32 MILEPOST OCTOBER 2011 II

Chiltern Transformation: New track, new traction and new timetable From Page 178 RPS railway performance society

www.railperf.org.uk

Milepost 32½ 149 October 2011

Milepost 32½ – October 2011

The Quarterly Magazine of the Railway Performance Society Honorary President: Gordon Pettitt, OBE, FCILT Commitee:

CHAIRMAN Frank Collins 10 Collett Way, Frome, Somerset BA11 2XR Tel: 01373 466408 e-mail [email protected] SECRETARY & VC Martin Barrett 112 Langley Drive, Norton, Malton, N Yorks, YO17 9AB (and meetings) Tel: 01653 694937 Email: [email protected] TREASURER Peter Smith 28 Downsview Ave, Storrington, W Sussex, RH20 (and membership) 4PS. Tel 01903 742684 e-mail: [email protected] EDITOR David Ashley 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW. Tel 01895 675178 E-mail: [email protected] Fastest Times Editor David Sage 93 Salisbury Rd, Burton, Christchurch, Dorset, BH23, 7JR. Tel 01202 249717 E-mail [email protected] Distance Chart Editor Ian Umpleby 314 Stainbeck Rd, Leeds, W Yorks LS7 2LR Tel 0113 266 8588 Email: [email protected] Database/Archivist Lee Allsopp 2 Gainsborough, North Lake, Bracknell, RG12 7WL Tel 01344 648644 e-mail [email protected] Technical Officer David Hobbs 11 Lynton Terrace, Acton, London W3 9DX Tel 020 8993 3788 e-mail [email protected] David Stannard 26 Broomfield Close, Chelford, Macclesfield, Cheshire,SK11 9SL. Tel 01625 861172 e mail: [email protected] Steam Specialist Michael Rowe Burley Cottage, Parson St., Porlock,Minehead, Somerset, TA24 8QJ . Tel 01643 862182 E-mail: [email protected] Committee member: Michael Bruce, 234A Otley Rd., West Park, Leeds LS16 5AB Tel 0113 305 0367 E-mail: [email protected] Richard Howlett, 93 Newbury Gardens, Stoneleigh, Epsom, Surrey, KT19 0NY Tel: 020 8394 0340 E-mail: [email protected]

Non-committee official:- Topical points Martin Robertson 23 Brownside Rd, Cambuslang, Glasgow, G72 0NL e-mail: [email protected] Directors of RPS Rail Performance Consultants Ltd.:- Frank Collins (chairman), Peter Smith (secretary), Martin Barrett

CONTENTS Notices 151 Fastest Times Martin Robertson 159 Summer of 2010 Jeremy Hartill 168 Chiltern 172’s 100mph Honeymoon David Adams 178 Spot the Difference David Ashley 182 Chiltern Mainline David Ashley 183 Sunday in Scotland 1966 David Lloyd Roberts 186 Gas Turbine Locos Mark Warburton 190 Thunderbirds to Ais Gill Martin Robertson 191 Bournemouth Electrification Pt1 – 1965 Martin Barrett 193 The last chance, or perhaps not Michael Rowe 200 Allen’s anomalies Ken Phillips 204 Overland: Wellington to Auckland Peter Smith 205 Travels in America – part 2 Martin Robertson 211 Letters 213 News 158,185,214

Enclosures (where subscribed): UK Distance Charts, Historical Fastest Times

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

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Use of the material in the magazine is permitted only for the private purposes of the reader No material in the magazine can otherwise be used for publication or reproduction in any form without the express permission of the Society

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

PUBLICATION OF MILEPOST

Milepost is published in April, July, October, and January. If you have not received your copy by the end of the month of publication it may have gone astray. Requests for replacements of missing or defective copies should be directed please to the Editor.

REPRESENTING THE SOCIETY

The RPS is always keen to be represented at special media-type occasions. However, we do ask that anyone wishing to do this should do so with the express agreement of the Committee. Should the opportunity arise for any member or in exceptional circumstances, friend of a member, to do this please can contact be made with the Secretary (either by telephone or e-mail) setting out the circumstances of the occasion. Please give us at least one week in advance of the occasion.

SUBMITTING ARTICLES

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

Please send all submissions to the editor whose contact details are in the inside front cover of Milepost. The editor will normally acknowledge email submissions within a few days, and always within 3 weeks. If sending by post and you wish to have a receipt, please enclose an SAE for reply. If you wish any material/CD/diskette to be returned, please clearly state this.

Milepost 23¾ gave detailed guidelines for submissions. The editor is happy to supply these, on request by email or by post. Please note that page margins are critical: one inch or 2.54cm top, bottom, left and right.

Distance Chart Editor’s Report

At the time of writing it looks likely that a normal chart issue will be possible as the pressures on my spare time over the last three months have now eased. I have concentrated on filling in some of the remaining gaps in the printed charts namely Reading West Curve and Farlington to Cosham Jns; the Princes Risborough to Aylesbury and Paddington to South Ruislip charts depend on whether I get the Chiltern Main Line completed in time; see the insert for this one! I have done a new chart for the modernised Oxford to Worcester line but again no time for London to Hastings hoped for in July. Unfortunately the next Irish chart issue will also have to wait until January. I have at times had too much information to put on our website at once especially as I have been granted access to NR’s weekly operating notices which means I have up to date information on Temporary Speed Restrictions. These are posted weekly, usually Friday, for most main routes and coverage will be expanded gradually. If you need any TSR information for any line please contact me. Thanks to those who have contacted me with information not forgetting your photos David. Ian Umpleby

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Fastest Times

Please send all Fastest Times contributions to David Sage at the address on the inside 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.

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.

HISTORIC FASTEST TIMES

The 2011 supplement should be included with this issue for those subscribing. Any new records should be sent to Bevan Price at [email protected], or by post to me at 24 Walmeseley Road, Eccleston, St. Helens, Lancs., WA10 5JT

Bevan Price

SALES ITEMS Back Numbers: Certain back issues of Milepost, from Milepost 6 onwards, can be supplied at a price of £2.50 each including postage. Supplies are extremely limited and once sold they will not be reprinted. Details of issues available will be supplied on request. Milepost is available in the British Library; the Bodleian Library, Oxford; the University Library, Cambridge; The National Library of Scotland, Edinburgh; The Library of Trinity College, Dublin, the National Library of Wales, the National Railway Museum and the Railway Studies Library at Newton Abbot Library. Where a requested edition is out of print the member will be provided with a letter of authority from the Society (as copyright holder) to enable a complete copy to be taken from any of the Library copies. Indices for volumes 7, 8, 10, 12 to 19 and 21 are available and will be supplied free of charge on receipt of an A5 size stamped addressed envelope.

Distance Chart Supplements.

All supplements are issued in A5 loose leaf format. Following a review, the price of these supplements has been reduced, but they will no longer be supplied with binders.

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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.

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

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THE MEETINGS SECTION

THURSDAY SATURDAY TUESDAY THURSDAY SATURDAY 11TH 20TH 5TH 22ND 26TH FEB 2011 OCTOBER NOVEMBER NOVEMBE JANUARY 2011 2011 R 2011 2012 Parkway Pub The Lamb The Grove The Royal The Calthorpe BRISTOL LONDON LEEDS Oak LONDON LONDON 1645 1200 for 1215 1700 1630 1200 for 1215 Area Meeting Ian Mitchell Area Area Meeting Doug Landau Professional Meeting Head of From shovels to Signalling, CTs Deltarail

Energy saving and driver advisory systems

Date for your diary: Saturday 12th May 2012 – AGM in London

DIRECTIONS TO THE VENUES

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

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

LONDON – LAMBS PUBLIC HOUSE, Lambs Conduit Street, London WC1. From Russell Square Piccadilly Line station turn right, then turn first right into Grenville Street then first left into Guilford Street (Great Ormond Street Hospital on right), turn first right into Guilford Place (by the fountain and underground Gents toilet) and it is on the left - walking time about 5 minutes. OR. From King’s Cross station cross Euston Rd and turn

Milepost 32½ 154 October 2011 left towards Grays Inn Road, where you turn right, and walk southwards down Grays Inn Rd to the junction with Guildford Street, where you turn right. Turn left at Guildford Place, and Lamb's is on the left. (About 10mins walk from King's Cross) We will use the Empire Theatre Bar / Dining Room upstairs

LEEDS – THE GROVE INN, Back Row (off Neville Street), Leeds The Grove Inn is around 400 yards south of Leeds City station (under10 minutes walk). From the south concourse at Leeds City station go past M & S Simply Food, cross the road and into a circular building, go down the steps and turn sharp right at the bottom, continue under the railway on Neville Street, past the Hilton Hotel, over the river, cross Water Lane, next on the right is a large new office complex called Bridgewater Place with Starbucks and a Tesco Express, turn immediately right after Bridgewater Place into Back Lane and The Grove Inn is on the right (an old building surrounded by modern office blocks). It is highly visible from Neville Street at this point). If you are going to attend this meeting, it would help if you can let Chris Taylor know on 07941 315846 or [email protected]

BRISTOL PARKWAY - Members should leave Parkway station by the up side main entrance, walking down the station approach past the bus stops and turning right at the main road. The Parkway is then visible. The meeting will start at 16.45, members making their way to the venue individually. The pub is open all day and food is available all afternoon so members might with to get there early to eat. Food is not permitted in the meeting room. The rental is free but members are encouraged to use the bar in return for this.. Please advise John Heaton on 01626 865526 or [email protected] if you are coming

FREE SOCIETY MEETINGS All society meetings are free of charge to Members attending; i.e. no contribution will be asked towards the hire of rooms. The committee wishes to encourage Members to come along to meetings, talk to other train timers and share information and experiences of traction performance. The Society has a digital projector and if any member would like to give a short presentation at a society meeting using this projector (or without if they prefer), or if anyone has any topics for discussion at meetings please contact the Meetings Organiser.

London Area Group Meeting Report – Sept 2011.

The London Area Group held its third meeting on Thursday 22nd September 2011 at the Royal Oak, Tabard Street, Borough with nine members present (and three apologies for absence).

A lively discussion took place (aided by some excellent catering by our hosts), initially based around a recent visit to Cambridge and its newly opened guided busway. We discussed the merits and demerits of this revised use of a perfectly good (though long- since closed) branch line, The journey to St Ives, for instance now took 50 minutes as against 29 minutes in the 1938 Bradshaw with the bus only stopping at largely the same places! Our Database/Archivist questioned whether such runs should be in our database as none had been entered hitherto. This produced a comment concerning the logging of replacement bus services during ‘broken’ rail journeys, although the instance was cited where the Festiniog Railway had offered a replacement rail service when a bus service had been curtailed (!).

David Ashley then produced a summary of a, just-completed, week’s travel on the ECML with the aid of a First Class, All Lines Rover ticket by which he had just completed over

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7,000 miles in the seven days. This venture was returned to more than once during the rest of the evening – when considering ongoing pathing pressure points at certain places, the often inordinate level of time allowances apportioned to terminus arrivals, such as KX (also observed at Marylebone) and down to the type of on-board food that had been available over the week!

The newly introduced Chiltern Railways timetable was mentioned with more that one member present having travelled over, at least, part of its length since its introduction just 17 days earlier. The low numbers of passengers in the “Business Zone” against the rostered staffing level was observed although the service was still in its infancy..

JH mentioned that he was undertaking a piece of work related to FGW’s refurbishment of their Thames Valley Class 166 units. The consequence was that the train crews had complained about the seeming reduction in the available power to the traction motors. He also reported, in passing, that he was surprised to find that there were now 164 scheduled services each way, weekly, between Edinburgh and Glasgow!

Michael Bruce reported that his beloved Deltic had been rehired to run the Alcan workings due to DB Schenker’s motive power problems!

A recent day-out had been enjoyed travelling throughout the SWTrains network with a £10.00 Rainbow Rover ticket that, seemingly, had received only limited advertising exposure and was only available for purchase at Winchester!! While David Lloyd Roberts, on holiday recently in the Highlands of Scotland, had encountered 114mph winds on his journey back from Wick, was restricted to 50mph for most of the way back to Inverness and was there stranded for 24 hours – the alternative run down to Kyle of Lochalsh being packed with international tourists!!

Care was suggested in travelling on late or last trains of the day where sometimes deviations were made to the normally expected routes.

Recent Railway press comment had been observed concerning the possibility of researching a Dawlish relief line away from the seafront route for use during bad weather. This was not thought likely for consideration until well after Crossrail and HS2! Added to which, the only really bad conditions were at the time of a very occasional easterly gale, rather than the more usual less-threatening westerly storms.

The dates of the next meetings were suggested as being the fourth Thursday at four monthly intervals, namely Thursdays 26th January, 24th May (and 27th September) 2012 – to be confirmed with our host, here at the Royal Oak.

Richard J Howlett 23rd September 2011.

MARTIN TASKER MEMORIAL LIBRARY

The Society holds a large number of books (~170) containing articles on performance, or containing information of use to Society Members. Full details of the books held are contained in past issues of Milepost.

The books are available for borrowing by contacting me by letter, phone or E-Mail. The borrower will be responsible for postage in both directions. It will be possible in many cases for arrangements to be made to pass books on at Society Meetings to avoid postage costs in one direction at least. The length of the loan can be flexible by agreement.

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The Society will be happy to receive donations to the Library. Items should be related to Railway Performance (no Magazine Collections please). Again please contact me regarding this. New items received into the Library will be notified in updates published in Milepost. The entire contents of the library will are listed on the Society Website.

STOP PRESS!!

Newsworthy enough to make it worth mentioning: a book has been borrowed from the library! Is this the first of many more.

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.

Material from the late Frank Hartley has now been scanned and entered into the database, this is now complete. Material from the late Michael Moulder, much of it summary notes of Western Region Postal trains has been scanned and is currently being entered into the database.

About 90 notebooks from the late Bernard Harrison have been donated to the Society by Noel Proudlock. These contain Bernards logs from the around 1951 onwards. Based in East Anglian many of the logs are from that area, but with frequent journeys all over the country as well.

The following is a short summary of the material that is has been added to the Archive on our Website since the last issue of Milepost. The Website is generally updated on a monthly basis, normally the first Sunday in the month. It you haven’t had a look yet, then please give it a try!

• Latest material from Lee Allsopp (including GPS track info) and Ian Umpleby. • Latest UK Fastest Times added • David Adams logs from the second quarter of 2011 • Milepost 32¼ • Latest runs from Bob Jennings • Latest runs from Richard Howlett • More of Michael Rowe’s steam logs from the 1950s/1960s • Frank Collins travels from Sept 2008 to May 2009 • Frank Hartleys collection, covering 1967 to 2009 • German 2011 Fastest Times • Michael Moulder GW Postal Runs from 1976 onwards • 5 Notebooks from Bernard Harrison cover 1951 to 1956 • Latest runs from Peter Smith

Lee Allsopp

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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

ERRATA

There was a transcription error in the David Adams “Chiltern Class 67’s north of Banbury” The third sentence of the first paragraph on page 94 should read: In this instance the class 67 made a slower than usual start from Solihull and then gained eight seconds on the 168 between Widney Manor and Budbrook.

We apologise to the author and readers for this error. . FROM THE RPS WEBSITE - BARGAINS

London Midland Great Escape – Unlimited travel for £10 from 22nd October to 6th November

East Coast Loyalty Scheme – Earn 100 points on registration and 1 point for every £1 spent on their website or their travel centres (1.5 points for 1st classs) Redeem 500 points for a free first class return (maybe 800 points from November)

First Group Club 55 – Promotion for over 55’s till 20th November (return to 19 December). Covers: FGW, FTP, FCC, Hull Trains and ATW for a £15 supplement. There are five zones- first zone costs £20, subsequent zones £15 (First class £35 and £20 respectively). 20% discount for railcard holders

Scotrail Club 55 – Similar to First group scheme: £19 between any two stations in Scotland. £2 discount for railcard holders. To 30th November.

ATW Club 55 - £18 to 14th December with add-ons to London on Chiltern, and to Birmingham, Bristol area, Liverpool and Greater Manchester area

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FASTEST TIMES UPDATE

Martin Robertson

Welcome to another Fastest Times Update for which I have had a deluge of new Fastest Times from all of the regular contributors. The recent Virgin Milathon event on the WCML provided an opportunity for improvements on recorded times but events conspired against good times for all long distance services which started or terminated in Euston. Lee Allsopp recorded three of the five Fastest Times achieved, although Geoff Lowe and Sean Emmet were also present on the south bound runs. Elsewhere there are runs on the ECML, Cross Country services, Class 67’s on the Chiltren Line, and an offering from Australia, with thanks to Malcolm Simister.

We start with the five Fastest Times, that I am aware of, that were achieved during the Virgin Milathon. Table 1, Run 1 has Lee Allsopp’s Rugby to Stafford recording. The running was not quite up to the 125mph limits on the unrestricted sections and the 60mph tsr at Colwich Jn should allow a future improvement on the time.

Table 1 Run No. 123 Date/day Sat 18-Jun-11 Sat 18-Jun-11 Fri 29-Jul-11 Train 1210 Euston-Chester 0605 Euston - Glasgow 1846 Euston-Preston Motive Pow er 221111/108 390006 221115 Load (tons) 10,536/545 9,462/475 5,263/305 Weather Rec/Pos/GPS? M Robertson 10/10 N L Allsopp 7/9 Y J Rishton 5/5 N Miles M C Location m s mph ave ms mph ms ave 0.00 49 66 MILTON KEYNES d 0 0 (16.5 late) 0.98 50 64 Footbridge 1 22.5 42.8 2.58 52 32 WOLVERTON 2 29 86.6 4.88 54 56 Castelthorpe 3 47 106.2 6.70 56 40 Hanslope Jn 4 42.5 118.1 10.02 59 65 Roade 6 19 123.9 13.07 62 69 Blisw orth 7 47 124.8 14.65 64 36 Banbury Lane 8 33.5 123 122.3 17.80 67 48 Heyford 10 05.5 118 123.3 19.85 69 52 Weedon 11 12 111.0 21.62 71 33 Overbridge 12 10.5 110 108.9 23.32 73 09 Grand Un C'l 13 04.5 118 113.3 25.45 75 20 Welton 14 08 123 120.8 26.99 76 63 Kilsby T'l S 14 56 115.5 28.37 78 13 N 15 41.5 109.2 30.33 80 10 Hillmorton (new ) 16 41.5 120 117.6 32.74 82 43 RUGBY (P5/6) 17 55 118.0 00 00 (9 late) 33.54 83 27 Rugby Trent V'y 18 20.5 112 112.9 139 54 29.1 120 39.2 34.54 84 27 New bold Jn 18 51.5 116.1 2 26.5 78 75.8 35.90 85 56 Oxford Canal 19 32.5 122 119.4 38.07 87 69 Brinklow Jn 20 35.5 125 124.0 4 22 113 110.0 459 77.7 39.84 89 51 M6 Ob 21 27 124 123.7 41.57 91 29 Shilton 22 17 125 124.6 6 11 122 115.6 651 105.7 43.70 93 40 Bulkington 23 18.5 125 124.7 754 45.32 95 09 Attl'ough S'th Jn 845 115.8 45.97 95 61 Lutterw orth Rd 24 23.5 126 125.7 sc 47.25 97 04 NUNEA TON 25 01 126 122.9 8 56.5 122 123.6 942 120.6

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Miles M C Location m s mph ave ms mph avg ms ave 47.25 97 04 NUNEA TON 25 01 126 122.9 8 56.5 122 123.6 942 120.6 50.23 100 02 Nuneatn Rd 26 26.5 123 125.5 10 23 123 124.0 51.19 100 79 Hartshill 11 39 121.2 52.50 102 24 ATHERSTONE 27 44.5 98*/100 104.8 11 39 98* 107.5 12 29 94.4* 53.29 103 07 Baddesley Sid 13 00 91.7 54.38 104 14 Spon Lane 28 48 116 106.6 56.69 106 39 POLESWORTH 29 56.5 125 121.4 13 51 124 114.3 14 48 113.7 57.09 106 71 M42 15 00 117.0 58.73 108 42 Shuttinton Rd 30 55.5 124 124.5 16 12 81.7 60.23 110 02 TAMWORTH 31 38.5 125 125.6 15 33.5 122 124.3 17 46 62.60 112 32 R Tame Viad (S) 32 47.5 122 123.7 63.83 113 50 Hademore 17 18.5 123 123.4 64.70 114 40 Burton Rd 33 48.5 123 123.9 66.45 116 20 LICHFIELD TV 34 39 124 124.8 18 35.5 123 122.5 69.34 119 11 A515 36 2.5 124 124.6 71.28 121 06 Armitage 36 59 125 123.6 20 57.5 124 122.5 72.37 112 13 R Trent Viad (S) 37 31 124 122.6 74.49 124 23 RUGELEY T V 38 32.5 123 124.1 22 32 119 122.3 76.63 126 34 Bishton Lane 39 46 71br 104.8 77.35 127 14 Colw ich Jn 40 26.5 61tsr 64.0 24 37 59* 82.4 78.78 128 46 Shugb'ough T'l (S) 41 38 72.0 25 54 84/100 66.9 80.79 130 47 Whitehouse Jn 12 55.5 98 -4.2 82.52 132 25 Queensville 44 03.5 85* 3.3 83.18 133 00 Trent Valley Jn 28 59 55 85.6 83.73 133 42 STAFFORD 44 54.5 88 85.4 30 14 26.4 85.45 135 20 M6 Ob 45 59 104 96.0 87.08 136 70 Great Bridgeford 47 08 sc70 85.0 89.03 138 68 NORTON BR 48 56 58sc 65.0 90.20 140 00 Overbridge 50 01.5 71 64.3 91.32 141 09 Badnall 50 52 89 79.8 93.58 143 30 Standon Bridge 52 14 99.2 95.99 145 63 Stableford 53 30.5 113.4 97.70 147 40 Whitmore 54 27.5 70sc 108.0 100.38 150 14 Madeley 56 25 104 82.1 103.45 153 20 Betley Road 57 59.5 125 117.0 106.00 156 30 Basford Hall 60 46.5 sc40 55.0 106.58 157 46 Footbridge 62 48.5 17.1 108.27 158 05 CREWE a 64 05 79.5

Run 2 has my Milton Keynes to Crewe recording. I had arrived in Euston around three hours later than intended [there was a fatality at Oxenholme - Ed] and only caught the 12.10 service to Chester as it was departing from the adjacent platform from my arrival from Crewe. We were on the slow line until Watford Jn and left Milton Keynes seventeen minutes late. The running to Colwich Jn was excellent but a series of signal checks at Stafford and intermittent checks thereafter onto Crewe inflated the time to over 64 minutes, which should be compared with Alan Varley’ sub-60 minute southbound timing.

