31 MILEPOST OCTOBER 2010 II
RPS
railway performance society
www.railperf.org.uk There’s life in the old dog yet ...47790 on the GEML - See page 216
Milepost 31½ – October 2010
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] 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 176 Fastest Times Martin Robertson 185 Not via High Wycombe David Ashley 191 125mph in the North East Martin Robertson 195 Newcastle-Berwick Martin Robertson 203 Vintage Southern EMUs Andrew James 205 1987 A Football Special Tim Calow 210 Class 47 – Ashford-Tonbridge Don Benn 212 31 to York Martin Barrett 213 47790 on GEML David Ashley 216 Scotland 50 years ago Bruce Nathan 217 Three Kings Michael Rowe 221 RPS: The next generation? Nigel Wilson 225 Log Analysis Ken Phillips 227 What a Difference a Day makes Martin Barrett 228 Day Trip to NYMR Andrew James 230 Travels in America Martin Robertson 232 Sunday lunch in Ballarat Malcolm Simister 234 Steam on Westbahn Bevan Price 237 Letters 240 News alert 243
Enclosures (where subscribed): UK Distance Charts, Historical fastest times
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 31 ½ 174 October 2010 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.
Front cover: 47790 prepares to restart from Manningtree on the 1000 Liverpool St-Norwich
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
This issue’s charts are largely updates (Tables 14, 31a, 36a, 48, 57, 86 and 218a) supplemented with a first printing of the Thames Valley branches east of Reading. A visit to Ireland has enabled the distances to be updated in the area south of Galway – Athenry – Limerick Junction –Dublin and west of Kildare – Waterford including the new Midleton and Ennis – Athenry lines. The distances will hopefully be converted into charts in the winter but if anyone needs any details in the meantime feel free to contact me. Finally thanks once again to those providing me with information and remember to check the website for details of infrastructure/PSR changes.
Ian Umpleby
FASTEST TIMES
Please send all Fastest Times contributions to David Sage at the address on the inside
Milepost 31 ½ 175 October 2010 cover.
This is with the following exceptions:- John Heaton 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 confess to a time-lag with regard to the general area, but Member’s site is fine.
Please note: Can Members who submit times to John Heaton’s ‘new’ GW, ECML and GE times please check to see if they are overall FTs as well, and forward additionally to me. Thank you.
OVERSEAS CHARTS
Nothing to report.
David Sage October 2010
HISTORIC FASTEST TIMES
For members who subscribe to the printed version of Historic FT, your copy of the 2010 issue should be included with this issue of Milepost. A new section covers the Southern Railway 4-COR emu's (and derivatives) on the London Waterloo to Portsmouth line expresses. Also, to fill a half page that would otherwise be blank, there is a fastest times table for the narrow guage Welshpool & Llanfair Light Railway.
Any new records, or suggestions for the 2011 issue may 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
Milepost 31 ½ 176 October 2010 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 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 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]. Equally, 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 These 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.
Milepost 31 ½ 177 October 2010 If in doubt please do not hesitate to contact me on the above e-mail address, by phone on 01626 865526 or letter to 57 West Cliff Park Drive, Dawlish, Devon, EX7 9ER"
John Heaton
THE MEETINGS SECTION
THURSDAY 7TH SATURDAY 30TH TUESDAY 16TH SATURDAY 7TH MAY OCTOBER OCTOBER NOVEMBER 2011
BRISTOL LONDON LEEDS LONDON 1700 1200 for 1215 1700 1200 for 1215 You have Steam Area Meeting Annual General probably just Performance Meeting missed the Seminar Area Meeting
30th October 2010 – Steam Performance Seminar in London.
Recording and evaluating 21st Century British Steam Locomotive Performance.
The RPS Committee has arranged a Seminar on Steam which will be of interest to many members. The first decade of this century has seen a continuing growth in both Main Line and Preserved steam activity, highlighted by events such as the commissioning of a new A1 Pacific and preserved standard gauge route mileage exceeding 30 miles.
It is hoped the day will be very participative.
Note: This meeting will be held at The Calthorpe Arms in Grays Inn Road
Feb/March 2011 – Speaker being arranged
DIRECTIONS TO THE VENUES
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
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
Milepost 31 ½ 178 October 2010 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 - GWRSA Club is no more, so meet at 1700 on the concourse at Temple Meads. 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 JUNE 2010
The Bristol meeting was spoilt by the GWRSA club not opening, despite having accepted the booking. So the members present elected to repair to the refreshment room, the venue for the original meetings which was eventually abandoned due to the background noise. Nothing had changed to make the members regret their decision.
The size of print employed in some RPS publications was criticised and is receiving attention by the committee and it is hoped to resolve these issues subject to costs.
Michael Rowe spoke about the coming preserved steam meeting, asking for feed-back. .
There was a detailed discussion on the mass timing day which, it seems, was excellent. Some very fast Stockport- Piccadilly (or reverse) times had been achieved. Signalling issues at Cheadle Hulme emerged and there was some disagreement about the significance of aspects leaving station in the up direction.
Paul Walker produced an ECML HST run hand-out which stimulated an exchange on regular ECML maximum speeds and the apparent difficulty of controlling the maximum speed of HSTs, which is directly related to having to select specific notches in my opinion, a lower one perhaps failing to maintain 125mph and the higher notch often causing the maximum to be exceeded. There followed consideration of some detailed issues around approach control..
David Burton shared his recent experiences between Salisbury and Exeter now that revised loops enable an hourly timetable in the comfort of Salisbury depot's immaculate Class 159 fleet.
It is hoped normal service will be resumed for the next meeting which is scheduled for 24th October, members normally but not necessarily meeting on the Temple Meads concourse at 17.00. It might be a good idea if members checked with me nearer the time on 01626 865526 or [email protected] (note new e-mail).
John Heaton Dawlish June 2010.
Milepost 31 ½ 179 October 2010
MARTIN TASKER MEMORIAL LIBRARY
The Society holds a large number of books (~150) 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 shortly be 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.
Having recently cleared a huge backlog of material that had been filling up my study, I could finally move around in it again. This didn’t last for long however, as I have now received several boxes and cannot move again now. Ben Stone very kindly drove around Yorkshire picking up the material, and drove down from Yorkshire and delivered all this material to me, on his way to visiting relatives in Berkshire. He had a car full containing the following:-
• Ben’s own complete collection of logs from 1947 to the present day, consisting of 18 notebooks and 14 thick A4 ring binders. • Noel Proudlock’s complete collection of logs from 1948 to the present day, consisting of 36 ring binders. • Martin Barrett’s collection of logs that he has written up • RPS Member Frank Hartley passed away in 2009. Martin Barrett kindly arranged to pick up his collection of logs for the society • RPS Member Michael Moulder passed away in 2010 and left his collection of logs to the Society. Again Martin Barrett travelled to pick up this material. Michael worked for the Post Office and travelled on TPOs for many years recording his journeys.
Of necessity I will have to concentrate first on scanning the material from Ben Stone, Noel Proudlock and Martin Barrett, as I have to give this material back.
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!
Milepost 31 ½ 180 October 2010
• Latest material from Lee Allsopp (including GPS track info) and Ian Umpleby. • Latest UK Fastest Times added • The remaining books from the B D J Walsh Collection, covering mainly the GE Main Line between 1991 and 1999. This collection is now complete • Doug Twibell’s remaining logs on the MML, SR, ScR, ER and in Ireland, with steam, diesel and electric traction. This collection is now complete • Latest logs from Peter Smith covering 2010 to date • David Adams logs from the second quarter of 2010 • Bob Jennings has kindly scanned his entire collection of logs, the remaining years from 1991 to the present day have now been entered into the database. New material is being added as Bob records it and passes it on to me. • Latest German Fastest Times • Milepost 31¼ • Eric Rudkin’s collection of HST runs • Scanned images of some of Bevan Price’s notebooks covering Scotland and Ireland in the 1970s and 1980s. • David Sage’s latest runs from his database. David has made a start on scanning his notebooks for the archive, with 17 books scanned so far. • Bruce Nathan’s latest notebook, Book 80 covering his latest travels, including most of his summer All Line Rover • Noel Proudlock’s first 2 books covering his travels with steam from 1948 to 1953 • Martin Barrett’s written up logs from 1968
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
Milepost 31 ½ 181 October 2010
INTRODUCTION TO TRAIN TIMING
John Heaton has written a 20-page booklet intended to be issued to new members of the Railway Performance Society. This will eventually be added to our website, but if any member wants a printed copy, could they please contact Peter Smith (address inside front cover)
MICHAEL MOULDER
It is with regret that we announce the death of Michael Moulder at only 63, following a brief illness.
Michael was a member of the RPS for 21yrs and, although originally a Londoner, lived in Pymouth during that time. He worked for Royal Mail, spending two long separate periods rostered to the Travelling Post Office trains and actually worked the last Plymouth turn on these important trains. He managed to take skeleton records of all his journeys and had so may runs that he had firm opinions on the better drivers and locos. He also owned a collection of TPO memorabilia and his other interests included model and garden railways.
He has kindly donated his records to the RPS and they will be scanned into the archive in due course.
Michael moved to Chesterfield to live near his daughter during his regrettably brief retirement.
John Heaton Dawlish September 2010.
WEBMASTER
Our Publicity Officer and Webmaster, Baard Covington, has regrettably resigned from the Committee for personal reasons. He hopes to stand for re-election in the future, but in the meantime, if any member is able to assist the committee in website duties, could they please contact the Chairman, Frank Collins (address on inside cover)
MODERN STEAM & HERITAGE HAULAGE
In the annual report I mentioned that:
“There does seem to be an interest in steam and heritage runs on the main line, and these are not always covered in the magazine. It would be very useful if we could set up a network to keep members involved and ensure that runs – good, bad or indifferent – are covered in the magazine”
If members are willing to provide logs, could they please send them to either Michael Rowe or David Ashley - Ed
Milepost 31 ½ 182 October 2010
IN COMMITTEE
September 2010
The Committee held its first meeting at the Calthrop, the new London venue of the RPS.
The resignation of Baard Covington from his post as publicity officer due to family illness was noted with regret and best wishes. It was noted that Baard would continue to help with website issues. The search for a new publicity officer begins, although Michael Rowe agreed to undertake the issue of some press releases on a limited basis.
There had been no success in contacting a member who might be prepared to run London meetings on the lines of those at Bristol and Leeds, so a volunteer would be most welcome.
Ideas for the 2011 Mass Timing Day were discussed, the probably favourite emerging as East Croydon to Brighton and Hove, subject to economic ticketing arrangements being available.
A revised Train Timing Guide for Beginners had been produced and it was hoped to make this available to anyone who requested it, including via the website.
Options for making the Fastest Times Guide more relevant and appealing were discussed with a decision left to the next meeting. More members’ opinions would of course be welcome.
David Stannard outlined some discussions he had been holding with Bombardier about power outputs but there was a high degree of commercial sensitivity at this stage.
John Heaton Dawlish September 2010
Clic Sargent Rail Tour
I am part of an organising team raising funds for Clic Sargent, a children's cancer charity. We are proposing running a railtour which will be the main fund raising activity. The plan is to follow a closely as possible the route and timings of 'The Cumbrian Coast Tornado' which ran in April 2010.
We are looking for someone who was on the tour and could highlight any operational problems and provide details of the general timekeeping. If a member, or the friend of a member can assist please email me at this address [email protected], or contact the Editor.
We are also looking for donations for an on line auction and raffle and are emailing retailers and other organisations for goods or services. The success of these requests is increased if someone within an organisation is interested in railways. If any member can help locate these people or have any other suggestions these would also be appreciated. I will keep members advised of progress of the tour and the on line auction, and will try to make seating available for members and guests- this will be subject to the other members of the organsising team and availability.
Milepost 31 ½ 183 October 2010 Thanks- Steve Griffin.
FASTEST TIMES UPDATE
Martin Robertson
Welcome to another Fastest Times Update with my thanks to all those who have contributed in what appears to have been a lean period for the recording of Fastest Times. The exchange of correspondence between several of our regular contributors, on the runs which featured significant over speeding on the East Anglian line, generated a significant amount of comment thereafter. I do not wish to be the judge of what is acceptable, or otherwise, to put in print. If contributors are willing to share their comments to myself, without any advice that it should not be published, it should be considered that they have given presumed consent to them being published, unless there is an obvious reason not too.
Turning to the Fastest Times we commence with an offering from Paul Walker on the 16 30 London-Euston to Glasgow service which runs non-stop from Preston to Glasgow. This is probably the longest day time non-stop passenger service, although several of the overnight sleeper services do have longer start stop times. Paul’s run had a punctual departure from Preston and with no significant psrs’s in operation the driver had no need to hurry. Speeds were up to the line limits as usual and with a clear run through Carlisle then only a minor signal check approaching Motherwell, Paul was lucky to avoid checks from the 20 07 ex Larkhall local service which is through Newton at around 20 25, with these services often appearing to be given priority over the two track stretch of the Wcml between Newton and Rutherglen. An unchecked entry into Glasgow Central is also an exception rather than a rule, when most services arrive in Platform 1.The overall time of just under two hours gives an average speed of just over 96mph.
To achieve a 100mph average requires a time of 115m 30s, a reduction of four and a half minutes on Paul’s run. Allowing 30 seconds for the two minor checks still requires a reduction of four minutes. Without a significant upgrading of the permitted speed through Carlisle and the entry into Glasgow Central, it would appear that a 100mph start to stop average is beyond the reach of the present services.
Paul also had several runs north of Carlisle with a run on the 15 30 service from Euston with the same Pendolino unit which suffered a 37 second signal stop before Motherwell but still reached Glasgow in 65m 16s, which betters the current record of 65m 38s held by Sandy 1 Smeaton. Paul considered that the signal stop cost 2 minutes giving a net time of 63 /4 minutes. In comparison with other runs, the start from Carlisle to Kingmoor was excellent in 3m 02s and the time from Cambuslang to Glasgow of 6m 33s is easily a minute better than is generally achieved. Paul did not advise which platform the service arrived at in Glasgow, but it may have been either Platform 9 or 10, which does offer a significant time saving in comparison with the tortuous entry to Platforms 1 or 2.
Also noted in the Table are brief details of my run of 2009 with a Pendolino unit limited to 110mph which slightly bettered the Preston-Glasgow schedule. My run was 15 seconds slower than Paul’s at Barton, by which speed was around 110mph. Thereafter Paul’s run gradually drew ahead from running at 125mph and the higher intermediate limits. Three minutes ahead by Carlisle and six and a quarter minutes at Carstairs, by which the differential speed limits were complete, my run recovered three quarters of a minute in the run into Glasgow.
Table 2 has on offering from Charles Foss between Oxenholme and Lancaster which just bettered the 12minute mark, although not quite matching the 11m 49s recorded by David
Milepost 31 ½ 184 October 2010 Adams with a Super Voyager. Possibly the shorter length of the Voyager minimises the entry
Table 1 Run 123 Date 08 July 2010 10 July 2010 3-Sep-09 Loco 390023 390023 390046 Load 9 99 Train ex Euston 1630 1530 1630 Rec /Pos /GPS Paul Walker,7/9 Y Paul Walker 7/9 Y MDR 5/9 Y dist timing point sch. m. s Speeds Average m. s Speeds Average m. s 0.00 PRESTON 0 0 00.0 2L 0 00 1.34 Oxheys OB {18.33} 2 14.0 70/84/71rbt 36.0 4.75 Barton OB 4 32.5 109 88.6 445 7.45 Brock PC 5 53.5 127/125½/126 120.0 6 16 9.96 Garstang OB 7 05.5 125/127 125.5 12.74 Scorton UB 8 25.0 /99*/80tsr 125.9 15.13 Bay Horse SS 9 56.5 95 94.0 17.80 Oubeck RR 11 19.5 124½ 115.8 20.99 LANCASTER 12½ 13 23.0 75 93.0 14 24 22.90 Morecambe S Junct. 13½ 14 41.5 106 87.6 15 42 24.13 Hest Bank LC 15 19.5 115 116.5 16 22 27.24 CARNFORTH 15½ 16 50.0 127/125½ 123.7 17 03 31.74 Burton Bdg 18 58.5 127/126 126.1 20 32 34.57 Milnethorpe OB 20 19.0 122/108 126.6 36.47 Hincaster Junct. UB 21 21.0 110/113 110.3 40.13 OXENHOLME 22 23 27.0 88½ 104.6 25 17 41.69 Sedburgh R'd UB 24 27.0 98 93.6 44.36 A685 OB East (2nd) 26 05.0 96 98.1 46.21 Moresdale Hall UB [1] 27 15.0 95 95.1 48.29 Beck Foot UB 28 36.0 91½ 92.4 51.06 UB 30 22.5 100/99 93.6 53.20 Tebay RR 31½ 31 37.5 107 102.7 56.14 Scout Green PC/UB 33 14.5 112/113/80 109.1 58.61 Shap Summit sign 34 46.5 82½ 96.7 37 25 60.93 Shap OB 36 19.0 103 90.3 62.65 Harrisons Sidings 37 20.0 93/80 101.5 65.83 Bessie Ghyll OB 39 38.5 83/107½ 82.7 69.36 M6 UB (N) 41 41.5 106 103.3 72.24 PENRITH 43½ 43 45.5 76½ 83.6 46 31 74.80 OB (aft B5305) 45 29.5 108 88.6 76.13 OB [2] 46 11.0 126/128 115.4 79.39 Calthw aite UB 47 43.5 128/128½/93tsr 126.9 82.66 Southw aite UB 49 28.0 103/95 112.7 86.21 M6 UB (S) 51 33.0 113 102.2 89.59 St Nicholas Bridge 53 54.0 20 86.3 90.10 CARLISLE 57 55 40.0 6tsr 17.3 0 00.0 12L 58 40 92.18 Kingmoor BOX 58 30.5 91 43.9 3 02.0 911/2 41.1 61 48 94.18 Rockcliffe 59 38.0 121 106.7 4 09.5 120/125 106.7 63 00 96.19 Floriston LC/RR 60 36.0 127/128 124.8 5 08.0 123/125 123.7 64 07 98.82 Gretna Junction RR 63½ 61 50.0 /101 127.9 6 25.0 118 123 100.48 Quintinshill OB 62 51.0 95½ 98.0 7 24.0 95* 101.3 103.11 Kirpatrick FB 64 19.0 118/127 107.6 8 52.5 117/122/115 107 68 03 106.72 Kirtlebridge OB 66 03.5 123/115 124.4 10 39.0 126 122 110.08 Ecclefechan OB 67 47.0 117/115 116.9 12 24.0 113/112 115.2 112.81 Castlemilk OB 69 11.5 117 116.3 13 05.1 115 113.6 115.94 LOCKERBIE 72½ 70 45.5 127½/128 119.9 15 26.5 125 117.4 75 03 119.05 Sandyholm Bridge 72 13.0 127½ 128.0 16 56.5 124 124.4 121.82 Dinw oodie OB 73 32.0 125 126.2 18 17.0 124 123.9
.
Milepost 31 ½ 185 October 2010
dist timing point sch. m. s Speeds Average m. s Speeds Average m. s 124.67 New ton UB 74 54.0 127 125.1 19 39.5 124 124.4 126.99 Murthat-OB +SS 76 00.0 125/123 126.5 20 47.0 123 123.7 130.15 Beattock OB 79½ 77 31.5 126½ 124.3 22 19.0 123 123.7 135.26 Greskine SS 80 10.0 100 116.1 24 57.5 1011/2 116.1 137.12 MP 47 (Harthorpe) 81 18.0 96 98.5 26 08.0 92/87 95 86 52 140.05 Beattock Sum'it FB 85 83 12.0 90 92.5 28 05.0 891/2/110 90.2 142.75 Elvanfoot 84 46.5 112 102.9 29 40.0 108/1051/2 102.3 145.60 Craw ford OB 86 19.0 111½ 110.9 31 16.0 110 106.9 148.01 Abington RR 90½ 87 43.0 89 103.3 32 39.0 90* 104.5 150.32 Wandel OB 89 07.0 107/104 99.0 34 05.5 105 96.1 153.33 Lamington OB 90 43.0 122/127 112.9 35 43.0 124 111.1 156.76 Symington UB [2] 92 21.5 126/123½ 125.4 37 21.5 125/126 125.4 158.65 Thankerton / 68½ 93 16.0 125 124.8 38 15.5 125 126 99 21 161.76 Pettinain UB 94 51.5 110 117.2 39 51.5 110/90* 116.6 163.77 CARSTAIRS 101 96 06.0 89 97.1 41 04.5 92/100 99.1 102 18 165.95 Lanark Jct. OB 102 97 28.0 100 95.7 42 25.0 99/100 97.5 168.35 Craigenhill OB 98 56.0 93½ 98.2 43 53.0 951/2 98.2 172.10 CARLUKE FB 101 14.0 102 97.8 46 09.0 102 99.3 107 28 174.14 Law Junct OB 107 102 33.5 76/61/101 92.4 47 26.5 81/60* 94.8 177.88 SHIELDMUIR 105 26.5 93/48sigs 77.8 50 14.5 105 80.1 111 44 ss 0m 37s 179.62 MOTHERWELL 111 106 56.0 78 70.0 53 17.5 53 34.2 112 51 182.95 Fallside OB (1st) 109 09.5 95 89.8 53 36.0 94 86.6 184.06 UDDINGSTON 113½ 109 52.0 93/90 94.0 56 20.5 90/881/2 89.8 115 46 [1] XXX 185.50 New ton OB 116 110 49.5 89 90.2 57 19.0 89 88.6 187.50 CAMBUSLANG <1>(1) 112 14.5 80 84.7 58 43.5 80 85.2 118 10 188.61 Rutherglen East J UB 120 113 06.0 77 77.6 59 34.0 77 79.1 190.54 Polmadie Bridge OB 114 40.5 64 73.5 61 06.0 72/31* 75.5 120 33 191.61 Eglinton Street J 123 116 32.0 16/24 34.5 62 52.0 33* 192.49 GLASGOW CENT. 126 119 59.0 65 16.0 125 27 . Table 2 Dist Place Time Speed Date Fri, 24th July 2009 MP 11 5 21.8 123 Train 1240 Glasgow-Euston 8.35 Burton mp ¾ Unit 390.039 MP 10 5 50.8 124 Load 9/460/490 10.10 MP 9 6 20.0 125 Rcdr, posn, C Foss, 7/9, GPS MP 8 6 48.7 127 Wx Fair, SE'ly 15kts MP 7 7 17.6 127 Dist Place Time Speed 12.85 Carnforth mp ¼ 7 39.4 122 0.00 OXENHOLME 10L GPS MP 6 7 47.0 124 0.10 MP 19 0 35.0 32/15 MP 5 8 16.1 124 1.10 MP 18 1 36.8 79 14.72 Bolton-le-Sands Lc 8 33.7 123 2.10 MP 17 Sedgwick 2 16.0 101 15.10 MP 4 8 44.6 124 3.10 MP 16 2 49.8 109 15.97 Hest Bank Lc 9 10.0 123 3.60 Hincaster mp½ 3 05.9 107 MP 3 4.10 MP 15 3 22.2 112 MP 2 9 46.2 104 5.10 MP 14 3 54.0 115 17.17 Morecombe S jctn 5.57 Milnthorpe 4 08.1 122 MP 1 10 28.7 64 MP 13 4 23.8 125 19.12 LANCASTER 11 58.2 95.8mph MP 12 4 52.7 126 Schedule time, PPT 13 minutes
time into Lancaster. The Super Voyager also has the benefit of no easings for neutral sections which hamper the acceleration away from Oxenholme for a Pendolino.
Milepost 31 ½ 186 October 2010 Table 3 begins a timing by Brian Milner between Derby and Tamworth in 2008 with a Voyager Unit. A RPS record from Derby to Burton on Trent was achieved with a near miss Table 3 Date Thur 20-03-08 Thur 05-08-10 Loco 220031 220 030/023 Load 4,186/195 8,372/410 14.6 Train 0723 Newcastle-Bristol TM 1408 Edinboro-Plymth Rec/Pos/GPS Brian Milner 4/4 N John Rishton 4/8 N Miles M C Location PTT m s mph ave m s ave 0.00 128 37 DERBY 0 0 00.0 RT 0 00 (-7) 1.43 1 20 PEARTREE 2 38.5 61 32.4 2 33 32.9 2 00 Milepost 3 11 69.7 3.18 3 00 Milepost 3 59.5 93 77.8 4.38 4 16 Stenson 4 34 96.1 4.80 4 50 Stenson Jn 4 57.0 108 101.7 4 48 108.2 5.39 5 17 North Staffs Jn 5 16.5 113 108.5 5 07 111.7 6.30 6 11 Willington 5 36 115.5 7.76 7 47 Hargate 6 28.5 123 118.8 8.85 8 54 Clay Mills Jn 7 00.0 127 124.3 6 50 123.1 11.00 10 66 BURTON-ON-TRENT 9 8 38.0 RT 79.0 8 22 84.1 0.00 10 66 BURTON-ON-TRENT 10 9 46.0 RT 1.43 12 20 Branston Jn 1 42.5 82 50.0 13 31 Dunstall 10 26 74.6 3.88 14 56 Barton 3 14.0 108 96.4 5.44 16 21 Wichnor Jn 4 04.5 115 111.4 11 59 111.1 6.78 17 48 Croxall 4 45.5 119 117.4 8.60 19 34 Elford 5 39.5 124/127 121.7 13 31 122.4 11.18 22 00 Milepost 6 53.5 125 125.3 22 55 Haselour Water Tower 15 09 121.2 12.88 23 56 TAMWORTH 10 8 26.0 1 E 66.2 16 33 43.3 on the next section to Tamworth. The unit’s 125mph limit was reached in around eight miles on both sections. Brian did not comment if all engines were contributing or not, but it is likely that they were. The second run is from John Rishton with a pair of Voyager units trying to recover the late start from Derby and taking the Derby to Tamworth Fastest Time.
