the time difference was down to one second. The drivers ran close to the speed limits on both runs. Lee did not include any comments with his logs but Richard‟s notes are:-
„Took myself off to High Wycombe last week to see my daughter and sample the southern end of the Chiltern upgrade, and was rewarded with what David assures me is, at least for now, a Fastest Time. I was immensely impressed with the upgrade, and with the ability of the Clubman to tackle the long climb to Beaconsfield in the high nineties, and have no trouble hitting the ton. Average Northolt Park to MP0 is based on the up line mileage in the line chart in the absence of more precise information. Incidentally, there are a number of dodgy MPs on this stretch, including 5-40, and 8-20, 8-40 and 8-60.’
Table 3 has a fine effort recorded by John Rishton over the Welsh Marches line. This is one of only two trains of the day to be scheduled non-stop between Shrewsbury and Newport. This service has slightly the faster schedule of the two (88 minutes against 90 minutes for the earlier, loco-hauled, train which has to operate to lower speed limits) although this must be compared to the 100 minute schedule with 5 intermediate stops afforded some of the regular-interval trains. The Class 175 unit appeared to make light work of the ascent from Shrewsbury to Church Stretton with speed reaching 78mph. I had a run while on holiday in South Wales, with a Class 153 unit heading for the Central Wales line where speed fell to low forties on climb to Church Stretton. John was quite impressed with the driver in the early stages of the run but as time was being gained, the driver eased off but still achieved a comfortably early arrival into Newport. John‟s comments are:- „I think the driver had worked this turn a few times previously. I presumed a fresh driver would take over at Shrewsbury but there was no running brake test that I could distinguish. Track workers on both sides of the line at Baystone Hill resulted in a brief easing at the foot of the bank up through Church Stretton, otherwise a good climb.
Milepost 32¾ 251 January 2012
Table 3 Miles mm cc location PTT mm:ss mph avge Day/Date Thursday 23rd June 2011 Train 07:51 Holyhead to Cardiff 42.85 42 66 Dinmore tunnel 37:04 65 69.4 Motive Pow er 175.002 45.41 45 33 Wellington 39:08 74 74.3 Load (tons) 101/105 = 8.6hp/ton 46.83 46 66 Moreton-on-Lugg 40:13 83 78.6 Weather cold, dry 49.33 49 26 Shelw ick junction 42:10 70 76.9 Rec. Pos. GPS J Rishton - 1/2 - GPS 51.10 51 08 Hereford 44:26 p2 28 46.9 Miles mm cc location PTT mm:ss mph avge 52.25 52 20 Rotherw as junction 46:19 50 36.6 0.00 0 00 Shrew sbury 0 00:00 time 0.0 54.66 2 33 Ashley 49:05 54 52.3 0.81 0 65 Sutton Bridge 02:31 30 19.3 55.47 3 18 Red Hill tunnel 49:55 60 58.3 1.84 1 67 Bayston Hill 04:03 eased 56 40.3 57.07 4 66 Coedmoor 51:18 72 69.4 4.33 4 26 Condover 06:32 65 60.2 57.71 5 37 Tram Inn 51:49 72 74.3 6.31 6 25 Dorrington 08:11 78 72.0 59.63 7 30 Wests Bridge Farm 53:32 72 67.1 7.83 7 66 Micklew ood 09:22 74 77.0 61.44 9 15 Benarth Farm 54:48 86 85.7 8.54 8 43 New House 09:56 74 75.3 63.46 11 17 Pontrilas 56:11 68 87.6 11.49 11 39 All Stretton 12:23 72 72.2 66.24 13 79 Llancillo Hall 58:27 78 73.6 12.76 12 61 Church Stretton 13:27 76 71.4 68.45 16 16 Pow ell 60:03 85 82.9 15.37 15 29 Marshbrook 15:32 76 75.2 71.00 18 60 Llanfihangel 62:06 71 74.6 19.95 19 76 Craven Arms 19:26 tsr 50 70.5 74.00 21 60 Abergavenny J 64:15 80 83.7 21.13 21 10 Stokesw ood 20:38 72 59.0 75.06 22 65 Abergavenny 65:03 79 79.5 22.88 22 69 Onibury 22:01 75 75.9 77.76 25 41 Penpergw m 67:05 78 79.7 25.26 25 21 Bromfield 23:52 80 77.2 81.19 28 75 Nantyderry 69:51 78 74.4 27.53 27 42 Ludlow 25:38 73 77.1 82.91 30 53 Little Mill 71:11 75 77.4 29.76 29 61 Saltmore 27:21 85 77.9 84.50 32 20 Pontypool & New Inn 72:47 46 59.6 32.01 32 01 Woofferton 29:01 75 81.0 86.52 34 22 Chappel Lane 74:38 82 65.5 34.45 34 36 Park Lodge 30:50 88 80.6 87.44 35 15 Cw mbran 75:19 81 80.7 36.94 36 75 Low er Burton Farm 32:34 83 86.2 90.27 38 02 Ponthir 77:38 69 73.3 38.44 38 35 Leominster 33:38 89 84.4 93.22 40 78 St. Julian's siding 81:01 33 52.3 40.86 40 69 Ford Bridge 35:22 76 83.7 94.06 41 65 Maindee West jct. 83:36 19 19.5 94.45 158 46 New port 88 84:34 p2 0 24.2
The driver did his best to avoid braking whenever a lower speed restriction was being approached and usually hit the lower psr dead on. Even time was gained at Marsh Brook and held thereafter despite passing through Hereford on Platform 2, rather than the down through.
A little uneven on the climb to Llanfihangel though the reason was not noticed from my view ahead. We were now getting ahead of schedule and speed restrictions were undershot. Arrival in Newport was about three and a half minutes early.’
Table 4 has two runs on the Great Western line to Penzance. Table 4/1 has a slight improvement on the Newton Abbot to Dawlish Warren and Exeter sections recorded by John Heaton with a Super Voyager unit. Seconds were shaved off each section from John‟s previous FT‟s which are included.
Table 4/2 has a recording by John Rishton from par to Lostwithiel with a Super Voyager unit. John‟s comments are:- ‘Nothing special about this one. I guess not too many Class 221 units call at Par and Lostwithiel as some of the platforms used by this train are too short for a five car train. This was a day following problems and stock may have been in the wrong places, and perhaps it is a bit far from London to be noticed.’
We head east to the Southern Region with a recording between Gatwick Airport and Brighton timed by David Ashley (Table 5) . David‟s comments are:- „This record has arisen mainly due to the fact that the stopping pattern generally only applies on Sundays and Bank Holidays and recorders may not have travelled on the route at this time. Also the schedule from Victoria is
Milepost 32¾ 252 January 2012
Table 4/1 Unit 220004 221137 Load 4 5 Train 08.39 Plymouth-Man. P. 08.39 Plymouth-Man. P. Date 25/6/2011 16/07/2011 Recorder/Position J. Heaton 1/4 J. Heaton 1/5 Miles M. Chns Timing Point Sch. Min. Sec. M.P.H. Ave. Min. Sec. M.P.H. Ave. 0.00 214 06 Newton Abbot d. 0 0 00 ½L 0 00 T 0.26 213 65 Newton Ab. E. 0 39 45 24.2 0 39 45 24.2 2.74 211 27 Bishopsteignton 2 52 90 67.0 2 54 90/91 66.0 5.13 208 76 Teignmouth 4½ 4 58 60/65 68.2 4 58 58/68 69.3 6.51 207 45 Smugglers Gap 6 17 60 63.2 6 15 60 64.9 7.27 206 64 Shell Cove 7 05 55 57.2 7 02 59 58.4 60/sigs 7.92 206 12 Dawlish 7½ 7 46 ac 57.1 7 42 59/62/sigs ac 58.5 9.57 204 40 Dawlish Warren a. 9½ 10 47 32.8 10 43 32.8 0.00 204 40 d. 11 12 16 13 40 2.05 202 36 Starcross 2 44 70 45.0 2 46 74 44.5 3.88 200 50 Powderham 4 13 75 73.8 4 14 75 74.7 5.76 198 59 Exminster [1] 5 26 100 93.1 5 28 101 91.8 9.30 195 16 City Basin 7 47 75 90.3 7 44 70 93.6 9.68 194 66 Exeter St. Thomas 8 05 75 75.0 8 04 68 67.5 10.60 193 72 Exeter S. D. a. 10 9 32 38.3 9 31 38.3 Class 220 speeds are roughly interpolated from averages Timings do not seem to allow for approach control or exit from loop Class 220 overtime Newton Abbot train manager talking to train timer . Table 4/2 Day/Date Thursday 28th May 2009 Train 09:40 Penzance - Manchester Motive Power 221.1 Load (tons) 5/276/290 Weather Dry Rec. Pos. GPS J Rishton - 5/5 - No Miles m c location Sch mm:s s ave 0.00 281 65 Par 0 00:00 1 late 0.0 0.82 281 00 01:18 37.8 1.82 280 00 02:15 63.2 2.58 279 19 Treverrin Tunnel 03:00 60.8 3.82 278 00 04:14 60.3
4.37 277 36 Lostwithiel 5 05:20 30.0 very slack, and late departures from Gatwick are rare. With speeds never reaching the 90mph limit there is scope for further improvement, although this record was principally achieved with a clear run into Brighton station.’
David was also active on the East Anglia line (Table 6) with short snippet between Diss and Ipswich. David‟s comments are:- ‘I suspect the reason for this record is that this is a new stopping pattern. Whilst at line speed for the majority of the journey, a 50mph tsr at Claydon indicates that this time could be improved significantly.’
Milepost 32¾ 253 January 2012
Table 5 Run No. 1 Date/day Mon-04-May-09 Train 1502 Victoria-Brighton Motive Power 377436/67/108 Load (tons) 12 We return to the West Coast Main Weather Cloudy Line with two fine runs, the first in Rec/Pos/GPS? D Ashley 2/12 Y Table 7 recorded by Chris Taylor in Miles M C location m s mph ave September 2009. The section from 0.00 26 47 GATWICK AIRPORT 0 00 T Lichfield to Warrington is scheduled 2.68 29 21 Three Bridges 3 02 73/80 52.9 only for the 16.57 and 17.57 Euston- 4.33 30 73 M23 4 18 78 78.2 Glasgow services, with most recorders heading north probably 7.24 33 66 Balcombe 6 26 88 81.9 opting for the premier 16 30 service. 8.88 35 37 Ouse N 7 34 85 86.7 This section of the line includes the 11.14 37 58 Haywards Heath 9 07 88/84 87.6 three major restrictions on the 14.01 40 48 Wivelsfield 11 10 85 84.1 WCML to Warrington with 65mph 14.91 41 40 Burgess Hill 11 48 83/81/88 85.3 limits at Colwich, 85 mph at Stafford 16.91 43 40 Hassocks 13 14 85/87 83.7 and 80 mph at Crewe to be 22.65 49 19 Preston Park 17 55 41 73.5 negotiated. Chris‟s comments are:- 23.93 50 41 BRIGHTON 21 19 2E 22.5 ‘There are a couple of evening stops
. on Euston-Glasgow services. As 390015 came to a stop at Lichfield a Table 6 non stop northbound train overtook it Date/day S 12-Feb-11 at speed. The only notes of merit are Train 1230 Norwich-Liverpool St that the slowing at Colwich Jn was to Motive Power 90015 cross to the double track section Load (tons) 9 through Shugborough Tunnel. The Weather Cloudy acceleration from both Queensville Rec/Pos/GPS? D Ashley 4/11 Y curves and north of Crewe were a bit Miles M C location m s mph ave sluggish but with a good fast stop the 0.00 94 77 DISS 0 00 1L Fastest Time was achieved with a 3.54 91 34 Mellis 3 17 92 64.6 101.96mph average.’ 8.41 86 44 Finningham 6 12 101 100.3 12.08 82 71 Haughley 8 28 98 96.9 14.38 80 47 Stowmarket 9 51 101 99.8 17.84 77 10 Needham Market 11 54 102 101.3 19.75 75 17 Baylham 13 02 102 101.3 21.36 73 48 Claydon 14 25 51 tsr 69.9 23.75 71 17 Bramford 16 19 96/98 75.4 26.23 68 59 IPSWICH 18 56 1E 56.8
Milepost 32¾ 254 January 2012
Table 7 Date Fri 11th Sept 2009 Train 16 57 Euston-Glasgow Unit 390 015 Coaches/Weight 9: 460/481Tons/14.2hp.tonne Recorder C Taylor Position/GPS 4 of 9, Y miles m c Location m s mph
0.00 116 22 LICHFIELD T V d 0 00 0.72 117 00 Mp 1 26 58 4.72 121 00 Mp 4 07 120/125 8.00 124 22 Rugeley TV 5 46 109 10.84 127 09 Colwich Jn 7 35 76* 12.30 128 46 Shugborough T'l (S) 8 33 96 13.10 129 31 Milford Jn 9 03 100 14.32 130 47 Whitehouse Jn 9 45 100 15.72 132 00 Mp 10 38 83* 17.25 133 42 STAFFORD 11 42 80* 19.72 136 00 Mp 13 19 109 22.55 138 66 Norton Bridge 14 58 89* 27.10 143 30 Standon Bridge 17 30 125 29.72 146 00 Mp 18 48 122 31.23 147 40 Whitmore 19 33 120 33.78 150 04 Madeley 20 47 123/125 36.98 153 30 Betley Road 22 20 120 40.02 156 23 Basford Hall Jn 23 57 104 41.77 158 03 CREWE 25 13 84/79* 42.61 158 68 Crewe Coal Yd N'th 25 49 77 46.72 163 00 Mp 28 19 115 50.58 166 66 Winsford Jn 30 12 125 53.57 169 65 Hartford 31 41 124 56.27 172 41 Acton Bridge 32 59 124 58.27 174 41 Weaver Jn 33 57 120 61.27 177 41 Norton 35 24 124 63.91 180 12 Acton Grange Jn 36 45 95 65.88 182 12 WARRINGTON B Q a 38 46
Table 8 has a new southbound Fastest Time between Carlisle and Oxenholme recorded by Sandy Smeaton. The record appears to have been achieved by a better than average approach to Oxenholme, although the 33 minute schedule was still not quite achieved. The southbound exit from Carlisle must be one of the slowest on the WCML, why trains have to crawl far around half a mile after leaving the station environs, on good quality plain track is a mystery. Even a raising to 40mph after the point work at the station would be an improvement. Sandy did not offer any comments on the run.
Table 9 has a short run on the Midland line north of Leicester with an HST, recorded by Brian Milner. The HST appears to have had a reasonable pair of power cars with 110mph
Milepost 32¾ 255 January 2012
Table 8 reached in around six miles, Date: Sat 10.9.11 although this is well behind what a Train: 07.35 Glasgow-Euston Meridian unit can achieve. Brian did Loco: 390.021 25kV; 10,255hp not offer any comments on the run. Load: 9,452.5/ 460 Weather: Overcast and mild Table 10/1 reaches Scotland with a Recorder GPS A.Smeaton, N run in either direction on the non- Recorder's position: 5/9 stop services between Bathgate and Av Drumgelloch. The schedule is Miles m c LOCATION Sch* m s Spd probably 12 and a half minutes 0.00 69 08 CARLISLE (P4) 0 0 00 RT which both runs bettered easily. 0.24 68 69 PSB 0 49 17.6 There are now four trains an hour
1.10 68 00 Upperby 2 43 27.2 over the route, with two all stations
2.10 67 00 MP 3 36 67.7 and two fast. The Milngavie services
3.35 65 60 " 4 28 86.7 also run fast from Coatbridge
4.91 64 15 Wreay 5 28 93.6 Sunnyside to High Street, although
7.35 61 60 Southwaite 6 56 99.7 with speed restricted to 60mph ,
10.71 58 31 Calthwaite 8 40 116.7 there is little performance interest.
13.10 56 00 Plumpton 9 50 121.7 The Helensburgh services run fast
15.10 54 00 " 10 50 120.6 from Jordanhill to Dalmuir, although
17.10 52 00 MP 11 54 112.7 again with a probable 60mph limit.