The third run in Table 1 is an offering from John Rishton on the Friday only 18.46 service from Euston. I am not sure if John was very comfortable on the service if his estimate of 40 tons of passengers is correct. This is one of the services which has sections which are not generally covered by the regular interval services. A reasonable effort by the driver but the unit appeared to be running on only four engines, with accelerations in consequence slower than usual.

Milepost 32½ 160 October 2011

Table 2 has two sections of Lee Allsopp’s southbound run on the 16 40 from Glasgow, which he recorded throughout. Geoff Lowe and Sean Emmet were also on the service. Fastest Times were recorded on the consecutive sections between Warrington, Milton Keynes and Watford Jn, again sections which are not covered by the majority of services. Running on both sections was good with speeds around 123/124 mph, although Lee only noted one 125mph speed south of Preston. The only check on the runs was the minor slowing for the tsr at Norton Bridge.

Table 2 Miles M C location E/L PTT m s mph average Date/day Saturday 18th June 2011 68.50 113 50 Hademore 38 23 121 123.0 Train 1640 Glasgow Central to Euston 72.10 110 02 TAMWORTH 40 09 121 121.9 Motive Pow er 390006 75.64 106 39 POLESWORTH 41 52 1/2 124 123.6 Load (tons) 9, 458/480 79.82 102 24 ATHERSTONE 44 08 1/2 97 110.3 Position 4/9 82.45 99 54 Leathermill Lane 45 34 123 110.7 Recorder L Allsopp / G Low e / S Emmett 85.07 97 04 NUNEA TON 46 52 122 121.1 Weather Changeable 88.62 93 40 Bulkington 48 37 1/2 124 121.3 GPS: Y/N? Y 90.76 91 29 Shilton 49 40 1/2 121 121.9 Miles M C location E/L PTT m s mph average 94.05 88 06 Brinklow ob 51 16 1/2 124 123.9 97.79 84 27 New bold Junction 53 06 1/2 124 122.4 0.00 182 12 WARRINGTON BQ 41/2 0 00 98.79 83 27 Trent Valley Junction 53 35 122 125.4 1.97 180 13 Acton Grange J 2 15 88 52.5 99.57 82 43 RUGBY 53 57 1/2 124 124.8 4.62 177 41 Norton Crossing 3 41 122 110.9 102.02 80 10 Hilmorton 55 08 123 125.1 7.62 174 41 Weaver Junction 5 09 124 122.7 103.96 78 13 Kilsby Tunnel North 56 10 108 112.6 12.28 169 68 HARTFORD 7 26 1/2 123 122.2 106.87 75 20 Welton 57 43 1/2 123 112.0 16.65 165 38 WINSFORD 9 35 121 122.5 109.47 72 52 Whilton Locks 59 00 1/2 123 121.9 19.20 162 74 Minshull Vernon 10 50 1/2 120 121.1 112.47 69 52 Weedon 60 28 1/2 119/114 122.2 20.94 161 15 Coppenhall Junction 11 44 1/2 113 116.0 114.52 67 48 Heyford 61 31 123 118.8 23.28 158 68 Coal Yard 13 09 80 100.2 117.67 64 36 Banbury Lane 63 02 1/2 118 123.7 24.07 158 05 CREWE 13 43 1/2 79 81.5 119.26 62 69 Blisw orth 63 49 1/2 124 122.0 25.75 156 30 Basford Hall 14 59 99 80.3 122.31 59 65 Roade 65 19 124 122.8 28.87 153 20 Betley Road 16 36 123 116.0 125.42 56 58 Hanslope RR 66 48 1/2 124 125.0 31.95 150 14 Madeley 18 06 124 122.9 127.42 54 56 Castlethorpe 67 47 1/2 123 122.2 34.62 147 40 Whitmore 19 23 1/2 123 123.9 129.75 52 32 WOLVERTON 68 55 1/2 123 122.6 36.34 145 63 Stableford 20 14 1/2 123 121.9 132.32 49 66 MILTON KEYNES CEN 71 02 73.1 38.75 143 30 Standon Bridge 21 25 124 122.5 -2 78 75 34 1/2 41.01 141 09 Badnall 22 33 117 120.4 3.18 46 52 BLETCHLEY 2 55 1/2 109 65.2 tsr 68 13.82 36 09 CHEDDINGTON 8 07 1/2 124 122.9 43.27 138 68 NORTON BRIDGE 24 04 1/2 69 88.5 18.13 31 56 TRING 10 16 123 120.4 45.25 136 70 Great Bridgeford 25 23 109 91.3 21.92 27 73 BERKHAMSTED 12 06 1/2 123 123.6 46.87 135 20 M6 26 16 1/2 107 108.8 23.50 26 26 Bourne End 12 54 123 120.0 48.60 133 42 STAFFORD 27 16 91 104.8 25. 34 24 39 HEMEL HA MPSTEA D 13 47 124 125.0 49.14 133 00 Trent Valley J 27 38 1/2 81 86.4 26.73 23 08 APSLEY 14 27 1/2 123 123.6 52.67 129 36 Milford 29 58 101 91.0 28.89 20 75 KINGS LANGLEY 15 31 124 122.1 54.95 127 14 Colw ich bdg 31 28 87 91.3 30.28 19 44 Watford Tunnel North 16 17 108 109.7 57.84 124 23 RUGELEY TV 33 09 1/2 118 102.2 32.38 17 36 WA TFORD JUNCTION 18 17 62.8 61.05 121 06 Armitage 34 43 1/2 123 123.3 65.87 116 20 LICHFIELD TV 37 06 124 121.8 . Table 3 Table 3 has Charles Foss’s recording Date/day Sat 18-Jun-11 on the 17 30 Euston-Glasgow service Train 1730 Euston-Glasgow between Preston and Lancaster. Motive Power 390042 Departure was on time but Charles Load (tons) 9,460/480 does not note if a running brake test Rec/Pos/GPS? C Foss 7/9 Y was undertaken. I was on the Miles m c Location m s speed following 18 30 ex Euston where the 0.00 0 00 Preston d 0 00 (rt) driver, after a quick exit from Preston 0.25 0 20 Mp 0 47.2 33 19.0 station, braked sharply to 15mph past 4.75 4 60 Barton 4 19.8 120 76.1 Fylde Jn. My time to Barton was 29 7.50 7 40 Brock 5 39.4 125 124.5 seconds behind Charles’s time. Onto 9.50 9 40 Garstang 6 37.5 123 123.1 Oubeck the times were only two 13.00 13 00 Mp 8 19.4 126/123 123.5 seconds apart but the driver on my 15.25 15 20 Bay Horse 9 24.5 127 125.6 run braked on passing the loop and 18.00 18 00 Oubeck 10 44.1 123 124.5 was 40 seconds behind at Mp 20. A 20.00 20 00 MP 12 00.2 66 94.1 dismally slow entry into Lancaster 20.97 20 78 Lancaster a 13 19.7 43.9 saw us arrive 62 seconds later than Charles’s excellent time.

Milepost 32½ 161 October 2011

Table 4 Table 4 has an excellent Date/day xx/7/11 northbound run with an HST Train 1733 KX-Harrogate on the ECML between Stevenage and Grantham, Motive Power 43xxx recorded by Paul Walker on Load (tons) 9 coaches the 17.33 Kings Cross to Rec/weather/Pos/GPS? P Walker Fine 9/11 Y Harrogate service. The driver dist timing point sch. m. s speeds Av was often running at 0.00 STEVENAGE 0 0 00.0 126/127mph and even the 4.37 HITCHIN 4½ 4 23.5 106 ascent to Stoke Summit only 9.48 ARLESEY 6 57.0 127/123/128 119.8 reduced speed to less than 13.61 BIGGLESWADE 8 54.5 127 126.5 120mph at the summit. 16.55 SANDY 10½ 10 19.0 123/121/127 125.3 Neither of the power cars 19.90 Tempsford LC 11 55.0 125/122 125.6 were from the 433xx series, 24.12 ST NEOTS 13 57.5 126/127 124.0 which, in my limited 28.32 Offord LC 15 58.5 122 125.0 experience, are slightly better 31.26 HUNTINGDON 17½ 17 24.0 126/123 123.8 than the earlier 432xx units. 35.15 Abbots Ripton 19 16.5 124/126 124.5 An excellent run, with very 38.42 MP 66 20 50.5 123 125.2 good braking into Grantham, 41.75 Holme LC 22½ 22 31.0 107/101+ 119.3 contributing to the new 45.21 Yaxley OB 174 <1>(1½) 24 31.5 104 103.4 Fastest Time. The 46.87 A1139 OB 25 27.5 111/107+ 106.7 continuation to Doncaster is 48.81 PETERBOROUGH 29 26 29.5 108 109.7 included although this did not 52.04 Werrington Junct. 28 14.0 119 113.0 achieve a FT. 54.31 Helpston LC 29 21.0 123 122.5 57.22 Tallington LC 33½ 30 45.0 125/126 124.3 Table 5 has an offering from 61.21 Essendine OB 32 39.5 125/127 125.4 John Heaton on a northbound 64.64 Little Bytham 34 17.5 124 126.0 Cross Country service 67.42 MP 95 35 39.0 122/121 122.8 between Bristol Parkway and 69.57 Corby Glen 36 41.0 122 121.4 Cheltenham with a super 72.56 Stoke Summit RR 41½ 38 12.5 119 120.0 Voyager unit. The driver 74.55 Great Ponton 39 13.0 116/80* 118.4 consistently ran slightly above 77.86 GRANTHAM 46½ 41 57.0 72.7 the 100mph limit to try to 2.38 Peascliffe Tunnel 3 01.5 82½ regain time from the late 4.24 Barkston S Ju. UB 4 14.0 103 92.4 departure. Three minutes 6.23 Hougham OB 261 5 18.5 120 111.1 were regained on the 9.90 Claypole LC/d'nbox 6½ 7 07.0 127 121.8 schedule but the average 13.60 Barnby Box/LC 8 52.0 125/127 126.9 speed is only a modest 14.71 NEWARK 9½ 9 23.5 120/55* 126.9 85mph, reflecting the time 17.54 Bathley Lane LC 11 40.5 80 74.4 penalty from the psr at 20.88 Carlton LC/d'n box 13 47.5 106 94.7 Westerleigh Jn. 24.93 Egmanton LC 15 58.0 113/112 111.7 29.03 Askham Tunnel 18 08.0 116/117/112 113.5 Table 6 has two offerings from 33.18 RETFORD 20 20 17.5 113/127 115.4 David Adams on Class 67 38.56 Ranskill MP 144 <1>(½) 22 57.0 124 121.4 hauled services on the 42.21 Bawtry 24 50.0 108/94* 116.3 Chiltern line. David suggests 45.93 Rossington LC 27 05.5 95/96 98.8 that the loco hauled services 48.56 MP154 28 48.5 82/0*/24 91.9 are now running to enhanced ss30 53 - 31-18 line speeds north of Banbury. 50.55 DONCASTER 31½ 32 53.0 29.3

Milepost 32½ 162 October 2011

Table 5 Date/day -/-/11 Train xx.00 Bristol TM-Manchester Motive Power 2211xx Load (tons) 5 Rec/Pos/GPS? J Heaton 5/5 N Mls M. Chns Timing Point Sch. Min. Sec. M.P.H. Ave. 0.00 111 62 Bristol P. a. 0 0 00 5½L 1.78 110 00 Winterbourne 2 09 95 49.5 3.28 108 40 Coalpit Heath 3 08 90 91.5 4.61 121 27 Westerleigh Jct 4½ 4 20 40 66.9 6.14 119 65 Yate 7 5 53 83/93 59.0 10.64 115 25 Wickwar 8 54 92 89.5 12.78 113 14 Charfield 11½ 10 17 93 92.7 17.96 107 79 Berkeley Road 13 23 103 100.4 20.55 105 32 Cam 14 54 101 102.4 24.20 101 60 Stonehouse 17 03 102 101.9 25.99 99 77 Standish Jct. 19½ 18 06 103 102.1 27.18 98 62 Haresfield 18 47 103 103.3 28.95 97 00 Quedgeley [1] 19 50 100 102.1 31.03 94 74 Gloucester E. Jct 21 14 70 88.9 32.40 92 75 Gloucester Yd Jct 24½ 22 14 90 82.5 33.08 92 21 Barnwood Jct 25 22 41 90 90.0 35.51 89 66 Churchdown 24 12 98/sigs (slight) 96.4 38.31 87 02 Lansdown Jct 26 16 40 81.3 38.61 86 58 Cheltenham d. 30 27 02 23.5 . Table 6 Train 1830 Marylebone xx xx Bham Moor St Date We 01-Jun-11 Th xx.Jun-11 Unit/load/E/F 82305/67012 823xx/6701x Load E/F DVT+5 227/235 DVT+5 227/237 Recorder/Position/GPS D Adams,3/6 Y D Adams 2/7 Y Miles m.ss mph m ss mph 0.00 WARWICK PKWY 0.00 (11/2 LATE) 0.69 Budbrook 1.31½ 48½ 2.19 MP 111½ 3.02½ 68 2.86 Hatton 3.37½ 75 3.69 MP 113 4.15½ 79 5.37 Rowington 5.22½ 97/98/95 7.10 Lapworth 6.26½ 96/101 9.64 DORRIDGE 8.42 0.00 BANBURY 0.00 3 Late 2.18 Astrop 2.50 1/2 79 3.49 Kings Sutton 3.44 91 5.15 Aynho J 4.46 1/2 88/93 7.08 Southern V No 1 S 6 05 91/103 10.24 Ardley 8.08 1/2 102/100 11.88 mp 11 9.23 101 14.05 BICESTER 11.26

Milepost 32½ 163 October 2011

The northbound run has the section between Warwick Parkway and Dorridge which includes the ascent of Hatton Bank. The Class 67’s, with such light loads, can better the performance of the Class 168 Units but are still not a match for Voyager Units. David’s comments are: I am still here! An FT on my home patch at last but, of course, it beats one of my own. Class 67's have given me some interesting runs to date, especially since 26th May when they started running to the HST PSR north of Banbury. Their performance is generally very predictable when in the right hands (even more so than a Class 168). Passing times within a couple of seconds and identical speeds when accelerating, e.g. up Hatton bank, are common. With a DVT + 5 they are quicker after 20 mph than a 168 but some way off a 22x.

The southbound run was between Banbury and Bicester and was the best part of a poor run, with David’s comments being: Back again so soon! An erratic performance on the attached. The run was mostly spoilt by 8 mph crawls for about 4 coach lengths to the appropriate stopping point at most platforms. The preliminary approaches were quite good. Late braking for PSRs resulted in the brake not being released until the speedometer had hit the desired figure which resulted in a 5-9 mph under-speed at some locations.

Table 7 Table 7 has two short offerings Day/Date Th 15th May 2008 from John Rishton on the Train 1535 Newcastle-Bristol southbound exit from Sheffield, recorded back in 2008. John’s Motive Power 220.001 comments are: A good start from Load (tons) 186/210 Sheffield with well timed braking Weather dry approaching Dore and again Rec. Pos. GPS J Rishton 4/4Stopwatch nearing Bradway Tunnel. At this Miles mm cc location mm:s average time there was a 50mph tsr 0.00 158 41 Sheffield 00:00 3 late 0.0 through the tunnel so no chance of a further sprint after Dore curve. 0.76 157 60 Queens Road 01:36 28.5 Good braking for Dronfield 1.51 157 00 02:16 67.5 followed brief acceleration once 2.76 155 60 Millhouses 03:14 77.6 out of the tunnel. From Dronfield it 4.26 154 20 Dore 04:23 78.3 might be a downhill start but even- 4.75 153 61 Bradway tunnel 04:53 tsr 58.8 time in two and a half miles is still very good. The line speed north of 5.90 152 49 06:15 50.5 Tapton at the time of this run 6.97 151 43 Dronfield 07:46 42.3 appeared to be 90mph but speed 0.00 151 43 Dronfield 00:00 3 late 0.0 was reduced to 80mph for the 1.37 150 14 Unstone 01:51 44.4 junction. A strangely poor, 2.54 149 00 Broomhouse 02:40 85.9 prolonged stop concluded the run. Nevertheless, this must be one of 3.52 148 02 Sheepbridge 03:19 90.5 the fastest runs of under 5.5 miles 4.67 146 70 Tapton junction 04:10 81.2 on the network. 5.31 146 19 Chesterfield 04:58 48.0

Table 8 has a selection of Midland services between Crewe and Liverpool. The Class 350s appear to be very competent performers with 100mph on most sections and even time being achieved in probably less than 2.5 miles from Hartford and Acton Bridge and in around three miles northbound from Crewe.

Milepost 32½ 164 October 2011

Table 8 Day/Date 31-Oct-09 14-Aug-10 Train 08xx Liverpool - Bham 0704 Liverpool-Bham New St Motive Power 350113 350125 Load (tons) 4,179/183 4,179/181 Rec. Pos. GPS B Price 2/4 Y B Price 2/4 Y

miles M C Location m s mph avge m s mph avge

0.00 193 47 LIVERPOOL (L.St.) 13.09 180 40 RUNCORN 13.09 0 00.0 9L 0 00.0 2L 14.35 179 19 Halton Jcn 1 34.0 70/90 48.3 1 36.4 70 47.1 16.11 177 38 Sutton Weaver 2 51.1 86 82.3 2 53.7 90 82.1 17.09 176 40 Aston Lane 3 31.8 86 86.2 3 33.8 85/81 87.5 19.08 174 41 Weaver Jcn 4 53.0 93/96 88.1 4 56.9 81/96 86.1 21.09 172 40 ACTON BRIDGE 7 04.0 55.3 7 07.0 55.7 21.09 0 00.0 0 00.0 22.90 170 55 Hartford Jcn 1 51.8 84 58.3 1 50.3 82 59.1 23.75 169 67 HARTFORD 2 23.0 96 98.1 3 04.0 41.5 23.75 0 00.0 26.76 166 66 Winsford Jcn 4 15.6 99 96.3 2 36.2 98 69.4 28.09 165 40 WINSFORD 5 03.0 100 100.6 3 24.9 99 97.9 28.09 30.66 162 74 Minshull Vernon 6 36.4 99 99.2 4 57.9 99/sig 99.6 32.40 161 15 Coppenhall Jcn 7 39.8 99 98.7 6 02.7 84/61/86 96.5 34.74 158 68 Crewe Coal Yard 9 11.0 67 92.3 7 52.8 77 76.4 35.55 158 03 CREWE 10 30.0 37.0 9 02.0 42.3

. Day/Date 25-Sep-10 Train 18xx Bham N St-Liverpool Motive Power 350233 Load (tons) 4,179/183 Rec. Pos. GPS B Price 1/4 Y

Miles m c Location m s mph 0.00 158 03 CREWE 0 00.0 RT 0.81 158 68 Crewe Coal Yard 1 19.7 65 36.7 3.15 161 15 Coppenhall Jcn 3 07.4 95 78.1 4.89 162 74 Minshull Vernon 4 10.0 100 99.9 7.46 165 40 WINSFORD 6 16.0 73.6 . Table 9 has a short offering from John Heaton with a Class 67 between Bridgwater and Taunton. John’s comments are: I think this is a record for non-HSTs. It had been a tame run from Cardiff with 100mph at Flax Bourton but some extremely cautious braking...such as entering Patchway Tunnel for the Patchway stop. We experienced a signal stop before Highbridge so we were unusually 3½ minutes late from Bridgwater with 2 minutes recovery and Class 142 timings but the driver finished on a high with an excellent run in from MP 156.