Table 4 John did not supply speeds but from the Date 25th March 2010 averages it appears that the units got close Train 0932 Brghtn/Ashfrd to or reaches 125mph on both sections. Units 171.721 Rec/Position/GPS Don Benn 2/2 Y Table 4 has two further offerings from Don Weather Misty Benn which better the timings published Miles sch Mins Secs Speed between Lewes and Polegate. Don’s 0.00 Lewes 00 00 comments are:- ‘The 40 limit at 1.11 Southerham Jct 02 23 Beddingham was lifted on 5th March so I 1.98 Beddingham 03 17 would expect these times to be beaten at 3.06 Glynde 04 13 some stage. However some of the 171 3.88 MP 12 04 54 drivers are now tending to run without 5.19 Ripe Xing 05 57 power downhill to avoid gaining time. I 6.61 Selmeston Xing 07 07 reckon the ending of the Beddingham limit 7.54 Berwick 07 51 81½ has reduced times by about 30-40 seconds 9.25 Wilmington Xing 09 07 79 and below 12 minutes either way with the 9.88 MP 18 09 35 82 171s is now common.’ 11.42 Polegate 12.5 11 12
Milepost 31 ½ 187 October 2010 average 12-18=76.87 mph s/stop average=61.62 mph Date 25th March 2010 Train 1531 Eastbne-Vict Units 377.458+377.439 Rec/Position/GPS Don Benn 4/8 Y Table 5 has short run recorded by Ian Weather showers Umpleby between Romford and Shenfield, Miles Sch Mins Secs Speed recorded with two Class 360 Units which 0.00 Polegate 00 00 easily reached their 90mph limit. Ian’s 1.54 MP 18 02 06 68 comments are:- ‘You'll be delighted to know 2.17 Wilmington Xing 02 37 74/85 that I have secured the fastest ever time 3.88 Berwick 03 53 76* between Romford and Shenfield. The late 5.81 Selmeston Xing 04 37 78½ start was due to a platform change at 6.23 Ripe Xing 05 43 77½ Stratford caused by a freightliner crew 7.54 MP 12 06 40 89½ change blocking the booked platform. The 8.36 Glynde 07 13 82 ridiculously easy schedule from Romford 9.44 Beddingham 08 02 76* enabled most of the arrears to be recouped 10.31 Southerham Jct 08 48 57* and the driver went on to equal the Shenfield 11.42 Lewes 12 10 49 to Chelmsford record’. average 18-12=78.84 mph s/stop average=63.35 mph . Table 5 Loco/Unit 360117/360xxx Vehicles/tare/gross tonnes 8/336/350 Train 1108 London L St-Clacton Date Weds 26th May 2010 Weather Bright Rec/Pos/GPS? IU;2/8;Y M. Ch Mls Timing Point ptt Min. Sec. M.P.H. Avge 12 31 0.00 Romford 0 00 5L 13 39 1.10 Gidea Park fb 1 22 75/90 48.2 14 76 2.56 Harold Wood W Cpy 2 24 1/2 86 84.4 18 16 5.81 Brentwood E Cpy 4 37 1/2 90 88.1 19 20 6.86 Ingave Summit 5 21 1/2 80 85.6 20 14 7.79 Shenfield 10 6 36 1L 44.7
Table 6 Loco 67016 Load formation 4Mk2 air con + dead 67028 Vehicles/tare/gross tonnes 5/225/235 Train 11.02 Taunton to Cardiff Date 23/07/2010 Rec/Pos/GPS? J. Heaton 4/6 Y Dec. Mls M. Chns Timing Point Sch-cl 142 Min. Sec. M.P.H. Ave. 0.00 126 33 Nailsea d. 0 0 0 2.15 124 21 Flax Bourton 2 54 76 44.5 4.36 122 04 Long Ashton [2] 4 29 92 83.8 6.25 120 13 Parson Street 9 5 45 87 89.4 7.11 119 24 Bedminster (1½) 6 31 49 67.5 8.09 118 26 Bristol T.M. a. 13½ 8 55 Pfm 7 24.4
Tables 6 and 7 have offerings from John Heaton between Nailsea and Bristol Temple Meads
Milepost 31 ½ 188 October 2010 with a Class 67 as traction and an Hst between Dawlish and Exeter. John’s comments on the runs are:- ‘Think this qualifies. Class 67s have now displaced 57s on the Taunton local diagram (and remain on the Paignton diagram), Pretty normal run today but we were looped Table 7 Loco/Unit 43165/43xxx Load 2+8 Train 0738 Paignton to Pad Date 27/03/2009 Recorder/Position/GPS J. Heaton 3/10 Yes Miles Miles Chns Timing Point Sch M. S. M.P.H. Ave. 0.00 206 07 Dawlish d. 0 0 0 1E 1.59 204 40 Dawlish Warren 2 2 12 74/77 43.3 3.64 202 36 Starcross arr. 4½ 4 14 60.5 0.00 202 36 dep. 6 5 45 1E 3.71 198 59 Exminster 3 49 96/102 58.4 7.25 195 16 City Basin 6 1 60 96.5 7.63 194 66 Exeter St. Thomas 7 6 58 23.7
at Yatton to allow the late 07.38 Pz-Padd via BTM to pass and therefore had a seven minute deficit to make up- on Class 142 timings with 3½min of allowances . Made a nice change to come through Parson Street at a decent speed though - compared with most Voyagers which are regularly checked. A slow last 100yds probably cost 15sec or so. Max speed between Tn and BTM was 102mph at MP140 between Dunball and Huntspill.’
These seem to have crept in under the radar without being submitted. With regard to table 7, the run was not exceptional but the notebook noted a confident run into Dawlish..’
Table 8 Date/day Sat 19.06.2010 Train 16 33 Crewe-Manchester Picc. Motive Power 323 238 Table 8 has another Load (tons) 3: 120/122 demonstration of equally Weather Dry Warm impressive emu running Rec/Pos/GPS? M Robertson 3/3 Gps yes recorded by mysef on the Miles M C location Sch m s mph ave recent Mass Timing Day around Stockport, Stoke on 158 03 CREWE 0 00 (-) Trent and Crewe. 0.21 158 20 Crewe North Junction 0 57 20* 13.4 The Class 323 unit sneaked 0.91 158 76 Sydney Bridge Junction 2 18 56 31.3 two seconds off the current timing held by John Rishton. A 2.80 160 67 Clay Lane 3 38 90 84.9 default time is claimed for the 3.75 161 63 Hall Lane 4 17 78 86.6 Holmes Chapel to Alderley 4.54 162 46 SANDBACH 5 53 29.5 Edge section, although this 0.00 162 46 SANDBACH 6 33 should be bettered if not routed 0.98 163 44 Wood Lane 1 15 72 onto the slow line to access the 1.96 164 43 Bradwall 1 58 89 82.6 Manchester Airport Loop. The 3.93 166 40 HOLMES CHAPEL 3 51 62.5 acceleration of the Class 323 0.00 166 40 HOLMES CHAPEL 4 25 and 360 units puts the 1.34 167 67 Twemlow Lane 1 35 79 50.8 pedestrian efforts of Scotrail’s 1.85 168 28 GOOSTREY 1 57 86/91 83.0 Class 318 and 334 units in the 3.75 170 20 Peover Viaduct 3 13 90 90.0 shade. 5.66 172 13 CHELFORD 4 30 90 89.3 7.28 173 62 Nursery Lane 5 50 44sc 72.0 8.71 175 17 ALDERLEY EDGE 8 07 37.8
Milepost 31 ½ 189 October 2010
NOT VIA HIGH WYCOMBE
67 on the WCML
David Ashley
I noticed that the Chiltern Line was closed between West Ruislip and Princes Risborough on Sundays during July, and also discovered that WSMR trains were not calling at Leamington or Banbury, whilst Chiltern was running an hourly Birmingham service via Aylesbury. Having deduced that the WSMR trains were probably running via the WCML, I thought I would have a day out travelling on unusual routes for these trains – out via Aylesbury and back on WCML.
I decided to look for suitable fares on the internet, and in the process, discovered the night before my chosen day, that the WSMR trains were not calling at Tame Bridge Parkway, but were staying on the main line and stopping instead at Smethwick Galton Bridge. The website did not suggest how travellers get from one station to the other.
Looking at tickets on the internet, it offered three tickets for the journey: from Marylebone to Galton Bridge: (£12.80 (all fares with railcard) a super off peak single to Birmingham Snow Hill, another from Snow Hill to Galton Bridge (£1.20) and return on an off-peak at £21. This seemed unduly complicated, so I looked for a ticket from Euston. This time it offered a return ticket for £27.65 on the preferred trains, but when I tried to print the details it reverted to the earlier version. In desperation I decided to “wing it” and looked at the tickets on offer at the ticket machines at Marylebone. Here it showed the £12.80 single fare, and a return for £12.85 direct to Galton Bridge. I chose the £12.85 option, and would plead ignorance if challenged. Ignorance seems to be a valid defence when confronted with these complicated ticketing arrangements. Examining the tickets, it seemed that the ticket was “Route High Wycombe” in spite of no trains through there all day, and “Validity: see restrictions” without any indication of where these might be displayed.
Settling down on the train, I was impressed with the refurbished 168’s, which had tables throughout the coach and power points to every table. This compared very favourably with the claustrophobic environment of the Pendolinos. Whilst not a particularly interesting journey, I have tabulated the run out to Aylesbury in view of the fact that it has probably not received any attention since the demise of the Great Central over 30 years ago. The gradient profile is shown to indicate the severe gradients on the line, particularly beyond Rickmansworth.
The train was up to the line limit of 75mph at Wembley Park, before the brakes were applied for the 60mph restriction through Northwick Park and the approach control at Harrow on the Hill. Speed then rose to the line limit, and this was maintained to beyond Chorley Wood, by which time the train had caught up a “fast Amersham” Metropolitan train which it followed most of the way to its destination. Onwards, the train kept to line limit all the way to Aylesbury - which seems to be primarily a museum dedicated to several examples of the class 121 bubble car! Reversal at Aylesbury and Princes Risborough was followed by an uneventful continuation to Snow Hill, apart from an emergency brake application for one of the station stops which improved the fastest time by an impressive half a minute, but resulted in only half the train being on the platform.
Milepost 31 ½ 190 October 2010
Run No. 1 Date/day Sun 18-Jul-10 Train 0857 Marylebone-Birmingham SH Motive Power 168214/109 Load (tons) 6 Weather Cloudy Rec/Pos/GPS? D Ashley 1/6 Y Miles M C location Sch m s mph ave 0.00 205 70 MARYLEBONE 0 00 25/17RBT/51 1L 2.24 203 51 West Hampstead 3 39 49 36.8 4.38 201 40 Dollis Hill 6 08 52 51.6 4.88 201 00 Neasden 6 43 60 51.4 6.40 199 38 Wembley Park 8 04 71/77 67.8 7.28 198 48 Preston Rd 8 48 76 71.6 8.31 197 45 Northwick Park 9 43 57 67.9 9.15 9 45 Harrow on the Hill 11 10 8 AC 34.8 10.33 10 59 North Harrow 13 23 43/64 31.8 11.25 11 53 Pinner 14 22 59/60/53 56.4 13.56 13 78 Northwood 16 53 58 55.1 14.93 15 27 Moor Park 18 20 48 56.4 17.03 17 35 Rickmansworth 21 33 20*/57 39.2 19.25 19 53 Chorley Wood 24 42 55/2sigs 42.4 21.41 21 66 Chalfont 29 04 45 29.7 23.46 23 70 Amersham 31 21 61 53.9 28.68 29 07 Gt Missenden 35 40 77/67 72.5 33.16 33 46 Wendover 39 21 76/74/77 73.1 35.56 35 78 Stoke Mandeville 41 17 76 74.5 37.78 38 15 AYLESBURY 44 05 Time 47.4
.
Reproduced from “BR Main Line Gradient Profiles: The Age of Steam”, published by Ian Allan Publishing by permission of the Publisher. All rights reserved.
Milepost 31 ½ 191 October 2010 The publisher draws your attention to the fact that the profiles cover the steam era, and that modern profiles may vary slightly where modernisation has taken place
Run No. 2 Date/day Sun 18-Jul-10 Train 1120 Wrexham-Marylebone Motive Power 67014 Load (tons) 4 + DVT 82301 Weather Cloudy Rec/Pos/GPS? D Ashley 3/6 Y Miles M C location Sch m s mph ave 0.00 4 02 SMETHWICK G Br 0 00 1L 0.60 3 34 Smethwick R St 1 42 50/20 21.2 3.96 0 05 Birmingham New St 9 25 8 P4 26.1 5.87 111 00 Adderley Park 13 05 71 31.3 7.79 109 07 Stechford 14 26 94 85.0 8.89 107 79 Lea Hall 15 06 100 99.0 10.48 106 32 Marston Green 16 14 60 84.0 12.19 104 55 Birmingham Int 20 08 P1 Sig 26.3 12.19 104 55 Birmingham Int 28 00 Stop 14.10 102 62 Hampton in Arden 32 03 61 28.3 17.41 99 37 Berkeswell 34 41 86 75.5 19.33 97 44 Tile Hill 36 01 90 86.1 21.46 95 33 Canley 38 35 24 sigs 50.0 22.90 93 78 Coventry 40 53 55 P2 37.5 27.88 89 00 89 44 31 101/52sigs 82.2 34.34 82 43 Rugby 49 29 70 78.1 36.75 80 10 Hilmorton 51 19 95 79.0 38.71 78 13 Kilsby Tnnl N 52 29 101 100.9 41.63 75 20 Welton 54 04 111/112 110.4 47.23 69 52 Weedon 57 10 97 108.4 49.88 67 00 67 58 49 106/111 96.4 52.43 64 36 Banbury Lane 60 13 110 109.3 54.01 62 69 Blisworth 61 06 108/105 107.8 57.06 59 65 Roade 62 50 109/111 105.6 60.38 56 40 Hanslope J 64 37 110 111.4 62.18 54 56 Castlethorpe 65 36 110 109.8 64.48 52 32 Wolverton 66 51 105/109 110.4 67.05 49 66 Milton Keynes Cen 68 20 104 104.2 70.23 46 52 Bletchley 70 07 111/84 106.8 76.70 40 14 Leighton Buzzard 74 10 86/56x 95.9 80.76 36 09 Cheddington 77 48 59/73 67.1 85.18 31 56 Tring 82 40 46sigs/74/25 54.4 88.96 27 73 Berkhamsted 87 53 31sigs 43.6 92.39 24 39 Hemel Hempstead 92 30 49sigs 44.5 93.78 23 08 Apsley 94 06 59/62sigs 52.0 95.94 20 75 Kings Langley 96 20 48/47sigs 58.1
Milepost 31 ½ 192 October 2010 99.43 17 36 Watford J 100 44 50sigs 47.6 100.88 16 00 Bushey 102 23 55sigs 52.7 Miles M C location Sch m s mph ave 103.60 13 22 Hatch End 105 07 69 59.8 105.49 11 31 Harrow 106 39 77/78 73.9 108.81 8 05 Wembley C 109 27 42 71.3 110.88 6 00 Harlesden J 115 30 20.5 Acton Canal Wharf 117 50 Reverse 152 22 Neasden J 160 38 Reverse 164 40 Dollis Hill 166 12 45 Willesden Green 168 08 48 West Hampstead 168 49 49 MARYLEBONE 173 47 13L
For the return journey, the WSMR train duly arrived with a DVT leading four coaches, and 67014 bringing up the rear. Departure was slightly late, and was followed by a cautious approach to Soho, which made me wonder whether we would avoid New Street, but we continued through platform 4 at a steady 8mph. Once through the restrictions, speed continued to rise: 94mph through Stechford and 100mph through Lea Hall. By the time we arrived at Birmingham International the train was early, so we waited there 8 minutes to await the booked path. I was unsure what the performance would be once on the main line in view of the refurbishment of the mark 3 stock and the DVT – and the possibility that during this process, reduced speeds would have been imposed. I shouldn’t have worried: once on the main line speed rose to the line limit of 110mph and continued around that level until we were diverted to the slow line at Ledburn Junction. A combination of comfortable mark 3 stock and 110mph speeds took one’s thoughts back to the days of electrics pounding down this route for the previous 30 years – perhaps Richard Branson should have been invited to compare this environment with that of the standard class Pendolino and asked which he preferred.
Once on the slow line, we stayed there, and were impeded by the 1411 London Midland stopping train from Milton Keynes which was in front of us all the way. The journey into Marylebone involved leaving the main line at Harlesden Junction, diving under the WCML, passing parallel to the McVities biscuit factory, turning west and reversing at Acton Wharf Junction. With only two WSMR trains each way a day, it was disappointing that the first two trains meet at a point where they both have to negotiate a single line siding at Neasden. Consequently, we were held in the Acton Wharf area for 35mins, and then headed eastward, over the WCML, and into the siding adjacent to Neasden Junction. It was only after we passed over the WCML and were then east of it, that I realised that we would cross the WCML again to finish west of it at Marylebone – to the east of South Hampstead station. Once on our way again, we cruised on to Marylebone, where arrival was 13 minutes late, due to the delays at Acton Wharf Junction. And, yes, the return ticket was accepted – presumably the train manager was as confused as me! So, not a bad day out for £12.85, with travel over two completely separate lines after the first (and last) few miles.
Milepost 31 ½ 193 October 2010
125mph in the North East – Part Two
Martin Robertson
Table 5 commences with a run from the first Sunday on the 11 25 Newcastle Bournemouth service. There was a 2 ¾ minute departure from Durham due to delays in coupling the units in Newcastle station. Virtually all Sunday services are formed from pairs of units, as the service frequency is one an hour instead of the weekday two per hour. A brisk start from Durham but the tsr at Tursdale Jn was in place which hindered progress. A 6 minute stop outside Darlington station was due to a Hst set, possibly the 9 25 ex Newcastle which had failed completely in the station platform. A Class 67 towing a power car were later passed heading north to rescue the errant set. We sat in Darlington for six minutes before departure 18 minutes late. A slow start to negotiate Darlington South Jn before an excellent acceleration from the pair of units, on which all engines were working. Speed was held at 124mph until brakes were applied before Skelton Bridge. We suffered a severe signal check after YYN, to reach Platform 9 and a 16 minute late arrival.
Run 15 of Table 5 was on the 10 50 Edinburgh-Plymouth service formed of two Class 220 units with a 3 ¼ minute late departure. The fastest time to Relly Mill with the advantage gradually stretched until early braking at Parkgate and a slow entry into Darlington, almost lost the lead. From Darlington, the fastest time to D S Jn and a good acceleration to Croft Spa with 125mph reached by Cowton before a signal check after Danby Wiske to 70mph, although nothing was subsequently passed on the slow line. The usual signal checks approaching York with time in hand to allow a punctual departure. It appeared that one car of 220 019 was not contributing power on the departure from York.
Run 11 in Table 4 was on the 10 03 Birmingham-Aberdeen service with a 220/221 combination. An average start to YYN but a good acceleration thereafter, to reach 125mph in eight miles. Speeds fluctuated between 120 and 124mph to Croft Spa before a sever signal check to lose a minute to the schedule. Two minutes late away from Darlington with a very slow time to Springfield. Speeds probably up to the line speeds thereafter until a signal check approaching Durham and a very slow entry into the platform loop. All engines appeared to be working on departure from Durham 3 ½ minutes late.
Run 16 in Table 5 was on the 14 25 Newcastle-Bristol with a 2 minute departure, again with a pair of Class 220 units. A reasonable start with 120mph plus reached after Tursdale Jn. The driver possibly overdid the braking for the psr at Ferryhill South Jn then suffered signal checks approaching Darlington although this was possibly due to being routed into the northbound platform, for no obvious reason. An average start to D S Jn but acceleration was delayed until we negotiated all the points. The time to and speed at Croft Spa were poor, suggesting at least one car was not contributing power. Steady running onto Tollerton before we received the first signal check, culminating in a 20mph check before Skelton Bridge. This appeared to be from a Class 66 hauled steel slab service which was allowed to cross to the York avoiding lines in front of the XC service. Further signal checks to reach platform 9 at York although the generous 29 minute schedule was just achieved.
Milepost 31 ½ 194 October 2010
Table 5 Durham-York Run 14 15 Loco 220 001/004 8:372/380 Tons 220 015/019 8:372/385 Tons Load 8,372/380 8,372/385 Train 11 25 Newcastle-Bournem'th 10 50 Edin-Plymouth Date Sun 06.07.08 Sun 13.07.08 Recorder/Position 2/8 Damp 2/8 Dry Miles M C Location m s mph ave m s mph ave
0.00 66 14 Durham dep 0 0 (-3 1/4) 3L 0 0 (-3) 3L 0.40 65 62 Psr 0 46.5 31.0 0 46 31.3 1.26 64 73 Relly Mill SS 1 37 61.3 1 36.5 61.3 3.17 63 00 Mp 2 55 88.2 2 57 85.4 4.27 61 72 Croxdale 3 40 88.0 3 41 90.0 5.91 60 21 Hett Mill 4 50 /50tsr 84.3 4 41 98.4 7.21 58 77 Tursdale Jn 6 16 54.4 5 24.5 107.6 9.17 57 00 Ferryhill 7 41.5 101 82.5 6 25 114 116.6 11.89 54 23 Bradbury 9 12.5 113 107.6 7 52.5 114 111.9 14.26 51 73 Preston Manor 10 29 112 111.5 9 08.5 112.3 16.59 49 47 Aycliffe 11 47 107.5 18.17 48 00 Mp 12 55.5 83.0 11 31.5 98.4 20.44 45 69 Springfield 14 34 sc 83.0 12 48.5 106.1 21.40 44 62 Parkgate Ob 16 43 sc 26.8 13 43.5 62.8 55 16 - 23 06ss 22.10 44 06 Darlington arr 25 09 15 16 27.2 0.00 44 06 Darlington Dep 0 0 (-9 1/4) 0 0 (-3) 0.24 43 67 Darlington S'th Jn 0 54.5 15.9 0 36 24.0 1.04 43 03 Bypass Ob 2 02.5 42.4 1 32 51.4 2.59 41 39 Croft Spa 3 9.5 97 83.3 2 37 98 85.8 5.12 38 76 Eryholme 4 35 106.5 4 02 107.2 6.90 37 14 Cowton 5 28.5 119.8 4 55 125 120.9 10.31 33 61 Danby Wiske 7 08 125 123.4 6 34.5 118/70sc 123.4 14.07 30 00 Northallerton 8 57.5 123 123.6 9 07 96 88.8 15.60 28 38 Y/D Eng B'ary 9 42 123 123.8 9 59 111 105.9 17.52 26 44 Otterington 10 38 124 123.4 10 58 125 117.2 19.74 24 27 Overbridge 11 41.5 125 125.9 12 02 125 124.9 21.89 22 15 Thirsk 12 45 120 121.9 13 04.5 122 123.8 24.07 20 00 Mp 13 49 123 122.6 14 07.5 125 124.6 26.10 17 78 Sessay 14 47.5 124 124.9 15 06.5 123 123.9 28.07 16 00 Pilmoor 15 45.5 124 122.3 16 04.5 121 122.3 30.70 13 30 Raskelf 17 02 124 123.8 17 21.5 123 123.0 32.84 11 19 Alne 18 04.5 124 123.3 18 24 122 123.3 34.37 9 56 Tollerton 18 49 124 123.8 19 09 121 122.4 35.79 8 23 Halfway Sign 19 29.5 124 126.2 19 50 125 124.7 38.57 5 40 Beningborough 20 50.5 124 123.6 21 11 121 123.6 40.87 3 16 Skelton Bridge 21 58.5 115 e'd 121.8 22 23 115.0 41.56 2 41 Overbridge 22 21 110.4 22 45 112.9 42.41 1 53 Skelton Jn 23 01.5 75.6 -2.2 43.02 1 04 York Yard North 23 41.5 sc 54.9 23 53.5 1.5 44.15 188 34 York arr 26 26 24.7 26 14 29.0
Milepost 31 ½ 195 October 2010 .