17.85 51 20 PENRITH 12 22 94.4 On both runs the driver reached the 19.10 50 00 " 13 09 96.6 85mph limit on the line and with the 21.10 48 00 Eden Valley Jn (MP) 14 25 94.4 tsr at around Mp 15 now removed 22.10 47 00 Clifton 15 04 93.0 the Class 334 units can show their 24.10 45 00 " 16 20 95.1 potential over the route. 26.10 43 00 Thrimby Grange 17 48 81.4 27.44 41 53 Harrison's Siding 18 44 85.5 Table10/2 illustrates three runs 29.38 39 58 Shap 19 56 97.4 between Bellshill and Shotts on the 30.60 38 40 " 20 39 103.0 Glasgow-Edinburgh semi-fast 31.48 37 50 Shap Summit 21 19 79.3 services. These are now worked 33.10 36 00 MP 22 23 91.1 exclusively by Class 156 Sprinter 33.95 35 12 Scout Green 22 49 115.0 units, rather than the occasional use 35.10 34 00 MP 23 23 124.3 of Class 158 units seen previously. 36.89 32 17 Tebay 24 15 123.3 Runs 1 and 2 show my first, and 39.60 29 40 " 25 35 122.1 latest runs, on the services with 41.60 27 40 " 26 56 89.0 Class 156 units, on which identical 42.94 26 13 Grayrigg 27 55 80.7 times were achieved on each 43.60 25 40 Mosedale Hall 28 25 81.1 occasion. A pair of units always has 44.85 24 20 Lambrigg 29 13 94.3 a slight advantage if power outputs 46.60 22 40 Hay Fell 30 19 94.6 are equal between units, with Run 2 47.60 21 40 MP 30 58 93.8 sustaining an excellent 60mph on 49.10 20 00 " 31 56 93.1 the worst of the gradients. 50.00 19 08 OXENHOLME 33 33 14 41.5 Aver Speed = 90.3
Milepost 32¾ 256 January 2012
Table 9 Date: F 06-08-10 Train: 1215 St Pancras-Nottingham Loco: 43050/43072 Load: 8,273/290/430 Recorder/pos B Milner, 2/10 Miles M C Location HST8 m s mph ave 0.00 99 07 LEICESTER d 0.0 0 00.0 1.0 E 1.16 100 20 Humberstone Road Jn 2 00.0 67 34.9 2.66 101 60 Thurmaston 3 08.0 89 79.4 4.81 103 72 Syston South Jn 4.5 4 27.0 106 98.0 5.91 105 00 Milepost 5 03.5 110/112 108.5 7.91 107 00 Sileby Jn 6.0 6 09.0 108 109.9 9.54 108 50 BARROW-ON-SOAR 7 05.0 102 104.5 12.50 111 47 LOUGHBOROUGH 8.5 8 51.5 98 100.1 13.91 113 00 Milepost 9 41.5 105 101.7 15.31 114 32 Hathern 10 28.5 108 107.2 17.24 116 26 Kegworth 11 36.5 98 101.9 19.13 118 17 EAST MID P'WAY a 14.5 13 44.0 1.5 E 53.3 . Table 10/1 Run 2 Date: W09-11-11 Train: 1410 Edinburgh-Milgavie Loco: 334021/034 Load: 6,244/248 Recorder GPS M Robertson N miles m c Location m s Ave 0.00 25 22 BATHGATE a 0 00 (-) 0.38 24 72 Ub 0 43 31.4 0.85 24 34 Whitburn Road Ob 1 12 59.0 1.26 24 01 Footbridge 1 35 64.6 1.79 23 39 A801 Ob 2 03 68.7 2.55 22 58 ARMADALE 2 45 65.4 3.61 21 53 Stanerigg Road Ub 3 35 75.7 4.33 20 76 Ob 4 08 77.7 4.93 20 28 BLACKRIDGE 4 35 81.5 5.38 19 72 Harthill Road Ub 4 55 81.0 5.74 19 43 Standhill Farm Ob 5 10 84.2 6.50 18 62 Mosshouse Farm Ob 5 41 88.5 7.34 17 75 Airdrie Road Ob 6 16 86.1 8.26 17 01 Woodside Road Ob 6 57 81.2 8.75 16 42 Footbridge 7 19 79.8 10.04 15 19 Boat Club Ob 8 19 77.9 10.53 14 60 CALDERCRUIX 8 41 78.0 10.93 14 28 Ub 8 60 77.8 11.75 13 42 Main Street Ub 9 37 80.3 12.50 12 62 Ob 10 17 67.5 13.08 12 16 Katherine Park Lane Ob 11 04 44.0 13.40 11 70 DRUMGELLOCH d 11 59 21.1
.
Milepost 32¾ 257 January 2012
Table 10/2 Run 1 2 3 Date: S 19-12-09 S 19-11-11 S15-05-10 Train: 0805 Glasgow-Edinburgh 1505 Glasgow-Edinburgh 1605 Glasgow-Edinburgh Loco: 156474 156510/485 158868 Load: 2,71/75 4,142/144 2,74/77 Weather Dry V cold Dry Mild Dry Mild Recorder GPS M Robertson Y M Robertson Y M Robertson Y miles m c Location m s mph ave m s mph ave m s mph ave 0.00 2 22 Bellshill d 0 00 0 00 0 00 1.15 3 34 Mossend 1 47.5 51.5 38.5 1 49 54 38.0 1 44.5 55 39.6 1.51 3 63 Mossend E Jn 2 12 56 52.9 2 12.5 58 55.1 2 08.5 57 54.0 2.10 1 07 Holytown 2 48 57.5 59.0 2 48 59 59.8 2 44 58 59.8 2.36 1 28 Holytown Jn 3 04 60 58.5 3 01 57.5 55.1 2.87 1 69 Carfin 3 37 57 56.6 3 35 60.5 59.2 3 32 59 59.2 3.51 2 40 Mp 21/2 4 14.5 60 58.3 4 12 58 57.6 4.67 3 53 Clelend 5 31 57 56.8 5 24 60 60.1 5 24 58.5 58.0 5.14 4 10 Und BR 5 51.5 61 61.5 6.01 5 00 Mp 5 6 53.5 60 58.5 6 42.5 63.5 61.4 6 44 61.5 60.3 7.01 6 00 Mp 6 7 52.5 63.5 61.0 7 38 69/67.5 64.9 7 40.5 66.5 63.7 7.76 6 60 Hartwood 8 32.5 68 67.5 8 17.5 68 68.4 8 19 72.5 70.1 8.76 7 60 Mp 73/4 9 26 66.5 67.3 9 11.5 62 66.7 9 09 71.5 72.0 9.46 8 36 Shotts s 10 25 42.7 10 25 34.3 10 14 38.8
Run 2 was almost 15 seconds ahead on passing Mp 7¾ but the driver on Run 1 made an excellent entry into Shotts, whereas Run 2, although better than average, lost all of its time advantage.
Run 3 is my overall Fastest Time, with a Class 158, unit which should have an advantage in the initial acceleration and ascent of the gradients to Mp 6. However 158 868 was probably not in the best of mechanical condition and could not match the speeds of the pair of Class 156 units. The faster initial acceleration was enough to sustain a lead to Mp 73/4 with a very good entry into Shotts achieving the FT. I have been past Mp 6 in 7m 15s with a Class 158 but the driver eased the unit thereafter and had to re-apply power to arrive in Shotts in 10m 33s.
Both routes services are surely worthy of inclusion in the Fastest Times listings.
For all those who have contributed in the recent past my thanks. I do not always acknowledge receipt of contributions as my email system has great difficulty in dealing with any attachment. Life is also rather hectic at present with my wife being bedridden after damaging her knee. Contributions are welcome in any format although Spreadsheets are much easier to manipulate than Word documents. My email address is included in the list of addresses below the Contents page of each magazine.
Milepost 32¾ 258 January 2012
Delectable Deltics
David Lloyd-Roberts
Like many members of the RPS I suspect, I had more than a passing interest in those former ECML thoroughbreds, the Deltics. Whilst the Class 47s played a fundamental supporting role on the ECML during the 1962-1978 period it was, of course, the Deltics which were synomonous with this period. Acoustically they sounded very different to the Class 47s with their twin Napier engines giving them a very idiosyncratic drone that was instantly recognisable all along the ECML.
It has been well chronicled that members of the class produced their best performances after HSTs had began to supplant them on the ECML in the period after their introduction in the spring of 1978. My experiences were no different from this, in the main, and Tables 1 and 4 are two prime illustrations of this.
The first run was after a business appointment in Stockton-on-Tees. I had intended to catch a later HST service but my client kindly gave me a lift to Darlington station and on the approach to the station concourse I saw 55011 „The Royal Northumberland Fusiliers‟ pull in with the 09.00 Aberdeen-Kings Cross. By the skin of my teeth I managed to board it and a rampaging run across the Vale of York ensued. The maximum of 110 mph at Tollerton was exceptional even by Deltic standards and just the sort of thing I was looking for. If one is being pedantic then a 10 mph excess should be frowned upon but isn‟t this a recorder‟s delight?
Drivers were changed at Doncaster and the same exuberance was not evident afterwards, although the driving from this point could be regarded as an apotheosis of professionalism. Without exceeding 101 mph anywhere the driver gained over four minutes on the schedule. The power output between Grantham and Stoke would suggest that the ETH was probably turned off and also that 55011 was in first class mechanical condition.
The runs in Tables 2 and Table 3 were actually a family event with timing being very much a secondary concern. They were organised to celebrate my mother-in-law‟s 80th birthday and she and my father-in-law organised the trip from Kent to Newcastle behind D9009 „Alycidon‟. The stock used was something of a hotchpotch collection and many of the plates denoting the individual carriage weights were missing, but I don‟t think I was too far wrong in estimating the tare weight of the carriages concerned. As can be seen in Table 2, there was substantial overspeed on the ECML and perhaps the highlights were the attainment of 110 mph between St Neots and Offord and 107 mph between MPs 178-180. I have not given the complete log as it featured the usually excruciating trundle around the North London Line to gain access to the ECML proper. Also omitted are the sections of line on the ECML which involved slow line running on which speed was below the nominal limit for a Deltic.
The return journey in Table 3, which I joined at Durham, was equally impressive and the speed across the Vale of York was exceptional even for a Deltic. J.Littlewood in Milepost 25 has calculated that a Deltic with 12 Mk1s could theoretically attain 106 mph on level track. As can be seen in Table 3, this was attained between Thirsk and Sessay which is on nominally level track. The hill climbing between Barkston and Stoke was equally impressive and obviously Alycidon was in first class mechanical condition. From the performance point of view I did not really expect anything like this to happen and it was very much a bonus for a family day out.
Milepost 32¾ 259 January 2012
Table1. Run 1. miles m s mph Date 10 July 1978 Barnby 28 07 85 Train 09.00 Aberdeen- 40.60 Claypole 30 37 90 Kings Cross 44.45 Hougham 33 10 96/26/tsr Motive Power 55011 46.30 Barkston 35 48 40/50/20 tsr Load 11/370/390 50.50 Grantham 41 40 59 Recorder D.L.R 54.00 Great Ponton 44 38 74 miles m s mph 54.70 High Dyke 45 13 76 0 00 Darlington 0 00 55.85 Stoke 46 06 79 2.55 Croft Spa 4 02 74 58.85 Corby Glen 48 10 96/98 5.15 Eryholme 6 01 82 64 20 Little Bytham 51 10 97/96 6.90 Cowton 7 12 90 67.30 Essendine 53 28 94/97 10.35 Danby Wiske 9 22 100/102 71.10 Tallington 55 53 94/99 14.15 Northallerton 11 42 60/tsr 74.05 Helpston 57 42 96/98 17.60 Otterington 14 33 86 76.45 Werrington 59 07 99/97 21.90 Thirsk 17 22 97 79.60 Peterborough 61 10 95/97 26.10 Sessay 19 47 102 80.95 Mp 75 62 00 96/98 28.00 Pilmoor 20 57 104 83.35 Yaxley 63 29 96 30.75 Raskelf 22 31 107 86.60 Holme 65 32 96 32.90 Alne 23 44 109/107 88.95 Mp 67 66 59 96/101/98 34.35 Tollerton 24 35 110/107 92.50 Abbots Ripton 69 15 92/91 38.55 Beningborough 26 50 107 93.95 Mp 62 70 11 95/97 42.50 Skelton 29 14 97.05 Huntingdon 72 41 59/tsr 44.10 York 32 07 25* 99.05 Offord 75 05 88/91 46.10 Chaloners Whin Jct 35 06 54 104.25 St Neots 77 55 97/101 48.20 Naburn 37 12 70 108.40 Tempsford 80 04 98/96 53.75 Riccall 41 03 95/98 111.85 Sandy 82 38 100/96 58.00 Selby 44 30 74/45* 114.85 Biggleswade 84 30 96/95 64.35 Balne 50 10 93 120.20 Three Counties 87 53 98/95 Heck 51 02 96/98/104 124.05 Hitchin 90 18 94/95 72.25 Shaftholme Junction 54 23 98 128.35 Stevenage 93 07 91/98 74.30 Arksey 55 57 /60/tsr 130.95 Knebworth 94 42 95/96 76.30 Doncaster 59 10 133.95 Welwyn North 96 37 97 0 00 Doncaster 0 00 tsr 135.65 Welwyn Garden City 97 39 100 2.75 Black Carr Jct 4 54 68 138.25 Hatfield 99 14 98/92 4.60 Rossington 6 25 83/78 141.45 Brookmans Park 101 18 96 6.50 Mp 149 1/2 7 50 74/88 143.25 Potters Bar 102 22 96 8.25 Bawtry 9 07 79 145.35 Hadley Wood 103 46 97 12.00 Ranskill 11 50 91 146.75 New Barnet 104 40 97 17.35 Retford 15 29 97/99 147.55 Oakleigh Park 105 08 96 Lincoln Road 18 25 90/98 149.55 New Southgate 106 21 98 24.15 Tuxford North 19 31 95/97 151.00 Wood Green 107 20 86/90 29.65 Carlton 23 08 100/97 153.45 Finsbury Park 109 10 sigs 33.00 Bathley Lane 25 14 94/98 155.95 Kings Cross 114 22 35.90 Newark 27 18 75*82
Milepost 32¾ 260 January 2012
Table 2 Miles M C m s mph avge Run 2 75.00 75 00 Fletton Junct 116 50 50 73.3 Date Sat/18/05/2003 76.39 76 31 Peterborough 120 14 24.5 Train 07.22 Otford- 0.00 76 31 Peterborough 0 00 38.1 Newcastle 23.75 100 11 Stoke 25 40 43 55.5 Motive Power D9009 27.61 104 00 Mp 28 58 99 70.2 Load 12/423/450 29.05 105 35 Grantham 29 51 100/102 97.6 Recorder D Lloyd Roberts 31.43 107 65 Peascliffe E 31 15 104/105 101.8 Miles M C m s mph avge 33.29 109 54 Barkston S J 32 18 109 106.4 0 24 07 Otford 0 00 35.28 111 53 Hougham 33 24 106/107/105 108.4 1.45 22 51 Shoreham 5 04 51 17.2 38.95 115 27 Claypole 35 34 96 102.2 3.71 20 30 Eynsford 7 02 79 69.0 39.53 115 73 Barnby Lane 35 55 95 96.3 6.73 17 29 Swanley 10 17 21/23 55.6 40.48 116 69 Balderton 36 32 94 92.4 7.95 16 11 Kevingtown 11 58 63/77 43.7 42.65 119 03 Barnby 37 55 90 94.3 9.39 14 56 St Mary Cray 13 17 73/64 65.5 43.76 120 12 Newark 38 39 94 91.0 12.15 11 75 Bickley 15 42 70/66/71 68.6 44.40 120 63 Newark X 39 04 92 91.8 13.19 10 72 Bromley South 16 35 65/68 70.5 46.59 122 78 Bathley Lane 40 30 96 91.6 14.05 10 03 Shortlands 17 23 68/52 64.7 48.30 124 55 Cromwell 41 33 99/100 97.9 15.39 8 56 Beckenham J 18 47 60/65 57.3 49.93 126 25 Carlton 42 32 102 99.2 16.25 7 67 Kent House 19 36 63/60 63.4 51.06 127 36 Crow Park 43 12 102 102.4 16.88 7 17 Penge East 20 17 60 54.9 52.61 129 00 Mp 44 07 100 101.5 18.34 5 60 Sydenham Hill 21 44 61 60.5 54.90 131 23 Dukeries J 45 30 96/95 99.2 19.06 5 02 West Dulwich 22 32 54.4 55.35 131 59 Tuxford 45 47 96/95 95.3 20.09 4 00 Herne Hill 24 03 sigs/25 40.5 57.11 133 40 Mp 46 52 92/96 97.6 20.89 3 16 Brixton 25 27 34.3 61.08 137 37 Grove Road 49 18 101/100/108 97.7 Via Wandsworth Road and the North London line 49.2 62.23 138 49 Retford 49 57 104/105 106.2 0.00 12 59 Potters Bar 79 08 59 0.0 64.28 140 53 Botany Bay 51 08 107 103.9 1.75 14 39 Brookmans Pk 80 38 76 70.0 65.31 141 56 Sutton 51 43 106 106.7 2.84 15 46 Welham Green 81 26 86 81.6 66.83 143 17 Torworth 52 35 105 104.7 4.96 17 56 Hatfield 82 53 96/100 87.9 67.59 143 78 Ranskill 53 01 107 105.6 7.59 20 26 Welwyn Gdn Cty 84 27 96 100.5 69.45 145 67 Scrooby 54 04 104/105 106.4 9.21 21 76 Welwyn North 85 31 97/98 91.4 71.26 147 52 Bawtry 55 07 103/104 103.6 11.08 23 65 Woolmer Green 86 39 94 98.6 73.61 150 00 Mp 56 29 100 103.2 12.30 25 03 Knebworth 87 24 98/101 98.0 74.98 151 29 Rossington 57 17 107/83 102.2 13.91 26 52 Langley Green 88 21 102 101.8 76.61 153 00 Mp 58 13 105.3 14.86 27 48 Stevenage 88 54 103/106 103.6 79.60 155 79 Doncaster 60 17 84 86.7 19.21 31 76 Hitchin 91 23 104/107/104 105.1 81.64 158 02 Arksey 61 40 97 88.4 21.26 34 00 Mp 92 33 105 105.4 83.90 160 23 Shaftholme J 63 05 97 95.8 24.33 37 05 Arlesey 94 19 106/105 104.0 86.64 163 02 Moss 64 44 102/103 99.5 25.83 38 45 Langford Bridge 95 10 106/105/108 105.9 89.54 165 74 Balne 66 25 104 103.4 28.45 41 15 Biggleswade 96 37 105/104 108.6 90.80 167 15 Heck 67 10 104/105 101.0 31.39 44 10 Sandy 98 21 105/106 101.7 92.86 169 20 Templehirst 68 21 106 104.6 33.64 46 30 Everton 99 38 107 105.2 94.61 171 00 Mp 69 19 108.6 34.74 47 38 Tempsford 100 15 104/105 107.0 96.15 172 43 Selby Canal 70 11 105/106 106.4 37.26 50 00 Mp 101 43 103 103.3 97.74 174 10 Hambleton S J 71 05 107 105.8 38.96 51 56 St Neots 102 40 107/110 107.4 101.61 178 00 Mp 73 16 106/107 106.5 43.16 55 72 Offord 105 02 105/106 106.5 103.61 180 00 Mp 74 23 107/105 107.5 46.10 58 67 Huntingdon 106 40 107 107.9 108.36 184 60 Copmanthorpe 77 06 107/sigs 104.9 49.26 62 00 Leys Summit 108 33 99 100.8 112.11 188 40 York 101 35 9.2 50.65 63 31 Abbots Ripton 109 25 93 96.1 0.00 0 00 York 0 00 52.26 65 00 Mp 110 21 107 103.7 30.00 30 00 Northallerton 40 50 57 44.1 56.59 69 26 Holme 112 47 102 106.6 33.76 33 61 Danby Wiske 43 55 86 73.2 59.96 72 56 Yaxley 114 57 87 93.5 37.18 37 14 Cowton 46 10 93 91.0 .