Milepost 32½ 165 October 2011

Table 9 Loco 67020 Load formation 4Mk2 air con + dead 67019 Vehicles/tare/gross tonnes 5/225/230 Train 14.00 Cardiff-Taunton Date 15/9/2010 Rec/Pos/GPS? J. Heaton 4/6 Y Dec. Mls M. Chns Timing Point Sch. Min. Sec. M.P.H. Ave. 0.00 151 47 Bridgwater d. 0 0 0 1.16 152 60 M5 O/b 1 53 66 37.0 3.41 155 00 MP 155 3 33 94 81.0 4.41 156 00 MP 156 4 10 98/101 97.3 5.79 157 30 Durston [1] 4 59 100/95 101.0 6.81 158 32 Cogload Jct 8 5 37 100 97.1 8.66 160 20 Creech [1] 6 44 99 99.4 11.56 163 12 Taunton a. 14 9 28 pfm 3 63.7

Table 10 has the Fastest Times between Birmingham New Street and Wolverhampton for Voyagers and EMUs both recorded by John Rishton. John’s comments for the Voyager run are: A rocket fuel start, then just exceeding the permitted speeds to Sandwell and Dudley, possible due to a slightly under reading speedometer. Then, after my fastest diesel time to Sandwell and Dudley, a rather more leisurely ride to Coseley followed by a bit more excess of speed, and then a further leisurely finish. A result though!

For the Class 350 John’s comments are: A good start by close (but not necessarily under) observance of restrictions all the way to Wolverhampton and with a reasonable finish. A time that should be hard to beat legally, with the current driving styles.

Table 10 Day/Date Thursday 10th July 2003 Thursday 7th July 2011 Train 06 57 Birm'ham - Edin via Man. 06 36 Bham - Liverpool Motive Power 221.134 + 220.021 350.111 Load (tons) 462/480 = 14.1hp/ton 179/190 = 14.1hp/ton Weather dry dry Rec. Pos. GPS J Rishton - 5/9 - Stopwatch J Rishton 2/4 Stopwatch Miles m c location Sch m s ave Sch m s ave 0.00 0 05 Birmingham New St d 0 0 00 r/t 0.0 0 0 00 r/t 2.03 2 07 Soho South Junction 3 09 38.7 3 30 35.1 3.36 3 34 Smethwick Rolfe St 4 21 66.5 4 45 64.8 3.96 4 02 Smethwick Galton Br 4 53 67.5 5 32 65.2 5.34 5 32 Sandwell & Dudley 6 04 69.9 6 28 67.6 5.89 5 76 Albion siding 6 35 64.0 7.30 7 29 Dudley Port 7 47 70.5 8 10 70.2 8.09 8 12 Tipton 8 26 72.9 8 49 74.8 9.51 9 46 Coseley 9 44 65.5 10 11 61.5 11.95 12 01 Monmore Green 11 40 75.7 12 09 74.4 12.88 12 75 Wolverhampton 17 13 56 24.6 15 15 02 19.4

Finally, Table 11 shows a short offering by Malcolm Simister from Australia. Malcolm’s comments are: In Milepost 28 I noted that the fastest point-to-point time in the V/Line timetable, 16 minutes for the 34.8 kilometres from Ballarat to leaving Ballan, was very difficult to keep. Well, thanks to some spirited running, the time was kept on a day in 2011,

Milepost 32½ 166 October 2011 as shown in the accompanying table. The date and other details are not disclosed.

The story behind the run is that the day was one of extreme heat (defined by V/Line as being in excess of 36ºC) which meant that running on dog-spiked track was speed-limited. Hence, the rear 3-car unit arrived late from Ararat and, after coupling on the front unit, the train left Ballarat for Melbourne 6½ minutes late.

While the line between Ballarat and Melbourne has been upgraded with concrete sleepers and spring clips so that the heat restrictions do not apply and the Velocitys are permitted to run at 160 km/h, much of it is single track so that late running has a significant knock-on effect. To mitigate the problems, train controllers swapped the routing of this train with that of a down train so that we had the benefit of running on the new direct line between Bungaree Loop West and East Junctions. Therefore, the comparisons to scheduled times shown in the table are not valid from a running perspective.

The units were driven very hard out of Ballarat and topped the four kilometres long 1 in 52 of Warrenheip bank (Km 149) at 119 km/h. Thereafter, acceleration was rapid on easier grades and we flew through Bungaree Loop West Junction at 170 km/h, the fastest speed I had recorded in Victoria – until six minutes later that is when we touched 171 km/h after slowing for curves near Bungaree Loop East Junction. The result was a very fast 15m 32s run to Ballan (average speed 132.9 km/h start-to-stop) and the train left there exactly 16 minutes after leaving Ballarat.

Running was also spirited on other sections, including a 172 km/h maximum speed near Deer Park West Junction, so, despite delays caused by single track running which were offset by some generous recovery time, the train arrived at Southern Cross station in Melbourne three minutes early. Whether the speed recorder in the cab was not working or the speedometer was reading low I do not know, but I feel the Cheshire cat-like grin of an off-duty driver who left the driver’s cab at Bacchus Marsh (the next stop after Ballan) was revealing! In my experience, maximum speeds are nowadays fairly strictly observed and excesses of this magnitude are rare.

Table 11 Vlocity units 2 x 3-car units, 6 cars Tare/ gross tonnes 342/350 Power 3,354 kW Train ex-Ballarat XX.XX Date X/X/2011 +/- Dist Actual Sch Speed km m:s m:s km/h 0.0 Ballarat a 0:00 0 6½ late 5.7 Km 152 2:50 108 6.7 Km 149 4:24 119 12.5 Bungaree Loop West Jn 6:43 +1.17 170 16.3 Km 98 8:02 160 20.7 Bungaree Loop East Jn 9:41 +6.19 147*/149 23.3 Km 91 15:37 143* 28.3 Km 86 12:36 167 32.3 Km 82 14:02 171 34.8 Ballan a 15:32 Av 132.9 d 16:00 +6.00 * Speed restrictions. + Faster than scheduled

My thanks to all those who have provided Fastest Times. For those who may be contributing FT’s for the first time my email address is included below the magazine contents page. Excel files for runs and Word documents for text are the preferred method but scanned documents are suitable.

Milepost 32½ 167 October 2011

THE SUMMER OF 2010

Jeremy Hartill

TABLE 1 As the nights draw in, I was looking back over the Date/day Tuesday 4th May 2010 journeys I made in 2010. It Train 13:05 is fair to say it was not a Motive Power 185.127 vintage year and I have not Load (tons) 3/163.4/170-2250hp 13.7hp/ton managed as much travel as Recorder/Position/gps JH 2/3 Y I would have liked but there were some good moments Weather fine nonetheless. The summer Miles M C location m s mph average started for me with a North 0.00 69 8 Carlisle 0 00 West Rover and some trips 1.35 67 60 Upperby Bridge Jn 2 44 1/2 65 29.6 on the Ravenglass and 3.26 65 67 Brisco 4 12 1/2 88/92 78 Eskdale Railway. I have always had a soft spot for 4.93 64 14 Wreay 5 19 1/2 86* 89.6 the R&ER and the RHDR 7.35 61 60 Southwaite 6 58 98 88.5 but there is no doubt that 10.70 58 32 Calthwaite UB 8 58 102 100.6 the R&ER takes the prize 13.03 56 6 Plumpton RR 10 21 99 101 for scenery. During the 15.29 53 65 Kitchenside OB 11 41 1/2 101 100.7 week I made a number of runs over Shap. The 17.88 51 18 Penrith 13 23 1/2 72* 91.5 outstanding performers for 20.81 48 23 M6 15 26 95/93 86.5 me are the Trans Pennine 22.10 47 0 Clifton 16 21 81*/85* 83.8 Express 185s on this route. 25.48 43 50 Thrimby Grange OB 18 47 1/2 79* 82.9 For once they can use the 27.44 41 53 Harrisons Sidings RR 20 15 85 81.1 power to good effect with 29.38 39 58 Shap 21 31 1/2 102 91.1 times that are very little behind those achieved by 31.48 37 50 Shap Summit 22 50 1/2 79* 95.6 the Pendolinos. Table 1 is a 33.95 35 12 Scout Green OC 24 30 1/2 103 89.3 log of 185.127 southbound 36.89 32 17 Tebay RR 26 15 1/2 99 100.5 over Shap. 41.04 28 5 Low Gill EGF 28 53 1/2 84* 94.6 pws 31* A good climb to Shap with over running at 100mph, 42.94 26 13 Grayrigg RR 30 47 50 60.2 with the brakes hard-on to 45.06 24 3 Docker V N 32 27 88 76.5 pull us down to 82 mph at 46.60 22 40 Hay Fell 33 30 1/2 85 87.7 the Summit which saw us 49.96 19 11 Oxenholme 36 40 63.8 over the top in under 23 0.00 19 11 Oxenholme 0 00 minutes. The efficient braking and acceleration of 3.66 15 38 Hincaster Jn 3 5 1/2 102 71.1 these sets meant the pws at 5.60 13 43 Milnthorpe 4 15 1/2 100 99.6 Grayrigg only cost about 45 8.39 10 60 Burton 5 56 1/2 101 99.3 seconds. A clear run from 9.64 9 40 MP 6 41 100/102 101.8 Oxenholme to Lancaster 12.89 6 20 Carnforth 8 37 1/2 98 100.2 gave an average of 16.00 3 11 Hest Bank LC 10 30 96 99.5 82.2mph for the 19 mile leg. While the work along the 17.24 1 72 Morcambe S Jn 11 26 80 coast is quite 19.14 0 0 Lancaster 13 58 45 smart it is not very quick and on Wednesday morning while having a morning cuppa I was

Milepost 32½ 168 October 2011 able to watch 156.454 head south through Ravenglass before driving to Ulverston to catch it, after the train had meandered through Barrow. Changing to 185.137 at Lancaster and continuing over the Pennines to Leeds showed what complete mastery of the schedules these units have, though at some cost in terms of fuel consumption and their weight. 158.903 took me back to Preston.

I had intended to get the next northbound Pendolino. However when it came in it was packed and the displays showed another train just behind it so, as is the bonus of a rover, I decided to wait for that one. I was somewhat surprised to see marching down the platform just before the train came in, railway management and a group of burley men in suits - and Gordon Brown and his wife who boarded the rear coach (second class) of the two class 221’s. They also alighted with me at Carlisle. As he went off to campaign in the marginal seat there he found time to shake hands and speak with a couple of passengers on the platform. Whatever your political views are, it’s nice to be in a society where it is still possible for the Prime Minister to use a public train and speak to the public without wall to wall security. The train was eight minutes late away from Preston and 10 late in Carlisle with a signal check and a PWS not helping matters. You would have thought a bit of effort might have been made to get a train the Prime Minister is using to run on time: it’s a sad reflection on railway management that this cannot be achieved. Later in the week I sampled the Settle and Carlisle, not spectacular in the performance league and you do wonder why sprinters cannot run faster than 60mph on this route. The signal distance and curvature was passed for 90mph in the 1970’s and I am not aware of any realignment or movement of the signals on this line. I know the track is not as good as it used to be but if a loco hauled train can run at 60mph surely a Sprinter could be allowed 75mph.

TABLE 2

Date/day Friday 7th May 2010

Train 17:55/18:20

Motive Power 57.008(n)+4+47.832(s) Load (tons) 4/136/137 Recorder/position/gps JH 2/4 (nb) Y Weather Fine As a curiosity I have shown a log Miles M C location m s mph Average of the Workington to Maryport 0.00 6 75 Workington 0 00 shuttle which was not only a free 0.90 7 67 Workington N 2 12 46 max 24.5 service much liked by the local st 0.00 7 67 Workington N 0 00 58 max youth but also a 1 class only pws 18* free service with the coaches being Mk3 FOs. This was a 2.69 10 42 Flimby 5 58 27 good example of how the railway 0.00 10 42 Flimby 0 00 46 max can react on a good day, I just sigs 3.50/3.58 wish there was more of it. 1.88 12 32 Maryport 4 30 25 0.00 12 32 Maryport 0 00 0.35 12 4 LC 1 25 1/2 25/55 14.8 1.88 10 42 Flimby 3 54 36.9 0.00 10 42 Flimby 0 00 2.69 7 67 Workington N 4 14 59 max 38.1 0.00 7 67 Workington N 0 00 0.90 6 75 Workington 2 14 47 max 24.2

Milepost 32½ 169 October 2011

TABLE 3

Date/day Saturday 8th May 2010 Train 10:30 Motive Power River Irt The last log from the north- west (Table 3) is of a morning Load (tons) 8 Coaches run up the R&ER behind River Recorder/position/gps JH 7/8 Y Irt. It was a special day for Weather Fine children with Postman Pat as Miles M C location m S mph average one of the attractions, though, 0.00 0 03 Ravenglass 0 00 for me, it was the 30 minute non-stop run to Fisherground 0.14 0 14 Outer Home 1 57 1/2 11 4.2 that was the draw. The very pws 9* heavily rebuilt River Irt is a 0.46 0 40 MP 3 37 1/2 14 11.7 historic locomotive with its pws 14 Heywood pedigree and it’s 0.81 0 68 Overbridge 5 01 15 15.1 good to see that it can still do 1.06 1 08 Muncaster Mill 5 58 1/2 17/19 15.7 the business. While there is very little of the 1894 loco 1.66 1 56 Miteside 8 11 1/2 11.5 16.3 there it is substantially a 1927 1.80 1 67 Miteside Loop C 9 30 1/2 5* 6.3 engine which does mean it’s 1.96 2 00 MP 10 28 13/12 10.1 no spring chicken. Thirty 2.53 2 45 Murthwaite GF 12 55 1/2 17 13.8 minutes of non-stop running is 2.96 3 00 MP 14 31 1/2 17/18 16.4 probably as long as you get anywhere on a fifteen inch 3.46 3 40 MP 16 23 1/2 9/16 16.1 railway. With an allowance for 3.88 3 73 Black Bridge 18 00 13 15.4 the pws restrictions, a time of 4.13 4 13 Irton Road 20 13 1/2 4* 6.8 39 minutes to Dalegarth was 4.46 4 40 MP 22 11 1/2 12/7 10.3 achieved. It was somewhat 4.81 4 68 Eskdale Green 24 21 4*/13 9.7 surprising to see a couple of 4.95 4 79 Holling How OB 25 14 1/2 5 9.2 weeks later the station building there used as a shelter for the 5.20 5 19 OC 26 47 11 9.7 pubic against a gunman. 5.39 5 34 Fisherground Loop C 28 35 1/2 3*/6 6.2 5.49 5 42 Fisherground 29 52 4.7 0.00 5 42 Fisherground 0 00 0.15 5 54 OB 1 35 10/8 5.7 0.32 5 68 Gilberts Cutting S 2 46 11/8 8.8 0.59 6 09 Hut 4 4 1/2 13/15 12.1 0.93 6 36 Beckfoot 5 33 1/2 13 13.6 1.23 6 60 MP 6 54 1/2 10 13.3 1.36 6 71 Dalegarth 8 35 4.9

Heading southwards to the Hope Valley I had not covered this line in a Class 185, so a day with the South Pennine Day Rover enabled me to make a round trip in Class 158’s and also sample the 185’s. The 185 running on a 70 mph limit lost time in the Hope Valley proper but their much faster acceleration on the hills means the climb to Cowburn is compensation for this. At £18.50, the South Pennine Day Rover with the choice of Littleborough, Diggle and the Hope Valley give you plenty of opportunities to record performance. It includes Sheffield Leeds via Barnsley and the associated local lines and I think represents very good value for money. Possibly a suitable area for a mass timing day?

Milepost 32½ 170 October 2011

TABLE 4 Date/day Thursday 1st July 2010 Train 14:20 Motive Power 185.146 Load (tons) 3/163/170-2250hp 13.7hp/ton Recorder/position/gps JH 1/3 Y Weather Fine Miles M C Location m s mph avge - 0.00 0 45 Stockport 0 00 0.56 0 00 Edgeley No1 1 23 25* 24.5 1.33 0 61 Davenport 2 54 39 30.0 2.84 2 22 Hazel Grove 5 15 36 38.7 3.34 2 62 Hazel Grove HL Jn 6 00 40 40.0 4.43 176 33 Disley T N 7 02 67 63.1 6.63 174 17 Disley T S 9 08 1/2 68 62.6 8.63 172 17 New Mills S Jn 11 06 1/2 49* 61.1 10.34 170 40 MP 12 46 1/2 67 61.7 11.34 169 40 Chinley 13 41 66 65.7 12.72 173 52 Chinley E Jn 15 08 50* 57.0 13.82 172 44 Cowburn T E 16 14 1/2 68 59.8 15.92 170 36 Cowburn T W 18 28 1/2 40* 56.3 17.19 169 14 Edale 19 49 71 57.2 21.12 165 20 Earles Sidings 23 07 1/2 72 71.2 22.04 164 26 Hope 23 46 71 86.3 23.84 162 42 Bamford 25 24 1/2 68 65.7 25.62 160 60 Hathersage 26 56 71 69.8 27.52 158 68 Grindleford 28 33 71 70.6 31.12 155 20 Totley T E 31 35 1/2 69 70.9 32.52 153 68 Dore 33 00 51* 59.6 33.9 155 60 Millhouses OB 34 10 1/2 85 70.4 36.16 158 01 East Bank T S 36 40 35* 54.5 36.66 158 41 Sheffield 38 24 17.3 . Staying with Trans Pennine Express, the Hull to Manchester services are mostly worked by TPE’s Class 170 units. The Selby to Hull section has a dispensation for Sprinters to run at higher speeds, as for that matter does the Hope Valley, but the 185s - because of their weight - are unable to take advantage of this. I find these units quite a comfortable intermediate service train with a light airy ambience and windows that, by and large, line up with the seats. A trip into Leeds gave me the best Selby to Leeds run I have timed so far and I think is probably an RPS record. Getting over the top at Micklefield without being checked and then a clear run into Leeds is, of course, the key to this.

Milepost 32½ 171 October 2011

TABLE 5 Date/day Monday 9th August 2010 Train 08:40 Motive Power 170.305 Load (tons) 2/91/95 (844hp 9.3hp/ton)) Recorder JH 1/2 Y Weather Fine Miles M C location m s mph average - 0.00 0 13 Selby 0 00 0.61 0 36 Selby West LC 1 44 1/2 30* 21.1 2.50 2 27 Thorpe Gates LC 3 48 1/2 69 54.8 3.89 3 58 ECML 4 59 1/2 71 70.2 4.75 4 47 Philip Lane LC 5 41 1/2 79 74.5 6.46 6 24 Gascoigne Wood Jn 6 57 1/2 86 81.0 7.88 7 57 South Milford 7 56 1/2 85 86.0 9.66 9 40 Grange Farm OC 9 11 1/2 84 85.9 11.03 10 69 Micklefield 10 11 1/2 83 81.8 13.45 13 23 Garforth 11 53 1/2 88 85.7 15.13 14 77 Manston LC 13 03 89/90 86.8 16.30 16 11 Cross Gates 13 51 88 88.3 18.43 18 21 Neville Hill E Jn 15 26 1/2 59* 80.0 19.65 19 39 Richmond Hill T E 16 49 1/2 47* 53.1 20.75 20 47 Leeds 19 22 26.0 I have not identified the train in the next log as in these times it might cause offence, but a late-running Class 91 was given its head from Newcastle to Berwick. It had been a bad day and it’s fair to say everyone just wanted to go home. I always like the ECML north of Newcastle, it’s a kind of railway fast ‘A’ road and shows up who can drive with a premium on late braking. It is worth noting how tight the schedule times are against what actually was achieved. This was a good example of old style running.

Late summer saw me in Edinburgh at the Festival but I dragged myself away for a couple of days leaving the musicians, actors, dancers and comedians for a trip on the Clyde on the ex LNER paddle steamer the Waverley. I also had an ice cream from Nardini’s in Largs, a perfect piece of the 1930s.