Run 16 17 Loco 220 017/019 8:372/380 Tons 220 032 + 221 128 9:454/465 Tons Load 8,372/380 9,454/465 Train 14 25 Newcastle-Bristol 11 58 Aberdeen-Bristol Date Sun 13.07.08 Sun 13.07.08 Recorder/Position 2/8 Dry 2/8 Dry Miles M C Location m s mph ave m s mph ave
0.00 66 14 Durham dep 0 0 (-2) 0 0 (-2 1/2) 0.40 65 62 Psr 0 49 29.4 0 54 26.7 1.26 64 73 Relly Mill SS 1 42 58.4 1 44 61.9 3.17 63 00 Mp 3 01 87.0 3 04.5 85.4 4.27 61 72 Croxdale 3 46 88.0 3 50 87.0 5.91 60 21 Hett Mill 4 48.5 94.5 4 52.5 94.5 7.21 58 77 Tursdale Jn 5 33.5 104.0 5 36.5 106.4 9.17 57 00 Ferryhill 6 32 120.6 6 38.5 113.8 11.89 54 23 Bradbury 8 04 106.4 8 06.5 113 111.3 14.26 51 73 Preston Manor 9 20 112.3 9 23 112 111.5 16.59 49 47 Aycliffe 10 39.5 105.5 10 39.5 109.6 18.17 48 00 Mp 11 44.5 87.5 11 46.5 84.9 20.44 45 69 Springfield 13 24 sc 82.1 13 02 108.2 21.40 44 62 Parkgate Ob 14 47.5 sc 41.4 13 59.5 60.1 se ss 22.10 44 06 Darlington arr 16 43 21.8 15 18 32.1 0.00 44 06 Darlington Dep 0 0 (-3) 0 0 (-2 3/4) 0.24 43 67 Darlington S'th Jn 0 44.5 19.4 0 44 19.6 1.04 43 03 Bypass Ob 1 54.5 41.1 1 40.5 51.0 2.59 41 39 Croft Spa 3 07 91 77.0 2 47 96 83.9 5.12 38 76 Eryholme 4 38 108 100.1 4 13.5 112 105.3 6.90 37 14 Cowton 5 54.5 120/126 83.8 5 08 121/120 117.6 10.31 33 61 Danby Wiske 7 14 121/125 154.4 6 49 123 121.5 14.07 30 00 Northallerton 9 03.5 126 123.6 8 41 120/124 120.9 15.60 28 38 Y/D Eng B'ary 9 47.5 126/123 125.2 9 26 122 122.4 17.52 26 44 Otterington 10 43.5 125 123.4 10 22.5 122 122.3 19.74 24 27 Overbridge 11 46 125 127.9 11 28 123 122.0 21.89 22 15 Thirsk 12 49.5 124 121.9 12 31 123 122.9 24.07 20 00 Mp 13 52 126 125.6 13 35 123 122.6 26.10 17 78 Sessay 14 52 124 121.8 14 34 125 123.9 28.07 16 00 Pilmoor 15 49 124 124.4 15 32 123/125 122.3 30.70 13 30 Raskelf 17 05 124 124.6 16 49 124 123.0 32.84 11 19 Alne 18 07.5 125 123.3 17 52.5 122/120 121.3 34.37 9 56 Tollerton 18 52 118sc 123.8 18 37.5 121/123 122.4 35.79 8 23 Halfway Sign 19 35.5 117.5 19 18.5 125 124.7 38.57 5 40 Beningborough 21 01.5 65/20sc 116.4 20 41 121 121.3 40.87 3 16 Skelton Bridge 24 14 60/70 43.0 21 49.5 120.9 41.56 2 41 Overbridge 24 51.5 55 66.2 22 12.5 108.0 42.41 1 53 Skelton Jn 25 40.5 40/15sc 62.4 22 58 67.3 43.02 1 04 York Yard North 26 23 51.7 23 41.5 50.5 44.15 188 34 York arr 29 06 25.0 26 16 26.3
.
Milepost 31 ½ 196 October 2010
Table 6 Darlington-York Run 18 19 Loco 43184/007 43206/239 Load 7: 235/255/400 Tons 9: 305/325/470 Tons Train 9 40 Newcastle-Paignton 15 00 Edinburgh-Kings Cross Date Sat 12.07.08 Sun 06.07.08 Recorder/Position M Robertson 4/9 Part M Robertson 7/11 Y Miles M C Location m s mph ave m s mph ave
0.00 44 06 Darlington dep 0 0 (-16) 0 0 (-2 1/2) 0.24 43 67 Darlington S'th Jn 0 45 19.2 0 59 14.6 1.04 43 03 Bypass Ob 1 45.5 47.6 1 53.5 66 52.8 2.59 41 39 Croft Spa 2 56 91 79.1 3 05 84 78.0 5.12 38 76 Eryholme 4 29 97.9 4 41.5 101 94.4 6.90 37 14 Cowton 5 27 110.5 5 41.5 110 106.8 10.31 33 61 Danby Wiske 7 08 124/116 121.5 7 26.5 122 116.9 14.07 30 00 Northallerton 9 03.5 122/126 117.2 9 15.5 127 124.2 15.60 28 38 Y/D Eng B'ary 9 47.5 126 125.2 9 58 128 129.6 17.52 26 44 Otterington 10 43.5 125 123.4 10 52.5 127 126.8 19.74 24 27 Overbridge 11 47 125/124 125.9 11 54.5 129/127 128.9 21.89 22 15 Thirsk 12 49 125 124.8 12 55.5 128 126.9 24.07 20 00 Mp 13 52 126/124 124.6 13 56.5 129/127 128.7 26.10 17 78 Sessay 14 50 125 126.0 14 53.5 128 128.2 28.07 16 00 Pilmoor 15 47 125/124 124.4 15 49 128 127.8 30.70 13 30 Raskelf 17 03 126 124.6 17 03 128 127.9 32.84 11 19 Alne 18 04.5 124 125.3 18 03.5 128 127.3 34.37 9 56 Tollerton 18 48.5 125 125.2 18 46.5 128 128.1 35.79 8 23 Halfway Sign 19 29 124 126.2 38.57 5 40 Beningborough 20 50 124 123.6 20 44.5 128 128.1 40.87 3 16 Skelton Bridge 21 57 125 123.6 21 50 119br 126.4 41.56 2 41 Overbridge 22 17 117 124.2 42.41 1 53 Skelton Jn 22 50.5 71br 91.3 22 59 48sc 80.3 43.02 1 04 York Yard North 23 30 50 55.6 23 42.5 54 50.5 44.15 188 34 York arr 26 10 gs 25.4 26 06 28.3
. In Table 4 Run 12 was the return northbound with the 10 30 Bristol Edinburgh service and a 220/221 combination and a punctual departure. I had a choice of the XC service or the 13 30 KX-Edin NE service which had a pair of un-refurbished power cars in charge. I had already had a run with 221 120 on which all power cars were working so chose to continue with XC services. A good time to YYN, as I was at the rear of the train, with a sprightly acceleration to reach 125mph in eight miles. The driver comfortably maintained 125mph onto Croft Spa before the usual signal check, with the braking possibly overdone for a relatively slow time in from Croft Spa to just achieve the 26 minute schedule. An excellent start from Darlington, with the fastest time to Springfield, from where the advantage gradually increased over the other runs. The final entry into Durham appeared to be painfully slow, although I was at the rear of the train, and arrival was punctual. The following NE Hst with a lady driver rattled into
Milepost 31 ½ 197 October 2010
Run 20 21 Loco 43314/299 91109 Load 9: 305/310/455 Tons 10:418/425 Tons Train 7 00 Edinburgh-Kings Cross xx xx Edinburgh-Kings Cross Date Wed 09.07.08 Sat 12.07.08 Recorder/Position M Robertson 5/11 Y M Robertson 9/10 Y Miles M C Location m s mph ave m s mph ave
0.00 44 06 Darlington dep 0 0 (-14) 0 0 (-2 3/4) 0.24 43 67 Darlington S'th Jn 1 10.5 12.3 1 08.5 32 12.6 1.04 43 03 Bypass Ob 2 26.5 37.9 2 09 61 47.6 2.59 41 39 Croft Spa 3 55 74 63.1 3 19 94 79.7 5.12 38 76 Eryholme 5 59 77 73.5 4 48 112 102.3 6.90 37 14 Cowton 7 16.5 88 82.7 5 42.5 122/124/20 117.6 10.31 33 61 Danby Wiske 9 28.5 97/65sc 93.0 7 22.5 122 122.8 14.07 30 00 Northallerton 12 26.5 74 76.0 9 12.5 124 123.1 15.60 28 38 Y/D Eng B'ary 13 34.5 84 81.0 9 57 124 123.8 17.52 26 44 Otterington 14 54 93 86.9 10 53 124 123.4 19.74 24 27 Overbridge 16 18 98 95.1 11 57.5 124 123.9 21.89 22 15 Thirsk 17 36 101 99.2 13 00 124 123.8 24.07 20 00 Mp 18 53 102 101.9 14 03.5 124 123.6 26.10 17 78 Sessay 20 04 104 102.9 15 03 123 122.8 28.07 16 00 Pilmoor 21 11.5 106 105.1 16 00.5 124 123.3 30.70 13 30 Raskelf 22 40 108 107.0 17 17 124 123.8 32.84 11 19 Alne 23 51 109 108.5 18 19.5 124 123.3 34.37 9 56 Tollerton 24 41.5 109 109.1 19 04 124 123.8 35.79 8 23 Halfway Sign 25 28 109 109.9 19 45 124 124.7 38.57 5 40 Beningborough 26 59.5 110 109.4 21 06 124 123.6 40.87 3 16 Skelton Bridge 28 17 95 106.8 22 14 122br 121.8 41.56 2 41 Overbridge 28 47 68 82.8 22 36.5 90br 110.4 42.41 1 53 Skelton Jn 29 38 55 60.0 23 21.5 65 68.0 43.02 1 04 York Yard North 30 18.5 47 54.2 23 54.5 60 66.5 44.15 188 34 York arr 32 47 27.4 25 58 32.9
. the platform a few minutes later, at an apparent much faster pace than the XC driver achieved.
The final southbound service, Run 17, in Table 5 was on the 11 58 Aberdeen-Bristol with a 220/221 combination and a two minute late departure. A good start from Durham, comparable with the other runs given my position at the rear of the train. Good running thereafter by the driver without pressing the units. I thought the entry into Darlington station was very slow but the time suggest it was quite good, again possibly the different perception from being at the rear of the formation.
Departure from Darlington 2¾ minutes late, with a full powered acceleration out of the station. The driver eased back after Cowton and cruised at around 123mph before a signal check approaching YYN to cross to Platform 9. Departure southbound was punctual.
Milepost 31 ½ 198 October 2010 New castle-York Table 7 Run 22 23 24 Loco 43316/313 43318/313 43367/307 Load 9:335/330/475 Tons 9:305/320/465 Tons 9:305/325/470 Tons Train 9 30 Edinburgh-Kings X 9 50 Aberdeen-Kings X 9 00 Edinburgh-Kings X Date Wed 09.07.08 Sat 12.07.08 Sun 13.07.08 Recorder/Position M Robertson 6/11 Y M Robertson 4/11 Y M Robertson 6/11 Y m s mph av e m s mph av e m s mph av e 0.00 80 18 New castle dep 0 0 (-) 0 0 (-3/4) 0 0 (-3/4) 0.22 80 00 Mp 0 57 13.9 0 52 15.2 0.77 79 36 K E B S'th Jn 2 21.5 30* 23.4 2 13.5 24.3 2 27.5 29* 13.4 1.22 79 00 Bensham 3 03.5 54 38.6 2 59 47 35.6 2.59 77 51 Low Fell 4 17 78 67.1 4 15.5 77 64.5 4 19.5 58.5 3.81 76 33 Tyne Yard 5 07 92 87.8 5 07 89 86.1 5 09 88.7 5.46 74 61 Birtley 6 09.5 99 95.0 6 10 97 93.5 6 11 100 95.8 6.70 73 42 Ousten Jn 6 53.5 104 101.5 6 55 102 99.2 6 56 104 99.2 8.32 71 72 Chester le Street 7 49 109 105.1 7 51 107/108 104.1 7 49.5 111 109.0 10.15 70 06 Plaw sw orth 8 50.5 108 107.1 8 52.5 106 107.1 8 50 109 108.9 12.58 67 45 New ton Hall 10 18.5 91* 99.4 10 22 89* 97.7 10 19 89* 98.3 13.96 66 14 Durham arr 11 18.5 75* 82.8 12 02 49.7 11 24.5 55/43sc 75.8 13.96 dep 0 0 69.6 0.0 14.36 65 62 Psr 1 19 36 18.2 15.22 64 73 Relly Mill SS 12 17 82 77.5 2 21.5 49.5 12 57 57 49.0 17.13 63 00 Mp 13 34 89* 89.3 3 50 90 77.7 14 34.5 87 70.5 18.23 61 72 Croxdale 14 18.5 90 89.0 4 34 91 90.0 15 19 90 89.0 19.87 60 21 Hett Mill 15 28 61/47tsr 84.9 5 40 80/51tsr 89.5 16 22 97 93.7 21.17 58 77 Tursdale Jn 16 59.5 54 51.1 7 04 53 55.7 17 09 100 99.6 23.13 57 00 Ferryhill 18 35 84 73.9 8 42 86 72.0 18 15.5 110 106.1 25.85 54 23 Bradbury 20 18 103 95.1 10 25.5 112 94.6 19 43.5 116/117 111.3 28.22 51 73 Preston Manor 21 36 117 109.4 11 44 114 108.7 20 58 116 114.5 30.55 49 47 Aycliffe 22 50 94/85* 113.4 13 01.5 90br 108.2 22 19 90*/86 103.6 32.13 48 00 Mp 23 55 94/101 87.5 14 07.5 86 86.2 23 18 92/94 96.4 34.40 45 69 Springfield 25 11.5 106 106.8 15 29 104 100.3 24 45.5 65/15sc 93.4 35.36 44 62 Parkgate Ob 25 54 67br 81.3 16 11 82.3 27 08.5 23 24.2 36.06 44 06 Darlington arr 27 20 29.3 17 31 31.5 28 53 24.1 0.00 dep 0 0 (-) 0 0 (-2 1/2) 75.7 0 0 (-3 1/4) 0.24 43 67 Darlington S'th Jn 0 57.5 40 15.0 0 50.5 17.1 0 55 37 15.7 1.04 43 03 Bypass Ob 1 53 63 51.9 1 47 58 51.0 1 49 64 53.3 2.59 41 39 Croft Spa 3 06.5 85 75.9 3 00 83 76.4 3 01 86 77.5 5.12 38 76 Eryholme 4 44.5 100 92.9 4 39 97 92.0 4 38 99 93.9 6.90 37 14 Cow ton 5 54.5 109 91.5 5 40 108 105.0 5 38.5 110 105.9 10.31 33 61 Danby Wiske 7 31.5 121 126.6 7 27 119/sc15 114.7 7 23.5 121 116.9 14.07 30 00 Northallerton 9 22 124 122.5 13 17.5 57 38.6 9 12.5 126/127 124.2 15.60 28 38 Y/D Eng B'ary -9.8 14 33 80 73.0 9 56 126 126.6 17.52 26 44 Otterington 11 01.5 128 10.4 15 48 99 92.2 10 51.3 126 125.0 19.74 24 27 Overbridge 12 04.5 126 126.9 17 05 112 103.8 11 54.5 127 126.5 21.89 22 15 Thirsk 13 07 108sc 123.8 18 12 117 115.5 12 56 127 125.9 24.07 20 00 Mp 14 23 98 103.3 19 18.5 121 118.0 13 58 126 126.6 26.10 17 78 Sessay 15 37 98 98.8 20 17.5 124 123.9 14 55.5 127 127.1 28.07 16 00 Pilmoor 16 48.5 100 99.2 21 14 127/126 125.5 15 51.5 127 126.6 30.70 13 30 Raskelf 18 22 102/104 101.3 22 28.5 127 127.1 17 06.5 128 126.2 32.84 11 19 Alne 19 36.5 103 103.4 23 30 126 125.3 18 07 126 127.3 34.37 9 56 Tollerton 20 30 103 103.0 24 13.5 126 126.6 18 51 126 125.2 35.79 8 23 Halfw ay Sign 21 20.5 97 101.2 24 53 127 129.4 19 30.5 126 129.4 38.57 5 40 Beningborough 23 10 89sc 91.4 26 13 126 125.1 20 50.5 126 125.1 40.87 3 16 Skelton Bridge 24 05.5 81 149.2 27 19 127 125.5 21 57 122br 124.5 41.56 2 41 Overbridge -1.7 27 39 110br 124.2 22 20.5 86br 105.7 42.41 1 53 Skelton Jn 26 07 62sc 2.0 28 16.5 63br 81.6 23 03.5 63 71.2 43.02 1 04 York Yard North 26 40.5 59 65.6 28 52 57 61.9 23 38 59 63.7 44.15 188 34 York arr 28 48 31.9 31 07 30.1 25 54 se 29.9
Milepost 31 ½ 199 October 2010
The final northbound run in Table 4 was made with the second ex Midland Main Line Hst set which Virgin were using, powered by 43007/184 on the 10 25 Plymouth-Glasgow service. A punctual departure from Platform 11 with a slow time to YYN. There are no speeds shown until Pilmoor as I had to change the batteries on my Gps unit twice before it would pick up a signal. The YYN to Tollerton time was very similar to that achieved in Run 7 of Table 2, suggesting the power cars were not in the best of mechanical condition. The driver allowed speed to fluctuate between 121 and 127mph until the easing at Croft Spa. A reasonable time onto Darlington despite the usual signal checks. The Departure from Darlington was 1 minute late with an expected slower time to Aycliffe due to the inferior acceleration. The driver however was trying hard thereafter with 119mph at Tursdale Jn and a good entry into Durham.
I continued with the service to Glasgow, possibly with the same driver throughout. We got routed via Gateshead approaching Newcastle but were still only one minute late away. 42m 54 seconds to Berwick is relatively slow in part due to the driver overdoing most of the lower speed restrictions. He reached 120mph at Chathill, 125mph after Belford and 121mph at Goswick which were good efforts. From Berwick 22m 08s to Dunbar just kept the schedule. The driver continued to run hard onto Edinburgh despite the inflated schedule with arrival 4 minutes early in 21m 42s into Platform 19 which meant we had to cross all eastbound lines on the exit from Edinburgh. We arrived at 20 08 with no sign of the 20 00 NE service to York from Platform 2.
The train was inundated with passengers at Edinburgh Waverly and Haymarket, where we sat for almost six minutes. A time of 37m 16s to Motherwell for a final 5 minute arrival but with a 36 minute schedule onto Glasgow I would expect a punctual or early arrival. A highly entertaining run to end the week with the power cars screaming their way out of Motherwell Rhp’s on the climbs out of Alnmouth and from Midcalder Jn, both on constant gradients were an excellent 3600rhp.
Table 6 has an assortment of runs between Darlington and York. The first featured 43184/007 on a Newcastle-Paignton service. A competent run with a possible slight signal check approaching Northallerton. The units did not gain much time in the initial acceleration over the NE units in Run 19, although this appeared to have an excellent pair of power cars in charge. Run 19 on an Edinburgh –Kings Cross service had 43206/239 in charge. An average start from Darlington, but an excellent acceleration to Northallerton, worth approximately 4030rhp. 128mph was sustained until the easing for the approach to York, A signal check at York Road North, but we still just bettered Run 18’s time.
Run 20 was on the 7 00 Edinburgh-Kings Cross service. When I joined at Darlington, the service was already being advertised as terminating at York, with relatively few passengers left. The ponderous acceleration proved that only one power car was working. An unfortunate signal check approaching Darlington, but an excellent 110mph reached on the level track at Beningborough. A slow entry into York station in comparison with Run 21. Later in the day the 16 00 Kings Cross-Aberdeen service, also an Hst was advised as being heavily delayed awaiting coaches at Doncaster. Whether it was the same set I do not know.
Finally Run 21 with a fairly standard effort from a Class 91. The service was advertised as running to Peterborough for a bus connection to Stevenage, but the scheduled departure from Darlington is not included in the current NE timetable. A very competent effort, with a good acceleration, steady running at 124mph and a good time in from YYNth.
Finally Table 7 features three runs with Hst’s from Newcastle to York. Run 22 on the 9 30 Edinburgh-Kings Cross with a punctual departure from Newcastle. An average start then full power until at least Chester-le-Street for an rhp of 4020hp. The tsr before Tursdale J was still
Milepost 31 ½ 200 October 2010 in operation with another acceleration worth 4000rhp to reach 117mph at Preston Manor. A good stop at Darlington and acceleration thereafter worth 3730rhp. After reaching 128mph at Otterington we caught a Trans Pennine unit on the fast line and had to reduce speed to around 100mph to avoid catching the transgressor. I did not note that we passed any freight services on the slow line. The schedule was just maintained.
Run 23 on the 9 50 Aberdeen-Kings Cross could not quite match the speeds on the climb of the Team Valley achieved in Run 1. A very slow entry into Durham which was repeated at Darlington. Another inferior acceleration from Darlington until a severe signal check approaching Northallerton. This appeared to be from a southbound Freightliner coal service, which may have run south on the main line. There was also a EWS coal service a couple of miles ahead, which may have delayed the removal of the Freightliner service to the slow line. Speed recovered to 126/27mph before York, but 2 minutes lost to the schedule.
Finally Run 24 on the Sunday 9 00 Edinburgh-Kings Cross service. The Hst had been seen heading north on an ecs working on Saturday. An excellent acceleration up the Team Valley with 111 at Chester-le-Street before suffering a signal check approaching Durham as the preceding 10 25 ex Newcastle XC service formed of an HST departed. The tsr at Tursdale Jn had been lifted overnight which allowed line speed by Ferryhill. The energy was wasted with another series of signal checks approaching Darlington, which the driver should surely have foreseen. Another excellent acceleration from Darlington with speed held at between 126/28mph onto York. A reasonable entry into York, to just creep in below the 26 minute mark.
Reflections on the four days of intensive timing were the number and variety of services which use the line. In general the schedules are realistic if there are no out of course signal checks. I used 18 National Express and 22 Cross Country services. Of these three NE services were more than five minutes late, with one of these being terminated at York. Of the XC services eight were more than five minutes late with four of these greater than ten minutes late. I had one cancelled XC service on Saturday morning due to the Train Conductor being taken ill. There were four NE cancellations, which is not a good record. Four of these were Hst’s with a complete failure in Darlington station on the first Sunday and later that day the 9 38 Inverness-KX was terminated at Newcastle due to the fire alarms operating in one of the power cars. The 13 00 KX-Glasgow on the first Sunday was terminated at Peterborough with no reason given. On the Wednesday the 7 00 Edinburgh- KX with only one power car operating was terminated at York and later that evening the 16 00 KX-Aberdeen was advised as being severely delayed due to awaiting coaching stock at Doncaster.
Once the NE and XC services reach their line speeds there is little difference in the overall times between running at 123/24 and 127/28mph. The biggest contribution to variations in overall times are the approach control signalling at all stations and the driver’s reaction to the first signal check. Could Network Rail not invest in a flashing yellow signal if the route into a platform is clear thus letting the driver judge his braking to meet the turnout speed restriction. From York a Hst is approximately 30 seconds slower than a Class 91 hauled set to passing Tollerton, from York Yard North. The XC services gain 5-10 seconds on a Class 91 hauled formation over the same distance with their superior acceleration.
The flat crossing at York for southbound freight traffic is also a hinderance to the TransPennine services, which generally use the slow lines. It is a frequent occurrence to see at least one southbound freight train stopped on the slow line awaiting passage across both fast lines to reach the station avoiding lines
There is little difference in running between services which are punctual and those which are running late. The schedules generally require running approaching line speeds, but for an
Milepost 31 ½ 201 October 2010 Hst to attain 125mph takes around fifteen miles and a slow rate of acceleration in the higher sped range. It is assumed the power cars are being worked relatively hard to maintain speeds of 125mph and above. From Darlington heading north a Class 91 can reach the low 90’s before braking for the restriction at Aycliffe. An Hst probably struggles to reach 85mph by the restriction but the XC services possible attain 100mph before braking for the restriction. Should the drivers not be advised to consider the use of fuel instead of the time which is gained, which is minimal.
Finally there was a considerable variety in the performance of individual Hst units. I had assumed that all the NE power cars were being refurbished in the 433xx series. However there are 4320x units, 43239 (or was this mistake), 4329x units and 43367. I am assuming that each number series is for a different power, transmission combination but if any member can advise on the differences I would be interested to know.
Newcastle-Berwick Upon Tweed **
Martin Robertson
** There was a duplication of some years offered by contributors to the 30th commemorative issue. As I do not usually deter contributors, I encouraged further articles and publish them in this edition. They are marked with ** in the title. With thanks to all contributors - Ed
The summer of 2008 saw the reintroduction of HST’s to the Cross Country services. There were two diagrams worked by ex Midland Main Line power cars and stock with a seven coach formation. Externally the power cars and stock were in fairly shabby condition and did not present a good image in comparison with the generally clean Voyager and Super Voyager stock. The Hst’s worked the 9 00 ex Glasgow to Penznace service, and its return, and one of the other diagrams which involved the more popular services.
The run shown between Newcastle and Berwick upon Tweed was made on a Penzance to Glasgow service which ran via the Ecml. I had booked the train from York at the then GNER office and was surprised to find myself on the Cross Country service. I was returning north after a weekend of timing services between Newcastle and York.
It was a glorious summer’s evening which with the sun sinking in the west made spotting mileposts extremely difficult. Fortunately the Gps unit behaved itself and I had the satisfaction of a sandwich for dinner washed down with a bottle of wine as we headed north, all to the sounds of Paxman engines working hard.
The driver ran up to the limits where possible although he overdid a number of the intermediate restrictions and made a very slow entry into Berwick. The time of 42m 54 s was respectable and betters the current Hst record in the updated Ecml Fastest Times lists.
I continued through to Glasgow and alighted at Motherwell and listed with pangs of nostalgia as the units departed for Glasgow with the characteristic high pitched scream of the Paxman engines: a fitting end to a memorable run.