Milepost 32¾ 261 January 2012
Miles M C m s mph avge Miles M C m s mph avge 38.95 38 76 Eryholme J 47 20 92/sigs 91.3 0.00 66 14 Durham 0 00 41.49 41 39 Croft Spa 49 21 75.5 3.23 69 32 Kimblesworth 4 08 73 46.8 44.15 44 12 Darlington 52 25 52.1 3.90 70 06 Plawsworth 4 41 74 73.6 49.59 49 47 Aycliffe 57 01 80/83 70.9 5.73 71 72 Chester-L/S 5 54 98 90.0 54.29 54 23 Bradbury 60 27 91 82.1 7.35 73 42 Ouston J 6 53 102/103/102 99.2 56.25 56 20 Ferryhill S J 61 44 95 91.8 11.46 77 51 Low Fell 9 30 48 94.3 60.26 60 21 Hett Mill 64 11 104 98.3 12.83 79 00 Bensham 11 18 48/sigs 45.4 61.90 61 72 Croxdale 67 00 sigs/14/66 34.9 14.05 80 18 Newcastle 64.91 64 73 Reilly Mill 70 16 58/43 55.3 66.18 66 14 Durham 72 32 33.4 Table 3 Run 3. Miles M C m s mph avge Date Sat/18/05/2003 19.25 169 20 Templehirst 15 20 102/101 100.3 Train 17.30 Newcastle- 21.31 167 15 Heck 16 33 103/102 101.7 Ashford 22.58 165 74 Balne 17 17 105 103.3 Motive Power D9009 25.48 163 02 Moss 18 57 105/106 104.4 Load 12/423/450 28.21 160 23 Shaftholme J 20 30 105/106 106.0 Recorder D.L.R. 30.48 158 02 Arksey 21 48 106 104.4 Miles M C m s mph avge 32.51 155 79 Doncaster 22 57 104 106.3 0.00 66 14 Durham 0 00 35.50 153 00 Mp 24 39 107 105.4 1.26 64 73 Reilly Mill 3 36 47/69 21.0 37.14 151 29 Rossington 25 34 105 107.2 4.28 61 72 Croxdale 6 22 67 65.3 38.50 150 00 Mp 26 22 101 102.2 5.91 60 21 Hett Mill 7 47 74 69.4 40.85 147 52 Bawtry 27 44 107/109 103.2 9.18 57 00 Ferryhill 10 16 85 78.8 42.66 145 67 Scrooby 28 44 107 108.8 9.93 56 20 Ferryhill S J 10 48 86 84.4 44.53 143 78 Ranskill 29 47 104 106.4 11.89 54 23 Bradbury 12 07 93/99 89.4 46.80 141 56 Sutton 31 06 103/104 103.7 14.26 51 73 Preston Moor 13 37 96 95.0 47.84 140 53 Botany Bay 31 42 103/101 103.7 16.59 49 47 Aycliffe 15 07 91/100 93.0 49.89 138 49 Retford 32 55 103/104 101.1 22.03 44 12 Darlington 18 32 94 95.5 51.04 137 37 Grove Road 33 35 102 103.5 24.69 41 39 Croft Spa 20 10 99/100 97.8 55.50 133 00 Mp 36 20 96 97.4 27.23 38 76 Eryholme J 21 44 98 97.2 56.56 131 75 Tuxford N 36 58 102 100.7 29.00 37 14 Cowton 22 47 101/104 101.4 57.21 131 23 Dukeries J 37 21 104 101.7 32.41 33 61 Danby Wiske 24 48 105/104 101.5 58.50 130 00 Mp 38 04 108/107 107.8 36.18 30 00 Northallerton 26 57 105 105.0 61.05 127 36 Crow Park 39 29 108 108.0 37.48 28 56 Longlands J 27 41 106/107 106.4 62.19 126 25 Carlton 40 07 107 107.8 39.68 26 40 Otterington 28 54 108/109 108.5 63.81 124 55 Cromwell 41 02 105 106.4 43.99 22 15 Thirsk 31 21 106 105.6 65.53 122 78 Bathley Lane 42 01 105/104/sigs 104.5 45.68 20 40 Mp 32 18 106/107 106.6 68.35 120 12 Newark 43 49 79 94.2 48.20 17 78 Sessay 33 42 107/108 108.2 69.46 119 03 Barnby 44 39 82/84 80.1 50.18 16 00 Pilmoor 34 48 108 107.7 71.64 116 69 Balderton 46 11 88 85.1 52.80 13 30 Raskelf 36 16 108 107.4 73.16 115 27 Claypole 47 12 89/88 90.0 54.94 11 19 Alne 37 38 90/sigs 93.8 76.84 111 53 Hougham 49 38 90 90.6 56.48 9 56 Tollerton 38 39 82 90.7 78.83 109 54 Barkston S J 51 00 88/87 87.3 60.68 5 40 Beningborough 41 40 80 83.5 80.14 108 29 Peascliffe N 51 55 88/87 85.9 63.18 3 00 Mp 43 28 87/83/sigs 83.3 83.06 105 35 Grantham 53 53 92 89.2 66.18 0 00 York 49 09 31.7 86.38 102 10 Great Ponton 56 07 88 89.0 0.00 188 40 York 0 00 88.36 100 11 Stoke 57 27 88 89.4 3.75 184 60 Copmanthorpe 4 58 72/69/sigs 45.3 91.41 97 07 Corby Glen 59 22 104 95.5 5.53 182 78 Colton J 6 28 72 71.0 93.50 95 00 Mp 60 32 108/109 107.4 8.50 180 00 Mp 8 41 89 80.5 96.29 92 17 Little Bytham 62 04 108/109 109.1 10.50 178 00 Mp 9 58 93/96 93.5 99.71 88 63 Essendine 64 00 107 106.3 13.50 175 00 Mp 11 52 97 94.7 101.41 87 07 Greatford 64 57 108 107.4 14.38 174 10 Hambleton S J 12 24 98 98.4 103.70 84 64 Tallington 66 14 106 106.9 15.96 172 43 Selby Canal 13 22 99/100 98.5
Milepost 32¾ 262 January 2012
. Miles M C m s mph avge Miles M C m s mph avge 105.09 83 33 Lolham 67 02 105/106 104.1 60.74 15 46 Welham Green 39 56 102 104.8 106.60 81 72 Helpston 67 52 107/108 108.9 61.83 14 39 Brookmans Pk 40 35 102 100.4 108.89 79 49 Werrington 69 09 107 106.9 63.58 12 59 Potters Bar 41 36 100/101 103.3 112.19 76 25 Peterborough 73 15 48.3 65.77 10 44 Hadley Wood 42 53 105/sigs/83 102.3 0.00 76 25 0 00 91.9 67.14 9 14 New Barnet 43 51 87 85.3 1.31 75 00 Fletton J 2 56 54 26.8 67.97 8 28 Oakleigh Park 44 23 92/95 92.8 3.61 72 56 Yaxley 5 02 75 65.7 69.85 6 37 New Southgate 45 34 103 95.7 6.99 69 26 Holme 7 25 90/93 85.0 71.32 5 00 Alexandra Pal 46 28 89 97.5 11.31 65 00 Mp 10 15 89/88/87 91.6 72.32 4 00 Hornsey 47 19 58 70.6 12.88 63 35 Abbots Ripton 11 19 87 87.9 72.90 3 33 Harringay 47 57 56/55/58 55.7 14.31 62 00 Leys Summit 12 19 89 86.3 73.80 2 41 Finsbury Park 48 53 55 57.9 17.48 58 67 Huntingdon 14 16 104/106 97.3 0.00 Via North London line and Wandsworth Rd 20.41 55 72 Offord 15 56 106 105.8 0.00 3 16 Brixton 90 30 45/sigs/18 24.61 51 56 St Neots 18 22 101/104/103 103.6 0.80 4 00 Herne Hill 92 14 23 27.7 28.84 47 38 Tempsford 20 48 107 104.2 1.83 5 02 West Dulwich 93 51 46 38.0 29.94 46 30 Everton 21 25 107 107.0 2.55 5 60 Sydenham Hill 94 46 48/59 47.5 32.19 44 10 Sandy 22 43 103/104 103.8 4.01 7 17 Penge East 96 13 60.5 35.13 41 15 Biggleswade 24 25 105 103.7 4.64 7 67 Kent House 96 45 69/68 70.3 37.75 38 45 Langford Br 25 56 101 103.8 5.50 8 56 Beckenham J 97 35 60/61 62.1 39.25 37 05 Arlesey 26 48 104 103.8 6.84 10 03 Shortlands 98 52 66/67 62.5 40.69 35 50 Three Counties 27 38 103 103.5 7.70 10 72 Bromley South 99 39 60 66.1 44.36 31 76 Hitchin 29 53 93/sigs/90 98.0 8.74 11 75 Bickley 100 41 60 60.2 48.71 27 48 Stevenage 32 45 96 91.0 11.50 14 56 St Mary Cray 103 12 82/86/sigs 65.9 49.66 26 52 Langley J 33 21 95.0 14.16 17 29 Swanley 105 53 28 59.5 51.28 25 03 Knebworth 34 22 94/95 95.2 17.18 20 30 Eynsford 109 18 68/65/sigs 52.9 54.36 21 76 Welwyn North 36 15 99/104 98.4 19.44 22 51 Shoreham 111 51 53.2 55.99 20 26 Welwyn G Cty 37 13 102/103/109 100.9 20.89 24 07 Otford 115 00 27.6 58.61 17 56 Hatfield 38 43 106 105.0
Finally in table 4 we turn back the clock to a Sunday in June 1979. At the time I had two young sons to look after, but I did manage to sneak in the odd foray to the ECML. Senior members of RPS will no doubt recall that in the years between 1978 and 1981 the Deltics were put on to a new semi-fast service between Kings Cross and York, calling at all principal stations north of Huntingdon. These services were some of the most exacting from the performance point of view, with continuous acceleration and deceleration required due to the numerous stops. I think the timing load was 8/280 but on this occasion we had 11 coaches behind 55012 „Crepello‟. Again, there was some very fast running through the Home Counties and the attainment of 110 mph must be something of a rarity behind a Deltic with this load.
For those interested, in Table 5 are some rudimentary horsepower estimates calculated by Andrew James. All calculations are net of ETH.
.
Milepost 32¾ 263 January 2012
Table 4. Run 4. Date 01 June 1979 Train 16:05 Kings Cross- York Motive Power 55012 Load 11/372/395 Recorder D.L.R. miles M C m s mph avge 0.00 0 08 Kings Cross 0 00 2.41 2 41 Finsbury Park 4 10 55 34.7 4.90 5 00 Wood Green 6 20 83 68.9 6.36 6 37 New Southgate 7 27 79 78.6 8.25 8 28 Oakleigh Park 8 55 78/TSR 77.2 9.08 9 14 New Barnet 9 38 53 69.1 10.45 10 44 Hadley Wood 11 11 56 53.2 12.64 12 59 Potters Bar 13 18 69 62.0 14.39 14 39 Brookmans Park 14 39 85 77.8 17.60 17 56 Hadfield 16 47 95/101 90.4 20.23 20 26 Welwyn Garden City 18 21 99 100.5 21.85 21 76 Welwyn North 19 23 95/94 94.4 24.94 25 03 Knebworth 21 19 96/100 95.8 27.50 27 48 Stevenage 22 54 99/98 97.1 31.85 31 76 Hitchin 25 35 101/99 97.3 35.53 35 50 Three Counties 27 46 110 101.0 36.96 37 05 Arlesey 28 33 108 110.1 41.09 41 15 Biggleswade 30 50 110 108.4 44.03 44 10 Sandy 32 31 105 104.7 47.38 47 38 Tempsford 34 31 101/98 100.5 51.60 51 56 St Neots 37 04 100/107 99.4 55.80 55 72 Offord 39 32 101 102.2 58.70 58 64 Huntingdon 42 53 51.9 0.00 58 64 Huntingdon 0 00 82.1 3.20 62 00 Leys Summit 4 38 68 41.4 4.64 63 35 Abbots Ripton 5 54 78 68.1 8.20 67 00 Mp 8 12 101 92.9 10.53 69 26 Holme 9 34 106 102.1 13.90 72 56 Yaxley 11 28 106/110 106.6 16.20 75 00 Fletton Junction 13 01 65 89.0 17.59 76 31 Peterborough 16 15 25.7
Milepost 32¾ 264 January 2012
Table 5 Table 1 55011 edhp/rhp/bhp-Croft Spa-Danby Wiske( 1 in-21562 average) 2135/2492/3076 55011 edhp/rhp/bhp-Grantham-Stoke (1 in 210 average) 2502/2740/3362 Table 2 D9009 edhp/rhp/bhp-Sandy-Huntingdon ( 1 in -2347 average) 2042/2671/3298 Table 3 D9009 edhp/rhp/bhp-Otterington-Raskelf( 1 in -2347 average) 1924/2671/3296-106.1 mph D9009 edhp/rhp/bhp-Colton Junction-Mp 175 (1 in- 1766 average) 2259/2638/3256-88.6 mph D9009 edhp/rhp/bhp-Barkston South Junction-Stoke ( 1 in 280 average) 2406/2785/3438-89.8 mph D9009 edhp/rhp/bhp-Holme-Mp 62 (1 in 316 average) 2273/2666/3291-89.4 mph Table 4 55012 edhp/rhp/bhp Mp 62-Holme (1 in -316 average) 2017/2401/2964-89.1 mph . HISTORICAL MYSTERIES – KEN PHILLIPS
THE LOCOMOTIVES OF R.E.L. MAUNSELL by O.S. NOCK: Page 88
Engine: Class L 4-4-0 1774 Load: Coaches,Tare/Gross: 4 128/135 4,128/135 The train was the Miles Sch Mins Secs Mph Av. 8.11a.m. from Speed 0.0 Minster 0 0 00 - Ramsgate to Ashford; 5.0 Grove Ferry 6 12 45 - the schedule from 7.1 Chislet 8 25 75 56.8 Minster to Canterbury 9.1 Sturry 10 00 76 75.7 West was tightly timed 11.5 Canterbury West 13 12 34 - 56.1 for a cross-country route 0.0 Canterbury West 0 0 00 - and 1774 achieved an 3.0 Chartham 4 55 58 - excellent 76mph at 5.2 Chilham 7 10 60 58.6 Sturry, which is fully 9.9 Wye 11 48 74 60.8 supported by the sigs - - average speed from 14.2 Ashford 20 17 55 -
Chislet to Sturry, unlike the average speed over the Canterbury to Ashford section between Chilham and Wye.