I also managed to fit in a trip from Edinburgh to Aberdeen and back. It has been a long time since I travelled on this route and I had forgotten what a scenic railway it is. The northbound trip was a £6 advance booking special, not bad for 133 miles in an HST. The return south cost a whole ten pounds and gave me my first run in a Scotrail Class 170 on this route. The train had a strange set of stops with a Laurencekirk to Arbroath leg, no Montrose stop and also a Leuchars to Haymarket section, both of which are I think RPS fastest times probably because no one has done those sections yet. I have just included the log from Laurencekirk onwards. As ever, it’s not a particularly fast start but once underway good progress was made and despite the slowings through Montrose we were inside even time at Arbroath. The level sprint to Dundee followed with some 100 mph running. After the slow negotiation of the Tay Bridge on the short leg to Leuchars we set off on the 50 mile section to Haymarket. This is a route peppered with speed restrictions and short sharp climbs and there may also have been a distant signal check on the final run into Haymarket as we were quite early by then. I always enjoy runs like this on a route that still requires a lot of input from the drivers and also

Milepost 32½ 172 October 2011

TABLE 6 Date/day 2010 Motive Power 91.xxx Load (tons) 10 mark 4 Recorder JH 2/10,Y Weather Fine Miles M C location m s mph average 0 0 0 Newcastle-upon-Tyne 0 00 0.58 0 46 Manors 1 43 45 20.1 1.71 1 57 Heaton 2 51 1/2 76/80 59.8 2.83 2 66 Heaton N Jn 3 45 1/2 67* 74.4 4.33 4 26 Benton 4 46 1/2 80 88.5 5.95 5 76 Killingworth 6 00 1/2 101 79.3 7.76 7 61 Annitsford 7 01 1/2 116 106.6 9.88 9 70 Cramlington 8 09 1/2 113/114 111.7 11.5 11 40 Plessy 8 59 1/2 115 117.2 13.93 13 74 Stannington LC 10 17 110 112.5 16.63 16 50 Morpeth 12 31 52* 72.5 17.73 17 58 Wansbeck V N 13 31 80 66.2 18.55 18 44 Pegswood 14 07 95 82.7 20.21 20 17 Longhirst LC 15 03 114 106.3 23.25 23 20 Widdrington 16 42 1/2 99* 109.8 25.61 25 49 Chevington LC 18 01 114 108.5 28.5 28 40 Aclington 19 33 1/2 113 112.5 30 30 0 Coquet Viaduct 20 25 1/2 87* 103.8 31.84 31 67 Warkworth LC 21 38 104 91.5 33.89 33 71 Wooden Gate 22 57 1/2 73* 92.8 34.86 34 69 Alnmouth 24 11 47.6 0 34 69 Alnmouth 0 00 1 35 69 Lesbury 1 56 1/2 58 30.9 2.64 37 40 Longhoughton 3 22 85 68.9 4.56 39 34 Little Mill 4 37 97 92.8 5.63 40 39 Stamford 5 14 107 102.5 8.7 43 45 Fallonden 6 50 1/2 122/127 114.8 11.11 45 78 Chathill 8 01 1/2 123 122.5 12.25 47 9 Newham LC 8 36 1/2 106* 117.0 14.35 49 17 Lucker 9 47 114 106.8 16.71 51 46 Belford 10 59 1/2 121 117.8 17.74 52 48 Crag Mill 11 30 125 121.0 20.13 54 79 Smeafield 12 36 1/2 130 129.2 23.79 58 52 Beal 14 20 119* 127.1 25.98 60 67 Goswick 15 25 125 121.0 28.71 63 46 Scremerston LC 16 46 116 121.7 31.11 65 78 Tweedmouth SB 18 22 1/2 61* 89.7 32.14 67 0 Berwick-upon-Tweed 20 01 37.5

Milepost 32½ 173 October 2011

TABLE 7 Date/day Tuesday 24th August 2010 Train 14:07 Motive Pow er 170045 Load (tons) 3/133/135 (1266hp 9.3hp/ton) Recorder JH 2/3 Y Weather Fine Miles M C location m s mph average 0.00 210 44 Laurencekirk 0 00 2.95 207 48 Marykirk 3 28 1/2 87/88 51.0 5.35 205 16 Craigo SB 5 08 85* 96.6 7.41 203 11 Kinnaber Jn 6 39 70* 81.2 10.05 30 55 Montrose 8 56 1/2 57 69.3 11.07 29 53 Rossies V S 10 13 43* 48.2 12.14 28 48 Usan SB 11 37 50 45.4 has some wonderful scenery and two of the 14.96 25 62 Lunan Bay 14 24 1/2 63/91 60.8 finest railway bridges in the world. It is a 17.60 23 11 Inverkeilor SB 16 15 1/2 81* 85.5 credit to the driver and Scotrail operating 20.74 20 00 Letham Grange 18 33 82* 82.0 that mile-a-minute running can be managed 23.66 17 06 Arbroath 21 35 57.9 over such a difficult railway as this. 0.00 16 45 Arbroath 0 00 1.44 15 10 Elliot Jn FB 2 15 1/2 65 38.1 My day job involves working in Scarborough 6.19 10 30 Carnoustie 5 47 94 81.0 as the manager of the Spa. I have managed 7.80 8 61 Barry Links 6 47 1/2 99/101 96.0 to watch the Scarborough Spa express 10.68 5 71 Monifieth 8 31 1/2 100 99.4 leaving a few times this summer. It’s so nice 13.06 3 40 Broughty Ferry 10 07 83*/90 89.8 to have a train named after one’s 16.30 0 21 Camperdow n LC 12 38 1/2 39* 77.0 establishment. Bank Holiday Monday saw 17.83 1 19 Dundee 15 12 35.9 me at York joining the Scarborough Spa 0.00 59 17 Dundee 0 00 Express for its Wakefield circuit with ‘Scots 0.76 58 36 Esplanade 2 19 1/2 24 19.6 Guardsman’ on the front. This train does 2.73 56 39 Tay Bridge S SB 6 21 1/2 35 29.2 not have a wonderful path and less than 4.66 54 44 St Fort 8 30 1/2 75/84 54.1 optimum regulation did not help, however 8.36 50 68 Leuchars 11 53 65.8 the climb from Wakefield Westgate to 0.00 50 68 Leuchars 0 00 Ardsey was excellent. It was a very slow 2.16 48 55 Summit OB 3 04 1/2 66 42.2 start out of Wakefield, there had been a bit 3.25 47 48 Dairse 4 00 1/2 73/88 69.9 of rain and I think they were concerned 6.23 44 50 Cupar 6 33 53* 70.3 about slipping but 46115 was opened out in 8.56 42 23 Springfield 8 41 69/81 65.6 stages to some considerable effect. I was 11.78 39 06 Ladybank 11 22 1/2 58* 71.5 five coaches back from the engine as we 15.85 35 00 MP (Lochmuir) 15 10 1/2 65 64.4 climbed through Outwood but it still 17.60 33 20 Markinch 16 35 1/2 79 73.9 sounded very loud there. This trip was 20.55 30 24 Thornton S Jn 18 50 81/78 79.2 considerably faster over the top than the 22.73 28 10 Dysart FB 20 29 80 78.8 logs in Steam World in September 24.98 25 70 Kirkcaldy 22 29 63*/75 67.6 28.11 22 59 Kinghorn 25 21 42* 65.7 28.50 22 28 Kinghorn T S 26 12 1/2 25*/67 27.1

30.73 20 10 Burntisland 28 44 1/2 35*/64 52.7

33.48 17 30 Aberdour 31 49 1/2 49* 53.5

34.85 16 00 MP 33 18 57 55.9 36.28 14 46 Dalgetty Bay 34 33 1/2 70 67.7 37.71 13 11 Inverkeithing 36 09 1/2 36* 54.0 39.58 11 22 North Queensferry 38 45 48/50 43.1 41.41 9 35 Dalmeny 41 04 46* 47.7 43.53 7 26 Almond V N 43 04 77/66 63.3 46.29 4 45 South Gyle 45 21 1/2 79 72.4 47.30 3 44 Saughton Jn 46 10 71 75.3 49.61 1 19 Haymarket 49 23 43.1

Milepost 32½ 174 October 2011

TABLE 8 Date/day Monday 29th August 2010 Train 18.15 ex York Motive Power 46115 "Scots Guardsman" Load (tons) 12 mark 1 Recorder/Position/GPS JH, 6/12 Y Weather Fine Miles M C location m s mph average 0.00 175 65 Wakfield Westgate 0 00 0.19 176 00 MP 1 46 1/2 9 6.3 1.19 177 00 MP 4 46 1/2 27 20.0 2.19 178 00 MP 6 46 1/2 31 30.0 2.54 178 28 Outwood 7 22 37 35.8 3.25 179 05 M1 8 33 1/2 38 35.8 4.19 180 00 MP 9 57 42 40.4 4.95 180 61 Ardsey T S 10 56 1/2 53 46.4 5.13 180 75 Ardsey T N 11 07 1/2 53/62 56.3 8.65 184 37 Leeds Mcr Railway 15 01 32* 54.4 9.54 185 28 Whitehall East Jn 17 38 1/2 11*/6* 20.3 10.20 194 79 Holbeck Depot Jn 20 29 1/2 27* 13.9 12.66 192 42 Stourton Jn 24 27 1/2 49 37.3 13.34 191 68 M1 25 13 1/2 54 52.7 15.16 190 02 Woodlesford 28 13 36.6

My final summer day out was a Doncaster - Kings Cross return journey. Having got to London before 8 a.m. I had booked a Southern Day Rover - another bargain at £10 with a good variety of routes to use. The day started with a dash to Victoria and the 08.06 to Brighton. The Class 377s are amongst the better new EMUs with comfortable seating, good windows and a reasonable ride and turn of speed. The 08.06 made good time to Brighton and the logs shows what can be achieved within the 90mph speed limit.

The train to London was in effect an ECS move. There was an advance booking fare of £15 for this which for 312 miles of proper train has to be a bargain. The icing on the cake was that on the return we were all forced (as if) into Mark 1 First Opens behind the Class 47. I have always thought the Mark 1 FO with the wing style seats is one of the most civilized railway carriages to ever run in the UK. There is something about wood, moquette and armchairs that just works for me. After a wander around the southern I rejoined the Class 47 for the run north. I have concentrated on the hill climbs in the log as these days it is very easy to forget about the hills on the ECML. That is not the case when you have over 500 tons on the back of a 47 they start to be noticeable. We got through Potters Bar at 62 mph, Stoke saw speed fall from 80 to 65 and the climb to Markham was surmounted with a minimum of 77 mph. All in all a creditable performance, though Mike Notley recorded Tornado going over the top at Stoke with a 13 coach load at 73mph recently which suggest on a good day TORNADO has a bit more grunt than a Class 47.

Milepost 32½ 175 October 2011

TABLE 9 Date/day Saturday 11th September Train 08:06 Motive Power 377.327+319+301 Load (tons) 9/367/390 4023hp Recorder/position, GPS JH 4/9 Y Weather dull Miles M C location m s mph average 0.00 0 00 London Victoria 0 00 2.71 2 57 Clapham Jn 5 03 32.2 0.00 2 57 Clapham Jn 0 00 7.80 10 41 East Croydon 9 29 49.3 0.00 10 26 East Croydon 0 00 0.93 11 20 South Croydon 1 40 54 33.4 3.04 13 29 Purley 3 27 78 70.9 4.48 14 64 Coulsden N FB 4 31 82 80.9 6.18 16 40 Redhill Rly 5 43 1/2 88 84.5 6.98 17 24 Quarry T N 6 15 92 91.1 8.18 18 40 Quarry T S 7 04 89 88.7 11.28 21 48 Earlswood 9 18 77* 83.2 13.14 23 37 Salfords 10 33 1/2 88 88.5 16.26 26 47 Gatwick Airport 12 40 89 89.0 19.03 29 28 Three Bridges 14 31 1/2 88 89.4 21.04 31 29 Balcombe T Jn 15 58 77* 83.6 22.35 32 54 Balcombe T S 16 57 1/2 85 79.8 23.50 33 66 Balcombe 17 44 88 88.8 25.14 35 37 Ouse Viaduct N 18 51 89 88.0 27.41 37 59 Haywards Heath 20 23 87 89.1 30.33 40 52 Wivelsfield 22 21 1/2 88 88.4 31.16 41 39 Burgess Hill 22 56 87 87.4 33.20 43 42 Hassocks 24 23 86 84.2 35.50 45 66 Clayton T S 25 57 87 88.1 37.49 47 65 Patcham T N 27 19 73* 87.3 38.91 49 19 Preston Park 28 48 1/2 40* 57.4 sigs 30.49/33.17 40.29 50 49 Brighton 35 04 13.2

Milepost 32½ 176 October 2011

TABLE 10 Date/day Saturday 11th September Train 19:10 Motive Power 47760 Load (tons) 12+cl55/528.5/535 Recorder JH. 3/12 Y Weather Fine Miles M C Location m s mph average 0.00 0 00 Kings Cross 0 00 2.53 2 42 Finsbury Park 7 02 1/2 48 21.5 4.96 4 77 Alexandra Palace 9 37 65 56.9 6.46 6 37 New Southgate 11 00 1/2 62 64.5 9.18 9 14 New Barnet 13 36 1/2 63 62.6 10.55 10 44 Hadley Wood 14 59 1/2 62 59.7 12.74 12 59 Potters Bar 17 07 62 61.7 17.70 17 56 Hatfield 21 04 86/87 75.4 20.33 20 26 Welwyn Garden City 22 52 1/2 85 87.1 23.76 23 61 Woolmer Green OB (to SL) 26 28 1/2 45*/51 57.3 31.95 31 76 Hitchin 33 21 71.5 58.80 58 64 Huntingdon 59 04 62.6 76.34 76 27 Peterborough 75 12 1/2 55 65.2 79.61 79 49 Werrington Jn 78 14 72 64.9 81.89 81 71 Helpston LC 80 07 1/2 78 72.3 84.80 84 64 Tallington LC 82 22 1/2 80 77.6 87.09 87 07 Greatford LC 84 06 80 79.5 92.24 92 19 Little Bytham RR 88 07 75 76.9 95.00 95 00 MP 90 22 69 73.9 97.15 97 12 Corby Glen 92 15 70 68.3 99.75 99 60 Stoke Jn 94 32 65 68.4 100.99 100 79 Stoke T N 95 39 70/82 66.7 105.44 105 35 Grantham 99 25 70.8 120.15 120 12 Newark Northgate 109 07 91.1 126.31 126 25 Carlton-on-Trent LC( booked to loop) 113 03 92 93.9 131.29 131 23 Dukeries Jn 116 28 79/77 87.5 134.50 134 40 Askham T N 118 54 1/2 79 78.8 138.61 138 49 Retford 121 42 1/2 94 88.2 143.98 143 78 Ranskill LC 125 09 94 93.4 147.65 147 52 Bawtry UB 127 33 1/2 91 91.8 149.35 149 28 Pipers Wood FB 128 41 1/2 87 89.7 151.36 151 29 Rossington LC 130 02 92 90.2 154.00 154 00 MP 131 48 75* 89.2 155.95 155 76 Doncaster 136 11 26.7

So all in all not a bad summer and the best memories - the Class 185 over Shap. The grandeur of the Settle and Carlisle, a Class 91 hustling north to Berwick, the roar of Scots Guardsman and a summer night in a Mark 1 as 47.760 headed north on the ECML.

Milepost 32½ 177 October 2011

CHILTERN CLASS 172’S 100 MPH HONEYMOON

David Adams

Chiltern Railways took delivery of four two car class 172’s earlier in the year, their expected eventual use being for the xx.16 & xx.43 off peak Marylebone to Gerrards Cross stopping services when the new high speed timetable takes effect. Their superior acceleration compared to classes 165 & 168 appears to have been essential in freeing up paths to High Wycombe for the fast services which now enjoy a 100 mph PSR from Wembley maintenance depot to the approach to High Wycombe, 75 mph class 165’s excepted of course. However, as the high speed timetable was put back until 4th September, Chiltern used three of the four sets as a six car formation in July and part of August on a limited M–F diagram covering the 07.50 from High Wycombe to Marylebone. They then laid over in the “wall siding” adjacent to platform 1 at Marylebone until being used for the 18.09 to Bicester North and the return working at 19.25. The fourth unit remained spare at Wembley depot but was frequently changed ensuring that all four units were used in service over this period.

The 18.09 called at Gerrards Cross, High Wycombe then all stations to Bicester North and this gave a limited opportunity, that may not arise in the future if they are tied to inner suburban stopping services, to sample them at 100 mph. David Ashley made one return trip from Gerrards Cross to Bicester North and I made four one way trips, three from High Wycombe and one from Marylebone to Bicester North.

My only previous experience of class 172’s was one run from Barking to Gospel Oak. With a top speed of around 40 mph, less for much of the journey, and frequent stops this was not an ideal scenario to establish their performance merits.

On the down line I have included four runs, all of which showed their full potential at some stage in the journey. Runs 1 & 4 were slightly hindered by adverse signals after Princes Risborough due to the 18.06 class 67 from Marylebone to Banbury running a few minutes down.

It became immediately apparent that these units perform very differently from previous Bombardier designs. They have a mechanical gear box and automatic gear changes took place at approximately 15, 25, 40, 55 & 75 mph when it appeared that full power was being applied. Also, unlike any other type of diesel multiple unit, when braking the engines run down through the gears until a speed of around 20 mph is reached when neutral is automatically selected. The impression I perceived was that the engines were being used in part to slow the train giving a similar effect to changing down the gears to slow a car. I could be wide of the mark here and perhaps the engineers amongst us may be able to expand on this theory. I would also assume that they are not compatible with classes 165 & 168.

Acceleration was brisk and the driver on run 1 made the fastest starts and stops producing two new RPS fastest times on the first two legs of the journey. David Ashley has kindly sent me his log which is shown in run 2 and he too enjoyed some fast starts but the stops were more cautious. These two runs produced 100 mph maxima after both Princes Risborough and Haddenham.

On run 3 I joined the train at Marylebone and the best time to Gerrards Cross in the new high speed timetable is 18 minutes. Running very close to the former line speeds we took just over 20½ minutes. With an increased line speed to 75mph (70 mph on the up) at Neasden Junction

Milepost 32½ 178 October 2011

Run 1 2 Train ex Marylebone 1809 1809 Date Fr 15-Jul-11 M 18-Jul-11 Loco 172102/104/101 172101/103/104 Load e/f 6,250/270 6,250/270 Position/recorder/GPS D Adams 1/6 Y D Ashley 1/6 Y miles m s Speed m s speed 0.00 HIGH WYCOMBE 0.00 2.5 LATE/51* 0.00 /53/50 2L 2.14 West Wycombe 2.36½ 73/77 2.37 69/76 4.39 MP 20¾ 4.24½ 73 4.91 SAUNDERTON 5.19 ® 5.39 0.00 SAUNDERTON 0.00 2.5m LATE 0.00 /67 1.43 MP 22¾ 1.55½ 68 3.18 PRINCES RISBOROUGH 4.07 ® 4.28 0.00 0.00 1 LATE 0.00 Sigs 34* 1.50 MP 26 2.08 74 2.66 Ilmer 2.57 93 2.44 96/100 3.50 MP 28 3.28 100 sigs35*/54 5.81 HADDENHAM & THAME 6.27 5.38 0.00 HADDENHAM & THAME 0.00 .5m LATE 0.00 sigs82/64* 3.44 Ashendon Jnc. 3.31 78 3.15 98/100 5.91 Brill Tunnel SP 5.10½ 93 4.40 98/100 7.19 Brill TV Mast 5.57½ 100/99/100 5.27 99 9.81 Blackthorn 7.32½ 99 7.03 98 X/OVER 25* X/OVER 25* 12.89 BICESTER N. (UP PLAT) 11.28 3.5m early 11.47 3E and 100 mph from Wembley maintenance depot, including Northolt Junction, 18 minutes should easily be achieved by a class 165 limited to 75 mph. Local services with four intermediate stops take 27 minutes and with six intermediate stops 30 minutes, which no doubt includes a recovery allowance approaching final destination. These trains use the original down line dive under at Northolt Junction to access South Ruislip’s down platform so do not benefit from the new alignment. They return south from the down platform at Gerrards Cross via a new 40 mph crossover.

Returning to the run in question the running after Princes Risborough was restrained and I suspect that a distant sighting of a yellow may have been the cause as the 18.06 Marylebone got away from its Haddenham stop. After our stop we managed a brief 101 mph on the down grade south of Brill. A signal check approaching Bicester North, where arrival was on the up platform, was due to a late running up service.