Milepost 31 ½ 202 October 2010 New castle-Edinburgh miles m c Location m s mph ave Date Sun 13-07-08 63.55 63 46 Scremerston 39 29 120 121.8 Train 1025 Plymouth-Glasgow 65.94 65 77 Tw eedmouth 40 59 70* 95.6 Loco 43007/184 66.98 67 00 BERWICK-U'n-T'D 42 54 (vse) 32.6 Load 7,234,250/395 0.00 dep 44 24 (-) Recorder/GPS MDR Y 0.99 68 00 Marshall Meadow s 1 38 62 36.4 miles m c Location m s mph ave 3.30 54 12 Sig EG403 3 26.5 86 76.6 0.00 0 02 NEWCASTLE dep 0 0 (-1) 5.58 51 70 Burnmouth 4 56 94 91.7 0.55 0 46 Manors 1 35.5 20.7 7.22 50 20 Ayton 6 03.5 75* 87.5 1.90 1 74 Heaton Sth Jn 2 58.5 58.6 7.96 49 39 Bone Mill 6 34 78 87.4 4.30 4 26 Benton 4 38 94 86.8 11.17 46 23 Reston 8 48.5 93 85.9 5.93 5 76 Killingw orth 5 36 102 101.2 13.24 44 18 Mount Alban 10 10.5 85/73* 90.9 7.74 7 61 Annitsford 6 37 109 106.8 16.25 41 17 Grantshouse 12 34.0 73 75.5 9.90 9 74 CRAMLINGTON 7 49 110 108.0 17.47 40 00 Penmanshiel S'mt 13 37.5 67/93 69.2 11.48 11 40 Plessy 8 40 110 111.5 21.01 36 39 Cockburnspath 16 11 92 83.0 13.90 13 74 Stannington 10 01 105 107.6 21.42 36 06 Dunglass Viaduct 16 29.5 83* 79.8 14.68 14 56 Clifton 10 28 97 e'd 104.0 23.68 33 64 Innerw ick 17 54.5 106/111 95.7 16.60 16 50 MORPETH 12 14 46* 65.2 26.24 31 20 Oxw ellmains 19 23.5 95* 103.6 18.53 18 44 PEGSWOOD 14 03 86 63.7 28.43 29 05 DUNBA R a 22 09 47.6 20.76 20 63 Butterw ell Jn 15 24.5 109/109 98.5 0 d 23 19 (-) 23.23 23 20 WIDDRINGTON 16 48 99/96* 106.5 2.06 27 00 Beltonford 2 55.5 75 42.1 25.59 25 49 Chevington 18 14.5 102/112 98.2 4.12 24 75 Stenton 4 21 96/97 86.7 28.48 28 40 Acklington 19 51 110 107.8 5.70 23 29 East Linton 5 20 94 96.4 29.98 30 00 Coquet Viaduct 20 45.5 80* 99.1 6.86 22 14 Markle 6 04 98* 94.9 31.81 31 67 Warkw orth 22 07 97/105 80.8 8.11 20 56 East Fortune 6 47.5 107/115 103.4 33.86 33 71 Wooden gate 23 17 104 105.4 11.31 17 60 DREM 8 29.5 113/101* 112.9 34.84 34 69 ALNMOUTH 23 53 81* 98.0 14.31 14 60 Aberlady Jn 10 12 108 105.4 37.48 37 40 Longhoughton 25 44 91 85.6 15.81 13 20 LONGNIDDRY 11 02 110/108 108.0 40.46 40 39 Stamford 27 32.5 109/112 98.9 17.40 11 53 St Germains 11 54.5 109 109.0 42.98 43 00 Christon Bank 28 55 107 110.0 19.59 9 38 PRESTONPANS 13 05 115 111.8 45.98 46 00 CHATHILL 30 29.5 120 114.3 21.37 7 55 WALLYFORD 13 59 121 118.7 47.98 48 00 Empleton's Bog 31 35 99* 109.9 22.99 6 06 Monktonhall Jn 14 56 92* 102.3 49.19 49 17 Lucker 32 17 108 103.7 23.89 5 14 MUSSELBURGH 15 31 93/94 92.6 51.55 51 46 Belford LC 33 32 116/125 113.3 25.67 3 31 Portobello Jn 16 42 87 90.3 54.96 54 79 Smeafield 35 12.5 125 122.1 27.62 1 35 St Margaret's T'l 18 07 72 82.6 58.63 58 52 Beal 37 01 114* 121.8 29.10 -0 03 EDINBURGH W'y arr 21 42 v s e P19 24.8 60.81 60 67 Gosw ick 38 08 121 117.1
Milepost 31 ½ 203 October 2010 Vintage Southern Suburban and Semi-Fast Emus
Andrew James
In railway traction performance the former Southern Suburban and Semi- fast EMU’s has received virtually no interest from various writers on the subject, with the exception of Michael Oakley who did an article for the Southern Electric Group entitled ‘Twenty Four Hours from Tulse Hill’ which gave an account of the more nebulous, interesting workings that existed on the former Southern Region at the time. It’s nice to see that the likes of Michael, Noel Proudlock and David Lloyd-Roberts did forsake the glamour portfolio from time-to-time, which helps to build a more comprehensive picture of what was going on in the world at the time.
As M. Oakley has made clear in his introduction to his Railway Data Series-Part 12: South Coast Area, for many years the Dorking-Horsham section on the Central Section of the Southern was the best place to sample suburban EMU’s at work and this is borne out in the runs submitted by him. The former 4SUB units were the proverbial ‘sardine can’ on wheels boasting accommodation for no less 468 passengers for a four car formation. At any one time the class boasted a bewildering array of sub-variants in service due to the former Southern Railway and its successor the Southern Region, having a penchant for recycling ancient coach bodies from former steam and EMU stock, no doubt to save on high initial costs that a new generation of rolling stock would require. When it came to’ recycling ‘the Southern was about fifty years ahead of the environmental conscious times we now live in
Table 1 Run no 1 2 Date 14 July 1980 09 May 1977 Train 21.52 Horsham-Victoria 20.16 Horsham-Waterloo Motive Power 4290/4SUB 5749/5674/5784/2EPB Load 4/134/135 6/210/211/215 Recorder M.J.Oakley M.J.Oakley M C m s mph m s mph 37 55 Horsham 0 00 0 00 37 40 Horsham Junction 0 53 sigs/20 0 54 18/58
35 35 33 46 Warnham 3 16 58 3 45 33 46 Warnham 0 00 33 00 Mp 3 54 58 1 14 44 32 00 Mp 5 01 50 2 29 50/51 31 00 Mp 6 14 47 3 41 49 30 20 Mp 7 11 47/58 4 34 52/56 29 20 Ockley 8 19 57/59/56 6 03 29 20 Ockley 0 00 54 max 27 05 Holmwood 10 38 TSR/48 3 24 27 05 Holmwood 0 00 25 38 Lodge Farm 12 14 67 2 10 68/78 22 07 Dorking 16 18 5 42 .
Milepost 31 ½ 204 October 2010 Table 2 The Dorking –Horsham line had the attractions of a relatively high limit of 75 mph and a Run no 1 combination of steep gradients in either Date 8-Sep-81 direction. The section from Mp 33 to Mp 30 ¼ Train 05.55 Tonbridge- in the northbound direction been the least benign with an average inclination of around 1 Sevenoaks in 100. Run 1 in Table 1 was made with one of Motive Power 5156/4EPB the Bullied 4-SUB units built soon after WW11 Load 4/140/140.5 and if it wasn’t for a TSR in the Holmwood Recorder M.J.Oakley area, then no doubt the unit concerned would M C m s mph of got within touching distance of its 75 mph nominal limit. 29 43 Tonbridge 0 00 Run 2 features in effect the next generation of 28 60 Mp 1 50 61 their suburban ilk- the EPB (Electro-Pneumatic 27 40 Mp 3 05 59 Brake units. One of the units featured here, 27 00 Hildenborough 3 57 5784 was initially built for use on the far-flung 27 00 Hildenborough 0 00 South Tyneside line but came to the Southern when that line was de-electrified in 26 60 Mp 0 41 34 1963.Another of the units 5674 was built on the 25 12 Weald 2 46 56 under frames of one of the old SR 2NOL ( No 24 50 Sevenoaks SEP 3 10 56/57 Lavatory) units-these sets were also referred to 22 53 Sevenoaks NEP 5 20 tsr/34 as 2NOP. As can be glanced from the logs 22 10 Sevenoaks 6 43 below a very modest improvement is apparent. No doubt the ‘riding’ was ‘appalling’ as both Run no 2 units attempted to reach 75 on the tempting Date 8-Sep-81 down gradients. Certainly my childhood Train 06.14 Sevenoaks- memories of travelling on EPB’’s between Charing Cross and Kidbrooke on the Charing Cross via Maidstone West Bexleyheath line is that at even 50-55 mph Motive Power 5156/5330*/4EPB they were just about ‘tolerable’ at this speed.
Load 8/277/295/310 For those who are in interested in their latter Recorder M.J.Oakley counterparts- the 455 stock, which incidentally 22 10 Sevenoaks 0 00 featured the same traction motors as the two 22 53 Sevenoaks NEP 1 24 42 units above; should see B.I.Nathan’s article in 24 50 Sevenoaks Sep 3 23 70 Mp 17 ¾.
25 12 Weald 3 42 72/82 Table 2, features something of a curious 27 00 Hildenborough 5 14 sigs/48 working for EPB’s that ran for a brief period in 28 60 Mp 6 44 38/sig stop the early 1980s.The ascent to Sevenoaks and 29 43 Tonbridge 9 31 descent to Tonbridge giving good scope for 29 43 Tonbridge 0 00 assessing their capabilities in the mid-high speed range. The unusual routing of this 31 20 Mp 2 19 58 service via Paddock Wood and Maidstone 32 15 Tudeley 3 08 68/75 West also gave a chance for the recorder to 34 66 Paddock Wood 6 09 assess their running on the relative flat To Strood via Maidstone West between Higham and Gravesend. The 31 11 Strood 0 00 predicted speed for such unit on the ‘level’ was a modest 63 mph. The maximum of 67 mph on 28 42 Higham 3 47 60 max this stretch was achieved on a level and an 28 42 Higham 0 00 adverse inclination of 1 in 223, suggesting a 27 18 Hoo Junction 1 51 57 balancing speed of around 70 mark. I have 26 20 Milton Range Halt 2 55 63 only shown the highlights of this run as the 25 08 Denton Halt 3 58 67 running from Paddock Wood to Strood gave no real opportunity for these units to show their 23 73 Gravesend 5 43
Milepost 31 ½ 205 October 2010 23 73 Gravesend 0 00 21 62 Northfleet 3 10 54 21 17 Swanscombe 3 57 54 19 68 Greenhithe 5 16 63/64 19 06 Stone Crossing 5 59 63/tsr/20 17 12 Dartford 9 25 * 5330/ from Strood maximum capabilities, due to many station stops between both locations and the line limit of 60 mph from Dartford to Charing Cross mitigates performance interest in this area.
Table 3 features an earlier generation of EMU on the Chatham main line. The 2 HAL (Half - Lavatory- the mind boggles) units were specifically built for the 1939 Maidstone/Gillingham electrification scheme and featured lavatory accommodation in only one of the two cars. At the time Noel timed run 1 with these units the line was much better known as a’ race track’ of steam expresses which ran non-stop between Bromley and Chatham and vice versa and in particular the exploits of one S.Gingell.
Table 3 Whilst in comparison the running seems Run no 1 2 pedestrian behind these Date 1-Apr-53 30-May-09 units, the attainment of 41 mph up the 1 in 100 3.54 pm Gillingham- to Sole Street would Train Victoria 14.45 Faversham-Victoria have been considered a Motive Power 2 HAL/2673/2658/ 465915 notable feat, even with 2647/2632* a Bullied Pacific with a Load 8/304/320 4/138/144 decent load of 11-12 at Recorder N.Proudlock A.James the drawbar on a non- stop Chatham-Bromley M C m s mph m s mph working. 33 61 Rochester 0 00 0 00 33 01 Rochester Bridge Jct 1 50 36 1 52.5 25 The current generation 30 72 Cuxton Road 5 11 41 5 15 62/75 of units on this type of 26 71 Sole Street 11 12 9 15 working are the well- known ‘Networkers’. 26 71 0 00 44 max 0 00 53 max From my albeit limited 25 76 Meopham 2 00 1 52 experience behind 25 76 0 00 40/58 0 00 73 max these units, they seem 23 30 Fawkham*( Longfield) 4 00 3 19 to be excellent hill 23 30 0 00 60 max 0 00 74 max climbers and I was quite surprised by the 20 42 Farningham Road 4 12 3 28 attainment of their 20 42 0 00 41/58/sigs 0 00 71 max nominal limit up the 1 in 17 31 Swanley 6 00 4 17 100 to Sole Street. The 17 31 0 00 0 00 72 max log really does illustrate 14 57 St Mary Cray 3 37 48/52/64 3 12 just how much traction performance has 14 57 48 0 00 improved in the five 11 76 Bickley Junction 6 50 49/55 3 29 53/55 decades or so between 10 71 Bromley South 8 37 5 13
* 2647, 2632 attached at Swanley * known as Fawkham until 1961
Milepost 31 ½ 206 October 2010 the introductions of these respective units. Unfortunately it is not currently possible to compare running between these two units on the section from Bromley to Victoria as the ‘Networkers’ currently travel via the Catford Loop on the Faversham service on which I was travelling.
Table 4
Run no 3 4 Date 22-Feb-53 30-May-09 Table 4, once again underlines Train 9.18 pm Victoria- 10.39 Victoria- the units balancing speed of Gillingham Gillingham around 40 mph up a gradient of 1 in 100 which is evident Motive Power 2HAL/2615*/2636/ 465930 between Herne Hill and /2604/2620 Sydenham and the Load 8/304/320 4/138/146 subsequent restart from Recorder N. Proudlock A.James Farningham Road amongst M C m s mph m s mph others. Consistency in performance from these units 0 04 Victoria 0 00 seems to be a trait that has 1 73 Wandsworth Road 3 20 42 been perpetuated in 2 24 Clapham North 3 50 45 successive generations of 3 14 Brixton 5 05 35 traction that have since been 3 76 Herne Hill 6 15 47 built for the former Southern Railway and their successors. 5 02 West Dulwich 7 40 41 The latter run calls for little 5 57 Sydenham Hill 8 40 41 comment, but does accentuate 7 15 Penge East 10 30 56 the improvement in 7 66 Kent House 11 10 58 performance that was referred 8 53 Beckenham Junction 12 05 53 to earlier. 10 03 Shortlands 13 50 sigs/40/50 Tables 5 and 6 feature two 10 71 Bromley South 15 10 unremarkable performances 10 71 0 00 on the former Western section 11 76 Bickley Junction 2 20 39 1 39.5 57/60 of the Southern Region. Table 14 57 St Mary Cray 5 40 55/62 5 03 5 features chronologically the 68 oldest units featured in this 14 57 0 00 max article, the former 2 BIL (BI- 17 31 Swanley 8 35 3 32 Lavatory units) which had the 72 17 31 0 00 51 max 0 00 max salubrious delights of one lavatory for each vehicle. 20 42 Farningham Road 4 20 3 42 68 Initially the stock was built for 20 42 0 00 42 max 0 00 max the 1935 Eastbourne 23 30 Fawkham (Longfield) 4 35 3 55 electrification scheme, but 66 latter batches were built for 23 30 0 00 48 max 0 00 max many services on the Central 25 76 Meopham 4 15 3 10 and Western divisions 50 25 76 0 00 42 max 0 00 max including Portsmouth ‘slow’ services and the Waterloo- 26 71 Sole Street 2 00 1 48 Reading line. 26 71 0 00 0 00 30 72 Cuxton Road 52/sigs 3 53 79*/72 33 01 Rochester Bridge Jct 15/45 5 09.5 31 33 61 Rochester 9 00 9 12
*2615, *2636 detached at Swanley
Milepost 31 ½ 207 October 2010 . Table 5 My father travelled on these units in the early sixties and remarked that ‘acoustically’ that Run no 1 they evoked childhood memories of travelling Date C 1960 on tramcars in his native Wearside. He also added that the heat generated by the traction 14.30 Portsmouth equipment was considerable and the acrid Southsea/ 15.24 Train Alton-Waterloo fumes that emanated from the motorised vehicle made it possible to perspire and Motive Power 4x2 BIL's suffer temporary asphyxia simultaneously. Load 300/310 Riding he ‘says’ was generally’ appalling at Recorder D.L.R anything over 55 mph. He did say however, M C m s mph as a partial recompense, that the seating on 24 25 Woking 0 00 58 max these units was as comfortable as he ever ridden in any rail vehicle before or since, but I 21 52 West Byfleet 3 49 digress. 21 52 0 00 47 max 20 34 West Weybridge 2 35 Apparent I think, is the low-geared effect that 20 34 0 00 45 max these units suffered from. Initial good 19 12 Weybridge 2 26 acceleration was stymied by the power curve rapidly tailing off in the 45-50 mph region. My 19 12 0 00 53 max friend David Lloyd-Roberts thinks that the 17 06 Walton & Hersham 3 15 balancing speed on the level with these units 17 06 0 00 44 max was a very modest 63 mph or so. As can be 15 73 Hersham 2 28 glanced from the log below the four units here 15 73 0 00 49 max got within touching distance of this figure at Wimbledon. Some quite sprightly speeds 14 32 Esher 2 50 were reached between short start-to-stop 14 32 0 00 runs, even though something with a better 12 03 Surbiton 3 40 50 max ‘top end ‘at the top of the speed range profile 12 03 0 00 may have been advantageous. 9 60 New Malden 3 21 48/53 Finally the run behind the 4 SUB shows I 7 25 Wimbledon 5 56 60 suspect a very typical duty for a member of 5 46 Earlsfield 7 25 64 the class. Considering the design vintage, the 3 78 Clapham Junction 9 15 40*/55 running was quite ‘sprightly’ between places, 1 29 Vauxhall 12 35 44 and the 455’s today generally do very little 0 04 Waterloo 15 02 . Table 6 m m s speed Run no 1 5 46 Earlsfield 2 35 Date C 1960 5 46 0 00 43/sigs Train W'loo-H Court 7 22 Wimbledon 2 55 Motive Power 4SUB/4696 7 22 0 00 47 max Load 131/140 8 56 Raynes Park 2 45 Recorder D.L.R. 8 56 0 00 45 max 0 04 Waterloo 0 00 44 max 9 62 New Malden 2 10 1 29 Vauxhall 2 40 9 62 0 00 45 max 1 29 0 00 57 max 10 77 Berrylands 2 15 3 74 Clapham Junction 3 40 10 77 0 00 45 max 3 74 0 00 46 max 12 03 Surbiton 2 10
Milepost 31 ½ 208 October 2010 better than this if my experiences on the Waterloo-Woking services are anything to go by. The southern EMU fleet featured here may not have been the most comfortable units to travel on generally, but they did their job without fuss and very consistently.
I would like to thank M.J.Oakley for giving me written permission to use his logs and mileages in regard to this article and to David Lloyd-Roberts and Bruce Nathan for their comments and suggestions.
1987, A FOOTBALL SPECIAL **
TIM CALOW
16th May 1987, who can forget? No one from Coventry. I was at home in Norwich glued to the television as Coventry City one their first FA Cup Final – no more that Monty Python trick question “When did Coventry City last win the FA Cup?” Answer “Coventry City have never won the FA Cup”. The true fan though was there – and that meant Martin Tasker with his Dad, John. And, being Martin, he did of course travel on the train…
The trip to Wembley was a routine one. 86 259 ‘Peter Pan’ pulled the 10 coach Mk 1 set, not a bad run with speeds a little over 100 in places, but nothing unusual or special. However Martin did note that this was one of nine ‘Footex’ services from Coventry. . 9 specials – such were those bad old days of British Rail!
The return, after extra time and the fabulous win was rather different as Martin found himself on a special formed by 2 of the 75mph class ‘310’ outer suburban units. The 75 top speed was a potential drawback – but the 8 coach train did provide just over 600 seats – very handy with so many people to be taken home. The return was much more interesting – but not at first! The train picked up at Wembley on the slow line and was checked approaching Harrow and Watford – probably a stopper just in front. However after more delays the train slowly crossed to the fast line at Hemel Hempstead – one of those slow speed crossovers which have since been replaced.
Acceleration was not particularly impressive and the train had reached the top of the 1 in 335 before it attained its legal limit of 75. Acceleration didn’t however stop and the train reached 90 before a lengthy spell of coasting allowed speed to reduce for the slack at Linslade. Better was to come however with speeds in the 80s maintained all the way to Hanslope Junction and the inevitable but dreaded routing via Northampton.
The running round the Northampton loop was brisk and acceleration was much better up the steeper gradient out of Northampton than it had been from Hemel Hempstead to Tring. Martin must have been hoping for a fast run on from Rugby to Coventry – well, not that day. The wires on the ‘up’ line had been brought down. Repairs were in full swing – with an overhead wire train out - but the down line was kept open. So the fans did get home, even if a little late. Would this happen today?
Just over 20 years on so much has changed on our ‘customer focussed’ railway – but maybe not all of it for the better?
Milepost 31 ½ 209 October 2010 Date Sat 16-May-87 Train Wembley Coventry footex Loco 310070/310068 Air braked Load 8,321/360 6.0hp/ton Recorder M Tasker miles m c m s mph avge comments 0.00 8-05 WEMBLEY CENTRAL 0 0.0 19.16 0.69 8-60 M.P. 8.75 1 45.7 51 23.5 1.38 9-35 South Kenton 2 30.0 62 56.1 SIGS 30 Local in front? 3.33 11-31 Harrow & Wealdstone (sfb?) 5 2.0 63 46.2 (with H&W stop) 3.94 12-00 M.P. 12 5 36.1 65 64.4 5.21 13-22 Hatch End 6 45.0 67 66.4 6.68 14-59 Carpenders Park 8 0.0 73 70.6 7.91 15-78 Bushey 8 59.0 76 75.1 9.39 17-36 Watford Jct. (s/w) 10 31.0 40 57.9 SIGS & SIG STOPS Local in front? 16.44 24-40 Hemel Hempstead (mp) 28 19.0 27/30 15 X to FL (slow speed) 17.94 26-00 M.P. 26 30 42.1 61 37.7 18.94 27-00 M.P. 27 31 37.6 66 64.9 19.85 27-73 Berkhamstead (s/w) 32 25.0 71 69.1 20.94 29-00 M.P. 29 33 18.9 73 72.8 21.94 30-00 M.P. 30 34 7.7 74 73.8 22.94 31-00 M.P. 31 34 55.9 75 74.7 23.61 31-54 Tring 35 28.0 76 75.1 24.94 33-00 M.P. 33 36 26.4 84 82.0 26.94 35-00 M.P. 35 37 48.5 90 87.7 Coast ? 28.05 36-09 Cheddington (sfb) 38 34.0 84 87.8 29.94 38-00 M.P. 38 39 59.8 77/74 79.3 32.11 40-14 Leighton Buzzard (sfb) 41 43.0 76 75.7 S.R. 80 at Linslade 33.94 42-00 M.P. 42 43 7.6 80 77.9 35.94 44-00 M.P. 44 44 34.4 85 82.9 85 on 1 in 1683 down 37.44 45-40 M.P. 45.5 45 39.0 83 83.6 38.59 46-52 Bletchley (sfb) 46 28.5 84 83.6 39.94 48-00 M.P. 48 47 25.8 85 84.8 85 on 1 in 892 up 41.76 49-66 Milton Keynes (sfb) 48 44.0 81/80 83.8 42.94 51-00 M.P. 51 49 36.1 83 81.5 44.34 52-32 Wolverton (sfb) 50 35.0 86 85.6 45.97 54-00 M.P. 54 51 42.0 89 87.6 89 on flat! 46.72 54-60 Castlethorpe (mp) 52 13.0 86 87.1 48.47 56-40 Hanslope Jct. (mp) 53 34.2 67 77.6 X to SL (S.R. 70) 49.97 58-00 M.P. 58 54 51.9 74 69.5 75 limit to Rugby 52.47 60-40 Summit (mp) 56 48.6 79 77.1 53.97 62-00 M.P. 62 57 54.6 83 81.8 Over limit TSR 40 55.97 64-00 Hunsbury Hill Tnl (n) 60 3.6 40 55.8 56.97 65-00 M.P. 65 61 5.5 62 58.2 57.77 65-64 NORTHAMPTON 62 38.0 26 31.1 59.22 67-20 Mill Lane Jct. (mp) 64 40.8 57/62 42.5 59.97 68-00 M.P. 68 65 25.5 59 60.4 61.72 69-60 Church Brampton (mp) 67 1.2 72 65.8 62.97 71-00 M.P. 71 68 2.9 74 72.9
Milepost 31 ½ 210 October 2010 63.97 72-00 Althorpe Park (mp) 68 50.7 76/77 75.3 65.97 74-00 M.P. 74 70 29.6 70 72.8 67.47 75-40 Long Buckby (mp) 71 43.2 74 73.4 68.47 76-40 M.P. 76.5 72 31.9 75 73.9 69.72 77-60 Summit (mp) 73 31.4 77/82 75.6 70.97 79-00 M.P. 79 74 27.9 80/77 79.6 72.97 81-00 Kilsby (mp) 75 59.0 81 79.0 74.22 82-20 Hillmorton (mp) 76 54.0 83 81.8 84-22 80 32.0 SIG 81-75 81 36.0 STOP 76.81 82-40 RUGBY 83 42.0 Crew Change 88 5.0 SIGNALS and slow past rewiring on 'up' 93-79 COVENTRY 128 24.0 21.24
UNIT PERFORMANCE
Steady performance - power to weight ratio isn't that high So Ex N'hampton (rather better)
Quite a turn of speed however - 90 down from Tring - and more impressive, 89 max near Wolverton on flat. RUNNING Don't have a schedule available for the train Note very slow start on SL - and slow run from Rugby with wires down on the up line But these days would want the line shut in order to do the rewiring work
Very fast in between - with speeds well over units' 75 limit
CLASS 47 RECORD RUN ASHFORD TO TONBRIDGE **
DON BENN
This run was recorded during the course of a one day bash around Kent on August Bank Holiday 1987. This included the sort of variety you can only dream about today. We started quite late (it was a family day out with a Kent Rover) on the 1054 Paddock Wood to Tonbridge with Vep 3141 and then joined the 1122 Tonbridge to Dover Western Docks (0740 ex Manchester Piccadilly) with 47.618 on 8 MK2s and a bogie van. Average to good run after a 5 late start, typical of the 47s on these inter regional workings at that time, with Ashford reached in 24 minutes 3 seconds, max 91 after two slight t.r.s reductions. Western Docks was reached just 1 down and we had lunch before catching the bus to Dover Priory. 47.220, 33.203 and 33.052 noted at Dover Town.