In the text O.S. Nock writes that “74mph was attained on the level at Wye” yet the gradient profile appears to show that the gradient is 1 in 660 against for about three quarters of a mile before Wye station, followed by an increase to 1 in 264 against for about three quarters of a mile after the station !
The low average speed from Chilham to Wye could be accounted for by a misprint in the table. Perhaps the passing time at Wye was 11 minutes 28 seconds?
A minor mystery appears to exist over a route that I never travelled.
Milepost 32¾ 265 January 2012
Weekends in Wales 50 Years Ago Part 1 – Easter at Swansea Bruce Nathan Following my travels to Scotland in 1960, recounted in Milepost during 2010, I spent two Bank Holiday weekends in Wales in 1961. This is a record of the trains that I timed on those visits and represent typical running of the time – there was nothing outstanding. As with the previous articles, the distances in the logs were those I was using at the time and are to the nearest 0.05 (1/20th) of a mile. The station names in the tables may differ from those in use today, particularly in Wales where Anglicised versions were used in 1961. Stations open in 1961 are shown in upper case. For the Easter weekend, I based myself in Swansea. Having had some poor performances on the Great Western main line in the previous years, I decided to start my journey from London at Waterloo rather than Paddington. There was basically a Sunday service on Good Friday with some extra trains and so the first journey was on the 10.45 relief train from Waterloo as far as Salisbury. This was given an 87 minute booking for the 83.7 miles – not as fast as the weekday „Atlantic Coast Express‟, which at that time was allowed 83 minutes, but the 13 coach load was heavier than the ACE‟s usual 11 or 12.
TABLE 1 Miles location Sch m s mph ave Run No. 1 21.65 WEST BYFLEET 26 05 67 Date/day Friday 31 March 1961 24.30 WOKING 28 32 61/59 64.9 Train 10.45 relief Waterloo - Ilfracombe 28.00 BROOKWOOD 32 05 64 62.5 Motive Pow er Rebuilt Merchant Navy 4-6-2 35019 31.00 Milepost 31 34 59 60 62.1 French Line CGT 33.25 FARNBOROUGH 37 07 67 63.3 Load (tonnes) 13 coaches 434/465 tons 36.50 FLEET 39 58 70 68.4 Recorder B.I. Nathan 39.85 WINCHFIELD 42 58 64 67.0 Position 2 of 14 42.00 HOOK 44 58 66/70 64.5 PTT 47.80 BASINGSTOKE 50 03 67 68.5 Miles location Sch m s mph ave 50.30 Worting Junction Box 52 21 56 65.2 52.40 OAKLEY 54 32 60 57.7 0.00 WATERLOO 0 0 00 ½L 55.60 OVERTON 58 12 sigs 27 52.4 1.30 VAUXHALL 3 59 36/44 19.6 59.20 WHITCHURDH NORTH 63 12 58 43.2 3.90 CLAPHAM JUNCTION 7 46 40 41.2 61.10 HURSTBOURNE 65 00 68 63.3 7.20 WIMBLEDON 12 04 55 46.0 62.50 Milepost 62½ 66 17 64 65.5 9.75 NEW MALDEN 14 48 59 56.0 66.35 ANDOVER JUNCTION 69 25 78 73.7 12.05 SURBITON 17 03 63 61.3 67.75 Red Post Junction Box 70 37 64 70.0 13.35 Hampton Court Junction 18 16 65 64.1 72.75 GRATELEY 75 50 49 57.5 14.40 ESHER 19 14 65 65.2 78.25 PORTON 81 19 76/81 60.2 17.10 WALTON-ON-THAMES 21 46 63 63.9 82.60 Tunnel Junction Box 84 54 38 72.8 19.10 WEYBRIDGE 23 40 60 63.2 83.70 SALISBURY 87 87 54 1½L 22.0 The log is in Table 1. The start was a little slower than usual but we kept close to 60 mph on the gradual climb through Woking up to Milepost 31. We touched 70 mph twice before Basingstoke but were then brought down to 27 mph before Overton. I noted this as a signal check, although I don‟t know what could have been in front of us as we suffered no further delays. We sped through Andover at 78mph before the climb to Grateley took its toll on the heavy load and we fell to 49. A final 81 mph down Porton bank got us into Salisbury with almost a minute lost on the 87 minutes booking but the check cost us some 2 minutes giving a net time of 86 minutes. One thing I remember about this run was a young lady sitting opposite who, seeing me writing down the times, believed that I was planning a train robbery. It took quite a lot of convincing her that I just timed trains for a hobby and if there are any inaccuracies in the log, it would have been caused by this distraction.
Milepost 32¾ 266 January 2012
I continued from Salisbury to Bristol on an 11 coach Portsmouth to Bristol train, well filled with service personnel going on leave for the holiday weekend, and hauled by a Hall Class 4-6-0. The 11 coaches seem excessive compared to the two or three coach dmu‟s which work the line today but the service was far less frequent. Table 2 shows the log and although we were keeping most of the running times, we had to draw up at many of the stops, thus losing time overall. The only station where we saved time was Westbury, where we cut the four minute allowance to 2½ minutes as the platforms here were long enough to avoid drawing up.
TABLE 2 Miles location Sch m s mph ave Run No. 2 0.00 DILTON MARSH HALT 0 7 23 4L Date/day Friday 31 March 1961 1.30 WESTBURY 3 3 48 5L 20.5 Train 11.20 Portsmouth Harbour- Bristol TM 0.00 WESTBURY 0 6 22 3L Motive Pow er Hall 4-6-0 7907 Hart Hall 4.05 TROWBRIDGE 7 6 52 49 max 35.4 Load (tonnes) 11 coaches 363/390 tons 0.00 0 12 03 5½L Recorder B.I. Nathan 3.25 BRADFORD-ON-AVON 10(d) 6 56 40 max 28.1 Position n/k 0.00 0 11 39 7L PTT 1.35 AVONCLIFF HALT 3 27 39 23.5 Miles location Sch m s mph ave 2.25 FRESHFORD 5(d) 5 01 34.5 0.00 0 5 51 8L 0.00 SALISBURY 0 0 00 3½L 0.85 LIMPLEY STOKE 2 43 41/47 18.8 2.50 Wilton North 7 05 31/47 21.2 5.00 BATHAMPTON 8 28 30/40 43.3 4.95 Wishford 10 27 38/50/46 43.7 7.20 BATH SPA 14 12 16 6L 34.7 9.75 Wylie 16 38 54/49 46.6 0.00 0 16 37 7½L 13.70 Codford 21 04 58 53.5 1.05 OLDFIELD PARK 2 51 39/44/tsr 36 22.1 15.95 Heytesbury 23 39 49/54 52.3 4.50 SALTFORD 7 57 48 40.6 19.80 WARMINSTER 30 28 33 47.1 6.90 KEYNSHAM & SOMERDALE 10 51 51/55 49.7 0.00 WARMINSTER 0 32 10 4½L 9.85 ST ANNES PARK 14 13 46 52.6 3.35 DILTON MARSH HALT 7(d) 6 22 55 max 31.6 11.50 BRISTOL TEMPLE MEADS 18 18 27 8L 23.4 (d) - schedule to departure . Although diesel motive power was becoming more common at the time, the only journey I had on this tour that was not behind steam was the next run from Bristol Temple Meads to Cardiff. The train called at Lawrence Hill and Stapleton Road from which station, the log, run 3 in Table 3 begins. The three 3-car Gloucester RCW dmu‟s (later Class 119) accelerated slowly up Ashley Hill bank but subsequently achieved several speeds above 60 mph. A tsr approaching Newport made us slightly late into that station but the schedule on to Cardiff included some recovery and we arrived three minutes early. One attraction was that I was sitting in the front coach and, as this was in the days before the drivers pulled down the blinds at the back of the cab, I was able to get a good view of the road ahead. The final run of the day was from Cardiff to Swansea on the 12.55 Paddington to Carmathen (Table 4, run 4) behind one of the early Castle Class 4-6-0s, then approaching 40 years of age. Slow running at first, followed by single line working at Miskin Crossing, caused a loss of some eight minutes to Llantrisant, where a number of the fast trains stopped on the Sunday schedules which applied on Good Friday. From here the timings were easy and with no further checks, we were a minute early into Swansea. The first run I timed on the Saturday was a short section from Swansea to Neath shown in Table 5 which does not require any further comment. From Neath General I walked to Neath
Milepost 32¾ 267 January 2012
TABLE 3 Run No. 3 6 Date/day Friday 31 March 1961 Saturday 1 April 1961 Train 15.00 Bristol TM - Cardiff 13.55 Paddington-Swansea Motive Power 3 x 3-car Glos Cross Country DMU Castle 4-6-0 5061 Earl of Birkenhead Load (tonnes) 9 coaches 327/350 tons 13 coaches 449/480 tons Recorder B.I. Nathan B.I. Nathan Position 1 of 9 n/k PTT PTT Miles location Sch m s mph ave Sch m s mph ave
0.00 STAPLETON ROAD 0 0 00 ½L 1.10 ASHLEY HILL 2 43 27 24.3 2.25 HORFIELD 5 10 31 28.2 3.20 FILTON JUNCTION 6 50 45 34.2 4.35 PATCHWAY 8 10 54/66 51.8 7.85 PILNING 11 36 61 61.2 9.00 Severn Tunnel East Box 12 43 65/67 61.8 13.90 Severn Tunnel West Box 17 53 32 sigs 56.9 14.80 SEVERN TUNNEL JUNCTION 21 20 03 ½E 44.3 0.00 0 22 10 ½L 2.40 MAGOR 4 03 52/65 35.6 6.05 Llanwern 7 48 60/tsr 38 58.4 9.15 Maindee Junction East Box 11 48 25 46.5 9.80 NEWPORT 14 14 29 1L 0.00 0 17 15 RT 0 0 00 12½L 1.50 Ebbw Junction Box 3 27 50 26.1 4 58 42 18.1 3.45 St Brides Box 5 33 60 55.7 7 36 47 44.4 5.25 Marshfield 7 19 62/64 61.1 9 48 53 49.1 10.45 Roath Box 12 46 35 57.2 15 59 40 50.5 11.65 CARDIFF GENERAL 19 15 49 3E 23.6 20 18 29 11L 28.8 Riverside to travel on one of the few trains over the Neath and Brecon line which closed the following year. I did not usually time stopping trains which in retrospect seems a pity as it would have been interesting to record how the pannier tank with two coaches performed on the steep gradients. The same comment applies to my next journey over the Brecon & Merthyr line to Newport behind a 2251 class 0-6-0 with three coaches. From Newport I returned to Swansea on the 13.55 ex-Paddington. The log is shown as run 6 in Tables 3 and 4 alongside those of the previous day. Leaving Newport 12½ minutes late, the double-chimney Castle 4-6-0 made an uninspiring run to Cardiff although it was a heavy 13 coach train and the schedule of 20 minutes was so easy that we were able to regain a minute and a half. Engines were changed at Cardiff and the Britannia Class 4-6-2 Lightning came on. The Britannias were generally disliked by Western Region enginemen and only at Cardiff were they anything like a success. Things did not start well. We lost almost another five minutes at the stop and the engine was slipping badly once we got the right away. Our progress on the first section was slow and we were stopped by signals for almost 4½ minutes just beyond Llantrisant station. As a result, by the time we reached the first booked stop at Bridgend we were 29 minutes late. But from here on there was a complete change in the running. We maintained 35-36 mph up the climb to Stormy Siding and on the subsequent descent to Margam touched 72 mph; these speeds compare with 33 and 60 mph with the Castle on a
Milepost 32¾ 268 January 2012
TABLE 4 Run No. 4 6 Date/day Friday 31 March 1961 Saturday 1 April 1961 Train 12.55 Paddington-Carmathen 13.55 Paddington-Pembroke Dock, Neyland and Fishguard Harbour Motive Power Castle 4-6-0 4083 Abbotsbury Castle BR7 4-6-2 70019 Lightning Load (tonnes) 10 coaches 336/360 tons 13 coaches 449/480 tons Recorder B.I. Nathan B.I. Nathan Position n/k n/k PTT PTT Miles location Sch m s mph ave Sch m s mph ave 0.00 CARDIFF GENERAL 0 0 00 1L 0 0 00 14½L 2.35 ELY MAIN LINE 5 12 39 27.1 6 22 36 22.1 4.00 ST FAGANS 7 38 43 40.7 8 59 39/36 37.8 6.80 PETERTSTON 11 26 46/sigs 44.2 13 23 41 sigs 38.2 9.30 Mikskin Crossing Box 16 00 single line 32.8 19 52 working 11.30 LLANTRISANT 20(d) 26 32 18.0 21 30 33.3 0 27 58 9L 23 14 sig 27 39 stop 13.60 LLANHARAN 7 23 39 18.7 35 00 39 16.40 PENCOED 10 49 60 48.9 38 44 56 45.0 20.20 BRIDGEND 17 15 26 7½L 49.4 30 44 28 29L 39.8 0.00 0 17 42 7L 0 46 30 29L 4.10 Stormy Siding Box 8 44 33 28.2 8 01 36 30.7 5.45 PYLE 10 28 56/60 46.7 9 39 64/72 49.6 10.10 Margam 15 16 50 58.1 13 48 57 67.2 12.15 PORT TALBOT 27(d) 18 41 36.0 20(d) 16 54 39.7 0.00 0 20 26 RT 0 18 43 28L 3.70 BRITON FERRY 6 29 43 34.2 6 18 48/42 35.2 5.60 NEATH GENERAL 15(d) 10 06 31.5 15(d) 9 34 34.9 0.00 0 13 45 1E 0 14 41 27½L 2.00 SKEWEN 7 23 24 16.3 5 28 29 22.0 4.30 LLANSAMLET NORTH 11 51 44/49 30.9 9 27 45/52 34.6 6.50 LANDORE 15 42 tsr 21/29 34.3 13 52 tsr 17/21 29.9 7.80 SWANSEA HIGH STREET 19 19 18 1E 21.7 23 18 33 23L 16.7 (d)=schedule to departure . TABLE 5 Run No. 5 Date/day Saturday 1 April 1961 Train 7.30 Pembroke Dock-Paddington relief Motive Power Hall 4-6-0 7904 Fountains Hall Load (tonnes) 10 coaches 314/330 tons Recorder B.I. Nathan Position n/k PTT Miles location Sch m s mph ave 0.00 SWANSEA HIGH STREET 0 0 00 RT 1.30 LANDORE 4 51 tsr 16/24 16.1 3.50 LLANSAMLET NORTH 8 34 45/29 35.5 5.80 SKEWEN 12 27 49/52 35.5 7.80 NEATH GENERAL 17 15 26 1½E 40.2
Milepost 32¾ 269 January 2012 much lighter train the previous day. We were now making up time although the stop in Neath station was extended to over five minutes as we had to draw up. An easy booking of 23 minutes from Neath to Swansea saw us arrive at the latter 23 minutes late. TABLE 6 There were few trains in the Run No. 7 Swansea area on the Date/day Monday 3 April 1961 Sunday and I spent the day Train 10.25 Swansea Vic - Shrewsbury exploring the Gower by bus Motive Power BR5 4-6-0 73092 and on foot. I had changed Load (tonnes) 7 coaches 212/225 tons my job since the previous From Llandovery 5, 151/160 tons year and no longer had the Recorder B.I. Nathan extra day off on the Tuesday Position n/k so it was necessary to return PTT to London on Easter Miles location Sch m s mph ave Monday. This I decided to do 0.00 SWANSEA VICTORIA 0 0 00 ½E by the former LNWR route 1.15 SWANSEA BAY 3 30 36/47 19.7 from Swansea Victoria to 2.80 MUMBLES ROAD 7(d) 6 11 36.9 Euston via Shrewsbury and 0.00 0 6 24 1E Stafford. 1.85 KILLAY 4 28 28/26 24.9 The 10.25 from Swansea 2.90 DUNVANT 6 28 44 31.5 Victoria to Shrewsbury was 4.50 GOWERTON SOUTH 9 02 30/42 37.4 the principal daytime service 6.00 GORSEINON 11 20 37/35/48 39.1 over what is now known as 9.45 PONTARDULAIS 17 18 20 1½L 29.6 the Heart of Wales line, then 0.00 18 19 42 1L better known as the Central 4.80 PANTYFFYNON 8 20 50/18*/25 34.6 Wales route. The log 5.70 AMMANFORD & TIRYDAIL 10(d) 11 16 18.4 appears in Table 6 (run 7) 0.00 0 12 01 3L but the section between 2.05 LLANDYBIE 4 45 special 25.9 Pontardulais and Craven 5 29 stop Arms appeared previously in 6.20 FFAIRFACH 14 30 45 27.6 Milepost 12¼ (July 1991) 7.05 LLANDILO 15 16 37 4½L 24.1 and Keith Farr included the 0.00 17 18 15 4L Llandovery to Knighton 55 max section his „Railway 5.65 LLANGADOG 8 17 special 40.9 Magazine‟ article in April 0.00 9 21 stop 2011. 7.40 LLANWRDA 13 09 43/39/48 27.6 11.20 LLANDOVERY 19 19 34 4½L 35.5 From the Swansea Victoria 0.00 23 26 07 7L start, the BR Standard Class 40 max 5 4-6-0 73092 was in charge 4.70 CYNGHORDY 9 15 19*/39 30.5 of seven coaches. The 8.55 Sugar Loaf Summit 18 51 20*/56 24.1 section between here and 11.35 LLANWRTYD WELLS 25(d) 23 06 39.5 Pontardulais closed in 1964; 0.00 0 23 46 6L Heart of Wales trains now use the former Great 57 max Western line via Llanelli 3.40 LLANGAMMARCH WELLS 5(d) 5 55 34.5 where they reverse. 0.00 0 6 45 8L 47 max 1.60 GARTH 3 37 19* 26.5 5.10 CILMERY HALT 8 06 58 46.8 7.10 BUILTH ROAD H L 13 11 07 6L 0.00 16 13 03 5L 2.80 Howey Box 6 55 32/51 24.3 5.60 LLANDRINDOD WELLS 13(d) 11 12 39.2