Milepost 32½ 179 October 2011

Run 3 4 Train ex Marylebone 1809 1809 Date Fr 22-Jul-11 Fr 12-Aug-11 Loco 172104/101/103 172104/101/103 Load e/f 6,250/260 6,250/260 Position/recorder/GPS D Adams 1/6 Y D Adams 1/6 Y

miles m sspeedm sspeed

0.00 MARYLEBONE 0.00 3½ LATE

1.93 Canfield Place 3.17 51/48 3.68 Willesden Green 5.22½ 51/49/60 5.10 Neasden South Jnc. 7.03 38* 6.46 Wembley Stadium 8.41½ 62/58 8.73 Sudbury Hill 10.57 60/58 9.75 Northolt Park 11.58 61/63/49* 11.48 Northolt Jnc. 13.53 50/60* 13.34 West Ruislip 15.36½ 75/77 16.10 Denham 17.48½ 75 16.98 Denham Golf Club 18.30½ 74 18.71 GERRA RDS CROSS 20.39 0.00 0.00 3 LATE 2.72 Seer Green 2.58½ 76/75

4.29 Beaconsfield 4.13 77/74/76/75

6.77 Tylers Green 6.11½ 76

9.13 HIGH WYCOMBE 8.55 0.00 0.00 2 LATE/52* 0.00 ½ LATE/51/48* 2.09 West Wycombe 2.44 69/75 2.36½ 71/77 3.59 MP 20 3.58 74 3.48 75 4.91 SAUNDERTON 5.43 5.38 0.00 0.00 2½ LATE 0.00 1 LATE 1.18 MP 22½ 1.45½ 62 1.43 MP 22¾ 2.01½ 66 Sigs. 22*/40 3.18 PRINCES RISBOROUGH 4.30 5.07 0.00 0.00 1½ LATE 0.00 Sigs. 28/24* 1.50 MP 26 1.57 77/83 2.21½ 73

2.66 Ilmer 2.48½ 82 3.11½ 91

3.50 MP 28 3.24 86/84/87 3.42½ 100

5.81 HADDENHAM & THAME 6.03 5.52 0.00 0.00 1 LATE 0.00 Sigs. 57/55* 3.44 Ashendon Jnc. 3.31 94/99 3.2 93/99 5.91 Brill Tunnel SP 5.01½ 97 4.51 97 7.19 Brill TV Mast 5.48 100/101 5.37½ 99 9.81 Blackthorn 7.23½ 96 7.13½ 98 Sigs. * Sigs. 24*/27 X/OVER X/OVER 25* 12.89 BICESTER N. (UP PLAT) 12.32 2 EARLY 11.14 3 EARLY

I did not attempt any up runs on the 19.25 from Bicester, the lure of a class 67 connection back to Solihull at 19.23 being too tempting. However, David Ashley had a reasonable

Milepost 32½ 180 October 2011 return trip as shown in run 5. The start from Bicester was 18 seconds up by Haddenham on what I considered to be a good recent class 168 run with a good start and speed kept in the 99 - 102 mph range between Brill tunnel south and Haddenham. 14½ seconds of that gain were in the first 3.08 miles to Blackthorn where respective speeds were 97 & 87 mph which tends to confirm that the 172’s do indeed have an invaluable acceleration capability which would be most effective on local stopping services.

Ian Umpleby has posted a brief summary of the new line speeds on the RPS website forum, www.railperf.org.uk under infrastructure news on 20/08/2011. Exciting times on Mondays to Fridays, but the weekend timetable is geared to leisure travel and is not quite so attractive.

Date/day Mon 18-Jul-11 Train 1925 Bicester N-Marylebone Motive Power 172101/3/4 Load (tons) 6 Weather Showers Rec/Pos/GPS? D Ashley 2/6 Y 9 27 BICESTER 0 00 1.34 8 00 8 1 44 76 46.3 3.08 6 21 Blackthorn 2 56 97/99 62.9 5.70 3 51 Brill 4 32 98 98.4 6.98 2 29 Brill TS 5 19 98/100 97.7 8.14 1 16 Dorton 6 01 99 99.6 9.34 0 00 Ashendon J 6 45 99/100 98.2 9.34 33 71 12.91 30 25 Haddenham 8 56 97/99 98.2 16.06 27 13 Ilmer 10 52 94 97.8 18.73 24 40 Princes Risboro 14 42 41.7 0.00 24 40 Princes Risboro 0 00 /75 3.18 21 26 Saunderton 3 55 48.6 0.00 21 26 Saunderton 0 00 /77 4.98 16 25 High Wycombe 6 03 55.5 0.00 16 25 High Wycombe 0 00 /79 2.31 14 00 Tylers Green 2 31 76 55.1 4.79 11 42 Beaconsfield 5 16 54.0 0.00 11 42 Beaconsfield 0 00 1.58 9 76 Seer Green 2 01 76/77 46.9 4.29 7 19 GERRARDS CROSS 4 27 66.9

My own observations indicate that the 172’s are not yet operating the slower services from Marylebone, and still cover the Bicester service at 1816, and return at 1947 - Ed

Milepost 32½ 181 October 2011

172103/101/104 DRAW FORWARD FROM THE 172345 AT WORCESTER SHRUB HILL WALL SIDING AT MARYLEBONE on 05/09/11 Photo T Brown TO FORM THE 18.09 TO BICESTER NORTH 22/07/2011 Photo David Adams.

SPOT THE DIFFERENCE - DAVID ASHLEY

Date 05 Sept 2011 7 Sep-11 Train 0947 WorcesterSH-WhitlocksEnd 1317 Worcester SH-Dorridge Unit 172345 150132/150106 Load 3 4 Recorder T Brown T Brown miles m ch location m s mph avge m s mph avge 0.00 120 40 Worcester Shrub Hill 0 00 T 0 00 2.43 122 74 Fernhill Heath 3 39 75 39.9 3 49 67/75/sigs 38.2 5.60 126 08 Droitwich Spa 7 07 55.0 8 36 39.8 0.00 126 08 Droitwich Spa 0 00 0 00 3.39 129 39 Cutnall Green 3 44 74/70 54.4 4 43 72/75 43.1 5.75 131 68 Hartlebury 5 38 75 74.6 6 38 73 74.0 9.47 135 46 Kidderminster 9 14 62.1 10 30 57.8 0.00 135 46 Kidderminster 0 00 /73 0 00 /66 3.10 138 54 Blakedown 3 59 46.7 4 24 42.3 0.00 138 54 Blakedown 0 00 /55 0 00 /46 1.72 140 32 Hagley 2 53 35.9 3 07 33.2 0.00 140 32 Hagley 0 00 /53 0 00 /52 1.80 142 16 Stourbridge J 3 06 34.8 3 20 32.4 0.00 142 16 Stourbridge J 0 00 0 00 2.90 140 14 Lye 2 51 60 51.8 3 01 56 49.0 4.20 138 70 Cradley Heath 4 41 42.5 4 48 43.7 0.00 138 70 Cradley Heath 0 00 /47 0 00 1.50 137 30 Old Hill 2 38 43 34.2 2 54 40 31.0 2.70 136 14 ROWLEY REGIS 4 33 T 37.6 4 52 1L 36.6 At the same time that Chiltern started their accelerated “mainline” service, London Midland also introduced their first 172’s into public service on their trains. One of the first turns was the 0947 Worcester Shrub Hill to Whitlocks End, which is shown in the above log. Although it is still too early to draw conclusions, their superior acceleration is amply

Milepost 32½ 182 October 2011 demonstated with faster starts in virtually all sections, compared with the current 150’s on the route. The extra time needed to open the doors will compensate for this, but initial indications are that dwell times of little more than 30seconds are achievable.

CHILTERN MAINLINE

DAVID ASHLEY

The long-awaited acceleration of the Chiltern timetable was finally introduced on 5th September. Whilst it is too early to draw conclusions from the new service, we show below a selection of logs indicating how the increased speed limits are being exploited. No doubt a further detailed analysis will follow in future editions, but for now we will review first impressions. Date 05 Sept 2011 Tu06-Sep-11 Train 1137 Marylebone to Moor St 1007 Marylebone-Moor St Unit 168110 168112 Weather Bright Wet windy Recorder/Pos Martin Barrett (1/3) D Ashley miles m ch location m s mph avge m s mph avge 0.00 205 68 Marylebone (plat 4) 0 00 T-26/19RBT 0 00 1.81 204 03 Hampstead Tnl NE 2 59.0 44 36.4 2.85 203 00 Kilburn 4 18.5 50/47 47.0 4 33 48/43 37.6 3.60 202 20 Willesden Green 5 14.5 49 48.2 5 31 47 46.6 4.35 201 40 Dollis Hill 6 04.5 66/71 54.0 6 23 66 51.9 4.85 201 00 Neasden S Jn 6 31.0 70 67.9 6 48 74 72.0 6.39 5 01 Wembley Stadium 7 46.5 79 73.3 7 59 80 78.0 7.74 3 53 Sudbury & Harrow Rd 8 46.0 83 81.7 8 59 83 81.0 8.65 2 60 Sudbury Hill 9 24.0 87 86.4 9 37 88 86.4 9.67 1 58 Northolt Park 10 05.5 92/102 88.9 10 18 92/101 89.6 11.38 0 02 Northolt Jn/South Ruislip 11 08.5 99/98 97.1 11 23 97 94.2 13.24 1 69 West Ruislip 12 17.0 99/101 97.9 12 29 99/100 97.9 16.00 4 50 Denham 13 56.5 97 99.9 14 09 99 99.5 16.88 5 40 Denham GC 14 28.5 93 98.4 14 41 99 98.4 18.61 7 19 Gerrards Cross 15 38.0 91/94 90.0 15 44 97 99.3 21.33 9 76 Seer Green & J 17 40.5 20sigs 79.7 17 24 100 97.6 22.90 11 42 Beaconsfield 20 10.5 65 37.8 18 22 93/25sigs 97.8 24.53 13 12 Whitehouse Tnl south end 21 29.5 86/90 74.1 27.74 16 29 High Wycombe 24 11.0 47 71.6 24 28 47.6 27.74 16 29 High Wycombe 0 00 32.70 21 26 Saunderton 28 36.5 82/84 67.3 5 01 79/85/78 59.4 34.38 23 00 MP 29 48.0 82/78 84.3 35.88 24 40 Princes Risborough 30 54.5 84/102 81.2 7 23 83 80.5 41.69 30 25 Haddenham & T Pway 34 33.0 96/102 95.8 11 00 100/101 96.4 45.13 33 60 Ashendon Jn 36 39.0 101 98.2 13 04 100 99.8 46.44 1 16 Dorton 37 25.5 97/102 101.6 13 52 100/97 98.4 51.50 6 21 Blackthorn 40 28.5 99/102 99.6 16 56 99 99.0 54.60 9 29 Bicester 42 19.0 99 101.0 19 48 64.9 54.60 9 29 Bicester 0 00 58.35 13 09 Ardley 44 38.0 97 97.1 4 04 74 55.3 60.40 15 13 Ardley Tnl south end 45 51.5 101/99/101 100.4 5 42 92/95 75.3 63.59 18 28 Aynho Jn 47 57.0 84 91.4 7 51 81 89.0 65.15 82 55 Kings Sutton 49 00.5 90/sig/47/61 88.6 8 53 91 90.7 68.64 86 14 Banbury 52 21.5 62.5 12 43 54.6

Milepost 32½ 183 October 2011

The most noticeable improvement is south of Princes Risborough, where the previous 75mph blanket limit was an anachronism that should have been removed years ago – on page 200 we go back to 1965 and see what was being achieved then, but for now let us enjoy the experience of going through Princes Risborough at 80mph, and hurtling all the way between Seer Green and Ruislip at up to 100mph. All trains seem to have been affected by signals at some point in their journey, and this may be an indication that the timings and headways are too tight. Both down trains were affected in the Seer Green/Beaconsfield area which may indicate they had caught up with the preceding stopping train to High Wycombe. The improved acceleration of 172’s on these services should have avoided this, but current indications are that the 172’s remain in the sidings all day and just cover longer distance journeys at peak times.

Marylebone, between the peaks, seems to resemble a carriage siding, with 3-car 165’s occupying the city end of many platforms – it is particularly annoying when you get to the “holding area” for platforms 4 to 6, to find that your train at platform 6 is also situated ahead of another empty DMU. I assumed that these empty trains were used to “double up” to incoming services, but observations indicate that they form extra services, which may clutter up the Chiltern network even more in the peaks.

However, these are minor points, which should not take away from Chiltern what they have achieved, and how they have created a worthy competitor to Virgin on the West Midlands routes.

Date 05 Sept 2011 20-Sep-2011 Tu 06-Sep-2011 Train 0855 Moor St (from Kidderminster) 0655 Moor St-Marylebone 1055 Moor St-Marylebone Unit 168001 67012 67012 - 5+DVT Weather Bright Wet & w indy Recorder/Pos Martin Barrett (3/4) D Adams 6,227/240 1/6 D Ashley 2/7 miles m ch location m s mph avge ms mph avge ms mph avge 0.00 109 25 Warw ick Parkw ay 0 00.0 0 00.0 1.31 108 00 Warw ick 1 51.0 68/80 42.6 1 57.0 70/39* 40.4 3.24 106 06 Leamington Spa 3 50.0 35 58.2 4 03.5 40/51/49* 54.8 6.81 102 40 Fosse Road 7 09.0 80 64.7 7 31.5 82/96 61.9 8.66 100 52 Harbury Tnl South End 8 29.5 87/98 82.7 12.06 97 20 MP 10 43.5 76/74 91.3 11 05.0 71* 88.5 14.34 94 78 Fenny Compton 12 31.0 81/94 76.2 12 55.5 81/92 74.1 23.14 86 14 Banbury 18 26.5 73/91 89.1 19 06.5 52*/50* 85.4 000 26.63 82 55 Kings Sutton 20 53.5 90/92 85.4 22 13.5 88/91 67.1 34688 55.6 28.19 81 10 Aynho Jn 21 56.0 87 90.0 23 15.5 88 90.7 4 49 89/87 89.3 30.70 15 65 Ardley Tnl north end 23 37.5 92/89 89.1 24 58.0 94/101/97 88.2 63292 87.8 33.40 13 09 Ardley 25 17.5 101 97.2 26 37.0 100/97/102/98 98.2 8 11 100 98.2 37.15 9 29 Bicester 28 16.5 30sigs/55/32sig 75.4 28 52.0 101 100.0 10 26 99 100.0

.

Milepost 32½ 184 October 2011

miles m ch location m s mph avge ms mph avge ms mph avge 40.25 6 21 Blackthorn 32 12.5 70/83 47.3 30 43.5 98/100/94 100.1 12 19 99/93 98.8 43.26 3 20 ME 204 sig 36 12.0 sig 45.3 43.26 3 20 36 31.5 stop 45.31 1 16 Dorton 39 16.0 80 44.9 33 51.0 103 97.2 15 28 100 96.4 46.51 0 00 Ashenden J 34 35.0 97/102 98.2 16 12 98 98.2 47.40 33 00 ME 202 sig 42 30.5 sig 47.40 44 59.5 stop 47.40 33 caution 50.09 30 25 Haddenham & T Pw ay 49 43.5 63/88 34.1 36 44.5 97/100 99.4 18 24 95/102 97.5 55.90 24 40 Princes Risborough 54 02.5 80 80.8 40 26.5 83* 94.3 22 16 82 90.2 56.98 23 34 Saunderton Tnl North end 54 47.0 87 87.0 59.08 21 26 Saunderton 56 12.5 95/101 88.4 42 34.0 91/92 89.6 24 24 98 89.3 64.04 16 29 High Wycombe 60 02.5 49 77.7 46 35.5 58* 74.0 28 16 49 77.0 67.05 13 28 Whitehouse Tnl north end 62 46.0 82 66.3 68.88 11 42 Beaconsfield 64 03.5 90 84.8 50 23.5 93 76.4 32 19 94 71.7 70.45 9 76 Seer Green & J 65 03.0 100/99 95.3 51 22.5 99 96.1 33 18 97/99 96.1 73.16 7 19 Gerrards Cross 66 40.5 101 100.2 52 59.5 101/102/100 100.7 34 58 97 97.7 74.90 5 40 Denham GC 67 43.0 99 100.1 36 01 98/99 99.3 75.78 4 50 Denham 68 13.5 100/97 103.3 54 32.0 101/98 101.7 36 33 98/91 98.4 78.54 1 69 West Ruislip 69 52.5 99 100.5 56 12.0 102 99.5 38 16 98/99 96.6 80.40 0 00 South Ruislip/Northolt Jn 70 57.5 100/97 103.2 57 19.0 99/95 100.1 39 26 96 95.8 82.10 1 58 Northolt Park 72 03.5 98 92.7 58 21.5 96 97.9 40 48 83 74.6 83.13 2 60 Sudbury Hill 72 40.0 101 101.1 59 12.0 46sigs/58 73.1 41 30 93/96 87.9 85.39 5 01 Wembley Stadium 74 00.5 94/70 101.2 61 57.0 54/27* 49.4 42 56 95/9 sigs 94.7 86.93 6 44 Neasden South Jn 75 09.5 72 80.2 64 18.5 32/23* 39.1 45 19 46/59 38.7 87.43 201 40 Dollis Hill 75 35.0 67 70.6 45 55 55 50.0 88.18 202 20 Willesden Green 76 19.0 50/51 61.4 67 15.5 33/35/12/22 25.4 46 46 47 52.9 88.93 203 00 Kilburn 77 13.0 50 50.0 47 40 54/55 50.0 89.56 203 51 West Hampstead 77 57.5 53 51.6 48 24 52 52.2 89.96 204 03 Hamstead Tnl North end 78 27.0 51/sigs5 48.8 71 32.0 25/35 25.1 91.81 205 71 Marylebone Plat 3 82 11.5 plat occupied 29.7 76 05.0 6.5L 24.4 53 09 28.4 by 3 car 168

FROM THE RPS WEBSITE

National TSRs posted weekly Recent infrastructure changes: Old Kent Road, Cowdenbeath, Wolverhampton, Anglia neutral sections, Paisley corridor changes Buckshaw Parkway opened Folkestone Harbour junction clipped off

ECML GPS Feed – Follow the progress of a class 91 and DVT on the east coast mainline - Speeds are shown every few seconds on a map

De-rating Class 390 traction motors

Class 350’s at 110mph

Milepost 32½ 185 October 2011

Sunday in Scotland in 1966-7th August

David Lloyd-Roberts

I had a Railrover ticket in Scotland in August 1966. The object of the trip was to time the A4 diagram on the 08.25 Glasgow-Aberdeen and the 17.15 return. Unfortunately at the time of my visit the A4s were all off for repair; all but three had been withdrawn at that time and the diagram was diesel worked. I am in possession of the previous year’s timetable and everything tallies with my rough notes.

Sunday was unlikely to produce much steam, but the 14.55 Dundee-Glasgow and the Glasgow portion of the 15.30 Inverness-Glasgow were reputedly steam and, surprisingly, they were. I had booked a week’s B&B in Perth, so the Inverness was not possible as there was no return train.

Table 1 Run no 1 Date 07/08/1966 Train 12.15 Perth -Montrose Motive Power SC51521/SC56399 I had intended to time the 14.55 Dundee so the previous travels were aimed to get me 101 Metro –Cammell to Dundee in time to catch the said train. Load 2/ There was clearly not a lot of choice, so I Miles [sch] m s mph started my day as late as 12.15 with a 0 00 Perth 0 00 DMU trip to Arbroath. I did not note the 0 41 Perth Princes Street 1 20 24 class in this instance, but I did note the unit numbers. It performed as one would expect 0 90 Barnhill 2 29 25 a DMU to perform and seems to have 3 44 Kinfauns 5 45 60/57 reached its nominal maximum of 70mph 6 28 Glencarse 8 35 60/63 before Arbroath. I had not timed Dundee- 9 08 Inchcoonans 11 21 68/67 Arbroath before and I seem to recollect 10 21 Errol 12 25 67 problems with the timing points between Perth and Dundee. However, the log 12 70 Inchture 14 36 68/69 appears to gel with the RPS line charts 15 09 Longforgan 16 49 69 (Run 1). The distances used in this article 17 14 Invergowrie 19 05 38 are from the C.J.Allen booklets British 18 28 Wine Wells Junction 20 41 47/37 Express Trains which were published circa 20 61 Dundee Tay Bridge [29] 24 45 1960.

20 61 0 00 Returning to Dundee, I timed a pair of 2 53 Stannergate 4 20 Class 26s from the earlier batch; this was 4 03 Broughty Ferry 6 05 55 the only time that I can remember travelling 6 41 Monifieth 8 25 63/69 behind them. There were differences with 9 29 Barry Links 11 14 63 those numbered from D5321 onwards, but I 10 34 Golf Street 12 16 69/70 can’t remember what the difference was (Run 2). 10 90 Carnoustie 12 45 60 12 78 Easthaven 14 26 64/66 15 10 Elliot Junction 17 10 17 09 Arbroath [28] 19 09

Milepost 32½ 186 October 2011

Table 2.