We continued to Canterbury East again behind 47.618 on the 1402 to Liverpool with the same stock as the run down, 89 max this time, before walking across to Canterbury West to catch the 1640 to Ashford with Veps 3135+3177. Then a side trip to Appledore in 205.101 and return to Ashford in the now preserved 1011 (203.001).
Time for a cup of tea, before boarding the 1820 to Tonbridge, the 1754 Dover Western Docks to Manchester Piccadilly.
Milepost 31 ½ 211 October 2010 Date 31-Aug-87 As with many good runs this extraordinary performance came as a Train 1754 Dover WD-Manchester Picc complete surprise as anything much above the line limit of 90 was pretty Loco 10-May-30 rare, although I had previously timed Load 7 Mk2, 269/280 99 at Staplehurst going down. It was a Position 4/8 fine summer evening and the low glare Weather Fine, warm light east breeze from the western sun made the miles mins secs speed mileposts even more difficult than usual to pick up, but there was no doubt 0.00 Ashford 0 00 about our rapid progress as borne out 2.11 Chart Siding (site) 3 05 66 by the averages between various 5.67 Pluckley 5 43 92 passing points. We were 4 late away 7.11 MP 49 6 37 94 from Ashford but only managed to pick 10.11 MP 46 8 28 104 up a minute on the very fast timing for this train. Net time would have been 10.86 Headcorn 8 55 105 under 20 minutes which at that time 13.11 MP 43 10 11 107 was unprecedented. We had gained 2 14.25 Staplehurst 10 51 103 minutes and 27 seconds to passing 16.72 Marden 12 16 101 Paddock Wood. There was a slight 18.11 MP 38 13 05 102 easing at MP 43 and power was shut 20.11 MP 36 14 19 97/95 off for a few seconds before Paddock Wood. 21.29 Paddock Wood 15 03 98
23.11 MP 33 16 11 96 The 107 max was my top speed with a 25.11 MP 31 17 32 78* Class 47, although I had quite a sigs 14* number of excesses over their rated 26.59 Tonbridge 20 34 maximum speed of 95, including a 104 at Radlett on the MML. Average MP46-MP38
Pluckley-Paddock Wood 100.45 mph Start to stop average: net time 19¾ mins
. 31 to York **
Martin Barrett
During my years working in the train planning section of BR in York, I had many occasions to visit Derby for meetings, usually connected with planning the Liverpool to Norwich services which managed to cross many regional boundaries and needed ‘hands on’ planning. Most of the journeys were fairly routine affairs with first Class 45s, then 47s and finally HSTs. However one Wednesday in October 1989 I turned up for my train home to be pleasantly surprised by a Class 31 on a reduced load of only 6 coaches.
31445 had probably left Birmingham on time as it was only 6 minutes late by the time we left Derby. It was apparent that the driver was not going to be downhearted with his overweight, underpowered steed and managed to work the train up to 72mph up the easy grades to Ambergate. Slowing to only 65mph through Toadmoor Tunnel, speed once again balanced out at just over 70mph up to Clay Cross Tunnel, but once on the falling grades, accelerated away to 85mph before braking for Chesterfield. After getting away to 55 mph at the bottom of the 1 in 100 just after Sheepbridge, the grade brought the speed down to a sustained 46mph after which things were taken more easily through Bradway Tunnel and round Dore
Milepost 31 ½ 212 October 2010 Date Wed 25 Oct 1989 m ch location m s mph Train 1618 Derby 15 50 Goldthorpe 13 28 71 Loco 31445 14 64 Thurnscoe 14 20½ 68 Load 6/204/215 tsr 31/35 Recorder/Position Martin Barrett (3/7) 11 29 Moorthorpe 20 21½ 30 m ch location m s mph 0 62 127 68 Derby P4 0 00 6 late 0 07 Sth Kirkby Jn 21 18 40/48 133 09 Duffield 6 58½ 68 165 72 tsr 33 135 51 Belper 9 09½ 72 169 15 Fitzwilliam 25 36½ 50 137 60 Ambergate Jn 10 56½ 69/65* tsr 58 141 60 Wingfield 14 27 70 171 70 Hare Park Jn 28 24½ 71/80 146 20 Clay Cross Tnl S 18 14 72 174 11 Sandal 30 09 76 147 69 Clay Cross S Jn 19 32½ 76/85 175 65 Wakefield W 33 09½ 142 10 35 09 146 19 Chesterfield 23 17½ 178 26 Outwood 4 42½ 41 24 37 180 11 Ardsley 7 22 43 146 60 Tapton Jn 1 19 33 181 00 MP 8 16½ 55/77 148 00 Sheepbridge 2 50 54/55 185 04 Holbeck E Jn 13 07 24 150 12 Unstone 5 21½ 47 185 70 Leeds 16 26 151 40 Dronfield 7 06½ 46 20 50 18 12 152 49 Bradway Tnl S 8 32½ 46 19 60 Marsh Lane 2 31½ 33 153 60 Bradway Tnl N 9 55 51* 18 76 Neville Hill W Jn 3 47 43 154 60 Dore Stn Jn 10 55 60 16 13 Cross Gates 7 10 51 155 60 Millhouses 11 46 77/82 15 00 Manston 8 29½ 53 158 40 Sheffield P2 15 47 sigs 17 55 13 20 Garforth 10 46 32 158 75 Nunnery ML Jn 1 24½ 22 sigs 159 33 Attercliffe Road 2 08 41 12 57 East Garforth 12 04½ 24 161 27 Brightside 4 05 70 14 46½ sig 161 60 Wincobank Jn 4 26½ 70/76 15 04½ stop 163 40 Holmes Jn 5 53½ 65 10 68 Micklefield 16 52 47 163 77 Rotherham Mas 6 27½ 49* 15 66 162 00 10 60 Church Fenton 21 16 av.69 164 40 Aldwarke Jn 8 57½ 69 8 66 Ulleskelf 22 49 av.74.7 166 75 Swinton 10 54½ 77/74 5 42 Colton Jn 25 22 av.77.8 168 55 Dearne Jn 12 17½ 78 183 00 17 24 184 60 Copmanthorpe 26 38½ av.82.3 188 40 York P10 31 37 curve, but once clear of these restrictions 82mph was attained before the stop at Sheffield. After Sheffield the easy grades before Rotherham allowed speed to rise to 76mph and following the 49mph restriction round the curve to 78 mph by Dearne Jn. The 1 in 150 rise to Thurnscoe only brought speed down to 68mph before a long tsr interrupted proceedings. Indeed there followed two more tsrs, so it wasn’t until after Nostell that we could get away again reaching 80mph just before Sandal. The climb at 1 in 100 from Wakefield taxed the Class 31 and it was a real struggle to clear Ardsley at only 43mph, but at least we reached 77mph down the other side. Leaving Leeds we reached 53mph at the summit at Manston before we were checked by a preceding train. I haven’t the schedule for this train, but I would suspect we were a little late, and being the peak time at Leeds the stopper to Selby was let out in front of us. Once clear of Micklefield we got away again but, being dark, I only have averages onwards from here on, but speed once again probably peaked at 85mph around Copmanthorpe.
A rare case of a Class 31 being worked on full power for a considerable period. You could
Milepost 31 ½ 213 October 2010 deduce that the balancing speed for a Class 31 on 200 tons was 72mph on 1 in 350, 53mph on 1 in 160 and 46mph on 1 in 100. I think I was lucky that 31445 was ‘facing the right way’, as there was a tendency to overheat if the radiator end was trailing when on full power for long periods. All in all a pleasant change from the norm over this route – and only really one signal check despite being out of our path.
APOLOGIES
Following the despatch of the July magazine, it was discovered that Table 1 in David Lloyd- Roberts article on Warships on the South Western was omitted.
I apologise for this editorial error to both the author and readers, and print the table below. - Ed
Table 1 M C [sch] m s mph [sch] m s mph Run 1 Run 2 24 25 Woking 0 00 0 00 Date 17 March 1968 31 March 1968 28 00 Brookw ood 5 39 57 5 37 56 Train 16.00 Waterloo- 11.00 Waterloo- 31 00 Mp 8 36 61/60 8 43 60 Exeter St Davids Exeter St Davids 33 18 Farnborough 10 36 70 10 46 68 Motiv e Pow er D813 'Diadem' D823 ' Hermes' 36 41 Fleet 13 21 74/76 13 40 70/74 Load 12/403/435 11/375/400 39 65 Winchfield 16 03 72 16 28 68 Recorder D.L.R. D.L.R. 42 17 Hook 18 00 75/73/76 18 33 71/75 M C [sch] m s mph [sch] m s mph 47 60 Basingstoke 23 27 24 16 0 08 Waterloo 0 00 0 00 47 60 0 00 1 29 Vauxhall 3 40 37/51 2 56 40/55 50 28 Worting Junction 4 26 53 3 78 Clapham Junction 7 00 40 6 16 39 52 28 Oakley 6 40 61 5 47 Earlsfield 8 51 56/60 8 28 53 55 39 Overton 9 33 72/76/75 7 25 Wimbledon 10 38 54 10 12 57/TSR 59 09 Whitchurch 12 28 79/75 8 52 Raynes Park 12 43 30/15 40 61 00 Hurstbourne 13 58 81 9 60 New Malden 15 14 15/TSR 13 26 54 62 40 Mp 15 07 75/78 12 03 Surbiton 19 10 56 15 45 58/57 66 21 Andover 19 09 13 27 Hampton Court Jct 20 38 64 17 06 60 66 21 0 00 14 28 Esher 21 27 66 18 08 68 67 46 Red Post Junction 3 15 42/61 15 79 Hersham 22 50 70/69 19 31 69 72 49 Grateley 8 38 54/53 17 08 Walton 23 46 69 20 31 73 75 40 Allington 11 38 65 19 09 Weybridge 25 35 69 22 12 70/72 78 07 Porton 13 50 78/81 20 34 West Weybridge 26 36 74 23 16 78 82 32 Tunnel Junction 17 25 46* 21 56 West Byfleet 27 35 75 24 13 76 83 43 Salisbury 20 19 24 25 Woking 30 18 [28] 27 23
Milepost 31 ½ 214 October 2010 There’s life in the old dog yet: 47790 on the GEML
David Ashley
It was only a few days earlier in the week that I discovered that NXEA were promoting an “Essex Day Ranger” ticket over the weekend of 25/26 September for a ridiculously low price of £5 for a day. I bought the E-ticket, as instructed, on the internet. The publicity must have been pretty limited and ineffective as in mid afternoon, a Senior Train Manager had not seen a ticket by the time I presented mine – in fact he hadn’t seen an E-ticket before either.
In practice, on the GE Main line, the ticket covers services between Shenfield and Manningtree. Having also bought a return from Liverpool St to Shenfield, and not wanting to be fleeced for breaking a rule by travelling on a train stopping to pick up only at Shenfield, I decided to travel on the 0948 to Braintree which has an unconditional stop at Shenfield, to pick up the 1000 Liverpool St. to Great Yarmouth there.
It was only when it arrived that I realised that, instead of the usual DVT and class 90, Class 47 47790 had been added and was providing all the power. I am not sure the reason for this – the train normally goes through to Great Yarmouth, but this day it was terminating at Norwich – maybe this was the DRS locomotive that was going to provide the power for the onward journey, and they decided that there would be insufficient time to release the locomotive. The 1200 was advertised to run through to Great Yarmouth as normal.
I did wonder if it would return Date/day Sat 25-Sep-10 southbound on the 1230 from Train 1000 Liverpool St-Norwich Norwich, and adjusted the itinerary to Motive Power 47790 be at Manningtree for its arrival at Load DVT+8 coaches and + 90013 1318, but it turned up behind 90009. Weather Sunny Cold Unfortunately, I missed the 47 Rec/Pos/GPS? D Ashley 3/10 Y tackling Brentwood bank, but arrival PTT at 1020 would indicate reasonable Miles M C location Sch m s mph ave performance. On the downhill start 0.00 20 18 SHENFIELD 0 00 T from Shenfield, speed had risen to 3.36 23 47 Ingatestone 4 11 76/89 48.2 63mph within 3mins and rose to 89mph before braking for the 60mph 9.53 29 60 Chelmsford 8 48 59 64.9 slowing through Chelmsford. Speed 12.29 32 41 New Hall 11 28 72 62.2 rose again and was up to 93mph at 15.69 35 73 Hatfield Peverell 14 03 81 79.0 Witham. This may indicate that the 18.38 38 48 Witham 15 54 93/92 87.2 driver was running to the plated 22.03 42 20 Kelvedon 18 15 93/88 93.2 95mph speed limit for the locomotive. 26.40 46 50 Marks Tey 21 13 92/94 88.5 The 31miles to Colchester had been completed in under 26minutes. It was 28.78 49 00 Stanway 22 48 89 90.0 a different story beyond Colchester, 31.43 51 52 Colchester 26 25 44 54.2 where adverse gradients of up to 1 in 0.00 51 52 Colchester 0 00 120 and a total weight of 500 tons 1.50 53 12 Parsons Heath fb 2 45 46 32.7 took their toll, with 0-60 taking 4m20s, 4.40 56 04 Ardleigh 5 43 67 58.7 and speed rising only to 73mph before the Manningtree stop, which 6.69 58 27 Dedham 7 03 73 72.4 was taken cautiously. 7.80 59 36 MANNINGTREE 8 9 53 3L 23.6
So an unexpected start to an unusual day. Needless to say, the rest of the day could be described as “Tales of the Expected”.
Milepost 31 ½ 215 October 2010 Scotland 50 Years Ago
Bruce Nathan
In Milepost 31 I described my journey to Scotland at Easter 1960. This continues the story with my travels on the Scottish Region over that weekend.
On the Saturday, I was mainly sightseeing in Edinburgh but found time for two short journeys on local dmu’s – from Princes Street to Leith North and Waverley to Musselburgh. Both these lines have now closed – Musselburgh was on a branch from New Hailes and was not the same station as that on the East Coast Main Line today. Sunday was spent on a coach trio to the Highlands; it was impossible to cover these by rail and more is the pity as the coach followed the Callandar & Oban line as far as Crianlarich - a section of line I was never able to travel over before it closed in 1965.
TABLE 1 Run No. 1 Date/day Monday 18 April 1960 Train 14.03 Edinburgh - Perth Locomotive 3-car Metro Cammell diesel set (600 hp) Load (tons) 89/95 Power:weight 6 On Easter Monday I Recorder B.I.Nathan was able to time some PTT internal Scottish Miles location Sch m s mph ave services starting with 0.00 EDINBURGH WAVERLEY 0 0 00 1½L the 14.03 from 1.15 HAYMARKET 2 43 38 25.4 Edinburgh to Perth over 3.50 Saughton Junction Box 5 25 56/tsr11/46 52.2 the Glenfarg route which 6.50 Turnhouse 10 43 tsr 17/47/43/50 34.0 later closed beyond 9.45 DALMENY 14 48 36/37 43.3 Cowdenbeath and the 11.35 NORTH QUEENSFERRY 18 13 tsr 30/44 33.4 M90 motorway now 13.15 INVERKEITHING 22 21 25 1L 33.8 occupies most of the 0.00 0 22 09 trackbed. At that time, 1.45 ROSYTH HALT 3 06 40/41 28.1 dmu’s were relatively 3.70 DUNFERMLINE LOWER 6 6 54 1½L 35.5 new and services 0.00 0 8 09 1L worked by these were 2.30 Halbeath 5 02 43/tsr/30 27.4 shown by the letter D at 3.65 Crossgates 7 14 33/tsr 20/34 36.8 the head of the column 5.65 COWDENBEATH 14 11 55 25.6 in the public timetable. 0.00 13 00 T Following an 2.20 Kelty 5 33 tsr 24/33/29 23.8 intermediate timetable change from 4 April, this 4.40 Blairadam 10 01 51/64 29.6 train was one such and 7.25 Loch Leven 12 57 59 58.3 the time from Edinburgh 8.10 KINROSS JUNCTION 17 14 21 36.4 to Perth was reduced 0.00 16 10 1E from 96 to 82 minutes. 1.05 MILNATHORT 2 23 55/63 26.4
3.70 MAWCARSE 5 02 47/55 60.0 7.10 GLENFARG 9 00 52/61/55/63 51.4 13.65 BRIDGE OF EARN 16 06 50 55.4 15.20 Hilton Junction Box 17 57 33 50.3 16.35 Friarton Box 20 29 sig stop 27.2 20 34 17.20 PERTH GENERAL 20 23 51 3L
Milepost 31 ½ 216 October 2010 The train was a 3-car Metro Cammell dmu (later Class 101) with two motor cars and a trailer. The log is in Table 1. On the first section to Inverkeithing a little of the late start was regained despite two tsr’s. From Inverkeithing the line starts to climb, at 1 in 89 from some distance after Rosyth and speed was maintained at about 40mph. Starting out of Dunfermline the grade steepens to 1 in 75 on which we barely exceeded 30mph but we then reached 43mph after Holbeath where the gradient eases to 1 in 100 before the first of several mining slacks in the Cowdenbeath area,. Hereafter the grade eases further with some falls before the summit at Glenfarg and a long descent at 1 in 75 to Bridge of Earn. Speeds now increased but there was some easing down the bank. Checks on the final section followed by a signal stop at Friarton box meant a 3 minute late arrival in Perth.
TABLE 2 Run No 2 Date/day Monday 18 April 1960 Train 15.15 Glasgow Buchanan St - Dundee West Locomotive 5MT 4-6-0 44677 Load 8 coaches 277/290 tons Recorder B.I.Nathan PTT Miles location Sch m s mph ave 0.00 PERTH GENERAL 0 0 00 RT 0.40 PERTH PRINCES STREET 2 02 11.8 0.90 Barn Hill Box 3 37 18.9 3.50 Kinfauns 6 59 57 46.3 6.30 Glencarse 9 50 61/60 58.9 10.40 ERROL 13 43 69 63.3 12.70 Inchture 15 44 68 68.4 15.20 Longforgan 17 57 65 67.7 17.15 INVERGOWRIE 20 00 47 57.1 18.50 NinewellsJunction Box 21 40 50/sigs/17 48.6 20.50 DUNDEE WEST 30 27 01 22.4
After a break in Perth I joined the 16.45 to Dundee, a through train from Glasgow steam- hauled by a Stanier class 5 4-6-0. (Table 2). In contrast to the Edinburgh-Perth route, this line is easily graded and a steady 68-69 mph was maintained on the level section between Errol and Longforgan. Three minutes of the 5 minute late start had been made up when we ran into the former Caledonian Railway terminus of Dundee West, closed in 1965, adjacent to the North British Tay Bridge station that remains in use today. .
Table 3 shows my return from Tay Bridge to Edinburgh on the 17.35 (16.00 Aberdeen). This was one of two trains in each direction that had been introduced two weeks earlier with the 4 April timetable amendment on a 3-hour schedule between Aberdeen and Edinburgh, equal to the best pre-war times but some 40 minutes faster than immediately before the 4 April acceleration. Motive power on the 3-hour trains was a pair of Type 2 1160 hp BRCW/Sulzer diesels, later Class 26. The line has many speed restrictions; highest speed reached was 67mph on the descents past Markinch and Kirkcaldy and 48mph was maintained up the climb from Ladybank past Falkland Road to Lochmuir. The train was keeping close to schedule but there was probably some recovery margin in the final stage as we arrived at Waverley 3 minutes early.
The following day I returned to London via Glasgow. On the main Edinburgh – Glasgow Queen Street route, the Swindon-built ‘Inter-City’ dmu’s were then operating. These were based on the Mark I coach, but the heavier construction of these meant a lower
Milepost 31 ½ 217 October 2010 TABLE 3 power:weight ratio compared Run No. 3 to the Metro Camell units Date/day Monday 18 April 1960 Most trains ran at hourly Train 16.00 Aberdeen - Edinburgh intervals and were allowed Locomotives Type 2 diesels D5340/5341(cl 26) exactly one hour for the 47 Load (tons) 8 mk I coaches 273/425/440 miles, but the stopping Power:weight 5 pattern varied and my train, Recorder B.I.Nathan the 11.00 from Waverley, was booked to call at WTT Haymarket and the since- Miles location Sch m s mph ave closed station of Dullatur. 0.00 DUNDEE TAY BRIDGE 0 0 00 ½L The log in table 4 shows that 0.75 Esplanade 2 28 30 18.2 we lost time to Dullatur as the 2.70 Tay Bridge South Box 7 7 14 22 24.5 result of 2 tsr’s in the early 4.60 ST FORT 9 58 61/63 41.7 stages. The units had an 8.35 LEUCHARS JUNCTION 13 13 50 51 58.2 official limit of 68mph and 11.60 Dairsie 17 22 63 55.2 later speeds were maintained 14.60 CUPAR 20 22 50 60.0 in the mid 60s with a brief 16.90 SPRINGFIELD 23 00 61 52.4 70mph noted near Linlithgow. 20.10 LADYBANK 26 19 53 57.9 There was some recovery 23.05 Falkland Road 29 41 48 52.6 time in the final section and 24.30 Lochmuir Box 31 11 57 50.0 we arrived in Queen Street 25.95 MARKINCH 32 49 67 60.6 exactly on time. 28.50 THORNTON JUNCTION 36 36 00 30* 48.1 29.55 Randolph Siding Box 38 25 33 26.1 To digress, it occurred to me 31.20 DYSART 40 53 59 40.1 that the type of train used on 33.30 KIRKCALDY 43 42 49 67 65.2 the Edinburgh-Glasgow route 36.45 KINGHORN 46 03 29*/53 58.5 has since changed roughly 39.05 BURNTISLAND 49 58 23*/49 39.8 once every decade. The 41.60 ABERDOUR 54 10 39 36.4 ‘Inter-City’ dmus were 42.85 Dalgetty Box 56 36 tsr 21/55 30.8 replaced around 1970 by 45.85 INVERKEITHING 60 61 00 31* 40.9 trains of early Mark II stock, 47.65 NORTH QUEENSFERRY 64 17 36 32.9 topped and tailed by Class 27 49.55 DALMENY 66 67 22 40 37.0 diesels. With the introduction 52.50 Turnhouse 70 28 64/tsr 25 57.1 of these, the overall time for 55.50 Saughton Junction Box 75 21 46/53 36.9 one of the two 57.85 HAYMARKET 81 78 02 52.5 59.00 EDINBURGH WAVERLEY 85 81 37 3E 19.3 half-hourly services was reduced to 43 minutes between Waverley and Queen Street with a Haymarket stop. The others were allowed 45 minutes with an additional stop at Falkirk High. By the early 1980s Class 47s with Mark III stock and driving trailers had taken over the service to be replaced in turn by Class 158 dmus in the 1990s and Class 170s in the 2000s. Frequency is now four trains per hour but the overall time has increased to between 49 and 52 minutes with two or three stops in addition to Haymarket. The next stage, not too far away we hope, will be electrification.
My last journey of this long weekend was from Glasgow Central to Euston on the 13.15 ‘Midday Scot’. In November 1959, the ‘Royal Scot’ and ‘Midday Scot’ had been accelerated in line with the previous limited stop service, the ‘Caledonian’. The time between Glasgow and London with the only intermediate stop at Carlisle had been cut to 7¼ hours but this included 38 minutes of recovery time to allow for electrification works on the West Coast main line south of Weaver Junction. The load was officially limited to eight coaches of 270 tons. However, on this day, due to the large number of travellers after the holiday weekend, it was decided at the last minute to add three coaches to the front of the train and by the time
Milepost 31 ½ 218 October 2010 TABLE 4 Run No. 4 Date/day Tuesday 19 April 1960 Train 11.00 Edinburgh Wav-Glasgow Q St Locomotive 6-car 'Inter-City' diesel unit(1200 hp) Load 219/230 tons Power:weight 5 Recorder B.I.Nathan PTT Miles location Sch m s mph ave 0.00EDINBURGH WAVERLEY 0 000 1L 1.15HAYMARKET 3 255 0.00 334 2.35Saughton Junction Box 321 57 42.1 4.35Gogar 528 67/tsr 17 56.7 7.00Ratho 1001 44/tsr 20 34.9 9.60Broxburn Junction Box 1448 51 32.6 11.40Winchburgh Junction Box 1653 65 51.8 13.30Philipstoun 1839 68 64.5 16.35LINLITHGOW 2120 70/61 68.2 18.55MANUEL 2322 65/67 64.9 21.05POLMONT 2538 63/67 66.2 24.25FALKIRK (HIGH) 2839 57 63.6 27.60BONNYBRIDGE (HIGH) 3138 68 67.4 30.50CASTLECARY 3411 69 68.2 33.15DULLATUR 35 3723 3L 49.7 0.00 3744 1.40CROY 227 55 34.3 6.65LENZIE 718 68 64.9 9.65BISHOPBRIGGS 1021 43 59.0 11.30COWLAIRS 1334 25 30.8 12.85GLASGOW QUEEN ST 22 1812 RT 20.1
the Stanier Pacific 46237 City of Bristol had collected these, we were away 18½ minutes late. The log is in table 5. Two tsr’s in the early stages meant we had dropped a further 2½ minutes by Motherwell and speed did not quite reach 50mph up the long climb to Craigenhill. We did not drop any further time up to Beattock summit, topped at 55mph, with a maximum of 78 in the dip through Lamington. Once over the top, speed was mainly in the 70s with an 80mph maximum at Kirkpatrick. A little time was made up and the overall loss to Carlisle, on what was then a fast schedule, was less than a minute.