Milepost 32¾ 270 January 2012
. ave Miles location Sch m s mph As with the rest of this route, 0.00 LLANDRINDOD WELLS 0 11 55 4L there were some steep 55 gradients. There was a climb 3.65 PEN-Y-BONT 6 09 26*/50 35.6 at 1 in 80/70 soon after leaving 6.60 DOLAU 10 54 38/53 37.3 the Mumbles Road stop 10.20 LLANBISTER ROAD 15 18 42*/51 49.1 through Killay during which we 13.20 LLANGYNLLO 19 07 39*/56 47.2 fell from 28 to 26 mph. After 17.05 KNUCKLAS 24 55 53/63 39.8 easing through Gowerton 19.60 KNIGHTON 33(d) 28 05 1E 48.3 South, we reached 42 mph on 0.00 0 29 23 the level before another climb 51/tsr 23/35 to Gorseinon brought the 4.25 BUCKNELL 6(d) 8 01 2L speed down to 35 mph. 0.00 0 8 20 Beyond Pontardulais, we 2.90 HOPTON HEATH 3 59 56/61 43.7 made two extra stops to set 5.45 BROOME 6 31 60/49/56 60.4 down passengers for Bank CRAVEN ARMS & Holiday events. As a result of 8.25 STOKESAY 12 10 58 1½L 37.8 small losses on the earlier 0.00 14 11 49 sections and the Llandebie 4.55 Marsh Brook 6 56 50 39.4 stop, we were 4½ minutes late 7.20 CHURCH STRETTON 13(d) 10 38 2E 43.0 into Llandilo but we did not 0.00 0 13 24 drop any further time on to 3.45 Leebotwood 4 59 61/67 41.5 Llandovery despite the stop at 6.30 Dorrington 7 39 62 64.1 Llangadog. 8.45 Condover 9 46 56 60.9 12.05 Coleham Box 14 20 sigs 47.3 12.75 SHREWSBURY 19 17 04 1E d)=schedule to departure Two coaches, which may have been provided for the extra traffic, were taken off at Llandovery but the time taken to detach these meant we were 7 minutes late away. After slowing to 19 mph for the loop at Cynghordy, we managed to achieve 30 mph up the 1 in 60 to Sugar Loaf Summit. Other climbs well taken were 32 mph up 1 in 74 from the Builth Road start and 42 mph up 1 in 90 to Llanbister Road. On the descent through Knucklas we exceeded 60 mph for the first time in the run. We had regained 4 minutes over the 19.6 miles non-stop from Llandrindod Wells to Knighton and were now back on schedule although there was then a further 2 minute loss with a tsr before Bucknell that was regained by Church Stretton. At Craven Arms we joined the main Hereford-Shrewsbury North & West line and worked up to 50 mph at Marsh Brook before falling to 44 mph up the 1 in 112 before the Church Stretton stop. On the final descent through Dorrington, we had the highest speed of the journey – 67 mph and arrived in Shrewsbury 1 minute early. I had a break in Shrewsbury for a late lunch and then took the 15.10 stopping train to Stafford via Wellington behind a Stanier Class 5, which I did not time. My final journey of the weekend was on the 17.02 train to Euston, the 10.53 from Workington which was normally attached to a Perth train at Preston but ran independently on Fridays and¸ as on this occasion, Bank Holidays. Although English Electric Type 4 diesels (later Class 40) worked many of the principal West Coast services, there were not enough for every train and we were steam-hauled behind Royal Scot Class 4-6-0 Grenadier Guardsman. Electrification work on the West Coast main line was then in full swing and there was considerable recovery time in the schedules. I had the working timetable for this
Milepost 32¾ 271 January 2012
TABLE 7 Run No. 8 Date/day Monday 3 April 1961 Train 10.53 Workington - Euston relief Motive Power Royal Scot 4-6-0 46110 Grenadier Guardsman Load (tonnes) 10 coaches 314/330 tons Recorder B.I. Nathan Position n/k WTT Miles location Sch m s mph ave
0.00 STAFFORD 0 0 00 4½L 4.00 Milford & Brocton 6 8 54 45 27.0 6.40 COLWICH [6] 12 00 48 46.5 9.25 RUGELEY TRENT VALLEY 17 15 25 53 50.0 12.55 ARMITAGE 18 48 61 58.5 17.30 LICHFIELD TRENT VALLEY 25 23 17 65/66 63.6 23.55 TAMWORTH LOW LEVEL 31 29 00 58 65.6 27.05 POLESWORTH 32 46 52 55.8 31.25 ATHERSTONE [4] 37 20 55/56 55.2 36.45 NUNEATON TRENT VALLEY 49 42 57 51 55.5 40.05 Bulkington 47 12 51 50.8 42.15 Shilton 49 39 60 51.4 45.45 Brinklow 52 54 62 60.9 48.30 Newbold Box [4] 55 42 60 61.1 51.00 RUGBY MIDLAND 70 60 17 35.3 0.00 0 00 2.25 Hillmorton Box 5 57 22.7 4.15 Kilsby Tunnel North Box 8 18 tsr 22 48.5 7.25 Welton [4] 15 13 48 26.9 12.85 Weedon 20 20 50 65 59.8 19.70 Blisworth 27 27 32 59/52 61.3 [2] 22.65 ROADE 32 30 41 56/tsr 19 56.2 27.80 CASTLETHORPE 38 11 57 41.2 30.15 WOLVERTON [4] 40 40 56 56.8 43/sigs 35.90 BLETCHLEY 49 47 31 13 50.4 42.35 LEIGHTON BUZZARD 58 32 47/50 35.1 46.45 CHEDDINGTON 63 30 48/tsr 8 49.5 50.90 TRING 66 73 36 40 26.4 54.60 BERKHAMSTED 78 13 58/64 48.1 58.05 HEMEL HEMPSTEAD 81 31 61/tsr 17 62.7 61.60 KINGS LANGLEY [7] 87 36 49 35.0 65.10 WATFORD JUNCTION 86 91 36 59 52.5 66.55 BUSHEY & OXHEY 93 06 56 58.0 69.25 HATCH END 95 55 64 57.5 71.15 HARROW & WEALDSTONE 97 42 67/68 63.9 74.50 WEMBLEY CENTRAL [6] 100 42 64 67.0 77.15 WILLESDEN JUNCTION 102½ 103 20 56 60.4 78.85 QUEENS PARK 105 14 52 53.7 81.45 Camden No. 1 Box 109 07 sigs 40.2 82.55 EUSTON 114 12 3E 13.0
Milepost 32¾ 272 January 2012 train and the schedule with the recovery time allowed is shown alongside the log, run 8, Table 7. Leaving Stafford 4½ minutes late, we did not suffer any checks as far as Rugby where we arrived 5½ minutes early. Nevertheless, our time of 60m 17s was four minutes over schedule if recovery time is deducted. Speed rose to 66 mph before Tamworth where the line had been slightly downhill but fell to 51 mph on the gently rising grades around Nuneaton. We did not bother to wait for the scheduled departure time from Rugby, leaving five minutes early. From here on we had a number of tsr‟s and signal checks but with 23 minutes of recovery time allowed, we finished at Euston three minutes early. From Stafford to Euston, our overall time including the Rugby stop was one minute over three hours. Admittedly, a year or two earlier the short-lived „Afternoon Caledonian‟ of 1958 was allowed exactly two hours for the 133½ miles but how things have changed over the last 50 years can be shown with the hourly Pendolino booked in 80 minutes non-stop - the RPS Fastest Time is 74m 21s.
30190 – BRITAIN’S NEWEST STEAM
Bill Long
Those unfamiliar with its fictitious identity might perhaps more readily recognise the locomotive as Lyd, the replica Lynton and Barnstaple 2-6-2 tank that has finally appeared after a somewhat protracted construction period and proudly displays the year 2010 on its Boston Lodge works plate. The basic design dates from 1896 when the L&B ordered three locomotives from the Leeds firm of Manning Wardle and Co., but the replica is actually based on the additional class member supplied to the Southern Railway in 1925 as E 188 Lew. However, the new machine incorporates a superheated boiler with increased pressure while at the time of the run described here was oil-fired. It also had a modified cab roof profile and reduced chimney to fit the confines of the Festiniog loading gauge and carried early BR black livery. One unaltered feature is the distinctive external application of a modified version of Joy‟s valve motion, though it should be recalled that there was little precedent to follow in 1896 as outside valve gear of any description was very much the exception at the time.
The late Handel Kardas is reported to have derived the running number based on the proposition that if the locomotive had been delivered to the Southern it would have been numbered E 190 as this was the first gap after Lew in the Eastleigh list, and this would have become 30190 on survival into BR days.
After completion, in addition to visiting the revived section of the L&B and appearing at various other special events, Lyd has also been employed on regular Festiniog services and I was pleased to find it in use on the fine Saturday afternoon of the Royal Wedding bank holiday. I understand the eight coach load was the maximum permitted and comprised a seven-coach corridor set together with the rebuilt Welsh Highland No. 26 at the front.
So to the run. The initial section to Minffordd was unexceptional after a punctual start. However, there was a delay firstly awaiting arrival of the down train and then the complicated changeover from short to long section working to obtain the single line staff for Tan-y-Bwlch. Meanwhile, a surprising number of passengers transferred from the opposing service, including many groups and family parties who would expect to sit together, and the wait at least gave time for the guard to find space for them all on a train that was already moderately full. The locomotive was worked rather harder after this, and in particular attained the maximum permitted 20mph uphill at Rhiw Goch and 19 mph through the woods
Milepost 32¾ 273 January 2012
FESTINIOG RAILWAY beyond, although the gps Date/day S 30-Apr-11 showed many minor fluctuations doubtless due to Train 1600 Portmadoc- the varying curvature on this Blaneau Ffestiniog length. Motive Power 30190 Lyd Load (tons) 8 The Ffestiniog public Weather Fine timetables do not show arrival Rec/Pos/GPS? W E long, 2/9 Y times at Tan-y-Bwlch, but seem to allow plenty of Miles M C location m s mph ave recovery margin and we must 0 04 PORTHMADOG 0 00 RT have got there close to time, 0.19 0 20 Up starter 1 16 17 9.2 only to have another extended 0.31 0 29 Down home 1 39 19 18.6 stop. The reason for this was 0.48 0 43 Whistle board 2 13 18 17.9 not clear, as there was no train to cross or water to take. 1.01 1 05 BOSTON LODGE HALT 4 11 15 16.2 However, the guard came 1.30 1 28 Rhiw Plas Bridge exit 5 11 19 17.3 forward to inform the driver 1.54 1 48 Lloc Meurig 6 00 17 17.9 that the conditional stop at 1.71 1 61 Quarry Lane Crossing 6 40 15 14.6 Campbell‟s Platform had been 2.01 2 05 MINFFORD 8 37 9.4 requested. It might be of interest to describe the 0.00 2 05 MINFFORD 0 00 5L arrangements at the 0.34 2 33 Gwyndy Bank 2 04 17/19 10.0 exceedingly short platform at 0.78 2 67 Capel Nazareth 3 29 18 18.3 this halt: the alighting 1.06 3 10 PENRHYN 5 20 9.3 passenger was asked to travel 0.00 3 10 PENRHYN 0 00 in the front coach, and on arrival the fireman dropped off 0.38 3 40 Pen Cefn 2 03 18 11.0 the footplate to unlock the 0.81 3 75 Rhiw Goch Farm X 3 25 19 18.9 door and let her off. The guard 1.07 4 16 Rhiw Goch 4 13 20 19.7 was at the back of the train but 1.83 4 77 Gysgfa 6 34 19 19.5 with the formation strung out 2.76 5 71 Tro Keepers 9 31 18 18.8 photogenically around tank curve he could see what was 3.11 6 19 PLAS HALT 10 51 14 16.0 happening and gave the right 3.36 6 39 Crossing Bothy 11 49 16 15.5 away when operations were 3.51 6 51 Crossing Mawr 12 22 17 16.4 completed – and all in forty 4.16 7 23 UB 14 46 14 16.3 seconds. 4.31 7 35 TAN-Y-BWLCH 15 54 7.9 0.00 7 35 TAN-Y-BWLCH 0 00 Maximum speed was again reached on the Deviation, 0.25 7 55 Tafarn Tip 1 43 16/17 8.7 albeit not until the gradient 0.57 8 01 Garnedd Tnnl exit 3 01 11/18 14.7 eases alongside Llyn 1.06 8 40 COED-Y-BLEIDDIAU 4 56 17/18 15.3 Ystradau, and one might 1.64 9 06 CAMPBELLS PLATFORM 7 09 15.7 perhaps have hoped for a 0.00 9 06 CAMPBELLS PLATFORM 0 00 more consistent effort in view of the late running. The 0.14 9 17 Bunnys Crossing 0 54 18 9.2 locomotive was also eased 0.50 9 46 DDUALT 2 15 16 16.1 before the summit behind the 0.80 9 70 Rhoslyn Bridge 3 21 16/15 16.4 power station, although this 1.33 10 32 Gelliwiog 5 20 18 15.9 may have been a slack of 1.59 10 54 Moelwyn Tunnel in 6 15 19 17.6 some sort. 1.86 10 75 Archer Dam pc 7 07 20/21 18.6 2.33 11 32 Llyn Ystradau 8 28 18 20.6
Milepost 32¾ 274 January 2012
Miles M C location m s mph ave 2.54 11 49 Power Station pc 9 23 12/9 13.9 2.79 11 69 Penstocks lc 10 46 12 10.8 2.91 11 79 Stwian Dam lc 11 29 8tsr/1 10.5 3.08 12 12 TAN-Y-GRISIAU 14 38 3.1 0.00 12 12 TAN-Y-GRISIAU 0 00 0.37 12 42 Pant Celyn fb 2 37 14 8.5 0.54 12 55 Bod-y-Chain fb 3 18 15 14.8 0.86 13 01 Groesfford fb 4 40 14 14.3 1.06 13 17 Glan-y-pwll lc 5 28 16/19 14.5 1.25 13 32 Benar Bridge in 6 08 16 17.4 1.45 13 48 BLANEAU FFESTINIOG 7 33 3L 8.5
There was certainly a temporary restriction on the loop points at Tan-y-Grisiau, taken by the locomotive at extreme caution, and indeed the full platform length was run at less than walking pace. Nonetheless, by default, this would seem to be an RPS fastest time on the section as no other run has been previously submitted.
There was an overall gain of a couple of minutes between Tan-y-Bwlch and Blaneau, though it was not possible to recoup the loss from the slow passage at Tan-y-Grisiau and the train arrived at the terminus slightly behind time.
At first sight 30190‟s boiler appears rather small, low-set almost hidden behind the tanks and topped by a long, thin chimney. Given that the full load was being hauled, however, the run as a whole shows that it was able to keep up with demands on the day.
I might add that the locomotive produced rather more noise than I expected when I first saw the chimney proportions; moreover the beat was completely even, with no evidence to support the view that Joy valve gear is unsuitable for tank engines due to valve events being sensitive to movement of the locomotive on the springs and hence to the water level in the tanks.