Run no 2 Date 07/08/1966 Train 12.30 Aberdeen- Edinburgh Motive Power D5307/D5311

Load 7/247/260

Miles [sch] m s mph 0 00 Arbroath 0 00 1 44 Elliot Junction 2 37 60 4 31 Easthaven 5 18 70/64 So on arrival at Dundee I was surprised 6 19 Carnoustie 6 47 74 to find that the 14.55 was steam-hauled 7 80 Barry Links 7 17 73 - and a B1 to boot. There were not many 10 68 Monifieth 8 09 73 left in Scotland by August 1966. This 11 58 Balmossie 11 10 77/74 was the only one I ever timed, although I 13 06 Broughty Ferry 12 23 72/75 did travel between Kings Cross and Finsbury Park on a Cambridge semi-fast 13 56 West Ferry 12 47 73 in 1959. The run along the Carse of 16 30 Camperdown Junction 15 42 Gowrie was sufficient for timekeeping, 17 09 Dundee [20] 17 42 but as a result I was not expecting much ‘ south of Perth. I was proved wrong as Table 3 the minimum of 43 mph on the rise to Run no 3 Gleneagles was very good for a class 5 (see Table 7 for respective edhp Date 07/08/1966 figures). Train 14.55 Dundee-Glasgow Motive Power 61342 5MT/B1 The maximum speed was a bit low, but Load 6/197/210 in view of the 6½min gain on schedule Miles [sch] m s mph on a train that left on time I don’t think I’ve got any real cause for complaint. 0 00 Dundee 0 00 Sunday schedules were hardly 1 14 Magdalen Green 2 52 43 inspirational (Run 3). 2 38 Ninewells 5 53 43 3 51 Invergowrie 7 21 50/47 5 51 Longforgan 9 52 53 7 95 Inchture 12 29 58/57 10 44 Errol 14 58 60/58 14 38 Glencarse 19 09 63/64 17 21 Kinfauns 21 52 60 19 75 Barnhill 24 56 46 20 24 Princes Street 25 55 30 20 65 Perth [28] 27 17 0 00 0 00 2 01 Hilton Junction 4 14 /60 3 85 Forgandenny 6 15 60/64 6 71 Forteviot 9 00 61/58 9 53 Dunning 11 45 63/59 13 63 Auchterarder 16 31 45 15 59 Gleneagles 19 20 43/44

Milepost 32½ 187 October 2011

Miles [sch] m s mph 17 94 Blackford 22 04 61/67 22 16 Greenloaning 26 08 64/61 25 35 Kinbuck 29 23 60/64 28 00 Dunblane [39] 32 30 0 00 0 00 2 03 Bridge Of Allan 3 15 57 3 10 Cornton 4 15 60 4 91 Stirling [8] 7 20 .

Table 4. The next run was with one of the alleged, notoriously unreliable, Class 29s with a Run no 4 decent load of nine carriages. Performance Date 07/08/1966 was actually very good and is a reminder Train 1705 Glasgow-Aberdeen that there is sometimes a dichotomy Motive Power D6116 between reliability and performance with an edhp figure suggesting a loco developing its Load 9/306/325 full rated BHP of 1,350. Miles [sch] m s mph 0 00 Stirling 0 00 The minimum of 38 mph at Kinbuck was 1 81 Cornton 3 11 54 very good. This should be compared with 2 89 Bridge Of Allan 4 21 51 an earlier run of mine with Britannia No. 70022. The reason for the easing after the 4 91 Dunblane 6 56 43/38 summit is inexplicable unless the Class 29 7 56 Kinbuck 11 06 40/43 was showing signs of overheating. Other 10 75 Greenloaning 15 21 38/53 than that, the 29 was clearly master of its 14 98 Blackford 19 41 63/58 schedule which is all that can be expected 17 30 Gleneagles 22 06 66 on easy Sunday timings (Run 4). 19 34 Auchterader 23 51 70/68 (* The weight of the Class 29 refers to the 23 39 Dunning 27 29 68/70/62 weight as built as I have been unable to 29 06 Forgandenny 32 29 70/68 trace any revised figure which may 30 90 Hilton Junction 34 20 /57 occurred from rebuilding). 32 91 Perth [43] 37 50 . Table 5. Miles [sch] m s mph Run no 5 14 98 Blackford 25 17 57/64 Date 07/08/1966 17 30 Greenloaning 29 20 60 Train 15.40 Inverness- 19 34 Kinbuck 32 35 57/55 Glasgow via Carr Bridge 23 39 Dunblane 35 31 60/52 Motive Power D6121* 29 06 Bridge of Allan 38 01 52/55 Load 9/306/325 30 90 Cornton 39 40 sigs/30 Miles [sch] m s mph 32 91 Stirling [43] 43 12 0 00 Perth 0 00 1 81 Hilton Junction 4 30 40 2 89 Forgandenny 6 38 60/53 4 91 Dunning 12 28 60 7 56 Auchterarder 18 11 34 10 75 Gleneagles 21 50 32 Coming back on an equally-slack timing with another Class 29 there is an adequate but

Milepost 32½ 188 October 2011 scarcely exciting performance. My general experience at the time was that it was unusual to get a better run with slack timing on a steam-hauled train. Bearing in mind the reputation of the Class 29s at the time I cannot complain about a timekeeping run (Run 5).

Finally, to the last return run to Perth on the last train of the day - and note how early it was. I merely noted this as a seven car DMU, presumably an indication of the degree of esteem I held them at the time. I would have certainly noted unit numbers of the former Hastings units on my home patch. I recall travelling in the front carriage, because we passed 73149 on the second Inverness to leave Perth. This was a load of six carriages and we passed it at Forgandenny. This train had gone via Forres and had been overtaken by the 15.40 ex Inverness which came by the direct route. It was not going very hard when we passed, but was undoubtedly keeping time on an easy schedule. It was in good order for 1966. I had two competent runs with it later in the week on the 17.35 Glasgow- Dunblane. This was a rare safe bet for steam haulage during that week.

Table 6.

Run no 6 Date 24326 Train 19.15 Glasgow-Dundee Motive Power 7 Car Dmu (101) This is not an article about good running Load ? but about the way I, and I suspect other Miles [sch] m s mph members of a certain age, spent their 0 00 Stirling 0 00 days at the end of steam with limited 1 81 Cornton 2 53 60 information and constantly changing 2 89 Bridge Of Allan 4 00 55/52 diagrams. However, I don’t regret timing these journeys: in retrospect. I hope that 4 91 Dunblane [8] 6 16 this article will remind other members of 0 00 0 00 my generation of their undoubtedly 2 65 Kinbuck 5 00 41 similar experiences. 5 84 Greenloaning 8 33 63/60 10 07 Blackford 12 57 62/59

12 42 Gleneagles [19] 16 04

0 00 0 00 2 01 Auchterader 2 54 67 6 06 Dunning 6 32 69/67/70/57 12 53 Forgandenny 11 59 59/64 13 57 Hilton Junction 13 54 60 32 91 Perth 17 10 . Table 7 Dunning-Gleneagles 1 in 107 Run 3 61342 805 edhp-48 mph Run 5 D6121 665-edhp-44.5 mph Bridge of Allan-Kinbuck 1 in 101 Run 4 D6116 1048 edhp-41.8 mph

Milepost 32½ 189 October 2011

GAS TURBINE LOCOMOTIVES

Mark B Warburton

A recent issue of ‘Today’s Railways’ contains an interesting article covering the early combustion locomotives built as prototypes at the end of the Second World War. This prompted me to turn up some of my personal travels. Just before Nationalisation, the GWR investigated the use of gas turbines and arranged for Brown Boveri Ltd of Baden Switzerland to construct a locomotive which was to commence service from Old Oak Common, numbered 18000. Shortly afterwards a second more powerful gas turbine loco, No. 18100, was built in this country by Metro Cammell.

Unfortunately at this time all schedules were terribly slow and unless the train made a late departure there was no chance to record the superiority of internal combustion over steam. Moreover, most drivers with a lifetime experience of steam, seemed reluctant to give the new locos their head.

I occasionally travelled on the 07.00 Weston-super-Mare to Paddington from Bristol Temple Meads, usually in the rear slip coach detached at Didcot. A typical run on this train with No. 18000 found 13 coaches rather much, and the slip at Didcot was at a mere 67mph. I seldom seemed to have much luck with No. 18100 either, except on one occasion on 17th August 1953 when this loco headed 11 coaches on the down ‘Merchant Venturer’ shortly after its acceleration to a mile a minute timing from Paddington to Bath. With a terribly checked road out of Paddington, signals again at Reading and a dead stand outside Swindon we were just able to hold our own with a steady speed of only 70- 75 mph on the open road. Train 1115 Paddington-Bristol 53.1 Didcot 55 1/2 54 23 74 Motive Power 18100 "Metro Vick" Gas Turbine 56.5 Steventon 58 1/2 57 10 72 Load (tons) 11,358/385 60.4 Wantage Rd 60 26 70 Rec/Pos/GPS? M Warburton 63.8 Challow 63 26 70 Miles location Sch m s mph 66.5 Uffington 65 43 70 0.0 PADDINGTON 0 0 00 /sigs 71.5 Shrivenham 69 57 72/sigs 1.3 Westbourne Park 3 4 05 /sigs 76.4 Highworth J 74 11 3.3 Old Oak Common W 9 03 77.1 Swindon E Home 76 55 sig stop 4.3 Acton 10 19 48 77.1 78 44 5.7 Ealing Broadway 12 01 56 77.3 Swindon 78 1/2 79 57 7.4 Hanwell 13 37 61 79.8 Hay Lane box 83 28 60 9.1 Southall 13 15 15 64 82.9 Wootton Bassett 86 02 74 10.9 Hayes 16 54 68 85.3 Incline box 87 55 79 13.2 West Drayton 18 48 72 87.7 Dauntsey 89 37 90 16.2 Langley 21 13 75 94.0 Chippenham 93 94 00 78 18.5 Slough 22 22 58 75 98.3 Corsham 97 35 72 24.2 Maidenhead 27 1/2 27 55 69 101.9 Box 100 28 78 31.0 Twyford 34 33 40 72 104.6 Bathampton 102 42 72 34.1 Sonning box 36 16 73/sigs23 106.9 Bath 106 106 11 36.0 Reading 39 38 55 2.5 Twerton box 3 57 58 37.0 Reading West J 40 29 50 4.5 Saltford 5 46 66 38.6 Tilehurst 42 15 60 6.9 Keynsham 7 48 72 41.5 Pangbourne 44 55 67 9.8 St Anne's Park 10 25 64 44.8 Goring 47 39 75 11.5 BRISTOL TM 17 14 38

Milepost 32½ 190 October 2011

A little more energy was shown after the Swindon stop and a full 90mph was attained downhill at Dauntsey, enough to give a RT arrival at Bath and 2½ minutes early at Temple Meads.

The early diesels on the Southern fared rather better with their more enterprising schedules. The best run I ever had was with No 10202, albeit with only seven coaches, on the 07.30 up from Exeter on 8th November 1951. No great shakes compared with steam ‘ACE’ performances of the subsequent years but sufficient to give a RT arrival at Salisbury.

EXETER-SALISBURY Miles location Sch m s mph Run No. 2 5.10 Chard J 7 28 60/65 Date/day 8-Nov-51 11.30 mp 133 1/4 13 23 63 Train 0730 Exeter-Waterloo 13.20 Crewkerne 14 59 74 Motive Power D/E 10202 14.60 mp 130 1/4 15 56 73 Load (tons) 7,238/245-250 18.60 mp 126 1/4 19 31 63 Rec/Pos/GPS? M Warburton 19.70 Sutton Bingham 20 49 66 Miles location Sch m s mph 22.00 Yeovil J 26 24 00 0.00 EXETER Central 0 0 00 1.90 Wyke Crossing 3 34 63max 1.05 Exmouth J 2 45 33 4.60 Sherborne 7 7 19 2.80 Pinhoe 4 49 61 2.60 mp 115 1/4 5 42 38 4.70 Broad Clyst 6 26 71 4.60 mp 113 1/2 7 47 55 8.40 Whimple 9 50 58 6.10 Templecombe 9 10 08 10.30 mp 161 1/4 11 51 47 1.20 mp 110 3/4 2 07 60/65 12.10 Sidmouth J 16 14 52 4.50 mp 107 1/2 5 15 59/65 1.40 mp 158 52 6.80 Gillingham 10 7 59 4.60 Honiton 6 51 46 4.10 Semley 6 43 46 5.90 mp 153 1/2 8 23 45 9.10 Tisbury 11 21 71 6.90 mp 152 1/2 9 41 13.40 Dinton 14 40 81 11.50 Seaton J 14 10 73 19.20 Wilton 19 46 37* 13.10 mp 146 1/4 15 25 76 21.70 SALISBURY 25 24 32 14.80 Axminster 18 17 40

I had no experience with the LMS diesels Nos. 10000 and 10001.

I’m sure some RPS members must have had much more exciting runs than these on occasion – perhaps they could tell us?

THUNDERBIRDS to AISGILL

M D Robertson

Prior to the completion of the WCML upgrade, the line from Preston to Carlisle was closed early in 2004 at weekends, which was followed by the Carlisle to Glasgow section. A reduced service was operated on each weekend with two through Euston-Glasgow services and a very limited Cross Country service. The Euston-Glasgow services brought the opportunity of Class 57 haulage.

The table below details the ascent from Appelby to AisGill on my two southbound runs,

Milepost 32½ 191 October 2011 each of which featured Class 57 haulage. The second run unfortunately only had a load of eight coaches and followed the local Carlisle-Leeds service, after a 40 minute late departure from Carlisle. The signal check at Kirkby Stephen at least allowed the driver to use full power for a few miles as the loco easily regained the 60 mph limit by Mallerstang. Sat 31 01.04 7 30 Glasgow-Euston 57311 8:266/268/385 Tons 1/8 MDR GPS N Sat 17.01.04 7 30 Glasgow-Euston 57310 10:334/337/455 Tons 2/10 MDR GPS No 12 miles m c Location m s mph m s mph 0.00 277 22 Appelby (pass) 47 10.5 25sc 42 45.5 25sc 2.49 274 63 Ormside 50 07 58 45 38 58 5.36 271 73 Griseburn 53 03.5 60 48 37.5 58 1/2 7.52 269 60 Crosby Garrett 55 13 60/sc15 50 49 58 1/2 10.69 266 47 Kirkby Stephen 59 12 25 54 08 56 1/2 12.75 264 42 Birkett T'l in 62 14.5 53 56 15 58 14.02 263 20 Mallerstang 63 37 60/57e'd 57 33.5 61/58 16.27 261 00 Mp 261 65 54 60 59 52 58 1/2 17.52 259 60 Ais Gill (pass 67 10 58e'd 61 09 58 1/2

The second run with No. 57310 had a ten coach load which allowed full power on the 1:100 grades to be used without exceeding the 60 mph line limit. The loco sustained 58½ mph on the final section to Aisgill, which was worth around 2,050 rhp, a good effort as the external temperature was probably below freezing level with snow lying on the ground. The output from No. 57311 was similar on the acceleration away from the check at Kirkby Stephen.

The return journeys on the 09.35 ex Euston service produced eight coach loads on each occasion. Neither driver was using full power with speeds around 56 mph and 53 mph on the Long Drag to Blea Moor. On each day, two out of the three diagrams appeared to be worked by Class 57s. The northbound journey with No. 57311 was subsequently diverted via the GSWR due to flooding. An overall time of 121 minutes was recorded to Glasgow, but the ascent of the Nith Valley was relatively poor.

I was quite impressed with the locos’ performance, particularly when starting from rest when there seemed to be an impressive initial acceleration. My one journey on the GSWR diversions produced No. 47810 ‘Porterbrook’ on a nine coach load with a dead electric. Much more aggressive running by the driver than No. 57311’s effort but rhps were around 1,770rhp on the 1:200 and 1:150 ascents from Portrack Viaduct. Possibly reasonable on a very cold night, but No. 47810’s exhaust was decidedly smokey - I photographed it going south in the morning. On the first two weekends of the diversions, No. 57310 was used on the first with Nos. 47810 and 57305 with 47792 on the second. There is a considerable gap between the southbound and northbound loco hauled services via the GSWR. The northbound sleeper service on the Saturday morning is also diverted which, with a probable 16 coach load and dead electric, would make an interesting performance. Unfortunately there was no easy way of accessing the service without doing the complete journey.

Milepost 32½ 192 October 2011

The Bournemouth Line electrification June 1965 to July 1967

A personal view

Part 1 – late Summer 1965

Martin Barrett

In June 1965 the era of fast two hour steam services from Waterloo to Bournemouth came to an end and there followed two years of misery, not only for the ‘normal’ travelling public, but also for the train recorder. At a stroke, at least 15 minutes were added to the schedules and numerous slow line diversions, single line workings and temporary speed restrictions imposed. In particular, on Sundays there were, on occasions, also diversions via the Portsmouth direct or Alton lines. At the same time the fleet of locomotives was being run down with withdrawals for the slightest fault and locomotives being cannibalised to keep the rest going. The external condition declined rapidly and little effort was made to keep the locomotives looking in even a reasonable condition, save for those at Salisbury, which were better than most.

This series of short articles is my personal view showing how performance varied over this two year period. The first part covers the remainder of 1965 just after the decelerations came into force.

In June 1965 the SR loco fleet consisted of

21 Merchant Navy (MN) 65 West Country (WC)/Battle of Britain (BB) 35 Standard Class 5 (73XXX) 11 Standard Class 4 (75XXX) 36 Standard Class 4 (76XXX) 37 Standard Class 4T (80XXX) 14 Standard Class 3T (82XXX) and some LM Class 2T (41XXX)

Of the MN/WC/BB, 54 had already been withdrawn before the period under review. By the end of 1965 another five MN, 11 WC/BB, four 73XXX and a number of other Standard locos would go.

This article focuses exclusively on the Bournemouth line.

Down

The first down journey (Run 1) shows one of the last two hour trains at the beginning of June, which clearly shows the skilful driving that delivers the schedule without flogging the locomotive (and fireman) to death. Speed was kept strictly within the 60 mph limit to New Malden then quickly increased to the high 60s with the cut off then advanced just enough to carry MP31 at 63 mph – only a 5 mph drop from the bottom of the dip at West Byfleet. Once up to 70 mph the loco was eased back to maintain this speed, then opened up again to pass Worting Jn at the regulation 60 mph and maintain that speed to Wootton. With a couple of minutes in hand, the tsr at Wallers Ash was easily dealt with and even time was regained at Eastleigh, only for a signal stop after Swaything (train crossing to the Fareham branch?) to ruin a very good run. However, a very nicely judged run on to Bournemouth with the only 80 mph speed of the journey, down Hinton Admiral bank,

Milepost 32½ 193 October 2011 recovered all this lost time.