We were back in England now and I have not tabled the continuation of the run. After a reasonable start on which we had only dropped 20 seconds on the 68 minute timing to pass Carnforth with a 35mph minimum on the climb top Shap past Thrimby Grange and an 83mph maximum at Tebay, we were subject to numerous tsr’s and signal checks from Carnforth onwards,. There was some further good running between Rugby and Watford, but we arrived in Euston 46½ minutes late in 350m 49s (schedule 326 minutes) for the 299 miles from Carlisle, a disappointing end to my travels.
Milepost 31 ½ 219 October 2010 TABLE 5 Miles location Sch m s mph ave Run No. 5 32.35 Leggatfoot Box 46 12 61/67 45.2 Date/day Tuesday 19 April 1960 33.80 THA NKERTON 47 35 61/66 62.9 Train 13.15 Glasgow Central - Euston 35.45 SYMINGTON 49 09 64 63.2 Locomotive 8P 4-6-2 46237 City of Bristol 39.15 LAMINGTON 52 15 78 71.6 Load 11 coaches 358/385 tons 44.55 ABINGTON 56 36 68 74.5 Recorder B.I.Nathan 47.10 CRAWFORD 58 54 64/61 66.5 PTT 49.75 ELVANFOOT 61 26 64 62.8 Miles location Sch m s mph ave 52.65 Beattock Summit 62 64 21 55/68 59.7 0.00 GLASGOW CENTRAL 0 0 00 18½L; 56.95 Greskine Box 68 17 66 65.6 1.00 EGLINTON STREET 3 14 34 62.65 BEATTOCK 72 73 15 74/72 68.9 3.15 RUTHERGLEM 7 6 57 41 34.7 67.85 WAMPHRAY 77 25 77/73 74.9 5.05 CAMBUSLANG 9 44 41 41.0 70.65 DINWOODIE 79 38 76/78 75.8 6.60 NEWTON 11 58 tsr 25 41.6 73.70 NETHERCLEUGH 82 00 75 77.3 8.45 UDDINGSTON CENTRA L 13 14 48 53 39.2 76.60 LOCKERBIE 84 84 24 70 72.5 12.85 MOTHERWELL 18 20 34 ts r 30 45.8 79.65 Castelmilk Siding 87 07 tsr 57 67.4 14.00 FLEMINGTON 22 24 40 37.6 82.25 ECCLEFECHA N 89 34 72 63.7 15.85 Wishaw South 25 02 43/41 42.2 85.65 KIRTLEBRIDGE 92 12 79 77.5 18.25 LAW JUNCTION 26 28 30 44/49 41.5 89.40 KIRKPATRICK 95 02 80 79.4 20.35 CARLUKE 31 16 45 45.5 93.65 Gretna Junction Box 98 98 24 73 75.7 23.80 Craigenhill Box 35 42 48 46.7 96.20 Floriston 100 47 56 64.2 26.00 CLEGHORN 38 00 65 57.4 98.20 Rockcliffe 102 47 65/68 60.0 28.75 CARSTAIRS 39 41 25 tsr 20 48.3 102.25 CARLISLE 107 107 54 19½L 47.5
THREE KINGS
MICHAEL ROWE
Travelling distances on the Western Region under steam invariably meant haulage by either a Castle or Hall Class 4-6-0, they were ubiquitous. The smaller Classes, by number that is, somehow seemed more glamorous. This was certainly my view of the King Class 4-6-0’s, which on the few occasions that I observed their performance “did the business”.
My earliest record of a King was on the Tuesday following a family Easter 1956 holiday in Torquay. The run down with the 15.10 relief to the 15.30 on Maundy Thursday hauled by Castle Class 4-6-0 No.4037 with “twelve on“ was uninspiring, three hours to the first stop at Taunton.. The start had been fine, [Twyford in 34 minutes-22 seconds] before extensive delays such that Newbury was passed 22½ minutes late [80-06]. The 89.6 miles onwards to the Taunton stop were run unchecked in 100 minutes, schedule 90½ minute. The 39 minutes schedule from there to Exeter St. Davids was kept all bar ten seconds..
When the load, on a busy Tuesday, was increased to fifteen at Exeter [540 tons Gross] as a prejudiced Southern enthusiast and mindful of the previous Thursday’s experience I anticipated the worst. However the road, apart from a severe slack before Wellington was clear and No.6015 appeared to handle this heavy train with consummate ease.
Without specific speeds it is difficult to assess No.6015’s power output but an average of 55.6 mph from Lavington to Savernake suggests the average EDHP over this stretch was within the range 1,350 to 1,450, a good Class 7 performance..
Five years later I had reason to travel between Paddington and Swansea. On the 22nd February 1961 Castle Class 4-6-0 No.5045 with 475 tons Gross on the 13.20 ex Newport lost 7¾ minutes, mostly attributable to two pws’s, on the 73 minute schedule to Swindon, gained three minutes on a generous 47 minute timing to Reading the next stop and was
Milepost 31 ½ 220 October 2010 Date 03-Apr-56 Loco King Class 4-6-0 6015 Load 15,497/540 Av Av miles sch m s spd miles sch m s spd 0.0 Exeter St,D, 0 00-00 0.0 Westbury 00-00 1.3 Cowley Bridge 4-48 8.7 Lavington 12-20 3.4 Stoke Cannon 7-26 47 14.5 Patney 18-24 57 8.3 Hele 13-38 47 20.3 Pewsey 24-44 55 12.6 Cullompton 18-14 56 25.5 Savernake 30-28 54 14.9 Tiverton Jct 20-54 52 29.2 Bedwyn 34-24 56 19.9 Whiteball 26-58 49 34.1 Hungerford 39-06 62 Slack, walking pace 37.1 Kintbury 42-02 61 23.6 Wellington 33-44 42.5 Newbury 47-04 64 30.8 Taunton 40 43-54 48.8 Midgham 52-48 66 2.4 Creech Jct. 4 4-49 53.8 Theale 57-53 59 8.0 Athelney 10-36 58 57.2 Southcote J 61-55 17.2 Somerton 20-01 59 59.1 Reading 69 66-21 20.5 Charlton Mack 23-34 55 5.0 Twyford 9-02 22.7 Keinton Man 25-59 55 11.8 Maidenhead 15-41 61 27.5 Castle Cary 31 31-14 55 17.5 Slough 21-09 63 31.0 Bruton 35-23 51 22.8 W.Drayton 26-09 64 36,3 Witham 42-54 42 26.9 Southall 30-30 57 47.2 Westbury 55 54-58 30.1 Ealing Broad 33-44 59 36.0 Paddington 43 41-08 badly delayed between Reading and Paddington. [47-32]. Four weeks later Castle No.5044 on the 08.45 ex Swansea with 250 tons Gross ran unchecked to Cardiff in 64-46 [schedule 67 minutes] without exceeding 64 mph. Six coaches were added to the front at Cardiff by a new loco which from the rear of the train I thought to be another Castle.
Date 24-Mar-61 Train 1020 ex Newport Loco King Class 4-6-0 6019 Load 13,443,470
miles m s mph miles sch m s mph 0.0 Newport 00-00 56.1 Swindon 73-43 64 7.4 Magor 10-00 52 61.8 Shrivenham 79-03 68 pws 14 66.9 Uffington 83-36 70 9.8 Severn Tunnel Jct 18-41 73.0 Wantage Rd. 89-04 69 10.6 Tunnel West Ent. 20-24 74(max) 76.9 Steventon 92-33 70 15.3 Tunnel East 25-11 39 80.3 Didcot 95-31 67 16.7 Pilning 27-42 34 84.9 Cholsey 99-53 60 20.3 Patchway 34-32 33 88.7 Goring 103-37 60 23.6 Winterbourne 39-02 50 91.9 Pangbourne 106-43 65 24.9 Coalpit Heath 40-43 52 94.8 Tilehurst 110-34 41 28.8 Chipping Sodbury 45-27 55 pws 19 33.4 Badminton 51-00 52 97.4 Reading 114-23 47 39.2 Hullavington 56-57 60 102.2 Twyford 119-49 57 42.8 Little Somerfrod 61-24 64 pws 18 46.4 Brinkworth 64-06 62 114.9 Slough 134-02 63 50.5 Wootton Bassett 68-11 62 127.9 Ealing Broadway 146-02 -62 56.1 Swindon 73-43 64 133.6 Paddington [160] 155-03 sigs
Milepost 31 ½ 221 October 2010
The climb out of the Severn tunnel seemed good for a Castle, certainly better than the norm, until I walked to the front at Paddington and found the loco to be King No.6019!
Number.6019 developed 1175-1225 EDHP average from the Tunnel to Chipping Sodbury, 1225-1275 maximum after Pilning.. Comparative figures for Castle No.5045 were 875-925 [Tunnel East to Chipping Sodbury in 22-36.. Castle, No.4081 on 28/8/56, also with a 13 coach train was quicker, 19-10 but with a 2-6-2 tank No.3150 as pilot from Severn Tunnel Junction to Badminton.] Number.5045 ran the 31.8 miles from Magor to Hullavington in 44- 51 pass to pass whilst No.4081 took 51-50. Attaching and detaching the pilot took 4-57 plus time lost in braking and accelerating from the stops.
The GWR 150 years celebrations in 1985 were somewhat undermined by the decision to finally close Swindon works that year. However the planned steam workings during August between Swindon and Cheltenham continued, albeit without an Exhibition in the works and the locos being serviced at the Gloucester end despite the service commencing at the Swindon end. The loco/locos ran “light engine” Gloucester to Swindon each morning and back to Gloucester in the evening..
On arrival at Swindon on a bright dry August day I found two locos ready for action, Standard Class 4 4-6-0 No.75069 and King Class 4-6-0 No.6000. The King however had been out of service for some time and there was apparently some doubt as to whether it would be employed on the service train.. In practice the Class 4 hauled the morning service, 10.55 depart Swindon, 14.00 depart Gloucester and the King the afternoon one, 15.52 depart Swindon, 18.55 depart Gloucester.
The morning run behind 75069 was competent.. The 36.8 miles from Swindon occupied 52 minutes exactly with signal checks before Gloucester, 50½ minutes Net. Kemble [13.7 miles] was passed in 19 minutes - 13 seconds at 36 mph, 54 the maximum before. Speed then rose to 44 by MP92, fell to 42 at MP93, to 36 on the mile at 1/100 to MP 93 and further to 35 on the mile at 1/90 to MP95. Maximum speeds afterwards were 62 mph in Sapperton long tunnel and 61 after Standish Junction. The Class 4 developed 900-950 EDHP climbing to Sapperton.
The return run was completed in 59 minutes - 53 seconds including 2-50 spent at MP77¾ awaiting access to Swindon station. The maximum speed was 56mph attained after Kemble. The southbound climb to Sapperton was begun at 55mph, increased from 53 over the two miles at 1/250 after Stroud.. Speed fell to 24 mph entering Sapperton tunnel further in it, the average through the long tunnel [1868yds at 1/90] was 20.5mph. .
The King was driven very circumspectly on the 15-52 from Swindon, no more than 45 mph before Kemble, a fall from 36 to 25 up to Sapperton and 45minutes – 47 seconds to the stop at Stroud. After a stop of 13¼ minutes the 11.9 miles to Gloucester including a signal stop at MP95 for 2¼ minutes were run in 25-06 with a 54mph maximum after Standish.
The evening departure from Gloucester was 17½ minutes late awaiting a late running DMU to leave ahead. Despite gentle running Number 6000 was checked for the DMU before Stonehouse and after Stroud. Once clear after MP99½ the Driver and Inspector obviously decided that No.6000 was in good “nick” and opened the Regulator. Speed rose from 29 to 42 on ½ mile at 1/185, was maintained at 42 on 1/103 & 1/70 then increased to 45½ on the 1/74 and before falling to 44 on the 1/60 before the tunnel entrance. The long tunnel [all at 1/90] was run at an average of 44.3mph. The 86 seconds passage through the tunnel contrasting with a very smoky three minutes six seconds in the morning behind No.75069. Number 6000 developed a maximum EDHP on the climb of 1,650-1,700 falling to 1,400-
Milepost 31 ½ 222 October 2010 Date 21-Aug-85 Train 1855 ex Gloucester Loco King class 4-6-0 6000 Load 7,234/260 miles m s speed Gradient 0.0 Gloucester 00‐00 17L 7.4 Standish 11‐30 32/max 55 Following delayed dmu ‐ sigs 15 9.2 Stonehaven 15‐46 39 11.9 Stoud 18‐50 55 sigs MP 100 20‐55 28 1/100R‐ 1/185R MP 99½ 23‐47 29 1/185R ‐ Level MP 99 24‐42 42 1/310R ‐ 1/103R MP 98½ 25‐23 42 1/75R ‐ 1/70R MP 98 26‐05 45/43 1/70R ‐ 1/74R MP 97½ 26‐47 43 1/74R MP 97 27‐28 45 Level ‐ 1/75R MP 96½ 28‐08 44 1/60R 18,2 Sapperton Tunnel in 29‐04 44 1/90R ‐ 19.3 mid point 30‐30 1/90R 1/94Down 19.5 out 30‐55 23.1 Kemble 35‐56 71max before brakes 0‐00 20 2.6 Oaksey 4‐03 68 5.6 Ashton 6‐28 74‐ dark/missed posts 9.6 Purton 9‐58 Braked MP 77¾ 16‐42/20‐35 sigstop 13.7 Swindon 23‐22
1,450 in the tunnel. The cut off was extended at MP 97½ and reduced to avoid slipping on entering the tunnel.
The train was held for 28 minutes at Kemble and then in the dark the fastest speed noted after Ashton was 74mph. Number.6000 was still accelerating, perhaps it gave me my first 80 behind “Preservation steam” but I failed to find the quarter posts in the gloom and rail lengths varied..
Number 6000 was withdrawn shortly afterwards and placed in a museum with the clear statement from the National Railway Museum that it would not run again. I thought that this time I definitely had had my last run behind a King but No.6024 has been a joy for a decade or so and now the prospect of single chimney No.6023 beckons. Mirabile dictu..
Milepost 31 ½ 223 October 2010 RPS – THE NEXT GENERATION?
71000 Duke of Gloucester on the Torbay Express 19th September 2010
Nigel Wilson
The log below records a remarkable performance by Duke of Gloucester between Exeter and Taunton recorded by son Michael on 19th September 2010. The run was significant because it eclipsed the 1995 record set up 60009 with a similar 11-coach load. No.9 set a time of 19 minutes 54 seconds to Whiteball summit, as far as I know until recently, an almost unparallel time from a standing start at Exeter although ‘Nine’ all but matched the time in 2004 with a time of 20 min 5 seconds (10 coaches).
The 1995 run has gone down in history because a speed of 95 mph – 97 mph was recorded running down Wellington bank. No such heroics from 71000 with OTMR on board but the climbing was good enough to ensure the A4’s time to Taunton was bettered by 15 seconds.
I have included a photo of the recorder, who at 13 years of age must be the youngest recorder in the country? He has been timing for several years alongside myself however on this run we were ‘doubled booked’ so Michael went with his mother on 71000 while I covered 60019 over the ‘Devon Banks’. As it turned out Michael had much the better running, not bad for your first full log! Mum just provided cups of tea and bacon rolls from the buffet car I understand.
Michael and Tom (one of the Torbay Express Stewards) went up to driver Bob Cottrell and shook his hand at Taunton informing him the record had been broken - Bob visibly had no idea of what he had achieved and just said "I thought it was quite quick"!
Exeter to Taunton 30.75 miles: 29 minutes 58.13 sec Load: 11/395/414 (11 coaches, excluding locomotive tender) Av Speed: 61.6 mph
Exeter to MP174 (Whiteball Summit): 18 min 58.01 seconds, average speed 63.7 mph.
Michael Rowe writes: A classic case of if you wish to make a fast time concentrate on the start and the finish. Excellent driving.
60009 Exeter St Davids start Stoke Canon pass 6 mins - 34 secs 71000. Exeter St Davids start Stoke Canon pass 5 - 29
60009 Norton Fitzwarren pass Taunton stop 3 mins - 39 secs 71000 Norton Fitzwarren pass Taunton stop 3 - 12
I think 71000 was being driven comfortably up to Whiteball by today’s standards, I suspect RFO and 30% perhaps 35% [64 mph min], whereas from reports at the time 60009 was being thrashed [70 mph min]
60009 Hele pass Whiteball pass 9 minutes - 3 secs 71000 Hele pass Whiteball pass 9 - 45
Splendid log by Michael, my attempts at the same age merely include passing places, although I lacked GPS and a "Dad tutorial"
Milepost 31 ½ 224 October 2010 Date/day 19th September 2010 Miles M C location Sch m s mph (GPS) Av spd Train The Torbay Express 28.25 193 72 d Exter St D (P5) 0 0 00.00 Time 71000 (Driver: Bob Cottrell TE: Tommy Rees, Fireman: Dave Motive Pow er Pr oc tor ) 29.15 193 00 MP193 2 26.58 44 22.1 11/395/414 (21272, 3110, 3140, 3112, 3122, 1692, 5009, 4927, 5040, Load (tons) 5350, 17041) 29.50 192 52 Cow ley Bridge Jn 4 2 55.54 48 43.5 Position Coach J (2nd from Engine) 30.15 192 00 MP192 3 41.01 53.5 51.5 Recorder Michael Wilson 30.90 191 20 MP191.25 4 28.16 59 57.3 Dunkesw ell 18:00 Report: SW Wind, Weather 10 mph, 15 deg C, Sunny spells) 31.95 190 16 Stoke Canon 5 28.29 66 62.9 GPS: Y/N? Y 32.65 189 40 MP189.5 6 06.36 67 66.2 mph Miles M C location Sch m s (GPS) Av spd 33.15 189 00 MP189 6 33.20 67 67.1 0.00 222 12 Paignton (P 2) 0 0 00.00 Time 34.15 188 00 MP188 7 23.73 73 71.2 0.40 221 60 MP221.75 1 48.57 No sig 22.5 35.15 187 MP187 8 13.41 74 72.5 0.65 221 40 MP221.5 2 24.45 No sig 25.1 36.15 186 00 MP186 0.90 221 20 MP221.25 2 52.64 No sig 31.9 36.64 185 41 Hele & Bradninch 9 25.45 76 74.3 1.40 220 60 MP220.75 3 43.61 No sig 35.3 37.15 185 00 MP185 9 49.95 76 75.3 1.65 220 40 MP220.5 4 06.39 No sig 39.5 37.65 184 40 MP184.5 10 13.58 76 76.2 1.90 220 20 MP220.25 4 28.54 No sig 40.6 38.40 183 60 MP183.75 10 49.09 77 76.0 2.16 219 79 Torquay 7 4 52.26 No sig 39.8 38.90 183 20 MP183.25 11 12.61 76 76.2 2.90 219 20 MP219.25 6 11.70 No sig 33.4 39.40 182 60 MP182.75 11 36.06 76 76.8 3.00 219 12 Torre 6 24.39 No sig 28.4 39.65 182 40 MP182.5 3.15 219 00 MP219 6 39.95 No sig 34.7 40.15 182 00 MP182 12 11.41 76.5 76.4 3.40 218 60 MP218.75 7 08.64 31 31.4 40.90 181 20 MP181.25 12 47.58 75.5 74.6 3.71 218 35 Bridge No. 13 7 46.09 32 30.0 41.15 180 80 MP181 13 00.10 74.5 71.9 3.90 218 20 MP218.25 8 04.70 34 36.3 41.65 180 40 MP180.5 13 25.20 71 71.7 4.15 217 80 MP218 8 29.45 41 36.4 41.90 180 20 MP180.25 13 37.92 69.5 70.8 5.15 217 MP217 9 40.09 59 51.0 42.15 180 00 MP180 13 50.82 69 69.8 6.40 215 60 MP215.75 11 12.92 37 49.6 42.40 179 60 MP179.75 14 03.89 68.5 68.9 7.04 215 09 Aller Junc 12 24.80 15/st 30s 31.9 42.90 179 20 MP179.25 14 30.22 68.5 68.4 7.61 214 43 New ton Abbot W J 17 00.70 23 7.5 43.15 179 00 MP179 14 43.54 72 67.6 8.09 214 05 New ton Abbot 20 18 06.61 39 25.9 43.65 178 40 MP178.5 15 07.86 75 74.0 8.65 213 40 Racecourse 18 53.54 49 43.1 44.15 178 MP178 15 32.32 74 73.6 10.15 212 00 MP212 20 31.86 63 54.9 44.65 177 40 MP177.5 15 56.67 73 73.9 12.15 210 00 MP210 22 23.89 52 64.3 44.80 177 28 Tiverton Parkw ay 20 16 02.51 73 13.28 208 70 Teignmouth 23 55.92 39 44.0 45.15 177 00 MP177 16 21.51 73 72.5 14.63 207 42 Parson's Tunnel (in) 26 11.09 24 36.0 45.65 176 40 MP176.5 16 45.95 73 70.4 14.91 207 19 Parson's Tunnel (out) 26 57.70 18sigs 46.15 176 MP176 17 10.89 71 72.9 16.06 206 07 Daw lish 29 32.42 34 46.40 175 60 MP175.75 17 23.58 70 71.8 17.66 204 39 Daw lish Warren 35 33 09.76 24 26.1 46.65 175 40 MP175.5 17 36.36 69 70.7 19.70 202 36 Starcross 38 22.67 44 23.4 46.90 175 20 MP175.25 17 49.80 68 68.6 20.15 202 00 MP202 38 59.13 46 44.4 47.15 175 00 MP175 18 02.73 67 68.3 21.15 201 00 MP201 40 10.08 54 50.7 47.40 174 60 MP174.75 18 16.58 67 65.0 22.65 199 40 MP199.5 41 43.22 62.5 58.0 47.65 174 40 MP174.5 18 29.98 65 67.2 23.41 198 59 Exminster 42 25.67 64.5 64.7 47.90 174 20 MP174.25 18 43.89 64 64.7 24.28 197 70 M5 43 14.76 65 63.3 48.15 174 MP174 18 58.01 65 63.7 25.15 197 00 MP197 44 03.86 60 64.2 48.36 173 63 Whiteball Tnnl (in) 19 10.36 65 61.9 26.15 196 00 MP196 45 20.36 37.5 47.1 48.99 173 13 Whiteball Tnnl (out) 19 42.16 70.8 27.33 194 66 Exeter St Thomas 47 17.32 40 36.2 49.65 172 40 MP172.5 20 13.22 76.5 76.8 28.25 193 72 a Exter St D (P5) 51 50 07.22 0 19.6 50.15 172 00 MP172 20 36.80 77.5 76.3
Milepost 31 ½ 225 October 2010 mph Miles M C location Sch m s (GPS) Av spd Miles M C location Sch m s mph (GPS) Av spd 50.65 171 40 MP171.5 21 00.10 79max 77.3 76.84 145 25 Highbridge & B'nham 20 17 07.95 78 77.1 51.15 171 00 MP171 21 22.76 77 79.4 78.15 144 00 MP144 18 08.98 74 77.4 51.91 170 19 Wellington 22 00.98 73.5 80.15 142 00 MP142 19 44.64 76.5 75.3 52.15 170 00 MP170 22 11.26 70 74.2 81.15 141 00 MP141 20 32.64 72.5 75.0 53.15 169 00 MP169 23 03.95 68 68.3 82.15 140 00 MP140 21 24.86 58.5 brakes 68.9 54.15 168 00 MP168 23 55.73 70 69.5 83.15 139 00 MP139 22 55.80 24 39.6 54.46 167 55 Bradford-on-Tone 24 13.67 69 62.7 83.65 138 40 MP138.5 24 11.61 23.5 23.7 55.15 167 00 MP167 24 47.09 70 74.1 84.05 138 08 Uphill Junc 28 56.10 166 04 Victory 25 35.68 69.5 70.4 85.70 137 33 a. Weston S-M (P1) 36 29 23.36 11E 23.7 57.40 164 60 Norton Fitzw arren J 26 46.09 52.5 66.5 85.70 137 33 d. Weston S-M (P1) 0 0 00.00 4E blow ing off 57.71 164 35 Silk Mills Crossing 27 13.16 42 41.6 86.96 136 12 Weston Milton 4 44.82 18sigs 16.0 59.00 163 12 a. Taunton (P4) 39 29 58.13 9E - w ater 28.1 88.11 135 00 MP135 5 9 05.95 32 15.9 59.00 163 12 d. Taunton 0 0 00.00 4E 88.59 134 42 Worle 9 54.38 37 35.3 59.71 162 35 Taunton E. Junc 89.13 133 79 Puxton & Worle X 10 45.80 42 37.6 60.15 162 00 MP162 3 04.61 43 22.4 90.11 133 00 MP133 12 05.32 49 44.7 61.15 161 00 MP161 4 18.26 57.5 48.9 90.98 132 11 Huish 13 05.06 54.5 52.0 62.15 160 00 MP160 5 17.13 66 61.2 92.76 130 28 Yatton 14 55.54 65 58.2 63.15 159 00 MP159 6 10.08 71 68.0 93.36 129 60 MP129.75 15 29.09 67.5 64.4 63.86 158 23 Cogload Junc (up) 8 6 39.64 74 93.61 129 40 MP129.5 15 42.06 68.5 69.4 64.15 158 00 MP158 6 59.39 75 73.0 94.36 128 60 MP128.75 16 20.95 72 69.4 65.15 157 00 MP157 7 46.86 76 75.8 94.61 128 40 MP128.5 16 34.73 72 65.3 66.15 155 80 MP156 8 35.23 74 74.4 94.86 128 20 MP128.25 16 46.01 73 79.8 67.15 155 00 MP155 9 22.86 75 75.6 95.36 127 60 MP127.75 17 09.82 74 75.6 68.15 154 00 MP154 10 11.41 73.5 74.2 95.61 127 40 MP127.5 17 22.08 74 73.4 69.15 153 00 MP153 10 59.95 75 74.2 95.86 127 20 MP127.25 17 34.11 74 74.8 70.15 152 00 MP152 11 49.09 77 73.7 96.70 126 33 Nailsea & Bckw ll 18 13.82 74.5 75.9 70.56 151 47 Bridgew ater 13 12 05.80 78 77.2 97.11 126 00 MP126 18 35.32 75 69.1 71.40 150 60 MP150.75 12 46.96 74.5 73.3 97.61 125 40 MP125.5 18 59.26 75 75.2 72.15 150 00 MP150 13 23.92 74.5 73.1 97.86 125 20 MP125.25 19 11.15 75 75.7 73.15 149 00 MP149 14 13.86 74 72.1 98.11 125 00 MP125 19 23.32 75 74.0 73.90 148 20 MP148 98.61 124 40 Flax Bourton 19 47.32 75 75.0 75.40 146 60 MP146.75 16 00.86 77.5 75.7 99.11 124 MP124 20 11.41 74 74.7 99.29 123 66 Flax Bourton T (in) 20 20.20 73 71.7 104.73 118 31 Bristol TM (P 3) 27 29 04.09 2E 37.4 . LOG ANALYSIS
KEN PHILLIPS . British Pacific Locomotives. This log is the section from Grantham to Peterborough recorded by C.J. Allen on the non- C.J. Allen. stop Flying Scotsman from Grantham to Kings Table 111 (D) Page 73. Cross. He joined the train at Grantham. Flying Scotsman. Engine Class A4: 4466 Herring Gull Allen used the entire log a number of times, at Load 478/510 least twice in magazine articles, twice in hard Miles Mins Secs Mph Av backs and once in a paperback. He claimed on Spd this run that 4466 sustained 90mph from Little 0.0 Grantham 0 00 - Bytham to Essendine yet the engine only 5.4 Stoke 10 02 40 - averaged 88.7mph. The most puzzling aspect of 8.4 Corby Glen 13 00 - 60.6 this performance though is the average of only 13.3 Little Bytham 17 23 90 67.0 67mph from Corby Glen to Little Bytham. Also 16.9 Essendine 19 49 90 88.7 unusual is that the speeds quoted are 40, 90, 90 20.7 Tallington 22 25 - 87.6 and 60mph. The average speed from Stoke to 26.0 Werrington Jct. 26 35 60 76.3 Corby Glen suggests that the speed at the latter 29.1 Peterborough 30 23 - Pass was about 70mph and to support the 90mph claimed at Little Bytham the average speed between the two stations should be in the high 70s or even 80mph.