It would appear that Lyd is unlikely to retain the newest steam accolade for long, as several other new-builds are already on the way. Indeed by some measures the position has already been taken over by the rebuilt Great Western railmotor, the locomotive portion of which is completely new, as far as I am aware.
Milepost 32¾ 275 January 2012
CHINA
PAUL JEFFRIES
Today‟s China offers tremendous interest to the rail enthusiast, especially in the field of high speed operations. A recent visit has allowed me to sample the fast and comfortable 8-car Sifang-built CRH2 units, firstly over the long-established Jinguang railway, and then on the new Zhengxi high speed line, which opened in February 2010. Unfortunately, I went equipped with nothing more sophisticated than a digital wrist-watch, and with no rail atlas or mileage chart, but the attached logs should nevertheless provide a reasonable record of the journeys.
The first journey departed eastwards from the vast Beijing West station (opened in 1996), and it took me some time to negotiate a swap to a forward-facing window seat, hence detail of our route out through the suburbs is lacking. I suspect the kilometre post series are measured from the old Beijing terminus. China Rail, incidentally, has left-hand running with side platforms, whereas the norm for Metro systems in the country is right-hand running and island platforms.
On the Jinguang line there are many wayside stations, at all of which the station name is displayed in Western characters as well as Chinese; frustratingly, at some the name was obscured by other trains, and I did not record these. Inside the train there are both visual and audible warnings of the next station stop, and in between times the visual display occasionally gives the train speed; in the logs these speeds are shown in normal font, whereas those estimated from kilometre posts are in italic.
The high speed lines have far fewer intermediate stations, of course, but the kilometre posts are easier to spot, being attached at window height to the nearest overhead mast. The CRH2 units have a speed capability of 350 km/h, although for environmental reasons all are now limited to 300 km/h maximum. Despite late running, even this speed was not approached on my journey, and I presume this line, with its many long tunnels, has a lower permissible limit of 240-250 km/h.
Advance booking (with mandatory seat reservation) is essential for all long distance trains, but in the major cities there are numerous ticket agencies, as well as station booking offices. Fares are very reasonable by UK standards; for the 502 kms to An‟yang, a 2nd Class single cost 147 Yuan (£15.00 Sterling), and although the high speed line evidently attracts some premium, the 380 kms 2nd Class single still cost only 175 Yuan (£17.85). Access to platforms at the major stations is not possible without a ticket and even then is allowed only shortly before departure time. A smoking ban applies to stations as well as trains, but beware the toilet facilities, which often leave much to be desired!
Milepost 32¾ 276 January 2012
Run 1 Km KP Station sch m s Km/h Date 19-Sep-11 81 216 Chaing An Pu 36.48 105 Train D137 0750 Beijing-An'yang 93 228 Xin Le 42.16 145/45* Loco CRH 2 058A 107 242 Xin An Cun 50.20 155 Pos, weather 7/8 Dry & calm 116 251 Zheng Ding 54.11 130 Km KP Station sch m s Km/h 131 266 Shijiazhung (plt 3E) 65 63.20 0 - Bei Jing Xi (plt 6) 0.00 67 66.14 41 30 Dou Dian 24.23 85 8 274 KP274 7.40 52 41 Llulile 28.04 155 18 284 Dou Yu 13.48 155 64 53 Zhao Zhou 33.22 155 32 298 Yuan Si 19.15 158 73 62 Song Lin Dan 37.00 155 51 317 Gaoyi 26.19 157 84 73 Gaobeidian 41.11 155 58 324 Ya Ge Jing 29.00 155 92 81 Ding Xing 44.17 152 65 331 Lin Cheng 32.09 155 109 98 Gu Cheng 51.35 115* 90 356 KP356 41.33 155 122 111 Xu Shui 58.18 158 124 390 Xing Tai 49 52.20 146 135 Bao Ding 69 69.15 50 53.37 70 70.58 13 403 Sha He Shi 12.22 155 12 147 Yu Zhia Zhang 7.02 158 41 431 Handan (plt 1) 26 25.38 33 168 Wang Du 14.51 157/100* 27 27.23 47 182 Qing Feng Dian 20.50 130 16 447 Ma Tou 8.11 60 195 Ding Zhou 27.08 120 42 473 Jiang Wei Cheng 19.44 135 71 206 Zhai Xi Dian 31.59 100 60 491 Anyang (plt 3) 34 29.01 155 . Run 2 Km KP Station Sch Actual Km/h Date 21-Sep-11 132 824 KP824 42.59 177
Train G2003 1305 146 838 KP838 46.02 249 Zhongzhou-Xi'An Nth 160 852 KP852 50.01 243 Loco CRH 2 058A 171 863 Lingbao West 52.53 242 Pos, weather 7/8 Dry & calm 192 884 KP884 57.57 244 Km KP Station Sch Actual Km/h 232 924 KP924 59.42 242 0 692 Luoyang Longmen (p 4) 0.00 2L 248 940 KP940 63.40 243 23 715 KP715 7.54 243/218 259 951 Huashan North 66.32 243/237 34 726 KP726 10.44 246 287 979 KP979 73.48 244 49 741 KP741 14.26 235/243 302 994 KP994 77.01 244 65 757 Yinchi South 18.33 240 317 1009 Weinan North 80.55 242 83 775 KP775 22.50 243 328 1020 KP1020 83.26 243 105 797 KP797 28.14 247 356 1048 KP1048 88.17 239 117 809 KP809 35.41 69* 366 1058 KP1058 90.47 240 123 815 Sanmanxia South 37.46 64* 380 1072 Xi‟An North (plt 12) 82 97.12 15L
Milepost 32¾ 277 January 2012
A Recorder’s Guide to the SNCF – Timetable changes and the Rhine-Rhône LGV
Alan Varley
In late November/early December of last year France was in the grip of a psychodrama. Articles in the papers and news magazines, a press, poster and radio advertising campaign, items on the TV news, special editions of current affairs programmes with talking heads discussing the question, nomination of a mediator… What was all the fuss about? Crisis in the euro zone? Clashes between candidates in the pre-campaign for the forthcoming Presidential election? No, the cause of all this ferment was – the mid-December rail timetable change! So what is so extraordinary about the new timetable? Are there Beeching-style service cuts with massive line closures? An epidemic of gauge corner cracking across the system? A major electrification scheme coming into operation? Privatisation? A wholesale switch from SNCF‟s traditional schedules to a unified nationwide clockface timetable? Well, none of all this, or at least only in small doses. True, there are service reductions on some lines because of major engineering work but overall there are more trains running in 2012 than in 2011. Yes, a new high-speed line opened on 11 December – but since it is only 140 km long with 21 trains each way per day it can hardly be compared with the LGV- Méditerranée or the LGV-Est, whose opening caused nothing like the same effervescence. One private operator is indeed now offering an overnight Paris-Milan service, but if this is the thin end of the privatisation wedge it is a very slim breach in SNCF‟s monopoly of passenger services. And yes, there is a doubling in the number of trains running to a regular-interval pattern, but since they still represent less than 20% of the total the impact of this change is, once again, limited. SNCF‟s publicity in fact claims that 85% of all trains have had their schedules changed this year. Many of these changes are very minor, similar to what happens every year as services are fine-tuned or recovery time is redistributed. Since such figures are not normally published it is difficult to know whether this proportion is unusually high. But I would guess that the number of really major changes in less than in 2001 when the LGV-Méditerranée came into operation. SNCF also states that 5,000 km of lines will be affected by ballast or track renewal. This is certainly a high figure, reflecting the under-funding of the heritage network over the last thirty years that has led to damning reports on the state of the infrastructure and release of financing for urgent repairs. In SNCF‟s public communication it is this engineering work that is highlighted, and the “clockface” modifications are mentioned only in passing. However, they probably represent the nub of the problem. RFF (the infrastructure owner, with overall responsibility for timetabling and path allocation) wanted to introduce much more far-reaching changes. SNCF refused this. The relationship between RFF and SNCF has been difficult ever since the former was created, in fact carved out of the SNCF structure and given considerable responsibilities but inadequate resources, making it at first highly dependent on SNCF for expertise. Over time RFF has gained strength and is trying to obtain more adequate funding (i.e. higher access tariffs) and to take the lead in network development and timetabling. SNCF, considering itself the senior partner, tends to resent and resist this increasing independence, more particularly since SNCF itself is has seen its scope of responsibility curbed: for local and regional services it is simply an operator, under contract to local authorities, and since the beginning of 2011 most non-TGV long-distance services too are being operated under contract, this time to central government. Above all, SNCF, with its poor internal communications and catastrophic industrial relations, knew that it would not be capable of handling all the changes in rosters and working
Milepost 32¾ 278 January 2012 conditions involved in a massive timetable reform. It therefore launched a major lobbying operation to convince politicians and public opinion that the “big bang” proposed by RFF would result in chaos. In March the minister for transport had to convene a meeting with the chairmen of RFF and SNCF, bang their heads together, and instruct them to collaborate to ensure that a proper timetable could be operated in 2012. But SNCF had succeeded in getting its message across, and the timetable reform is far more limited than originally planned. In fact it perhaps succeeded too well, for the media have created drama from the notions of “big bang” and potential chaos, while the appointment of a “mediator” to investigate complaints has served essentially to turn the individual difficulties that can occur with any timetable change into “news”. These changes can have an impact on performance, as when long-distance services have their schedules padded so as to fit around regular-interval local timetables, or when major track renewal projects result in massively inflated schedules and even temporary closures of main lines (on frequent occasions this spring the Marseille-Bordeaux journey can only be made via Paris!). The non-TGV inter-city services, for which SNCF now has no commercial responsibility and no incentive to maintain fast timings, are likely to suffer further decline. And, more positively, there is of course this year‟s novelty, the so-called “Rhine-Rhône” LGV. This line breaks new ground for an LGV, since it is neither part of a high-speed route to/from Paris nor a peri-Parisian link in the network. The route in fact starts a little south of Dijon, branching off the Dijon-Dôle line and running eastwards, at first to the north of the Dôle- Besançon-Belfort route, then crossing it between Belfort and Montbéliard. Just south of Belfort the LGV meets the Paris Est-Bâle line and trains continue on the historic network to Mulhouse. The six trains from the south (origin Lyon, Marseille or Montpellier/Perpignan) go forward to Strasbourg; six of the fifteen trains from Paris continue to Bâle and Zurich while five terminate at Mulhouse, as does an inter-regional TGV from Lille. There are also four Paris-Besançon trains, though one of these appears to take the old route via Dôle. The same pattern applies in the westbound direction. The name of the line is misleading, for it reaches neither of the rivers mentioned. True, at the eastern end it is within 50 km of the Rhine, but its western origin lies in the Saône valley, a good 180 km north of the latter‟s junction with the Rhône. In fact a southern branch is planned, running down past Bourg-en-Bresse to Lyon, and only when (if?) this branch is constructed will the line‟s name really be justified. The doubting parenthesis here is inspired by the fact that so far only the broad outlines of the southern route have been fixed; detailed plans, public enquiries, and funding remain in the future, and in the present economic situation that future could be distant. More immediately, at the western end an extension to the existing LGV is planned – it will originate north of Dijon and avoid the town, though a short stretch of heritage infrastructure will remain between the Pasilly-Aisy link off the Paris- Lyon LGV and the Rhine-Rhone line until – perhaps – a final connection is made, in a timescale similar to that of the southern branch. At the eastern end, 40 km beyond the end of the LGV, work is under way to construct a short cut-off north of Mulhouse allowing trains to connect directly from the Belfort direction to the Strasbourg line without running into Mulhouse. Again there is a longer-term plan for extension of the LGV itself to join the Strasbourg line beyond Mulhouse. In the absence of its southern branch it is difficult not to see the present LGV as something of a white elephant. Services to Besançon, Belfort and Mulhouse are improved, but none of these towns is particularly large (the largest, Mulhouse, is only 25th in France in terms of population), and the new stations are some way from the town centres. Historically, services to Mulhouse, Bâle and beyond ran from Paris Est via Troyes and Chaumont, but with the opening of the LGV-Est journey time via Strasbourg were reduced and trains to Switzerland became TGVs using that route. Now they start from the Gare de Lyon and use the Rhine- Rhône LGV – but in 4 or 5 years‟ time, when the second phase of the LGV-Est is completed, the route via Strasbourg will again become slightly faster and the Swiss services will no
Milepost 32¾ 279 January 2012 doubt switch back to the Gare de l‟Est, both on account of the shorter journey time and above all in order to relieve the congested northern end of the Paris-Lyon LGV. International traffic to and from Paris will therefore not repay the cost of the new line. So – as its name would anyway tend to suggest – the justification for the Rhine-Rhône LGV lies above all in the new possibilities for traffic flows from south-to-east and vice-versa. But without the southern branch the times achieved are not compelling. The Lyon-Strasbourg journey now takes 3h 41m at best – a gain of an hour over the best times via Lons-le- Saunier, and 1h 15m quicker than the turbotrains of the 70s and 80s, but with the downside of a journey that is some 25 km longer and an energy bill that is disproportionately higher on account of the faster speeds involved. There is also the drawback of loss of services to intermediate stations on the old route, and in fact one of the Lyon-Strasbourg trains continues to run via Bourg and Lons-le-Saunier, making only limited use of the high-speed line. In terms of extension southwards and eastwards, there are services from Marseille, Montpellier and Perpignan, while one train goes beyond Strasbourg, to Frankfurt. But overall the new service only offers 6 Lyon-Strasbourg trains, as against 5 before Table 1 Dijon – Mulhouse
Run 1 1204 Lyon-Strasbourg, M 12.12.11, TGV 25, 385 tare, 410 gross, A Varley, 8/10, fine Run 2 0723 Paris-Mulhouse, T 13.12.11, TGV 711, 390 tare, 410 gross, A Varley, 2/10, drizzle Run 3 1123 Paris-Mulhouse, T 13.12.11, TGV 237, 390 tare, 405 gross, A Varley, 2/10, drizzle PK Dist m s ave m s ave m s ave 314.21 00,00 Dijon Run 1 0.5 L Run 2 5.5 L Run 3 2.5 L 316.21 02.00 Perrigney 03 34.5 33.6 02 58.5 37.3 02 48.5 40.0 318.23 04.02 UB Longvic 04 41.5 108.5 04 08.5 103.8 03 56.5 106.9 323.24 09.03 Neuilly 06 46 144.9 06 20.5 136.6 06 09.5 135.6 336.91 22.70 Collonges 12 00.5 156.5 11 34.5 156.7 11 25 156.0 340.15 25.94 Hut (LGV 0.92) 13 15.4 155.7 12 49.3 155.9 12 39.8 155.9 03.56 28.58 Neutral 14 16.7 155.0 13 50.4 155.5 13 40.9 155.5 05.49 30.51 CAI 15 01.5 155.1 14 35.2 155.1 14 25.4 156.1 14.54 39.56 CAI/feed 17 26.0 225.2 17 08.3 210.2 16 57.1 214.8 26.75 51.79 SEI 86 Thorvay 20 03.3 279.4 20 18.8 230.7 20 09.3 228.7 39.63 64.65 CAI 22 40.0 295.9 22 53.4 299.9 22 45.7 296.5 48.52 73.54 SEI 87 24 28.7 294.4 25 01 250.8 24 58.2 241.5 51.97 76.99 Besançon TGV 25 11.0 293.6 26 51 109.3 27 03 97.2 00.00 28 53 5.5 L 29 14 2.5 L 53.85 01.88 OB 25 34.3 290.5 01 36.7 68.9 02 03.3 54.0 63.30 11.33 SEI 92 Sorans 27 29.6 295.1 04 06.5 227.1 05 00.6 191.9 75.00 23.03 CAI 29 52.6 294.5 06 25.8 302.4 07 25.4 290.9 86.56 34.59 CAI 32 14.7 292.9 08 40.3 309.4 09 38.6 312.4 98.60 46.63 SEI 93 Les Magny 34 42.6 293.1 10 59.1 312.3 11 59.4 307.8 106.48 54.51 OB 36 21.2 287.7 12 30.8 309.4 13 35.0 296.7 115.14 63.17 Chavanne Tunn W 38 16.6 270.2 14 21.0 282.9 15 34.8 260.2 123.95 71.98 Lizaine Via W 40 14.0 270.2 16 16.7 274.1 17 31.0 272.9 130.36 78.39 Savoureuse V W 41 43.5 257.8 18 06.1 210.9 19 06.1 242.6 133.86 81.89 Belfort TGV 42 42.0 215.4 20 06 105.1 21 00 110.6 00.00 21 47 3.5 L 136.62 02.76 OB 43 39.6 172.5 02 13.7 74.3 140.87 07.01 Hut (452.53) 45 25.3 145.1 03 59 145.3 464.92 19.40 Dannemarie 50 29 146.9 08 46 155.4 474.23 28.71 Altkirch 54 23.5 142.9 12 27 151.7 484.08 38.56 Zillisheim 58 33 .5 141.8 16 24 149.6 489.62 44.10 Hasenrain 61 33 111.1 19 26 109.6 490.90 45.38 Mulhouse 63 24 20 50
Milepost 32¾ 280 January 2012
Total traffic on the LGV is therefore 21 trains each way (some only using part of the line) – this seems to be a very low level of use for an expensive asset. Traffic forecasts must however be encouraging, for construction of this line was given priority over other schemes such as the extensions of the LGV-E to Bordeaux and Rennes. It remains to be seen whether the faster times achieved will trigger a positive spiral, attracting traffic and justifying further services, particularly to the south and east. From the performance point of view the line presents no major difficulties; for the first third of the route there are no significant gradients and altitude varies only between 190 and 230 metres above sea level. In the middle third there are some short stretches of 1 in 40 grade, and the line rises to almost 300 metres. The final third is hillier, with a summit at around 415 metres in the line‟s only tunnel and some stretches of 1 in 30 gradient, but these remain very short and unlike the Sud-Est and Méditerranée lines there are no severe climbs to major summits. Line speed is 320 km/h throughout except in the tunnel, limited to 270. A line chart and profile will be available in due course; the distances in the tables below should be regarded as provisional only.