Run No 1 2 3 Date 11 June 1965 24 July 1965 29 August 1965 Train 0830 Waterloo 1330 Woking 1230 Waterloo Loco 35028 D813 34021 Load 11/368/385 9/308/335 11 Pullmans+ 1 van/427/446 m ch location sch m s mph sch m s mph sch m s mph 0 11 Waterloo 0 0 00 0 0 00 1 29 Vauxhall 3 20 -/49 4 00 32/48 4 00 Clapham Jn 7 6 57 42 7 7 38 41 5 47 Earlsfield 9 16 49 9 59 49 7 25 Wimbledon 11 13 54 11 53 52 8 60 Raynes Park 12 47 59 13 36 58 9 60 New Malden 13 52 65 14 33 64 11 00 Berrylands 15 02 66 15 48 60 12 00 Surbiton 15 58 62 16 46 63/67 13 27 Hampton Ct Jn 17 12 67 18 18 00 66 14 28 Esher 18 07 68 18 57 67 16 00 Hersham 19 30 71 68 17 00 Walton 20 21 69/68 21 18 66/62 19 09 Weybridge 22 11 69 23 13 63 20 34 Byfleet 23 17 68 24 26 65 21 60 West Byfleet 24 25 68 25 38 60 24 25 Woking 27½ 26 49 66 0 0 00 XLL 28 28 23 53 28 00 Brookwood 30 12 64 7 03 52 33 28 30 XLL 31 00 MP31 33 03 63 10 19 57/61 38 08 46 33 20 Farnborough 35 00 67 12 38 58 40 39 56 36 40 Fleet 37 52 71/74 15 48 63 44 00 59 22 39 60 Winchfield 40 38 70 21 55 XTL 47 30 54 42 20 Hook 42 37 72 25 35 51/65 50 07 57/65 47 60 Basingstoke 47 33 66 31½ 32 30 55 20 57 50 20 Worting Jn 52 50 10 60 60 58 04 54 52 40 Wootton 52 18 60 60 39 51 56 00 Roundwood 55 32 66 64 22 59 58 00 Micheldever 57 14 72 66 17 65 60 15 Weston 59 11 /tsr 68 12 70 62 00 Wallers Ash 62 55 26 69 51 59 tsr 64 23 Winchester Jn 65 39 62 75½ 73 07 45 66 40 Winchester 67 30 69/74 75 43 63 69 49 Shawford 70 07 70/72 78 23 69/71/sig35 73 33 Eastleigh 73 22 70 83½ 82 31 39 75 56 Swaythling 75 28 66/sig st30s 85 22 55/56 77 09 St Denys 80 08 /sigs 86 50 50 78 19 Northam Jn 89½ 88 25 23 79 18 Southampton 82 86 47 92½ 91 20

Milepost 32½ 194 October 2011

m ch location sch m s mph sch m s mph sch m s mph Southampton 0 0 00 0 0 00 81 74 Redbridge 4 57 50 6 33 40 82 40 Totton 5 47 50 7 30 45 85 32 Lyndhurst Road 8 55 58/67 11 10 53 88 00 Beaulieu Road 11 18 65/70 13 40 62/67/sigs 92 60 Brockenhurst 15 32 62 18 23 44 93 60 Lymington Jn 16 30 59/57 19½ 19 44 45/43 95 40 Sway 18 18 63 22 03 53 98 40 New Milton 20 56 72 24 58 66 101 00 Hinton Admiral 22 59 78/81 27 08 76/80/sigs 104 28 Christchurch 25 40 62 30 15 55 106 20 Pokesdown 27 33 32 24 46 106 60 Boscombe 28 07 56/sigs 33 05 44 108 01 Bournemouth 35 30 40 38½ 35 42 . By the time July had come I was at Woking, so in order to get a steam run up to Waterloo I caught an Exeter train which was Warship hauled. Although running on the local line (LL) from Woking to Winchfield, it seems unbelievable that with such a light load that a minute was lost on the easy 31½ minute booking (Run 2).

We now move on to the end of August when I took the opportunity to have another few trips, two of them on the ‘Bournemouth Belle’. We have to remember that the schedules as far as Woking were unaffected by electrification work, so the locomotives ‘had to perform’ or else they would affect the electric services. In Run 3 a rather decrepit 34021 was provided for this prestigious train, obviously in a rather run down condition with a badly leaking right hand cylinder and evidence of a build up of ash in the smoke box. Surprisingly it put up a very good show once it got going, not being much slower than 35028 in Run 1 to Woking – and with 60 tons more. Being booked on the LL all the way to Worting Jn, rather than being put back on the through line (TL) at some other point, saves up to three minutes. Without over extending itself, 34021 managed to keep time despite a check approaching Eastleigh. If I remember correctly, the local off the Alton branch which used to follow XX30 from Waterloo now preceded it so any real effort just meant more delays. Beyond Southampton, despite more delays, the schedule was easily beaten with, once again, the only 80 mph speed being attained down Hinton Admiral bank. Run 4 with 35013 on the 08.30 is one best forgotten. How did we take more than 8½ minutes to Clapham Jn? Then speed barely got into the 60s and after the check at Woking followed by LL running from Brookwood to Farnborough, not a lot of effort was put in with speed falling to only 49 mph by Wootton. We then received severe checks at Winchester Jn and Eastleigh that resulted in over 100 minutes being needed to Southampton (and a very tight connection back on 10.12 to Waterloo!). Run 5, on the same day, had a lot of similarities to Run 3 (same driver?), albeit not quite the same energy after Brookwood, but it didn’t matter as we spent 2½ minutes examining the countryside just north of Winchester. Despite a brief 75 mph after Shawford, yet another check finally ensured a 10 minute loss to Southampton – what a way to treat a ‘crack’ train! The journey on to Bournemouth was very dull with speed not exceeding 70 mph and the check to 11 mph at Totton ensured we didn’t regain any time.

Milepost 32½ 195 October 2011

Run No 4 5 Date 31 August 1965 31 August 1965 Train 0830 Waterloo 1230 Waterloo Loco 35013 35023 Load 10/344/358 11 Pullmans+ 1 van/427/442 m ch location sch m s mph sch m s mph 0 11 Waterloo 0 0 00 0 0 00 1 29 Vauxhall 4 25 -/43 4 10 33/50 4 00 Clapham Jn 7 8 40 39 7 7 50 36 5 47 Earlsfield 11 03 43 10 05 45 7 25 Wimbledon 13 15 46 12 08 50 8 60 Raynes Park 15 03 56 13 47 59 9 60 New Malden 16 13 53 14 46 61 11 00 Berrylands 17 31 57 15 56 65 12 00 Surbiton 18 32 59 16 52 67/69 13 27 Hampton Ct Jn 18 19 52 64 18 18 03 67 14 28 Esher 20 59 63/62 19 06 65 16 00 Hersham 22 23 64 20 29 63 17 00 Walton 23 22 62/60 21 30 60/57 19 09 Weybridge 25 24 62 23 41 59 20 34 Byfleet 26 37 64 24 55 62/63 21 60 West Byfleet 27 47 61/sigs49 26 05 62 24 25 Woking 28 30 41 50/52 28 28 49 56 28 00 Brookwood 35 46 29 XLL 34 11 25 XLL 31 00 MP31 40 34 44/49 39 39 39 33 20 Farnborough 43 43 23 XTL 42 30 52 36 40 Fleet 48 39 51 46 02 60 39 60 Winchfield 52 15 57 49 23 54/52 42 20 Hook 54 45 57/61 51 55 57/61 47 60 Basingstoke 60 13 55 57 37 53 50 20 Worting Jn 60 63 03 51 60 60 33 50 52 40 Wootton 65 42 49 63 04 54 56 00 Roundwood 69 27 57 66 25 65 58 00 Micheldever 71 24 67 68 10 69 60 15 Weston 73 19 71 70 05 69 62 00 Wallers Ash 74 56 66 71 43 64 tsr 33/sigs tsr 32/st 2m34s 64 23 Winchester Jn 76 78 54 17 75½ 79 39 24 66 40 Winchester 82 19 52 83 14 54 69 49 Shawford 85 13 71/sigs 86 15 72/75/sigs 73 33 Eastleigh 84½ 90 04 32/28 83½ 91 05 21 75 56 Swaythling 93 42 47/52 95 10 51 77 09 St Denys 95 18 47 96 42 57 78 19 Northam Jn 90 96 57 89½ 98 27 79 18 Southampton 93½ 100 05 92½ 102 30

Milepost 32½ 196 October 2011

m ch location sch m s mph sch m s mph Southampton 0 0 00 81 74 Redbridge 5 28 51/sigs 82 40 Totton 6 58 11 85 32 Lyndhurst Road 13 42 43/56 88 00 Beaulieu Road 16 32 53/68 92 60 Brockenhurst 21 03 55 93 60 Lymington Jn 18½ 22 07 54/50 95 40 Sway 24 10 53 98 40 New Milton 27 07 65 101 00 Hinton Admiral 29 26 67/70 104 28 Christchurch 32 36 61 106 20 Pokesdown 34 43 48 106 60 Boscombe 35 21 45 108 01 Bournemouth 37½ 37 41 Up Run 6 shows a run on the Poole to Newcastle train just before the engineering work and it can only be described as a fairly standard run with a West Country on 12 vehicles – not too much effort, but enough to keep time. The mid-50s up to Roundwood seems par for the course. Run 7 was on the following Saturday, my last run on the ‘fast’ schedule, but whilst clearing Hinton Admiral bank at 56mph and under 32 minutes to Southampton was ‘fast’, the rest of the journey certainly wasn’t. After a brisk start to Eastleigh a frustrating stop before Wallers Ash ruined the rest of the journey, although 58 mph at Roundwood was quite acceptable. However, a check before Worting Jn lost more time and speeds only just over 70 mph plus two tsrs and a check into Waterloo lost another five minutes.

Run No 6 7 Date 04 Jun 1965 11 Jun 1965 Train 1100 Bournemouth 1240 Bournemouth Loco 34040 35010 Load 11+ 1van/376/404 11+ 1van/373/388 m ch location sch* m s mph sch m s mph 108 01 Bournemouth 0 00 /25 0 0 00 106 60 Boscombe 4 07 0 00 3 35 42 106 20 Pokesdown 2 05 0 0 00 /42 4 19 104 28 Christchurch 4½ 4 17 0 0 00 6 22 61/56 101 00 Hinton Admiral 6 22 46/41/45 9 53 60/56 98 40 New Milton 11 10 09 0 0 00 /49 12 19 61/74 95 40 Sway 5 27 48/51 14 52 72 93 60 Lymington Jn 8 7 32 50 16 26 68 92 60 Brockenhurst 9½ 9 16 0 0 00 17 13 65/71 88 00 Beaulieu Road 6 47 57/62 21 34 64/70 85 32 Lyndhurst Road 9 18 60 23 48 63/69 82 40 Totton 12 48 50 26 39 45 81 74 Redbridge 17½ 13 43 40/45 27 25 */48 80 14 Millbrook 16 12 42/sigs 29 32 46 79 18 Southampton 22½ 18 37 32 31 29

Milepost 32½ 197 October 2011

Run No 6 7 8 Date 04 Jun 1965 11 Jun 1965 24 July 1965 Train 1100 Bournemouth 1240 Bournemouth 1735 Basingstoke Loco 34040 35010 73022 Load 11+ 1van/376/404 11+ 1van/373/388 10/338/352 m ch location sch* m s mph sch m s mph sch m s mph 79 18 Southampton 0 0 00 0 0 00 78 19 Northam Jn 77 09 St Denys 5 23 35 5 55 35 75 56 Swaythling 7 33 41/46 7 46 50 73 33 Eastleigh 12 11 42 0 0 00 10 10 03 60 69 49 Shawford 7 50 41/46 13 45 64/sigs 66 40 Winchester 13 12 45 0 0 00 18½ 18 27 21/38 64 23 Winchester Jn 5½ 5 15 33 sigs 25/34/st 30s 62 00 Wallers Ash 8 27 47 30 03 33 60 15 Weston 10 32 54 32 39 49 58 00 Micheldever 12 55 55 35 16 53 56 00 Roundwood 15 06 54 37 27 58 52 40 Wootton 18 31 65/sigs 40 40 69/sigs 32 50 20 Worting Jn 24½ 21 07 47 36 43 40 44 sigs 47 60 Basingstoke 28½ 26 13 46 20 60 0 0 00 42 20 Hook 51 16 71/75/68 7 40 61 39 60 Winchfield 53 12 72/74 9 50 67/72 36 40 Fleet 55 57 70/72 12 43 68 16 40 sig stop 17 55 33 20 Farnborough 58 42 49 21 40 XLL 27 tsr 34 31 00 MP31 62 25 46 25 20 40/51 28 00 Brookwood 65 27 68 30 02 19 XTL/54 24 25 Woking 58½ 68 19 76/77 32 35 57 0 0 00 21 60 West Byfleet 70 30 72 4 27 53 20 34 Byfleet 71 33 74 5 47 61/64 19 09 Weybridge 72 35 67 7 01 61 17 00 Walton 74 21 72 9 03 68 16 00 Hersham 75 18 72 10 00 69 14 28 Esher 76 33 68/70 11 18 69 13 27 Hampton Ct Jn 77 32 69 13 12 15 68 12 00 Surbiton 78 43 66 13 27 66 11 00 Berrylands 79 37 65 14 20 66 9 60 New Malden 80 45 57 15 32 62 8 60 Raynes Park 81 58 /tsr 20 16 32 59 7 25 Wimbledon 85 15 17 58 57/60 5 47 Earlsfield 87 35 51 19 40 57/sigs 4 00 Clapham Jn 77 89 42 43/49 26 21 51 36/47 1 29 Vauxhall 93 15 /sigs 25 40 0 11 Waterloo 85 97 48 33 29 20

* - eng wk schedule

Milepost 32½ 198 October 2011

Run No 9 10 11 Date 29 Aug 1965 31 Aug 1965 31 Aug 1965 Train 1531 Bournemouth 1012 Southampton 1638 Bournemouth Loco 73084 34044 35003 11 Pullmans+1 van/427/440 Load 12/397/424 11/373/401 m ch location sch m s mph sch m s mph sch m s mph 108 01 Bournemouth 0 0 00 0 0 00 106 60 Boscombe 3 38 41 4 17 39 106 20 Pokesdown 4 18 50 5 01 50 104 28 Christchurch 6 20 58/54 6 58 61 101 00 Hinton Admiral 10 05 46/tsr16 10 41 42/tsr11 98 40 New Milton 16 13 34/53 17 07 40/54 95 40 Sway 19 59 52 20 43 53 93 60 Lymington Jn 20 21 56 57 22 35 61 92 60 Brockenhurst 22 57 59/67 23 33 62/65 88 00 Beaulieu Road 27 27 60/63 28 07 58/68 85 32 Lyndhurst R 29 53 58/63 30 28 62/64 82 40 Totton 32 57 45 33 38 44 81 74 Redbridge 32½ 33 43 45/51 34 25 48 80 14 Millbrook 35 59 46 36 30 37/sigs 79 18 Southampton 37½ 37 57 35½ 39 05 79 18 Southampton 0 0 00 0 0 00 0 0 00 78 19 Northam Jn 4 3 34 4 3 46 4 3 52 77 09 St Denys 5 25 34 5 40 34 5 57 32 75 56 Swaythling 7 32 41/47/tsr 8 43 52/tsr 8 13 /tsr 73 33 Eastleigh 11 11 05 24 11 11 02 29 11 11 38 27 69 49 Shawford 17 50 40/42 16 53 48 17 53 45 66 40 Winchester 22 27 45 20 42 54 22 01 46 64 23 Winchester Jn 23½ 25 36 41/39 24 23 15 49 24 52 47 62 00 Wallers Ash 29 03 40 26 22 43/42 27 48 49 60 15 Weston 31 50 39 28 53 44 30 00 51 58 00 Micheldever 35 09 40/41 31 57 43/sigs27 32 32 52 56 00 Roundwood 38 08 40 35 48 34 34 50 53 52 40 Wootton 42 14 57/54 40 12 62 38 19 64/65 50 20 Worting Jn 42½ 44 40 57 43½ 42 13 67 40½ 40 27 64 sigs 18 sigs 15 sigs tsr 24 tsr 21 tsr 19 47 60 Basingstoke 50 05 36 46 40 49 45 02 42 20 Hook 56 02 64 52 26 63 51 17 65 39 60 Winchfield 58 10 67/68 54 40 68/72 53 25 71/76 36 40 Fleet 61 13 63 57 31 68 56 08 75/78 XLL XLL XLL 33 20 Farnborough 65 10 33 61 22 41 59 46 25 31 00 MP31 68 23 49/57 64 07 53/61 63 27 46/60 28 00 Brookwood 72 37 29 XTL/52 67 57 21 XTL 67 21 23XTL/47 24 25 Woking sigs /sig st 2m25s 24 25 Woking 81½ 79 28 24 75½ 72 42 65 70½ 78 15 39 21 60 West Byfleet 83 13 51/59 74 58 71 81 06 61 20 34 Byfleet 84 40 57 75 59 76 19 09 Weybridge 86 02 56 77 02 72/69 83 30 66/61 17 00 Walton 88 05 64 78 43 74 85 34 67 16 00 Hersham 89 02 65 79 33 77 86 28 70 14 28 Esher 90 26 63 80 48 75 87 48 65 13 27 Hampton Ct Jn 91½ 91 32 62 86½ 81 43 76 88 55 62

Milepost 32½ 199 October 2011 m ch location sch m s mph sch m s mph sch m s mph 12 00 Surbiton 92 51 59/57 83 28) 41 90 14 59 11 00 Berrylands 93 53 58 85 02) 38 91 15 62 9 60 New Malden 95 08 58/61 87 11 34/sigs 92 31 58 8 60 Raynes Park 96 15 57 88 50 40/sigs 93 34 56 7 25 Wimbledon 97 48 58/56 90 45) 46 95 05 61 5 47 Earlsfield 99 43 57 93 18) 39/sig st2m 97 01 50 4 00 Clapham Jn 101½ 101 45 34/48 96½ 99 30 34/50 89½ 98 58 37/48 1 29 Vauxhall 105 26 102 56 40/sigs 102 40 0 11 Waterloo 108½ 108 15 103½ 107 22 96½ 106 29

By mid July the diversions to the LL were well under way, but 73022 (Run 8) put up a good effort despite the LL diversion and a signal stop. With speeds in the upper-60s, less than 30 minutes in from Woking was quite creditable. A month later, only 73084 could be turned out for the 15.31 from Bournemouth with a heavy load of 12 vehicles. A minimum of 46 mph up Hinton Admiral bank before the severe tsr of 16 mph was fairly good and time was just kept to Southampton. The climb up the bank from Eastleigh was very good with this load – from 24mph at Eastleigh speed rose to around 40mph and was maintained at that level for the next 15 miles to Roundwood – a very constant power output. Unfortunately, signal checks, LL running and tsrs rather hindered progress but at least speed reached the mid-60s where possible and the rather slow 108½ minute booking was kept. Two days later, I undertook a couple of round trips. Run 10 with 34044 didn’t really do much better uphill than 73084 in the previous run, even though it had one coach less. On the other hand it maybe that the driver eased back after the 54mph at Winchester as he could see restricted signals in the distance which culminated in a moderate check approaching Roundwood. It was only after Woking that 34044 showed its paces, but once again suffered checks all the way in from Surbiton, thus losing four minutes overall. Later in the day I travelled back on the Bournemouth Belle – a journey that made the run with 73084 two days earlier look sparkling. The run to Southampton was pretty abysmal and although speed did reach the low-50s up to Roundwood, the only bit of life in the journey was 78 mph after Fleet. With various delays, from being on schedule at Worting Jn turned into eight minutes late at Woking. I don’t think 30 minutes for 26 miles was asking too much. After Woking, with a clear road, another two minutes were lost. After this, I felt disheartened and virtually hibernated until Christmas.

However, wait to see how things developed in early 1966 in Part 2

THE LAST CHANCE ? - or PERHAPS NOT !

MICHAEL ROWE

Personal memories of the Railways of Gwynedd go back half a century; specifically travelling by coach between the university Colleges of Swansea and Bangor. Particularly vivid are the Aberglaslyn pass and the disused tunnels of the former Welsh Highland Railway, a brief stop at the Festiniog station in Porthmadog. a ‘bunk’ into the works at Boston Lodge and sights of the Cambrian at Porthmadog, Dolgellau and Machynnleth..

An Easter holiday in 1965 afforded, what at the time appeared to be possibly a last fast run on the former GWR route to Birmingham, probably a first and last time over sections of the Cambrian, certainly a last run behind a Manor Class 4-6-0 and behind any steam on the coastal section.. The “Cambrian Coast Express” was unlikely to survive the WCML electrification and much of the route itself was threatened with closure’.

Milepost 32½ 200 October 2011

The Down run to Barmouth was delayed after Wolverhampton, it was Maundy Thursday, lost its path over the Cambrian coastal section and reached Barmouth an hour late. No.7812 ran well from Shrewsbury, with a maximum permitted load from Welshpool to Talerddig. The return run to London was ahead of time most of the way and early into Paddington. Other journeys on the Cambrian were with three coach diesel sets, namely, Barmouth to Porthmadog, Minfford to Barmouth, Barmouth to Harlech return and Barmouth to Aberdovey. They were described at the time as “kept time, good visibility, poor ride compared with steam hauled stock”. [Tables I, & II]

A return trip from Porthmadog to Tan-y-Bwlch behind 0-4-4-0 Double Fairlie “Merddyn Emrys” with seven coaches including refreshment and observation cars with 12mph attained on 1/60. Extension of the line further to Blaenau Ffestiniog appeared impossible with the route flooded by the new reservoir.

In 2011, thanks to Chiltern Railways, the best London to Birmingham time is 90 minutes by the former GWR route, albeit from Marylebone and not Paddington. Much of the route is passed for 100 mph and some trains are loco hauled. [Thanks to David Adams we are kept abreast of developments.] Perhaps equally surprising, the Shrewsbury to Pwllheli route not only remains, but has a far better and faster service and is the test bed for the UK ERTMS trial. In recent years a regular summer steam service operated between Machynlleth and Porthmadog/Pwllheli with occasional workings from Shrewsbury.