It was not often that C.J. Allen made errors of this type.
Milepost 31 ½ 226 October 2010 What a difference a month makes!
Martin Barrett
Recently, in The Railway Magazine, Keith Farr described some good performances made by steam locomotives under very trying circumstances.
This reminded me of two runs I had from Carlisle to Preston in the summer of 1967 made with Stanier Class ‘5 ‘ 45279.
Date 29 July 1967 26 August 1967 Train 1121 Rlf from Carlisle 1348 Carlisle Loco 45279 45279 Load 8/ 9/ Recorder Martin Barrett Martin Barrett m ch location m s mph sch m s mph 69 08 Carlisle 0 00 25½L/sigs 0 0 00 T 67 60 MP 67¾ 4 36 24 3 36 32 64 14 Wreay 11 05 40 9 24 39 61 60 Southwaite 14 42 43/44½ 13 12 stop for 18 22 steam 58 35 Calthwaite 19 15 43 25 35 37/34 56 20 Plumpton 22 08 50/52/48 20 29 12 43/33 51 20 Penrith 27 47 62/68 25 36 49 46/54 47 00 Clifton & L 31 47 57 42 03 37 43 00 Thrimby Grange 37 26 23tsr [5] 51 56 stop for tsr 54 27 steam 39 60 Shap 43 22 47/44 62 37 39/30 37 60 Shap Summit 46 03 47 51 66 07 33/80 32 00 Tebay 50 48 85 57 71 29 79 26 20 Grayrigg 55 38 62*/77 76 44 52* 21 00 Peat Lane IBS 60 44 sig 64 10 stop 19 00 Oxenholme 68 33 55 69 83 11 72 13 43 Milnthorpe 73 20 82 87 18 86 10 60 Burton & H 75 28 75 89 18 80 9 40 MP9½ 76 29 70/85 90 17 72 6 20 Carnforth 78 52 78 80 92 47 80/56sig 4 31 Bolton-le-Sands 80 38 52sigs 94 32 59 3 11 Hest Bank 82 03 56/sigs 95 53 57/55 0 00 Lancaster 87 50 20 79 95 09 85 99 09 58 20 00 MP 20 3 44 23 100 12 52 17 60 Oubeck 7 06 51 102 36 59/21tsr 15 20 Bay Horse 9 42 60 107 12 29 12 60 Scorton 12 08 65 110 23 56 9 40 Garstang 14 57 71/74 96 113 22 68 7 40 Brock 16 36 72 115 04 69 4 60 Barton 19 04 59sigs 117 34 63/64 sigs 42/46 [5] sigs tsr 21/25 0 00 Preston 27 28 112 124 06
Milepost 31 ½ 227 October 2010 The first was on Saturday 29 July. Having arrived from Morecambe with 0840 Morecambe to Glasgow at 1035, which incidentally was piloted all the way from Oxenholme to Shap Summit by 75032, I waited for the first steam train south which happened to be the 1121 relief. This load was a modest 8 vehicles which was really was not really a challenge to a black five. However the train had been delayed and the train it was supposed to be relieving got away first so our departure at 1146 was almost immediately checked before Upperby. Despite this the engine appeared in good fettle and worked up to the mid 40s before reaching 52mph on the level past Plumpton. After falling away to 48mph on the 1 in186, the easier grades through Penrith allowed the train to reach 68mph for a run at the bank. However halfway up there was a 20mph tsr at Thrimby Grange, but even so Shap summit was passed in a reasonable 46 minutes at 47mph. The train raced away reaching 85mph through Tebay and 77 mph after the curves at Low Gill. All this came to nothing as we had caught up the previous train which stopped at Oxenholme. We stood at Peat Lane IBS for a full 3½ minutes, but not all daunted by this delay we reached 82mph through Milnthorpe and after easing to 70mph over the hump at MP9½ speed rose to 85mph before Carnforth. Unfortunately signal checks followed again approaching Bolton-le-Sands and Lancaster but in the circumstances 87m50s wasn’t a bad effort. The running on the level to Preston was more restrained reaching 74mph after Garstang. Note we stood nearly 8 minutes in Lancaster!
Four weeks later I had arrived at Carlisle at 1309 off 1017 from Leeds (45562 on 8) and found 45279 again, this time on 1348 from Carlisle with a load of 9. This time departure was spot on, but the loco wasn’t! By the time we passed Wreay it was quite obvious something wasn’t right – the engine seemed laboured and speed started going down until at Southwaite – less than 8 miles from Carlisle – we stopped for a blow up with lots of banging and clanking with the ‘pricker’ being shoved into the firebox. After 5 minutes the crew seemed happy enough to proceed and indeed we made stately progress with speed reaching 37mph before the steepening of the grade after Calthwaite brought it down to 34mph. Again after 43mph passed Plumpton, speed fell to 33mph before Penrith which was passed at only 46mph with a maximum of 54mph just after. However the boiler pressure was falling again so the crew thought it prudent to have a brief stop at Thrimby Grange to recover. So eventually we passed Shap summit in 66 minutes at 33mph (20 minutes longer and 14mph lower than a month previously). Then we had one of those miracles of the steam age – a rather scintillating run down the other side – virtually no steam needed – only the brakes, so we reached 80mph before Tebay, and 86mph through Milnthorpe after rather braking to 52mph for Low Gill curves. Obviously we were making more effort than 4 weeks previously as we cleared MP9½ at 72mph, but once again a slight check before Bolton-le-Sands slowed progress but speed only dropped from 58mph to 52mph up the sharp climb to Lancaster No.1. The 20mph tsr before Bay Horse rather spoilt the run onto Preston, but in the event only 12 minutes were dropped on the schedule, albeit with [10].
The question is what happened during those four weeks? The crews seemed keen as downhill speeds well over 80mph were reached and speeds on the level between Lancaster and Preston were comparable (72mph on 8 v 69mph on 9) so the boiler seems ok (i.e. not in need of a washout). The most probable cause was lack of preparation. On 29 July the loco had been waiting for well over ½ hour before taking over the train so the fire could have been in good shape, whereas it is likely that on 26 August the engine may not have been so well prepared and the fire rather clinkered. The fact that performance had improved by the time Lancaster had been reached seems to support that suggestion. Of course a diesel or electric would have sat down and hours wait would have ensued!
Milepost 31 ½ 228 October 2010 Day Trip to NYMR
Andrew James
A day trip to the North Yorkshire Moors Railway is always an enjoyable experience, but this one was particularly memorable.
I arose at some ungodly hour to catch the 06.36 Darlington-Middlesborough that proceeded to be uneventful until we approached Bowesfield box where we came to a halt. I was not unduly worried as the duration of the stop barely exceeded three minutes before recommencing our journey on to Middlesborough.
Date 24 May 2002 However, we were halted somewhere outside Train 07.06 Middlesboro Middlesborough station where my heart sank. The Whitby connection for 07.06 Whitby was clearly in doubt, Motive Power 142072 but that morning I must have had a guardian angel Load 56/60 watching over me. The guard (or whatever they call Recorder A.James these key Railway personnel now) came around to Pos 2/2 ask if there was anybody for ‘Whitby’ to which I M C m s mph replied a responding ‘yes’. Just for a split second I 99 50 Middlesborough 0 00 felt like ‘Royalty’, yours truly was the only 2 56 Ormesby 4 29 passenger who needed this connection. 2 56 0 00 Gipsy Lane 2 23 The Middlesborough-Whitby line better known as 0 00 0 00 the Esk Valley line is truly the most scenic line in 4 25 Nunthorpe 2 02 North East England once it leaves the industrial 4 25 0 00 heartland of Teeside. From the performance point 8 13 Great Ayton 6 01 of view not as interesting, but still worth doing if one 8 13 0 00 48 max wants to go to Grosmont for the NYMR. 10 60 Battersby 5 04 12 04 0 00 Milepost spotting in this period was something of 2 32 nightmare until we approached Great Ayton and 13 00 Mp 1/2 43/41 therefore only start-to-stop times are shown to this 13 65 Kildale 4 09 point. I was also not in the possession of a GPS at 2 18 15 00 Mp 1/2 36/47 the time and so was not able to ascertain any 17 00 Mp 4 58 37 speeds. I have been informed by a good source 17 71 Commondale 6 43 that the line has recently received a new set of 17 71 0 00 Mileposts. The most eventful part of the journey 1 31 involved a recalcitrant sheep who didn’t budge until 18 40 Mp 1/2 25/30 the unit was a split second from aiding its voluntary 19 38 Casleton Moor 4 09 suicide despite the driver’s attempts by horn to get 20 74 Danby 2 49 34 max it to move. 20 74 0 00 22 00 Mp 2 14 44 Arriving at Grosmont, there were two steam 6 09 24 43 Lealholm 1/2 locomotives. Both made a credible fist of climbing 24 43 0 00 36 max the steep 1 in 49 between this point and Goathland. 26 50 Glaisdale 4 09 The Standard four was noticeably eased between 26 50 0 00 34 max MP 23-Mp 22, whether this was due to a shortage 3 22 of steam or deliberate easing I’m far from sure, but 28 18 Egton 1/2 the edhp figure speaks for itself, especially as 28 18 0 00 39 max steam locos in this low speed range cannot develop 29 59 Grosmont 3 23 their optimum power output.
The latter GWR tank was designed for short haul work in the South Wales coalfield and no
Milepost 31 ½ 229 October 2010 doubt felt at home slogging away on in this incline. In all- a most enjoyable day out.
Date 24 May 2002 24 May 2002 Train 14.50 Grosmont- 09.50 Grosmont- Pickering Pickering Motive Power 75029 4MT/109 4277/7F/82 Load 7/244/260 7/220/235 Recorder A.James A.James Position 2/8 8/8 Run 1 2 M C m s mph m s mph 24 41 Grosmont 0 00 0 00 24 00 Mp 2 55 1/2 20 3 09 20 23 40 Mp 4 26 1/2 19 4 42 1/2 18 23 00 Mp 6 03 1/2 19 6 21 18 22 00 Mp 9 48 1/2 16 9 34 1/2 18
21 10 Goathland 13 24 13 10
Milepost 24-Milepost 22 (1 in 49 rising) 75029 7/244/260-803 edhp-17.4 mph 4277/7/220/233-750 edhp-18.7 mph
Bibliography
Diesel Enthusiasts Pocket Guide 3. Northern England. Michael Oakley D Bradford Barton Limited
Railway Data Series-Part 16 Major Independent UK Passenger Railways. Michael Oakley, Sword Press
Milepost 31 ½ 230 October 2010 Travels in America Part 1
Martin Robertson
A family holiday in the United States comprising a week in New York then a week in Orlando, proved an irresistible attraction to see some of American countryside while travelling by train from New York to Orlando by the Amtrack Train No.91 ‘The Silver Star’
The Amtrack timetable lists the journey distance as 1124 miles with a 10 52 am departure from New York with arrival in Orlando at 10 17am the following morning. We booked accommodation on the Viewliner coaches which serve as day and sleeping vehicles: a very ingenious use of space, to accommodate a toilet and wash hand basin in each compartment. This also provided a lunch, dinner and breakfast service in the Dining Car.
I had spoken to Chris Taylor at the Trans Pennine Simulator visit about any information on mileages and timing points on the route. Chris very kindly supplied information between New York and Washington, but advised that there was very limited information available thereafter. He noted that the publication of such information was actively discouraged. He also advised that punctuality was notoriously poor.
The train comprised ten coaches, a baggage car, two Viewliners, a Dining Car, a Buffet Car and five day coaches. Chris description of the latter was to think of Pendolinos but much worse due to their age. The Viewliners although possibly relatively elderly were quite comfortable and rode quite well throughout the trip. The Dining car was a bit more lively. There were no visible coach weights but I would guess that the train weighed around 380 to 400 tons. Power was provided by a Swedish AEM7 loco of 7000hp, which produced very impressive accelerations.
The track from New York to Washington is passed for 110/125mph running but we were limited to 110mph. There were numerous intermediate restrictions and on the one largely unrestricted section from Wilmington to Baltimore, we were invited to lunch and were seated on the wrong side from the mileposts. The Gps worked perfectly throughout with none of the wild swings in speed which can characterise its use in Britain. Full mileposts were excellent but there appeared to be no quarter posts as in Britain.
The main stations in America were of similar style to British stations of equivalent size, but the smaller stations could be little more than a narrow strip of tarmac at the side of the track with one sign with small lettering. Without Chris’s advice on station names, I could have missed a number of the intermediate station names.
The recording starts from Newark after a very slow start to pass under the Hudson River and negotiate the maze of railway infrastructure on the outskirts of New York. I cannot recall the cause of the 15mph psr before Metro Park, it may have been a swing bridge, but 110mph was first reached after Edison and held until braking for Trenton. A brisk acceleration from Trenton, to reach 110mph in around 4 miles, with slacks at Torresdale and Bridesburg before slowing for Philadelphia.
The short section to Wilmington was generally restricted to 90mph with only a brief 110mph section around Mp 20. The Wilmington to Baltimore section was 110mph for most of the section with only two easings to 90mph. The final section onto Washington was riddled with restrictions, interspersed with a couple off accelerations to 110mph. Arrival in Washington was punctual for a change of traction to diesel.
Milepost 31 ½ 231 October 2010 New York- Washington Miles Mileage Location m s mph ave Date Fr 09-07-10 16.5 18.0 Mp 13 08 102 93.5 Train 1052 New York-Miami 18.5 20.0 Mp 14 13 107 110.8 Loco 919 20.5 22.0 Mp 15 19 104/90* 109.1 Load 10, 385 approx 22.5 24.0 Mp 16 38 91 91.1 Position/GPS 3/10 Y 24.5 26.0 Mp 18 13 37* 75.8 Miles Mileage Location m s mph ave 25.3 26.8 Wilmington arr 20 05 0.0 8.8 New ark d 0 00 0.0 dep 0 00 (station) 3 09 86/92 5 09 111 4.2 13.0 North Elizabth 4 24 80 6.2 (34 ?) Mp 5 50 109 63.8 5.3 14.1 Elizabeth 5 17 57* 74.7 645 110 8.5 17.3 Linden 8 05 90 68.6 12.1 38.9 New ark 8 30 109 132.8 10.7 19.5 Rahw ay 9 26 90 97.8 (closed station) 11 41 109/90* 13.2 22.0 Mp 12 29 15* 49.2 24.2 51.0 Bacon RR 15 11 100/110 108.6 14.4 23.2 Metro Park 15 55 43/76 21.0 30.5 57.3 Prince RR 18 47 94* 105.0 17.0 25.8 Metuchen 19 02 61* 50.1 32.7 59.5 Perry 20 03 88* 104.2 20.1 28.9 Edison 21 21 106/110 80.3 36.1 62.9 Oak 22 11 108 95.6 22.6 31.4 New Brunsw ick 22 38 109 116.9 38.7 65.5 Aberdeen 23 35 111 111.4 24.3 33.1 Jersey Ave. 23 36 109/113/107 105.5 4.2 27 45 111 27.7 36.0 Mp 25 12 112 127.5 (Station) 28 53 109 30.5 39.3 26 54 110 98.8 4.7 30 38 101*/110 32.5 41.3 Midw ay S.B. 28 02 111 105.9 4.9 32 20 111 35.2 44.0 Mp 29 31 110 109.2 (Station) 33 47 111 38.3 47.1 Princeton Jn 31 14 110 108.3 (Relay Room) 36 43 95/49* 41.2 50.0 Mp 32 47 112 112.3 Tunnel (in) 41 42 43* 44.2 53.0 Hamilton 34 25 100br 110.2 58.9 95.7 Baltimore arr 43 58 46.2 55.0 Mp 36 13 42* 66.7 0.0 dep 0 00 47.2 56.0 Mp 38 08 24* 31.3 Tunnel (out) 3 11 30* 47.9 56.7 Trenton a 40 24 1.8 97.5 Gilmore St T'l (out) 4 08 28* 0.0 0 00 2.8 98.5 West Baltimore 6 39 18* 23.8 2.3 59.0 Mp 2 38 95 52.4 (Old Station) 8 19 32*/11* 4.3 61.0 Mp 3 44 110 109.1 5.3 101.0 Mp 12 44 35* 24.7 6.6 63.3 Levittow n-Tullytow n 4 59 111 110.4 6.3 102.0 Mp 13 50 68/71 54.5 8.3 65.0 Mp 5 54 110 111.3 7.3 103.0 Halethorpe 14 47 43br 63.2 9.8 66.5 Bristol 6 43 112 110.2 8.3 104.0 Mp 16 35 22* 33.3 12.9 69.6 Croydon 8 15 107 121.3 10.6 106.3 B.W.I 20 00 78 40.4 14.6 71.3 Eddington 9 12 111 107.4 12.3 108.0 Mp 21 11 97/108 86.2 17.9 74.6 Torresdale 11 08 89*/105 102.4 15.3 111.0 Mp 23 22 21* 82.4 20.5 77.2 Holmsburg Jn 12 44 98 97.5 16.3 112.0 Mp 25 48 27 24.7 21.5 78.2 Tacony 13 22 99 94.7 17.9 113.6 Odenton 27 32 55/96 55.4 23.4 80.1 Bridesburg 14 32 88/46* 97.7 20.3 116.0 Mp 29 36 78br/25* 69.7 25.3 82.0 Shore 16 28 53 59.0 22.3 118.0 Mp 32 41 50 38.9 26.3 83.0 Mp 17 29 70 59.0 23.7 119.4 Bow ie State 34 29 59 46.7 28.3 85.0 North Philadelphia 19 19 60*/69 65.5 24.3 120.0 Mp 34 59 73 72.0 31.3 88.0 Zoo 23 10 30* 46.8 26.3 122.0 Mp 36 21 99 87.8 32.8 1.5 Philadelphia arr 26 14 29.0 124.7 Seabrook 39 31 13* 29.3 0.0 dep 0 00 30.3 126.0 Mp 42 59 32 22.5 1.2 2.7 Arsenal 2 30 53 28.8 32.3 128.0 Mp 44 54 97 62.6 2.5 4.0 Mp 3 53 88 56.4 34.3 130.0 Mp 46 05 110 101.4 4.6 6.1 Darby 5 17 89/90 90.0 36.3 132.0 Mp 47 10 109 110.8 7.5 9.0 Norw ood 7 15 89 88.5 New York Av 51 20 14* 10.8 12.3 Eddystone 9 24 90 92.1 Gaundet(?) (station) 54 01 12.5 14.0 Mp 10 31 91 91.3 38.9 134.6 Washington arr 56 05 14.5 16.0 Mp 11 51 91 90.0 What was noticeable was the absence of gradients other than when descending into or climbing out of tunnels for river crossings. The westbound line was not that busy despite being four tracks for much of the way. There is obviously a reasonable level of suburban
Milepost 31 ½ 232 October 2010 traffic along the route, but little evidence of a frequent service to serve the stations: an interesting experience in comparison with Britain’s railway system. Part 2 will look at the running south of Washington.
Chris Taylor’s comments on the American Rail system are attached below:-
The AEM7 (#919) are Swedish designed 7000hp locos introduced 1980-88. The P42DC are 4200 bhp locos built by GE 1997 + (# 74/112). No idea what the weight of coaches are as I have not found anything on the internet that give this info.
The speed limit is 79 mph; this is a federal speed limit for passenger trains (70 mph for freight).The limits are historical; cannot remember why. Obviously there are higher limits with further safety requirements. There are some 90 mph in the mid-west but not much. New York to Washington is 125 mph with a couple of short stretches of 150 mph New York to Boston (totally 10 miles) ! There is a line leading to/from Buffalo which is either 110 mph or is being upgraded to 110 mph (with cab signalling). The link below shows the stimulus funds allocation for "high speed" rail projects. Although the California one which is almost all new construction has been hit by arguments over routing and NIMBYs, legal action and funding as the state of California is bankrupt. The Tampa/Orlando high speed line will probably the first to be built with max speeds around 240/250 kph, as it has got most of the land and permits for construction, but the federal money has a condition attached (which the state of Florida) is not happy about. They have to continue supporting the Fort Lauderdale/Miami passenger service which they were going to pull the plug on ! http://www.trains.com/trn/objects/images/high-speed-map-012910.gif
The other development is the imposition of PTC (positive train control) which is probably similar to our TPWS after a head on collision between a passenger train and a freight train at Chatsworth a couple of years ago. The passenger train driver went through a red signal and was texting someone just before the smash. All passenger railway lines have to be fitted with PTC by December 2015. The freight companies are not happy about the cost $5 billion at 2009 prices. And there is more than one system: I don’t know if they are compatible.
Sunday lunch in Ballarat ** by Malcolm Simister
Every couple of months on a Friday night, a small group of railfans meets for dinner at a bistro in Footscray, an inner western Melbourne suburb, to indulge in some train watching. While the food and drink are average, the bistro is special because of its location.
The bistro’s rear patio is directly over the broad gauge Ballarat and Bendigo and the standard gauge Sydney and Adelaide lines and is within easy sight of the broad gauge Geelong line. Trains pass frequently. On the broad gauge are Vlocity dmus, Sprinter railcars, Classes N and P locomotive hauled passenger trains and numerous suburban ‘sparks’. On the standard gauge are diesel-hauled heavy freights and the Sydney-bound XPT, the Australian version of the HST.
10.28 Melbourne Southern Cross - Ballarat
Milepost 31 ½ 233 October 2010 Vlocity units; no. of cars Units 12 & 22; 4 cars Tare/ gross tonnes/power 228/ 235 tonnes,2240 kW Date Sunday 8 July 2007 Dist Actual Sch Speed km m:s m:s km/h 0.0 Southern Cross 0:00 1 late Franklin Street Box 1:43 +0.17 1.7 North Melbourne 2:57 +0.03 3.5 South Kensington 4:50 +0.10 70 5.6 Footscray a 6:47 80 max d 7:15 +0.45 RT 1.6 West Footscray 1:30 3.5 Tottenham 3:00 80 6.7 Sunshine a 5:44 d 6:51 +0.09 RT 2.9 Ardeer 2:29 5.6 Deer Park 3:34 147 8.7 Deer Pk West Jn 4:50 0.10 156/163 12.7 Km 25 6:21 154/158 15.7 Km 28 7:30 155 17.9 Rockbank 8:10 -0.10 160 35.0 Km 35 10:09 156 25.0 Melton a 11:37 d 13:04 -0.04 RT 3.7 Km 41 2:19 136 Parwan loop 6:49 -0.49 Stop to cross Up train 13:22 -1.22 47.0 Km 47 (Parwan box) 14:05 13.6 Bacchus Marsh a 17:24 100 max (1 in 48 start) d 17:58 -0.58 1 late 2.1 Km 53 (1 in 48 end) 1:56 88 5.1 Km 56 (1 in 48 start) 3:36 119 9.1 Km 60 5:39 116 13.1 Km 64 (1 in 48 end) 7:54 108 16.1 Km 67 (1 in 48 start) 9:29 +0.31 115 20.1 Km 71 (1 in 48 end) 11:34 118 24.1 Km 75 13:19 149/160 28.6 Ballan a 15:28 d 16:01 +0.59 RT 85.0 Km 85 3:01 155 8.5 Km 88 4:12 154/88* 11.5 Km 91 5:58 97 14.1 Bungaree Loop East Jn 7:42 +0.18 65*/130 16.5 Km 96 9:00 130 19.5 Km 99 10:34 102*/109 23.5 Km 103 13:03 80* 22.3 Bungaree Loop West Jn 15:28 +0.32 * 25.5 Km 105 17:11 140 27.7 Warrenheip Junc site 17:59 30.1 Km 151 18:53 (3) 157 122.2 Km 154 20:08 124 34.4 Ballarat a 21:52 +3.08 3 early * Speed restriction. + indicates early. - indicates late
Milepost 31 ½ 234 October 2010
In early 2007 someone (it may have been me) suggested that rather than just looking at the trains it would make a pleasant change to go for a ride on one. Food had to be part of the equation and someone else suggested that wives be invited.