For once I managed to visit a new line only just after its opening – on day 2 of public services, in fact, beginning with a Lyon-Strasbourg service (Run 1). The running with this less powerful, 300 km/h train in some ways gives a better idea of the potential of the line than the TGV-Ds the next day that tended to run in stop/go style and that were hampered by a 230 km/h signalling limitation over the first 25 km of the line.
The Lyon-Strasbourg was practically on time from Dijon and made a slow start (the famous Perrigney n° 1 box has recently been demolished and the timing point shown here is an adjacent building that may not survive much longer). The link to the new line is on a down grade and the voltage change causes virtually no drop in speed; the SE unit then got above 290 on the short down-grade from PK 20 and stayed between 290 and 300 on the subsequent undulations. There was a brief minimum of 287 up the steep 2km before Sorans, then 301/280 into the dip at PK 77 and up the following 2 km of 1 in 40. The sharp spike at PK 106 produced a 276/293 variation, and easing for the tunnel led to a minimum of 256. After a brief 278 on the descent from the line‟s summit the unit was eased, and on the 160 limit of the old line we ran at around 147 (135 for 140 at Altkirch). We gained 1.5 minutes on the easy schedule of this cross-country train; with a continuation of the earlier effort the TGV-SE could have kept the 62-min timing of the Paris trains. The TGV-Ds with which I travelled this way both made intermediate stops. Run 2 was a bit faster off the mark than Run 1, and Run 3 was quicker still, but both took their time getting up to speed on the old line. They were then subject to a 230 limit on the LGV until about PK 25; Run 2 accelerated a little earlier and reached 317/314/318 past the CAI at PK 39.6; Run 3 reached 319/318/320 but made a slower stop in Besançon. Both runs lost a minute on this first stage; by comparison with Run 1 the 230 check cost about 40 seconds – say 45 or 50 with the higher speed that could have been reached by the D sets. So the 26-minute timing is quite tight. Over the next stretch the difference between the two runs was surprising. After a slight hesitation Run 2 notched up to a storming acceleration: 175 km/h in 2 minutes, 300 in 5, and a 320 max in the dip at PK 76. Run 3 though was very slow off the mark and was a full minute behind Run 2 by the time it reached full speed. It also eased much earlier for the 270 limit, but was faster afterwards, with later braking and a faster approach to Belfort that saved 20 seconds compared with Run 2. Run 2‟s actual average was 244.7 km/h for this 82- km sprint, and it should be possible to get below 19m 45s for an average of 250. This section of these two runs is shown in more detail in Table 2.
Milepost 32¾ 281 January 2012
Table 2 Besançon TGV – Belfort TGV
PK Dist Alt m s Km/h m s Km/h 51.97 00.00 Besançon TGV 228 Run 2 5.5 L Run 3 2.5 L 53.85 01.88 OB 227 01 36.7 140 02 03.3 116/161/159 56.38 04.41 OB 228 02 27.0 210 03 03.6 167 60.00 08.03 PK/Via E 232 03 21.0 259 04 10.8 226 63.30 11.33 SEI 92 Sorans 268 04 06.5 277 05 00.6 255 67.05 15.08 OB 231 04 53.3 299 05 50.6 278/303/300 71.74 19.78 OB 298 05 48.7 310 06 48.2 303 75.00 23.03 CAI 286 06 25.8 319/320 07 25.4 315/320 79.35 27.38 OB 309 07 16.4 305 08 15.5 303/314/307/321 85.01 33.04 OB 286 08 23.0 318/310 09 20.7 319/313 89.09 37.12 Ognon Via E 256 09 09.4 318 10 07.3 317 93.01 41.04 OB 284 09 55.0 308/320/306 10 53.1 304/296 98.60 46.63 SEI Les Magny 279 10 59.1 320/305 11 59.4 307 102.11 50.14 OB 282 11 40.0 316 12 40.6 317 106.48 54.51 OB 350 12 30.8 300/316/310 13 35.0 260/270/250 115.14 63.17 Chavanne T W 392 14 21.0 258/255 15 34.8 265 121.34 69.37 OB 396 15 45.9 280/300 16 58.8 275/301 124.67 72.70 Lizaine Via E 361 16 26.8 * 17 31.0 296 127.72 75.75 OB 369 17 12.1 220*/158* 18 20.3 219* 130.36 78.39 Savoureuse V W 371 18 06.1 170 19 06.1 170* 133.86 81.89 Belfort TGV 361 20 06 21 00
My first down run was on a Mulhouse-Paris train making the intermediate stops (Run 4). After a checked start we ran at around 157 on the old line, with a slow 127 minimum on the 140 through Altkirch. The neutral section at the start of the LGV is on less favourable gradients than at the other end and minimum here was 125, followed by 156 max before a steady stop in Belfort exactly on time. On leaving Belfort trains have just under 3 km to pick up speed before a first short sharp rise followed by switchback grades to the summit in the tunnel. We reached 270 in one of the dips but eased sharply for the 270 limit – in contrast to his earlier steady cruising, on the LGV this driver ran very much in stop/go fashion. So we went into the tunnel at only 235, touched 315 in the dip before the PK 106 spike, minimum 305, and then, after a 313 maximum, we eased and fell to 293 on the neutral after Les Magny. Fluctuating speeds culminated in a maximum of 322 in the dip at PK 76, and after a final 300/312 over the hump near PK 71 we began braking before Sorans and made a slow approach to the Besançon stop – perhaps deliberately, for we stopped there spot on time. The westbound start is hampered by a neutral section after only 2 km, so there will be no doubt be considerable variations in the times here. This run just touched 100 before shutting off but suffered a severe drop in speed, to 86. We reached 317 before Thorvay, fell to 312 on the slight rise here, and continued at 312-316 until starting to ease about 14 kms before the end of the LGV. Minimum on the voltage change was 143, and once again we ran at 156-157 on the old line. This running would have got us to Dijon in the booked 27 minutes, insufficient to recover time lost on the Besançon stop – and in fact we were 3 late into Dijon on account of a signal check before Longvic. (Note that in Table 2 I have assumed that the up LGV connection at the Dijon end, over a flyover, is 30 metres longer than the posted down distance. This is a working hypothesis only, that requires confirmation.)
Milepost 32¾ 282 January 2012
Table 3 Mulhouse – Dijon
Run 4 1542 Mulhouse-Paris, M 12.12.11, TGV 216, 390 tare, 400 gross, A Varley, 8/10, damp Run 5 Tr 6910 Zurich-Paris, T 13.12.11, TGV 4403, 390 tare, 400 gross, A Varley, 4/10, drizzle Run 6 1315 Strasbourg-Perpignan, T 13.12.11, TGV 05, 385 tare, 410 gross, A V, 3/10, drizzle PK Dist m s ave m s ave m s ave 490.90 00.00 Mulhouse Run 4 RT Run 5 1.5 L Run 6 489.62 01.28 Hasenrain 02 50.5 28.5 02 07 34.9 484.08 06.82 Zillisheim 05 37.5 119.4 05 05.5 111.7 474.23 16.67 Altkirch 09 40 146.2 09 04 148.7 464.92 25.98 Dannemarie 13 20 152.3 12 42.5 146.7 452.53 38.37 Hut (LGV 140.87) 18 03.3 157.4 17 24.4 158.2 136.62 42.62 OB 19 56.5 135.2 19 16.5 136.5 133.86 45.38 Belfort TGV 21 47 86.7 20 10.2 185.0 00.00 25 15 0.5 L 00 00 1 L 130.36 03.50 Savoureuse V W 02 26.0 88.8 21 06.9 222.2 02 33.9 81.9 123.95 09.91 Lizaine Via W 04 09.7 222.5 22 32.8 240.6 04 30.4 198.1 115.14 18.72 Chavanne Tunn W 06 15.6 251.9 24 31.4 267.4 06 33.7 257.2 106.48 27.38 OB 08 05.7 283.2 26 18.2 291.9 08 23.7 283.4 98.60 35.26 SEI 93 Les Magny 09 39.7 301.8 27 50.5 307.3 10 01.0 291.6 86.57 47.29 CAI 12 00.8 306.9 30 12.8 304.3 12 29.1 292.4 75.00 58.86 CAI 14 14.4 311.8 32 30.2 303.1 14 54.6 286.3 63.30 70.56 SEI 92 Sorans 16 35.9 297.7 34 47.6 306.6 17 17.9 293.9 56.38 77.48 OB 18 27.0 224.2 36 08.4 308.3 18 48.0 276.5 51.97 81.89 Besançon TGV 20 41 120.6 37 01.7 297.9 20 59 00.00 25 05 1.5 L 25 23 0.5 L 48.52 03.45 SEI 87 02 51.5 75.6 37 42.5 297.4 03 01.0 66.2 39.63 12.34 CAI 05 21.1 213.9 39 26.8 306.8 05 44.5 195.7 26.75 25.22 SEI 86 Thorvay 07 53.4 304.5 42 02.4 298.0 08 31.3 278.0 14.54 37.43 CAI/feed 10 13.4 314.0 45 10.8 233.3 11 37.6 235.9 05.49 46.48 CAI 12 16.1 262.6 47 44.0 212.7 14 03.6 223.2 00.92 51.05 Hut (PLM 340.15) 14 02.5 154.6 50 10.3 112.5 15 59.8 141.6 336.91 54.32 Collonges 15 17.5 155.5 51 31 144.5 17 14 157.2 323.24 67.99 Neuilly 20 31.5 156.7 56 49.5 154.5 22 25 158.2 318.23 73.00 UB Longvic 22 40 140.4 59 22 126.6 26 38 71.3 316.21 75.02 Perrigney 25 27 43.5 60 38 95.7 to Lyon 314.21 77.02 Dijon 28 27 3 L 63 35
Run 5 was a non-stop with a POS set, slightly late from Mulhouse. Although the start was unchecked the acceleration from Hasenrain was hesitant; however the subsequent speeds on the old line were correct, around 157-159, minimum 135 at Altkirch and 126 onto the LGV. Going through Belfort at 205 we almost touched 300 before braking quite late for the 270 limit; minimum though was 250. Then came 318/305/321 over the spike, 296 on the neutral after Les Magny and a long stretch at or just under 300 before 319 in the PK 76 dip. There was another easing to around 300, minimum 292 before Besançon, then a final 319 at PK 41 before slowing through Thorvay for the same 230 limit as in the other direction. There was perhaps a further check on joining the old line for the minimum here was 110 and speeds afterwards were irregular, with 82*/98 at Longvic – probably again slight signals. So finally we dropped another 1.5 minutes. My last run, like my first, was with an SE set on a cross-country service. Speed fell slightly on the first rise, 166/162, and unlike the TGV-D we did not have to ease for the start of the tunnel restriction. Maximum subsequently was 298, minimum 280 on the neutral after Les Magny, and 283 around PK 85 on the climb from the Ognon valley. Braking began only after
Milepost 32¾ 283 January 2012
PK 60, almost 5 km later than on the previous day‟s run; in both cases this could have been nice judgement by the driver for today as yesterday we stopped exactly on time in Besançon. The start from here was not much slower than that of the TGV-D and we negotiated the neutral with a lower speed drop, 97/89, then just got above 290 at Thorvay before braking for the 230 check. Minimum was 132 coming off the LGV, then 158-159 cruising before a check to turn left at Longvic and head south. This first contact with the line shows that schedules are reasonable and maxima at full line speed can be expected on the Paris trains. Running, and in particular stopping, will no doubt sharpen up as drivers gain familiarity with the line. In performance terms it breaks no new ground compared with the LGV-Est, which features more severe climbing and greater opportunity for sustained full-speed running. However the presence of SE units alongside TGV-D and POS adds variety. The stations are worth a visit for their architecture; at Belfort and Besançon the buildings provide a smooth link, both visually and practically, from the rural surroundings to the high-tech environment of the railway, and both are designed to low- consumption, environment-friendly standards. I hope, though, that other recorders will not suffer from the problem I encountered at Belfort: there was no beer in the bar, which had been drunk dry by weekend crowds celebrating the opening of the line!
LETTERS Leeds 26th October 2011
Dear David
In Milepost 32½ Ken Phillips, with whom I have had most interesting exchanges of correspondence in the past, comments on a frequently-published CJ Allen log from Grantham to Peterborough which he considers unsatisfactory.
He is right so to do but it is what is wrong which needs identifying and, by comparison with other logs passing Stoke at about 40mph, it quickly becomes clear that it is the time at Corby Glen which generates the unacceptable averages, 60.6mpf from Stoke to Corby Glen, being impossible starting from 40mph.
I suggest that the easy answer is that a typographical error occurred when the run was first presented and was simply copied into future publications, and that the real time at Corby Glen was 13m40s the averages then become 49.1 and 79.1mph. (If it was 13m30s the averages would be 51.9 and 75.7mph – I therefore think that 13m40s is better)
So far as the average of 88.7mph from Little Bytham to Essendine is concerned, it is unlikely an absolutely steady speed would be maintained as there are variations in the gradient. In those days before the modern equipment, lap stop-watches and GPS we can now use, Cecil Allen would be noting speed over alternate quarter miles at best, and he has written that he often did speed checks at those places where maximum and minimum speeds would occur. Indeed that was how he often headed his speed column. So it would only require a drop in speed to, say, 87mph not noted by the recorder, after the 1in 200 grade ends about mp91 with 90mph regained just after Essendine, to make the average 88.7mph
Yours
Noel Proudlock
Milepost 32¾ 284 January 2012
Dear David,
Sunday in Scotland in 1966
David Lloyd-Roberts is to be thanked for his two articles in Mileposts 31¾ and 32½ which shed more light on performance on the Stirling – Perth route during the last days of steam. The up run with 61342 on the SuO 14.55 x Dundee is rare indeed. I have seen no B1 runs previously published on the route and there is only one other lurking on the database, 61402 on the 14.00 x Dundee in 1959. I timed only one, 61180 on the 20.15 Buchanan St – Dundee in Dec „65, normally a Type 2 by then. The Dundee loco, with 4 coaches and a van, did not set the heather on fire.
Returning to 1966 Sundays, the Railway Society of Scotland‟s booklet of „Scottish Steam Passenger Services for 1966‟, published in March ‟66, listed three booked steam turns south to Glasgow on summer Sundays. The 19.13 from Perth, the continuation of the dated 15.40 from Inverness, should have been a 65B 5MT, but on the day David travelled was worked by D6121. (N.B. The Forres – Aviemore via Grantown section had closed to passengers on 18th Oct ‟65). The other two steam turns were the 14.55 (65A 5MT) and the 20.05 (65B 5MT), both from Dundee to Glasgow. As the 20.05 was due out of Perth at 20.37 and the 19.15 x Buchanan Street was due into Perth at 20.55, I suspect it was the 20.05 x Dundee which David passed when travelling north on the 19.15 dmu from Buchanan Street.
On July 31st Perth‟s 44720, worked the 20.05 x Dundee taking 23m 56s to Gleneagles and 21m 56s on to Stirling with a load of 8. I saw the 20.05 again a fortnight later passing Whitemoss worked by 73149. I suspect that only the 14.55 and 20.05 were steam worked that summer. In the down direction I timed 73149 on the 11.00 Glasgow – Aberdeen on 25th June. The Caprotti was tired by then managing only 25 on Kinbuck bank with 8/268/290, but it ran up to 79 past Whitemoss, true to the Class‟s reputation, stopping in Perth in 43m 39s from Stirling.
Coincidentally, I have a photograph of 61342 arriving at Buchanan Street on the date of David‟s run, together with D6106 backing onto the 17.05 to Aberdeen, which then took us both to Perth (Table 4).
Regards, Sandy Smeaton
Dear David
I was sorry to hear that Martin Robertson in MP 32½ page 211 had problems with the sound of the locomotive horns when travelling recently south to Orlando. It is appropriate to reflect on a number of restrictions and current safety railroad measures in the USA in order to understand their practise. It is unfortunate that Martin and his family travelled in the summer south to Orlando when the sleeping coaches are at the front of the train as in the winter they are towards the back of the train so as to ease switching (shunting) at New York as coaches coming to New York from the cold north are sent south to Florida in order to prevent freezing up.
Federal law requires trains to sound their horns (whistles) continuously for at least ¼ mile before a grade (level) crossing until the locomotive has passed over the crossing. The law states that the sound level shall be between 96 and 110 db (which is loud). 90db is the equivalent of standing 15 meters from a HGV. This of course creates significant noise pollution in towns with frequent crossings. Some towns have reached agreement on quiet zones whereby trains no longer sound their horns. Both the railroad and the Federal
Milepost 32¾ 285 January 2012
Railroad Authority (FRA) have to agree the additional safety measures which can include replacing a crossing with a bridge or full barriers at the crossings. Another problem at grade crossings, which may not have any protection other than crossing signs, is the road traffic trying to beat a train across the grade crossing. This practise can lead to collisions but when you realise that the train might be as long as 10,000 feet and may be travelling at only 20 mph, it has to be realised the frustration of the motorist. Incidentally trains when stopped should not block any grade crossings except in emergency and all railroads try to aim for this by stopping trains out of town if necessary. It has been known for train engineers to be issued with a parking fine for blocking grade crossings.
By Federal Law trains are limited to 79 mph (i.e. not 80 mph) after a severe crash at Naperville, Illinois in 1946 when a passenger train hit the back of a stationary passenger train at 60 mph. The former train had been moving at 85 mph before the emergency brakes were applied. There was a practice on a number of railroads at that time for speeds up to 100 mph. Higher speeds for passenger trains could be granted subject to enhanced safety features being fitted such as cab signalling, automatic train stop or automatic train control. Along the north east corridor passengers trains can run at 125, 135 and 150 mph and there are a number of other lines where 90 mph is allowed. With enhanced safety features.
This brings me onto PTC and Acres. After a head on collision between a Metrolink Passenger train and a Union Pacific freight train when a Metrolink train passed a red signal and went on to the single line section at Chatsworth, California, a Federal Law was passed making it a requirement that all class 1 railroads to fit Positive Train Control (PTC) to all lines that carry or likely to carry passenger trains and freight trains conveying hazardous loads by the end of 2015. PTC is a digital data communication network which also uses GPS. In cab displays show the movement authority, current location, speed limits upcoming speeds limits & temporary slow orders (TSR‟s). If the engineer (driver) does not respond to a lower speed limit or adverse signals a penalty brake application is displayed on the screen and then if the engineer does not respond positively the train is brought safely to a stop within the movement authority (loop or red signal). Similar information is displayed in the Despatch Centre (signalling centre). The system can also display if required and fitted digitised maps, energy management system, optimum speeds and throttle settings similar to those described at a recent RPS London Meeting. In my view subject to suitable track that a increase in the 79 mph speed limit will be possible far more easily done than at present, although this may be limited.
AMTRAK the national passenger train operator has a different system to PTC called Advanced Civil Enforcement System (Acres) and this complies with the new Federal law. Whereas as PTC is in continuous communication with the train Acres is not. Acres is a cab signalling system whose origins go back to the Pennsylvania Railroad 4 aspect cab signalling system introduced in the 1920‟s but much modernised for today‟s railroad. Today the system relies on transponders in the track which transmit up to 6 signals in advance along with the target speed which may be the current speed limit or a descending speed limit if adverse signals are shown or advance notice of lower speed limits. There are both audible and visual warnings and if the engineer does not respond positively the train will be brought safely to a stop at the required stop signal. This system can eliminate track side signals except at control points (junctions) and stations thereby saving cost. All Amtrak lines in the north East USA between Boston, Washington DC and Harrisburg will be fitted with this system. At the time of writing only the sections north of New York where speeds of 125 to 150 mph are allowed with some trains but this system will be fitted to all Amtrak lines in the North East.
In the UK we have ATC and nationwide TPWS which has resulted in fewer signals being passed at danger although not as sophisticated as PTC it does the job it is intended to do.
Milepost 32¾ 286 January 2012
I hope this updates and explains things briefly.
Thanks to Trains Magazine October 2011 issue for providing some of this information.
Chris Taylor
MILEPOST – TECHNICAL
GPS DEVELOPMENTS Readers may be aware of correspondence in “Steam Railway” concerning whether German Pacific 18201 reached 100mph or not – based on the use of GPS receivers. Walter Blanchard, a fellow and former president of the Royal Institute of Navigation contributed to the correspondence and explained how to get the best of the available GPS units.
We have been in contact with him, asking for his views on future GPS developments. He says:
“Galileo: This is scheduled to come on-line in 2014 (although I'll bet it won't until 2020 or so!) There are now 2 operational sats in orbit and when fully implemented it will provide a further 30 satellites in addition to GPs's 30, which will result in many more satellites passing almost directly overhead.
This will have two results as far as you are concerned:
1. Satellites vertically overhead provide most accuracy in the vertical plane and so gradient measurements should be much more accurate.
2. Being overhead they will provide more sats when in restricted-visibility areas such as stations, although there will still be drop-outs when under long bridges or tunnels.
Glonass is the Russian equivalent of GPS and is already in orbit; there are some problems integrating it with GPS but when that is done it will provide another 30 satellites.
Compass is the Chinese GPS, and they have launched 6 satellites so far - the betting is that it will be available before Galileo and will add yet another 30 sats. – (See also references to Chinese GPS systems on Forum section of RPS website - Ed)
So by 2025 or so there ought to be about 120 navigation satellites in orbit.
One satnav manufacturer stated at a recent conference that he was already planning a receiver that would accept all 120.
You might also like to know that there is now sufficient interest in using satnav for safety- related purposes on trains that we had a special session at the conference dealing only with that subject. Deutsches Bundesbahn in particular is carrying out extensive trials. All the satnavs currently installed on trains in the UK are used only for non-safety purposes like station announcements etc. The major problem is the lack of information when in tunnels etc., particularly as there are expected to be many more long tunnels for environmental purposes when new HS track is built
Overcoming Voyager reception problems
Mr Blanchard says “Ultra-sensitive receivers that would work inside buildings might help in this situation and are under development, but they would be quite expensive and I presume
Milepost 32¾ 287 January 2012 you're talking about fairly ordinary consumer-grade stuff. The SirfStar chip is very good but probably as good as it's going to get for some time. Ultra-sensitive chips bring their own problems with greater sensitivity to interference anyway. [Presumably these are for tracking cars in car parks and lorries in warehouses, but would not be sufficiently powerful for trains in tunnels - Ed]
DRIVER ADVISORY SYSTEMS - Notes from November RPS meeting – David Stannard At the 5th November meeting in London, Ian Mitchell from DeltaRail gave a most interesting and well-presented talk on the motivation behind the development of modern Driver Advisory Systems (DAS) and current plans for implementation for main line train operation in the UK.
The basic objectives of DAS are to optimise train running and overall capacity, whilst at the same time saving traction energy through the full utilisation of any un-needed allowances built into WTT schedules. Generic strategies for more energy-efficient driving incorporated within DAS might include i) running at reduced maximum speed to reduce the energy required in accelerating and to minimise aerodynamic losses (accelerate-cruise-brake), ii) utilising stored energy to save traction power and minimise braking losses (acceleration- coast-brake) and iii) limiting the acceleration rate to minimise traction losses or peak power demand (reduced acceleration-brake). There are a range of possible system architectures. In the more complex, all processing might be done interactively in a main control centre with the results simply transmitted for presentation to individual drivers. More basic and probably in the near future the most viable are „in-cab‟ stand alone systems (which may either be portable hand-held devices, permanently installed discrete units, or software integrated into already existing train management systems) which select the most appropriate driving plan from a number of pre-programmed options. The information presented to drivers may be prescriptive (eg Notch 4 now, Coast now), goal setting (eg cruise at an average of 75 mph on the next journey leg), provide feedback for driver action (eg 15 sec ahead of schedule at the last timing point), contextual (eg gradient profile), or even signalling based (eg with information about how trains in signal blocks to the front and rear are running). There is at present no general consensus as to how information can best be provided, and example displays were shown of various currently available commercial products with outputs ranging from comprehensive full screen graphics to simple textual messages about speed and timekeeping. There are however clear issues with all DAS in their relationship to primary safety systems, the effect on drivers viewing the track (risk of distraction and head-down driving) and the frequency at which information or advice should be updated. Simulations and trials show however that DAS have the potential to provide significant energy savings (typically 15-27%), to maximise capacity by optimising traffic flows to avoid conflicts at junctions, and to increase safety by having fewer trains brought to a halt at red signals (and ensuing risk of SPADs). Whilst not going as far as fully automated train operation, there could be a future role for enhanced DAS in providing intelligent „cruise control‟ through speed and coasting management when running under clear signals, reverting back to driver control when over-ridden or on the approach to junctions and stations.
Courtesy of First Group, a preview was given of the planned driver set up and display screens of the forthcoming implementation of the TTG in-cab „Energy Miser‟ system on FGW HSTs – all very much designed not to distract the driver when running at high speed (a typical display reading might be „Advice speed 110 mph. Coast in 20 secs‟). Driver advice would only begin two miles after leaving a station and there would just be an „Approaching next station stop‟ message two miles before the next stop (along with the due and expected arrival time). The system will also cease providing advice if the train is over 10 minutes behind schedule, if the GPS position signal is lost, or if „off profile‟ running is detected (for instance when encountering adverse signals, if diverted onto the slow lines, or if braking for emergency speed restrictions not known about by the DAS).
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Interesting times ahead! We will see how all of this impacts on actual train running and performance.
Links to the original presentation are on the RPS website
NEWS
Network Developments Despite the recession, an encouraging amount of improvement work has come to fruition this last quarter. Resignalling has taken place on the Faversham to Ramsgate/Dover lines controlled by a new East Kent signalling centre (SC) at Gillingham. The Thames Valley SC has been expanded and controls the Paddington to Uffington line and branches out to Heathrow (inc.). The East Midlands SC now has control of the Bedford to Loughborough and Melton Mowbray to Nuneaton lines and the Manchester South SC is gradually taking over the lines in East Manchester with Stalybridge due to close in late Summer . The West Midlands SC took over the Water Orton to Wichnor and Nuneaton lines and the West of Scotland SC took control at Christmas of all the Clyde Coast lines. With the completion of three tracking of the Glasgow Shields Jn to Paisley line there is little new work going on bar the connection between the East and South London lines at New Cross opening later this year and the freight Nuneaton north chord. In the longer term the curve from Todmorden to the Burnley line seems certain to be built and the Moorlands Railway may be able to restore the Stoke to Leekbrook Jn line to traffic later this year. Work on Wigan Station Jn has helped to segregate traffic movements and the restoration of four tracks from Holgate into York will reduce delays and perhaps result in a few fastest times! There has been a transfer of running lines from the south to north Tees Bridge at Thornaby which will slightly improve running times. Electrification work is progressing on the Manchester–Edge Hill line and there has been some improvement in power supply to some Anglia routes and the East Grinstead line. As for stations the new island platform at Cambridge opened, although access speeds are restricted to 15 mph, and Blackfriars now straddles the Thames with passenger access at each end. Loughborough has lost its narrow south end and the station‟s platforms extended northwards although only able to accept up to four coaches at the time of writing. Bushey‟s down main platform has been reopened after many years disuse and the Reading remodelling work continues. An unusually large number of stations have received longer platforms. No station opening was expected this year but the expanded experimental service to Fishguard Harbour has resulted in a scheme to reopen Fishguard and Goodwick hopefully in March. Cosford, Roman Bridge and Lymington Pier are temporarily closed for reconstruction work. Ashchurch is rumoured to become Tewkesbury Parkway from May. There have been a few Permanent Speeds altered with the highlights being the Ladybank to Perth line gaining 60/70 mph limits, deferred from summer, and the Chester to Hooton line going up from 60 to 70 mph. Whitacre Jn (Birmingham-Nuneaton) has been improved also. In Ireland, as noted before, the economic downturn in having an adverse effect but the status quo is being maintained on Irish Rail. In the North the Coleraine to Londonderry relaying is to go ahead although being staged over a longer period. The one bright note was the reopening of the mothballed line from Antrim to Lisburn for diverted passenger trains.
Ian Umpleby, January 2012
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CHILTERN 172’s - David Ashley
At the risk of “Milepost” appearing as a magazine entirely devoted to class 172, I was reluctant to add more material regarding this class, but recent changes may be of interest to readers. In Milepost 32½, David Adams referred to the eventual use of Chiltern‟s 172‟s on the stopping trains at xx16 and xx43 from Marylebone, and over Christmas this has happened (to a limited extent). Their use was considered necessary following the introduction of the Mainline timetable in September, where 100mph speed limits are the norm most of the way from Wembley to High Wycombe, and the need to slot in stopping trains between the faster trains. It was thought that the under-powered and 75mph-limited 165‟s could affect express train punctuality – and with a xx30 stopping train arrival and xx31 fast train departure from High Wycombe this was probably true (although there are probably 3 minutes “charter time” recovery included in the xx43 and 5 minutes in the xx16 working timetable). My observations were that the xx43 stopping trains were arriving in the bay at High Wycombe two minutes early, and the following xx07 fast trains were arriving 2 minutes after the stopping trains (and taking 23mins), and would probably depart one minute late.
As these are stopping trains, presentation of the data will be different from that normally used. We start with a graphical comparison, produced from the downloaded GPS track, from West Ruislip to High Wycombe. Generally, the higher speeds and improved acceleration can be identified, particularly above 40mph, and the earlier braking at higher speeds for the approach to the next station is apparent. The 172, which stopped at Denham Golf Club, actually reached similar speed towards Gerrards Cross than the 165 which passed non-stop.
The log presentation of the same data also shows acceleration to 60mph and above (lower speeds on shorter sections). What is surprising is that, in spite of the improved acceleration and higher maximum speeds, savings only of around 10seconds per section are being achieved. (David Adams observations of LM‟s 172‟s seem to confirm this). This may be due to cautious braking with the new units, but with, probably, 7/8 stops these savings may accumulate to a minute or more on a journey of 40 minutes, which is useful.
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Date/day Th 29-12-11 Fr 30-12-11 Train 1043 Marylebone-High Wycombe 1143 Marylebone-High Wycombe Motive Power 172104 165015 Load (tons) 2 2 Weather Cloudy Cloudy Rec/Pos/GPS? D Ashley 1/2 Y D Ashley 1/2 Y elev 0.00 1 69 W Ruislip 150 0 00 0 00
60 1 38 60 2 00
65 1 55 65 2 13
70 2 09 70/74 2 30
2.78 4 51 Denham 175 3 37 46.0 3 48 43.8
0.00 4 51 Denham 0 00 /46 0 00
0.86 5 40 Denham GC 200 1 58 26.2 1 33 50 33.3
0.00 5 40 Denham GC 0 00 1 33 50
60 1 50 60 2 27 60/61
1.73 7 18 Gerrards Cross 250 2 51 36.4 3 56 43.6
0.00 7 18 Gerrards Cross 0 00 0 00
60 1 46 60 2 18
65 2 05 65/69 2 45 65/66
2.73 9 76 Seer Green 315 3 44 43.9 3 57 41.5
0.00 9 76 Seer Green 0 00 0 00
50 1 17 50 1 32 50/53
60 1 44 60
1.58 11 42 Beaconsfield 310 2 45 34.5 2 54 32.7
0.00 Beaconsfield 0 00 0 00
60 1 25 60 1 34 60
65 1 39 65 1 47 65
70 1 52 70 2 02 70
75 2 06 75
80 2 27 80
2.48 14 00 Tylers Green 2 46 85 53.8 2 51 74 52.2 4.78 16 24 HIGH WYCOMBE 275 5 43 46.8 6 15 40.6
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THURSDAY 26th JAN 2012
Area Meeting
LONDON – The Royal Oak
SATURDAY 11th FEBRUARY 2012
Doug Landau
From shovels to CT
LONDON – The Calthorpe
THURSDAY 23rd FEBRUARY 2012
Area Meeting
BRISTOL PARKWAY
TUESDAY 20th MARCH 2012
Area Meeting
LEEDS
SATURDAY 12th MAY 2012
ANNUAL GENERAL MEETING
LONDON – The Lamb
SATURDAY 07th JULY 2012
MASS TIMING DAY
Marylebone – Banbury
Wait for further details
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Milepost 32¾ 293 January 2012