So it came to be that a group comprising men, women and children, assembled at Melbourne’s Southern Cross station, rugged up on a winter Sunday morning, bound for lunch in Ballarat. The men tried to restrain their usual keen interest in rolling stock and instead took stock of other men’s wives. The wives looked slightly bemused, as though having their husbands take more interest taken in them than in trains was unusual. Introductions complete, we boarded the 10.28 to Ballarat, formed of two, two-car Vlocity units. Regrettably, I was the only train timer in the group, for timing is an even more elite interest Down Under than it is in Britain.
Most unusually, we had a clear run out of Southern Cross, despite a slightly late start, and trundled through the suburbs and under ‘our’ bistro at Footscray to Sunshine, a name that conjures an image the opposite of reality. Then the Vlocitys romped away with a maximum speed of 163 km/h on rising gradients and on single track after Deer Park West Junction to Melton. Our scheduled wait in Parwan loop to cross the 10.32 up from Ballarat was extended slightly to six and-a-half minutes as that train, also comprising two Vlocity units, was running a little late. After the steep descent around tight curves to Bacchus Marsh, the real work then began, one minute late. In steam days, the 1 in 48 of Ingliston bank with its horseshoe curve was a formidable obstacle but the Vlocitys took it in their stride at around the line limit of 115 km/h and then raced to Ballan with a maximum speed of 160 km/h.
On the last leg to Ballarat we were routed on the original circuitous line via Bungaree instead of the new, high speed, direct line, so after reaching 154 km/h we were slowed to 88 km/h three kilometres before Bungaree Loop East Junction and took the turnout there at the permitted 65 km/h. Speed is wisely limited to 130 km/h on the rough track of the original line which ends after 8 kilometres with another significant slowing to rejoin with the new line at Bungaree Loop West Junction. The Vlocitys accelerated to 157 km/h on their helter skelter descent down the 1 in 52 of Warrenheip bank into Ballarat, arriving there three minutes early thanks to unneeded recovery time.
We lunched at a pub nearby where the food was better than at the bistro in Footscray and the Ballarat Bitter was a fine accompaniment. Afterwards, a replete and happy group straggled back to the station for the return train to Melbourne on which some slept, others chatted and I timed again, but all agreed that the trip for Sunday lunch in Ballarat had been a success.
Milepost 31 ½ 235 October 2010 Steam on the Westbahn - an Austrian tour in 1987 **
Bevan Price
I don't think that Austria has featured in previous issues of Milepost, so, I have submitted parts of some logs recorded on steam specials during a LCGB trip to Austria in 1987. Table 1 shows part of the log of a railtour with DB Pacific 01.1100 from Nürnberg in Germany to Wien Westbahnhof in Austria. The loco was built in the 1930's, then reboilered and converted to oil firing in the 1950's, and was the last remaining type of express passenger locomotive when regular steam working ceased in West Germany. As Austria had no native Pacific tender locomotives, the tour also allowed the rare experience of a Pacific on the Westbahn.
Table 1 features the section from Nurnberg (in Germany) to the frontier station at Passau (just inside Austria), and thence to Amstetten, which lies on the Westbahn line between Wien Westbahnhof and Salzburg. I have not included the continuation from Amstetten to Wien, the running being not particularly interesting, due mainly to speed restrictions on a line that was then not equipped for high speed running.
I have no gradient profiles for the line, but for Austria, the altitude of selected stations appears in the excellent Schweers + Wall Eisenbahn Atlas Österreich, (and sometimes also in the ÖBB passenger timetable). These data indicate an average uphill gradient of about 1 in 300 between Taufkirchen and Riedau, and a downhill section averaging 1 in 280 between Bad Schallerbach and Haiding. Elsewhere, either the altitude data is lacking to the writer, or the average gradients are gentle & undulating.
I have shown speeds in both mph and kph. There was nothing spectacular, with maximum speed a brief 72 mph. I would be interested to view any logs with original ÖBB steam locomotives recorded before the line was electrified. As a postscript, ÖBB is planning & constructing lengthy diversions at the Wien end of the Westbahn, to permit higher running speeds.
Table 2 features what is possibly the oldest locomotive ever to appear in Milepost. GKB 415 is a 4-4-0 built in 1895, now owned & preserved by the GKB (Graf Köflacher Bahn), a private line mainly built to transport coal & minerals, but which also operates some passenger services. The log in Table 2 was recorded on the first stage of a tour on the ÖBB from Wien Öst to Sopron (Hungary) via a secondary route. The load was light, just 4 non-bogie coaches of the type still used on Austrian some branches until the 1970's and 1980's and the gradients fairly easy on this section. Given the age of the locomotive (92 years at the time), nothing strenuous was attempted , and the highest speed recorded was only 45 mph.
Finally, Table 3 features a trip on the narrow (760 mm) gauge line from Gmund to Gross Gerungs. Typical of many narrow guage lines, it has numerous sharp curves and steep gradients (as steep as 1 in 36), which leads to frequent changes in speed, generally too complex to record in detail in the years prior to availability of GPS. Therefore, only station to station average speeds are shown. The table also includes the reported altitude of most stations. The train locomtive was 399.05, an Engerth type with a booster bogie in addition to the main driving wheels, usually described as 0-8+4T wheel arrangement. The locos are limited to 40 kph. On the initial section to Weitra, the train was piloted by 298-207, a 0-6-2T of the type once used on many Austrian narrow guage lines. Except on the steepest sections of line, the inter-station averages were typically in the range 25 to 30 kph (15 to 20 mph), which I consider quite creditable given the nature of the line.
Milepost 31 ½ 236 October 2010 Table 1. Date 2 Oct. 1987 Train Railtour, Nurnberg - Wien W Loco 01.1100 (DB) Load 7/264/- Recorder B. Price km post Location m s mph kph km Location m s mph kph 100.6 NURNBERG Hbf 0 00 posts 98.3 N-Gleishammer 3 53 22.1 35.5 81.2 PASSAU Hbf 0 00 97.5 N-Dutzendteich 5 15 45/43 73/70 76.9 Pyret 5 08 50.0 80.0 92.5 Fischbach 8 47 47 76 71.9 Wernstein 8 21 60 97 88.1 Feucht 12 18 48 78 67.1 Scharding 11 55 sig35 56 83.9 Ochenbruck 15 01 61 98 64.1 Gopperding 14 25 53 85 81.8 Mimburg 16 38 61 98 60.6 Allerding 16 53 56 90 79.1 Burgthann 18 17 60 97 57.1 Taufkirchen 19 10 58 94 76.7 Oberferrieden 20 25 35 57 51.3 Andorf 23 05 51 82 73.5 Postbauer-Heng 23 55 34.2 54.9 47.2 Griesbach 26 03 51 82 68.1 Poliing 28 11 53 85 43.8 Zell a.d. Pram 28 21 55.0 89.0 64.5 NEUMARKT 30 40 53 86 42.3 Riedau 29 30 57 92 54.1 Deining 38 50 42 67 38.3 Kumpfmuhl 32 12 52/44 84/71 47.8 Batzhausen 44 50 33 53 34.1 Kimpling 35 36 48 78 44.0 Seubersdorf 48 05 55 89 29.7 NEUMARKT-KALHAM 38 30 53 85 36.7 Parsberg 53 24 53 86 24.7 Obertrattnach 41 50 62 100 30.7 Mausheim 57 07 62/64 101/104 19.0 Grieskirchen 44 55 68 110 26.2 BERATZHAUSEN 60 08 16.7 Schlusslberg 46 43 66 106 26.2 0 00 12.3 Bad Schallerbach 48 48 55 89 19.6 Laaber 6 07 64 104 7.2 Haiding 52 05 55/54 89/87 15.0 Deuerling 8 40 62 100 3.6 Puchberg bei Wels 54 33 57 92 12.6 Undorf 9 49 63 101 0.0 WELS Hbf 58 20 sigs 5 9.7 Etterzhausen 11 47 69/70 112/114 212.8 3.7 R-Prufening sigs 15:50 - 18:20 206.2 Marchtrenk 64 00 60 97 0.0 REGENSBURG Hbf 24 27 201.3 Oftering 66 43 62 100 138.1 0 00 198.0 Horsching 68 37 64 103 130.3 Obertraubling 6 32 44.5 71.6 195.9 Pasching 69 49 65/67 105/108 109.8 (c.o.km series) 6 32 192.0 Leonding 71 59 63.0 102.0 105.6 Mangolding 9 17 64 104 188.4 LINZ Hbf 75 30 100.9 Moosham 12 40 tsr 188.4 0 00 97.7 Taimering 15 21 57 92 182.3 L-Kleinmunghen 6 34 56 90 93.0 Sunching 19 00 51 82 180.7 L-Ebelsberg 7 45 58 93 sigs 24:03 - 25:35 178.7 Pichling 8 55 64 103 86.4 RADLDORF 27 42 176.4 Asten-St. Florian 10 23 67 107 86.4 0 00 171.0 Enns 14 55 30 sig 48 76.8 STRAUBING 7 30 65/57 105/92 168.7 Ennsdorf 16 52 44 71 64.8 Strasskirchen 14 35 65 95 164.1 ST. VALENTIN 20 10 48 77 58.0 Stephansposching 18 39 59/sigs 95/sigs Unterw inden 24 25 46 74 52.4 PLATTLING 24 40 154.0 Stadt Haag 28 04 44 71 52.4 0 00 150.7 Haag 30 58 51 81 43.1 Langenisarhofen 7 00 67/72 107/116 148.0 St. Johann-Weistrach 32 45 49 79 37.0 Osterhofen 10 21 66 107 144.2 St. Peter-Seisensttten 35 48 44 71 31.5 Girching 13 23 66 106 140.2 Krenstetten-Biberbach 38 49 48 78 27.9 Pleinting 16 20 sigs 135.6 Aschbach 42 15 51 82 21.4 Vilshofen 21 00 50 80 131.1 Nauer-Ohling 45 16 41 66 15.1 Sandbach 25 08 70 112 124.6 AMSTETTEN 51 43 11.8 Seestetten 27 15 55 88 7.1 Schlading 30 35 55 88 4.9 Heinng 31 55 61 99 2.5 Passau Auerbach sigs 0.0 PA SSA U Hbf 37 07
Milepost 31 ½ 237 October 2010
Table 2. Date 25 Sept. 1987 Train Railtour Loco GKB 415 Load/Recorder 4/64/-, B Price
km km post Location m s mph kph 0.0 0.0 WIEN Ost 0 00 7.4 7.4 Kledering 9 30 (29.0) (46.7) 9.7 9.7 Lanzerndorf 11 40 (39.6) (63.7) 10.9 10.9 Pellendorf 13.2 13.2 HIMBERG 16 10 0.0 13.2 0 00 3.1 16.3 Gutenhof-Velm 4 51 32 51 6.4 19.6 Cramatneusiedl 8 23 34 55 13.8 27.0 Gotzendorf 15 30 32 51 17.8 31.0 Trautmannsdorf 19 12 44 71 20.4 33.6 Sarasdorf 21 28 45 72 23.3 36.5 Wilfleinsdorf 24 01 39 63 28.0 41.2 BRUCK a.d. LEITHA 29 45 (Speeds in brackets are point to point averages.) . Table 3. Date 26 Sept. 1987 Train 13:35 Gmund - Gross Gerungs Loco(s) 399 piloted by 298.207 toWeitra Load 13/85 to Witra12/78 after Recorder B. Price km posts Altitude (m) Location m s mph kph 0.0 500 GMUND 0 00 2.3 EHRENDORF 3 46 22.8 36.6 0 00 3.8 DIETMANNS 3 08 17.8 28.7 0 00 6.5 502 EICHBERG BEI WEITRA 4 59 20.2 32.5 0 00 9.8 506 ALT WEITRA 6 33 18.8 30.2 0 00 14.1 574 WEITRA 8 00 20.0 32.3 0 00 17.0 615 LANGFELD 6 47 15.9 25.7 0 00 19.4 620 SCHOLLBUCHL 4 50 18.5 29.8 0 00 21.4 630 ST MARTIN BEI WEITRA 4 18 17.3 27.9 0 00 24.1 626 STEINBACH-GROSSPERTHOLZ 6 06 16.5 26.6 0 00 26.3 673 ABSCHLAG FASSLDORF 4 44 17.3 27.9 0 00 29.5 MARIEFRED 12 22 9.6 15.5 (Water stop) 0 00 31.9 749 BRUDERNDORF 8 07 11.0 17.7 0 00 36.1 753 LANGSCHLAG 8 39 18.1 29.1 0 00 39.5 757 HARRUCK 7 17 17.4 28.0 41.6 Heinreichs 11 31 18.4 11.4 43.1 679 GROSS GERUNGS 14 50 10.9 6.7
Milepost 31 ½ 238 October 2010 LETTERS
Dear Editor, The eagle eyed among us will have noticed that Scotrail has introduced a new service between Edinburgh and Dunbar, to fill gaps in that provided by Cross Country and East Coast. At first glance the two and a half 'out and back' schedules appear uninteresting, as 30 to 39 minutes are allowed for the 29 miles. However, anything new had to be investigated. Waverley's platform 3 is currently well hidden by work in progress, but 322.483 duly arrived on a well filled service from North Berwick for the morning run. An initial rush to Musselburgh preceded a slow entry to the loop at Prestonpans to let Cross Country's 10.08 from Waverley overtake. Gentle running to Drem could not avoid a severe signal check as the 10.20 from North Berwick gained the main line. Faster running to Dunbar gave an arrival 2 mins early. A month later, the afternoon train made an energetic start to Musselburgh, where it waited time. Then it was a case of letting 322.484 create its own schedule, which was 10 minutes less than that required! The returns were straight forward bashes, 102mph twice attained by 322.483, before signals approaching Waverley. 322.484 did not exceed 97 mph but still made an excellent run to Musselburgh of 17¾ minutes. Well worth considering as a filler by anyone on a Scotrail rover. Date Fri-9-Jul-10 Train 1000 Waverley-Dunbar 1057 Dunbar‐Waverley Loco 322483 Load 4,142 Weather Overcast SW 10kts GPS Passengers 3 12 Waverley P3 0 00 1L Dunbar 0.00 East Linton 5.40 91/102 Musselburgh 5 31 100 Drem 9.06 96 Prestonpans 10 10 27 Longniddry 11.57 90 loop 11 31 Prestonpans 14.19 90/102 16 27 Musselburgh 16.58 sigs Longniddry 20 33½ 83 19.40 1 sigs 10 Waverley 27.07 Drem 27 00½ 50 East Linton 32 03apx 99 Dunbar 36 19½
Hopefully patronage will develop enough to make this service worthwhile.
Charles Foss.
Dear Editor,
Congratulations on the 30th anniversary commemorative booklet which must have entailed a great deal of work on top of yet another excellent edition of Milepost. We should also not forget Ian Umpleby and David Sage's efforts with the line charts and foreign fastest times which went to make up an excellent package of RPS publications. Many thanks for all your efforts.
Best wishes
John Heaton Taunton Somerset 20th July 2010
Milepost 31 ½ 239 October 2010 The Editor, Milepost
Dear David
I was interested in Frank Collins comments regarding class 40s on the NE/SW line in the 30th Anniversary issue and the run you submitted in Milepost 31¼
I enclose another example of a class 40 on the line – in 1967 on the 1820 Birmingham New St – Bristol relief on which I travelled from Gloucester Eastgate over the old Midland line.
Following a slow start, there was disregard for the 75mph limit then applying until a fast approach to Mangotsfield, when speed was considerably moderated.
Date/day Fr 25-May 1967 Train 1820 Birmingham N St-Bristol TM Motive Power D309 Load (tons) 9,390/403 5hp/ton (mostly Stanier) Weather Fine Rec/Pos/GPS? J Sparkes Miles M C location Sch m s mph ave 93 12 GLOUCESTER EASTGATE 0 00 0.38 93 42 California Crossing sb 1 03 21.4 0.76 93 73 Painswick Rd Crossing sb 1 39 38.7 1.75 94 72 Tuffley J sb 3 04 45.5 41.8 3.86 97 01 Naas Crossing 5 13 57/63 59.0 5.64 98 63 Haresfield crossing sb 6 51 66 65.2 6.93 100 06 Standish J sb 7 59 69* 68.2 8.59 101 59 STONEHOUSE 9 17 80.5 76.7 12.44 105 47 COALEY 11 51 84 90.0 14.85 108 00 BERKELEY RD 13 39 87.5 80.4 16.00 109 12 Berkeley Rd S J sb 88 20.04 113 15 CHARFIELD 17 22 90/86 83.7 21.95 115 08 WICKWAR 18 48 79.5 80.1 23.96 117 09 Rangeworthy sb 20 20 79 78.8 26.68 119 66 YATE 22 24 82 78.8 31.41 124 45 Mangotsfield N J sb 26 54 53 63.2 31.93 125 06 MANGOTSFIELD 27 34 46.1 33.28 126 34 STAPLE HILL 29 27 44 43.0 33.96 127 09 FISHPONDS 30 16 50* 50.5 34.80 127 76 Kingswood J sb 31 19 47.9 36.19 129 27 Lawrence Hill J sb 33 14 43.4 36.49 129 51 Engine Shed sdgs sb 34 04 21.6 37.00 130 12 BRISTOL TM 36 09 14.8
As far as I know, one of the first (if not the first) occasions when class 40’s appeared was in July 1966 (World Cup Final Day) when D369 worked a Coventry – Paignton extra as far as Bristol T M. Remarkably it returned to Birmingham piloting D75 on the 1215 Weston-Super- Mare to Sheffield (one of my photographs of which appeared in “Western Change” by Paul Chancellor – RCTS). This was probably a unique combination (certainly at Bristol).
Milepost 31 ½ 240 October 2010
The 30th anniversary edition certainly contains an interesting selection of runs over the years and gives one pause for thought as to how predictable modern running has become.
John Sparkes
Dear Editor,
Have any other members noticed that west country Class 143s seem to have joined the ranks of the Voyagers. No, not through their exceptional speed, nor have they had their tilt disabled. Worse, they seem to have acquired window coatings that are impervious to a Garmin 60CSx. Perhaps not quite as bad as a Voyager but noticeably worse than a Desiro.
John Heaton
Dear Editor,
Members might welcome the following update of FirstGroup driving policy.
• HSTs can use up to notch 4 in leaving any platform but are encouraged to start off in a low notch. • The running brake test no longer has to register a 10mph reduction, merely a retardation. • The double repeat of the starting buzzer is no longer required, saving a handful of seconds.
John Heaton
The Editor, Milepost Dear David, I would like to take up your invitation to respond to Nigel Smedley’s letter in Milepost 31¼. One can hardly dispute Nigel’s initial observations. Exceptional running times on service trains produced by speed excesses and on-the-limit braking now belong to the past, while exceptional performances by preserved steam, at least in terms of uphill power outputs, are regularly reported. I can’t entirely agree, though, with the conclusion that this should motivate a shift of focus by the RPS towards greater involvement with heritage performance. First of all, there seems to be a risk of duplication. The remarkable performances recorded on steam runs are already widely covered, with full analysis and informed comment, in Doug Landau’s Newsletter, which I and several other RPS members subscribe to. I’m sure that Mr Landau himself will have a view on this question, but I think it is worth making an independent mention of this publication which I can thoroughly recommend to anyone interested in the subject. Secondly, there is the risk that super-performance by preserved steam may only be a short- lived phenomenon. There is the economic factor in these difficult times, and there are a number of technical issues. The lineside fire risk is already a problem – and can one imagine what attitude the authorities might take if one day there were to be a failure that seriously disrupted other traffic? Thirdly – and this is the most important point – there is the question of balance in the Society’s interests and in the magazine. The decline in current performance matters has
Milepost 31 ½ 241 October 2010 been reflected in Milepost by an increase in historical material; to add a lot more on current steam performance would alter the very nature of the RPS and its magazine. I have always thought that it was a wise decision to entitle our organisation the Railway Performance Society, rather than laying stress solely on traction or locomotive performance. Students of performance have always taken into account the interaction between machine and man in the person of the footplate crew, and in this day and age other interactions, for example with the infrastructure and operating parameters, are becoming just as important. Mass timing days, or collaborative efforts between two or more recorders travelling on trains that potentially interact with one another, can provide fascinating insight into the working of the railway as a whole. And while performance on the often-covered main lines may seem to be falling into a rut, there is still plenty of interest around. Some examples from recent issues of Milepost would be the excellent HST run from Paddington logged by David Adams, or the Fastest Times Update in the April edition which, as Martin Robertson commented, featured a wide variety of runs on unusual lines. I believe that this is the sort of material that Milepost should highlight, reflecting the interests of a society that studies current trends in performance in the widest possible context of railway operation (and this of course includes comparisons with the past and with railway performance overseas). But this is only my personal view; a contribution to what should surely be a wide-ranging debate involving the whole RPS membership. Alan Varley
NEWS ALERT
Network Developments In the period since the last Milepost there has been little change to the active railway but we have a significant opening to look forward to in December- a reopened former backwater from Bathgate to Airdrie with new track, signalling and overhead electrification to boot. New station openings continue to slip with Southend Airport expected in early 2011 and work on Buckshaw Village near Chorley set to commence with an Autumn 2011 opening date. The Welsh Highland Railway may finally open to Porthmadog before the end of the year and other Heritage Railways should gain access to Matlock and Eridge stations shortly. The Bluebell Line now has its own platform at East Grinstead. The East London Line service extension from Dalston Junction to Highbury & Islington may take place early in the New Year. A Christmas closure of Reading station will see the remodelling plan take a further step forward and HSTs will be diverted over the Chiltern Line from Banbury to London Paddington. Birmingham Moor Street’s bay platforms are expected to be reinstated by October and Chesterfield’s “temporary” platform on the Down Slow opened in August. Blackfriars station will close from late November to early January although trains will pass through. Workington North temporary station closed on the 8th October. No further news of the proposed Exeter to Okehampton daily trains had come to light at the time of compilation. A few resignalling schemes are scheduled for completion in the coming period – Scarborough to Seamer, Sunderland to Stockton, and Tyseley to Stratford upon Avon which could lead to minor time reductions. There is a chance that the much delayed introduction of the trial ERTMS signalling over the Cambrian routes will take place in October with the extended loop at Welshpool and new loop at Dovey Junction being commissioned. Beyond this the Government’s Spending Review in October casts a shadow on any further improvements. In Ireland the reinstated line from Clonsilla (Dublin) to M3 Parkway opened on the 3rd September whereas the Waterford to Rosslare line was finally closed to passengers on September the 18th. Ian Umpleby October 2010
Milepost 31 ½ 242 October 2010 CLUB 55 RETURNS
Club 55 returns for the Autumn – until 30th November. Arrangements in Scotland are similar to earlier versions, and the prices are £18 standard class and £23 first class (prebooked).
They have significantly changed the arrangements in England and Wales, which may have been intended to improve the promotion, but could result it in becoming over-complicated:
They have made the facility available throughout the First Group operators: FCC, FGW, FTP and FHT.
They have divided the country into six zones, and prices are based on the number of zones travelled through. £15 for the first zone (£25 first class) and £10 (£15 first class)for subsequent zones. Passengers can travel into Wales on ATW services for an additional £10.
There is a 20% discount for railcard holders
There are restrictions for travelling into major cities in the morning and out in the evening (M- F)
Whilst buying a ticket from Paddington to Penzance should be reasonably straight forward, I imagine that trying to buy a ticket from London to Glasgow, via Doncaster, Sheffield and Manchester from the NXEC ticket office at King’s Cross could be more challenging (I think the fare is £35!)
NEW GARMIN PRODUCTS
In Milepost 31¼ it was suggested that the new Garmin products are equipped with a Sirfstar IV chip. This may not be the case, and reports are that it is little better than existing receivers. Comments from members who have used these products would be appreciated BOOK REVIEW TRACK ATLAS OF MAINLAND BRITAIN (ISBN 978-0-9549886-5-0)
This is a most attractive hard-back book comprising 134 glossy full colour pages of maps and an index of 24 pages.
The maps are very similar to the “Quail Maps” that have been around for a number of years, but updated and in colour. It also uses the “geo-schematic map” feature which expands the scale in complex areas, and reduces it in more remote areas. They show a “5 mile marker” along all routes so it can be seen where this is happening. 20 pages of maps show complex local areas in more detail. However, unlike the Quail maps, London Underground routes are not shown. Remote goods yards are not always shown in detail. Distances in miles and chains are shown at all infrastructure locations, and there is also a two-page article on the history and evolution of mileposts. Highly recommended at £24.95
With Christmas around the corner, perhaps it’s time to drop hints about presents by leaving this article prominently around the house...
Milepost 31 ½ 243 October 2010
(You have just missed) THURDAY 7th OCTOBER 2010
Area Meeting
BRISTOL
SATURDAY 30th OCTOBER 2010
Steam Performance Seminar
LONDON
Recording and evaluating 21st century British Steam Locomotive Performance
TUESDAY 16th NOVEMBER 2010
Area Meeting
LEEDS
FEBRUARY/MARCH 2011
Speaker being arranged
SATURDAY 7th MAY 2011
AGM
LONDON
Speaker: Ian Umpleby on production of distance charts
Milepost 31 ½ 244 October 2010