Whilst the remaining Manor Class 4-6-0’s were withdrawn from BR service by the end of 1965, nine out of a Class of thirty have survived into Preservation. Intriguingly they include Nos,7812 [hauled the first train to traverse the Severn Valley Railway after reopening following the floods in 2007], 7827 [on the Paignton and Dartmouth] and 7828 [recently back in service after a major overhaul and renamed Norton Manor to honour the Royal Marines based at Norton Fitzwarren and their service in Afghanistan].

The Ffestiniog reopened the route to Blaenau FFestiniog in the 1980’s including a major diversion. and then more recently the Welsh Highland including the original proposed extension from Dinas to Caernarfon

A recent brief stay in Porthmadog offered the opportunity for a very lively run behind 1979 built 0-4-4-0 Double Fairlie “Earl of Merioneth” with an eleven coach train from Porthmadog to Blaenau and back to Minfford. Then a timekeeping run behind 1879 built Double Fairlie “Merddyn Emrys” with eight coaches. The following day with nine coaches Garratt 2-6-2 + 2-6-2 No,143 [built 1958] kept time easily with the 09.30 from Porthmadog to Rhydd Ddu including a restart in torrential rain on a 1/40 graded reverse curve following an emergency stop. No.87, built 1937, with a similar load kept time from Rhydd Ddu to Pont Croesor, then to Caernarfon and back to Porthmadog. 120 miles of narrow gauge steam in a day and a half. What can we expect in another half century!! ?. .

Milepost 32½ 201 October 2011

Table I “Cambrian Coast Express” Paddington to Wolverhampton Date 15/04/1965 24/04/1965 Loco D1745 D1608 Train 11:10 12:58 Load 14 13 Tons 468/505 435/470 miles sch actual mph miles sch actual mph 0.0 0 00-00 ] Paddington 67.4 73 69-10 stop 1.2 4-07 sigs Westb’ne Pk 66.2 64-30 sigs 3.3 8-03 Old Oak C. W 64.1 61 - 7.8 12-45 68 Greenford 59.6 56½ 56-50 77/80 14.8 19-04 sig 61/73 Denham 52.6 48-53 sig 20 17.4 21-15 71 Gerrards Cross 15.0 45-53 sig 41/45 23-35 71 Sear Green 43-03 80 21.7 25-00 77/87 Beaconsfield 45.7 41-46 72 26.5 29-01 40 H.Wycombe 40.8 39½ 37-03 45 28.8 - W.Wycombe 38.6 34-13 44 31.5 35.22 58/60 Saunderton 35.9 31-33 65/80 34.7 40-32 pws 6 P.Risborough 32.7 29 28-28 56 40.1 45-27 84 Haddenham 27.3 23-56 76/80 44.0 48-11 87 Ashendon Jct 23.3 20½ 20-30 64 47.4 50-38 89 Brill 20.0 17-22 85 50.4 52-45 93 Blackthorn 17.0 15-17 90/95 53.4 54-52 79 Bicester 14.0 13-22 95 57.2 58-08 67 Ardley 10.3 10½ 10-41 71 62.4 63-18 57 Aynho Jct 5.0 6 6-17 73 64-58 62 sigs ? Kings Sutton 4-52 71 67.5 69 69-28 stop Banbury 23.3 21 21-04 stop 2-40 Banbury Jct - 5-30 Cropredy 17-05 85 8.7 10-14 pws 37 Fenny C’ton 11.1 12-36 pws 50/53 13.7 15-48 68 Southam Rd. 6.1 7-33 63/73 16.0 - 88 Fosse Rd. sb 3.8 5-13 61 19.8 21 21-38 stop Leamington 23.3 22 24-37 69 stop 1.9 3-15 56 Warwick 21.4 21-48 pws 40/60 6.1 8 8-36 49 Hatton 17.2 17-41 60/73 10.3 11½ 12-53 73 Lapworth 13.0 13-09 sig 38 12.9 13½ 15-08 72 Knowle 10.4 10-14 80 16.3 17-55 77/83 Solihull 7.0 7-46 76 20.0 23 20-53 sig stop Tyseley 3.3 4-36 66 23.3 27 28-52 stop B’ham S’Hill 12.6 18 18-49 64 stop 12.6 18 22-34 sig stop Wolv’ton LL 0.0 0 00-00

Milepost 32½ 202 October 2011

Table II “Cambrian Coast Express” Wolverhampton to Machynlleth Date 15/04/1965 24/04/1965 Note – Loco D1745 D1608 An

Load 8 Note 8 additio nal Tons 267/290 266/290 vehicl miles sch actual mph miles sch Actual sch e 0.0 0 00-00 Wolv’ton 29.9 28-26 stop added to 4.7 6-28 72 Codshall 25.2 22-42 83 7812 7.7 8-55 81 Alrighton 22.2 20-24 80 at 9.2 10-26 sig 52 Cos Sdg 20.7 19-22 85 Welsh 12.5 13-16 55/60 Shifnall 17.4 16-48 84 pool 15.4 17-25 sig 38 Hollinsw’d 14.5 14-39 69 9/283/

19.6 20 23-57 stop Wellington 10.3 10-28 49 305

1.7 2-47 72 Admaston 8.6 8-38 83 * MP2 at 24- 3.9 7-09 sig stop Walcot 6.4 6-52 79 17 6.5 11-23 83 Upton M 3.8 4-57 78/83 vehicle** added to 7812 at 10.3 12 16-15 Shrewsb’y 0.0 0 00-00 MP64Welshpool Loco 7812 7827 21-489/283/305 (21) 7828 * MP2 at 24-17 MP63 0.0 0 0 Shrewsbury 19.8 38 31-25 stop 26-59**MP64 21-48 0.9 2-53 S B Jct 18.9 24-17 * sig stop (21)(24)

4.9 11-23 46 Hanwood 14.9 21-45 55 MP62MP63 26-59 7.5 15-28 38 Yockleton 12.3 19-08 59/61/50 26-59(24)

11.1 21-00 22 Westbury 8.7 14-28 27 (24) MP62 26-59 C (24) = 14.1 - 60 Breiden 5.7 9-54 34½/38½ conditi 17.8 30-08 42/55 Buttington 2.0 5-23 C = conditional stop.onal 19.8 36 34-20 stop/9/283/305 Welshpool 13.7 26 21-13 stop stop. 4.2 7-21 42 Forden 9.5 15-25 40 Table 6.2 10-47 24/49 Montgom 7.5 11-45/58 c. stop III “Camb 9.8 17-04 28 Abermule 3.9 6-09 46/28 rian 13.7 28 24-56 stop Newtown 27.9 51 48-24 stop Coast - 56 Scafell H’lt 45-23 59 Expre 5.2 7-46 27 Moat Lane 22.7 41-58 29 ss” 5.6 10-17 32 Caersws 21.6 39-38 26 Barmo uth – 7.3 13-22 29/24½/38 Pontd’goch 20.0 37-22 54/59 Machy 11.1 21-02 30/47 Carno 15.8 32-05 28 nlleth 14.1 24-43 28/60 Talerddig 13.7 27-45 24/45 ** April 17.0 29-33 conditional LLanbryn a 19-38 condition 1965 30-17 stop d 10.3 18-43 stop

21.1 35-32 60 Commins C 6.8 11-28 32/41

22.8 38-45 36/60 Cemmes Rd 5.1 8-37 29/37 27.3 46 46-09 stop Machyn’th 0.0 0 00-00

Milepost 32½ 203 October 2011

ALLEN’S ANOMALIES

K R PHILLIPS

Source British Pacific Locomotives C J Allen Table 111(d) Page 73 Train Flying Scotsman Engine 4466 Herring Gull Load 478/510 Miles Mins Secs Mph Average Speed 0 Grantham 0 00 - 5.4 Stoke 10 02 40 - 8.4 Corby Glen 13 00 - 60.6 13.3 Little Bytham 17 23 90 67 16.9 Essendine 19 49 90 88.7 20.7 Tallington 22 25 - 87.6 26 Werrington Jct. 26 35 60 76.3 29.1 Peterborough 30 23 - Pass

The log above is the section from Grantham to Peterborough recorded by C.J. Allen on the non-stop Flying Scotsman from Grantham to Kings Cross. He joined the train at Grantham.

Allen used the entire log a number of times, at least twice in magazine articles, twice in hard backs and once in a paperback.

He claimed on this run that 4466 sustained 90mph from Little Bytham to Essendine yet the engine only averaged 88.7mph. The most puzzling aspect of this performance though is the average of only 67mph from Corby Glen to Little Bytham. Also unusual is that the speeds quoted are 40, 90, 90 and 60mph.

The average speed from Stoke to Corby Glen suggests that the speed at the latter 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 32½ 204 October 2011

The Overlander – Wellington to Auckland.

Peter Smith

In November 2010 towards the end of a visit to my daughter in New Zealand I had the chance of travelling from Wellington to Auckland on “The Overlander.” This is the only service between the two cities and consists of one train in each direction. During the summer it runs daily but in the winter it only runs on Friday, Saturdays and Sundays. Some Sundays during the winter it is steam hauled by a Class Wab 4-6-4T between Feilding and Ohakune or Taihape. However I was not there then so had to make do with diesel and electric locomotives.

New Zealand railways are built at 3 ft 6 in gauge and are electrified around Wellington at 1500 v DC (in Feb 2011 this was extended to Waikanae, 34.4 miles from Wellington) and from Palmerston North to Te Rapa at 25kV AC. The Overlander is diesel hauled from Wellington to Palmerston North and we set off with Co-Co locomotive DFT No. 7145. This class of 30 locomotives was introduced in 1979 having been built by General Motors in Canada. They were originally rated at 1,650 hp but were fitted with turbo-chargers from 1992 giving them a rating of 2,500 hp. Like all diesel locomotives in NZ they are primarily freight locos but they also work the few passenger services.

With a 2,500 hp locomotive weighing 86 tons and about 130 tons of train, the power/weight ratio is 11.5 hp/ton and is thus slightly better than a 10 coach HST. We left Wellington one minute late and attained 50 mph on the initial climb through the mountains. I do not have details of the gradients but in the logs have given the heights above sea level as a guide. We then descended to the west and followed the coast for about the next 20 miles. From Plimmerton the line turns inland slightly and climbs over a ridge with an average gradient of 1 in 32. Because the line winds a lot there is a speed limit of 70 kph (42 mph) but we did not exceed 37 mph on the climb. We had a signal stop just past Muri where we had to wait for the southbound commuter service from Palmerston North to Wellington before entering the single line to Paekakariki. As part of the extension of the electrification, mentioned above, this section has now been double tracked. We stopped at Paraparaumu in 49 mins 7 secs from Wellington (excluding the signal stop) for the 30.0 miles, an average speed of 36.6 mph. On to Levin there are few gradients and with a maximum of 64 mph after another signal stop north of Waikanae we averaged 35.2 mph. Continuing on to Palmerston, the gradients were again neglible and with another maximium of 64 mph we average 51.8 mph. Arrival was 3½ minutes late.

At Palmerston North No. 7145 was replaced by electric loco EF No. 30249. The 22 EFs have Bo-Bo-Bo wheel arrangement, were built by Brush and entered service in 1988. They are rated at 4,000 hp and weigh 106 tons. Although they look different, they are in effect an earlier version of the Channel Tunnel locomotives. With the Overlander stock the power/weight ratio works out at 16.8 hp/ton and this showed in the very rapid start from Palmerston North which we left 7 minutes late. Climbing, we reached 68 mph by Taonui. Feilding has a stop built into the schedule but obviously no passengers were booked on or off and we passed through at 30 mph. Feilding is the home of the winter steam locomotive Wab No. 794 but it was not in sight. Beyond Feilding the line gently climbs into the mountain with numerous speed restrictions but the EF accelerated whenever there was a chance. When we reached Marton we were 463 feet asl and had averaged 50.6 mph from Palmerston North.

Milepost 32½ 205 October 2011

Date/day 12 November 2010 Train 0725 Wellington-Auckland Britomart Motive Power DFT 7145 (2500hp) Load (tons) 5, 130 Rec/Pos/GPS? P Smith 4/5 Y Mls Height asl sch H:M:S Speeds,etc Av Sp 0.0 7 Wellington 0 0:00 1L 1.6 7 Kaiwharawhara 3:52 11/40 24.6 2.5 Tunnel No 1 south 5:10 42 41.6 pws *13 3.4 Tunnel No 2 south 6:52 32.9 6.1 Tunnel No 2 north 10:19 50/*40 46.7 7.4 135 Takapu Road 12:10 41 41.7 8.1 Redwood 13:14 46 40.5 8.5 85 Tawa 13:44 53 52.2 9.3 56 Linden 14:33 57 53.0 10.0 Kenepuru 15:25 *46 53.8 11.0 13 Porirua 16:36 57 49.8 13.6 7 Paremata 19:30 60/*49 53.1 14.4 10 Mana 20:25 *40 52.5 15.2 20 Plimmerton 21:41 37 38.9 16.7 262 Pukerua Bay 24:50 34/37/25 27.8 sigs *8 19.4 Muri 30:03 31.4 Sig.stop (SJN.8R) 32:46 35:14 pws 23 20.7 Tunnel No 3 north 37:23 24 21.1 Tunnel No 5 north 38:47 19 18.6 22.1 Tunnel No 6 north 41:02 26.7 24.1 7 Paekakariki 44:23 46/*28 35.8 26.0 McKays LC 46:52 56/*42 44.6 30.0 46 Paraparaumu 51:35 63 51.3 55 54:09 pws 48/*19 pws 49/*25 34.4 102 Waikanae 1:02:23 32.5 Sig.stop 1:03:24 1:05:40 pws *14 pws 32/*12 40.2 62 Te Horo 1:17:53 41/*32/58 43.8 49 Otaki 1:21:39 64/*46/*42 57.0 46.0 Km post 74 1:24:57 51/*38/*29 39.7 49.3 98 Manakau 1:30:32 54/*32/47 36.0 Sig.stop 1:34:27 64/- 1:36:10 53.0 102 Ohau 1:37:42 35 56.1 121 Levin 1:42:41 59/*19/23 37.3 1:40 1:44:23 pws 26 61.9 30 Koputaroa 1:52:18 60/*50/62 43.5 66.3 39 Shannon 1:56:35 65/62 61.5 69.2 26 Makerua LC 1:59:35 64 58.3 73.7 59 Tokomaru 2:03:43 64/62/*58 65.3

Milepost 32½ 206 October 2011

77.2 59 Linton 2:07:26 62/59/63 56.8 80.7 66 Longburn 2:11:15 62/*52/55 55.9 sigs *50/52/*22 84.7 98 Palmerston North 2:15 2:17:26 37.0 After a brief stop we were away 2½ minutes late and again there was rapid acceleration and then speed restrictions, often to 70 kph (42 mph). The latter were become more frequent as we climbed into the mountains. We passed over some lofty viaducts when speed was generally reduced to 25 kph (15 mph). We continued like this and arrived at Taihape (1,450 ft asl) at an average of 50.3 mph. Taihape is the beginning of the mountains proper and shortly after departure the three volcanoes of the Tongariro National Park come into view. They are all active and the first, Mt. Ruapehu, last erupted unexpectedly in 2007 killing two people. The sight of all three volcanoes roughly in a line to the right of the train is quite amazing. Leaving Taihape 1½ minutes early we had little chance of any high speed as the line twists and turns higher up into the mountains until arrival at Ohakune, having past the highest station in NZ at Waiouri at 2,671 feet. We had averaged 41.7 mph from Taihape. Arrival was 5½ minutes early.

Ohakune is the lunch stop for the northbound Overlander and the train is scheduled to wait for 35 minutes. Everyone got up to partake of the pies and snacks served in the café at the station. It was a lovely day and we had the opportunity to stretch our legs. I also managed to get one of the railwaymen to take a photo of the train from the track as it had totally filled the platform and obviously we were not allowed to wander. In fact our departure was held up as the southbound Overlander had been delayed and it was decided to wait time here rather than sit in the passing loop at Makatote - eminently sensible from the passengers point of view! Departure was eventually 30 minutes late and we made our way past the obelisk marking the last spike on completion of the Wellington to Auckland line in 1908. We gently crossed the Makatote Viaduct – this being 860 feet high and the highest in NZ - and stopped in the loop. The southbound train appeared a couple of minutes later. The crews of the train swap here so that they return either to Wellington or Auckland. It’s a long day for them though as arrival is roughly 12 hours after departure. We were soon off again on the short run to National Park at 2,648 feet asl. From National Park the railway drops 706 feet to Raurimu and the railway drops through a spiral with two tunnels, and loops around. It is 7.2 miles on the railway but in a straight line is about 4 miles. The speeds are restricted round the spiral and loops and there was a pw check as well. This was fascinating as at one point you could look up at to see two levels of railway above. After Raurimu the line carries on descending so that by the next stop at Taumurunui we had dropped another 1,381 feet. There were a couple of straight sections and we got up to 58 and 55 mph and had averaged 37.1 mph from National Park.

Taumurunui was left 25 mins late and we were now on a plateau. There was a brief rise up to 1,112 feet but little chance of any higher speeds as there was restriction after restriction caused by the curvature. We left the plateau and dropped down to Te Kuiti at 177 feet having averaged 43.5 mph. Most of the curves had now been left behind and we averaged 49.5 mph to the little town of Otorohanga having had a maximum speed of 65 mph. Again from there to Hamilton there was free running and we averaged 58.1 mph with many miles of running between 65 and 68 mph. Arrival at Hamilton was 1¾ mins early.

Here EF 30249 came off as the electrification ends at Te Rapa just to the north. It was replaced after some delay with diesel loco DCP No. 4611. This is a class of locomotives rebuilt by Clyde

Milepost 32½ 207 October 2011

Date/day 12 November 2010 Mls Height asl sch H:M:S Speeds,etc Av Sp Train 0725 Wellington-Auckland Britomart Hapuaw henua Via - 35/*15 Motive Pow er EF30249 (4000hp) pw s 41/*25 Load (tons) 5, 130 118.7 2467 Horopito 3:46:05 59/*24/62 37.9 Rec/Pos/GPS? P Smith 4/5 Y 122.1 2661 Pokaka 3:50:07 60 51.0 Mls Height asl sch H:M:S Speeds,etc Av Sp Makatote Viaduct - *40/*18 0.0 98 Palmerston North 0 0:00 7L 124.8 Makatote Loop 3:55:09 1.5 Milson Jc. 2:46 65/*53 33.4 4:01:08 24 (Crew change) 31.3 5.3 180 Bunnythorpe 6:52 65/*23 54.9 126.7 2434 Erua 4:04:43 21/50 32.9 6.9 203 Taonui 8:18 68/65 66.3 130.9 2648 National Park 4:10:47 46 41.0 9.1 230 Aorangi 10:24 65/*48 63.9 4:00 4:13:36 10.4 236 Feilding -/15 12:03 *30 46.3 132.8 Km post 350 4:17:32 40 30.0 12.4 338 Makino Road 14:20 65/*49 53.9 134.7 Km post 353 4:21:06 *27/29 31.4 17.0 Maew a - 48/47 pw s *10 18.3 387 Halcombe 21:08 49/52 52.0 135.9 Km post 355 4:25:35 18 Pw s 16.6 20.2 Rangitaw a Loop 23:17 54/*49/53 50.8 136.6 Km post 356 4:27:59 15 Pw s 15.5 21.7 230 Kakariki 24:46 58 64.1 138.1 1942 Raurimu 4:32:14 28/32 21.1 24.7 344 Greatford 28:46 39/40/53 44.7 143.2 1526 Oio 4:40:01 *27/41/*40/43 39.7 27.4 463 Marton 32:25 27.4 146.4 1499 Ow hango 4:43:12 58/54 60.8 40 34:32 152.7 873 Kakahi 4:51:56 *36/*30/35 43.2 29.4 308 Cliff Road 37:33 65/57 41.2 156.0 755 Piriaka 4:56:59 44/*40 38.9 32.6 305 Overton 40:52 *52/64 57.4 158.9 627 Manunui 5:00:09 42/40/45 54.5 33.7 Porew a Loop - 65/*60/65 162.5 561 Taumurunui 5:04:50 55/51 46.6 36.8 636 Rata - 65/*55 4:50 5:06:19 37.8 Km post 197 46:01 *51 60.2 165.5 568 Taringamotu 5:10:51 42/*37/44/*37 39.0 39.8 735 Silverhope - 59 169.2 584 Okahukura 5:15:42 52/*43/49 46.5 40.2 Km post 201 48:35 67 58.1 171.9 597 Te Koura 5:19:19 *43/47 45.4 42.9 879 Hunterville 51:39 62/*48/49/*38 51.5 176.8 633 Ongarue 5:28:53 51/*42/*35/33 30.2 45.6 928 Kaikarangi 54:37 56 55.0 185.0 761 Waimiha 5:37:33 41/53/*42/*36/46 56.9 pw s *27 191.0 1112 Porootarao 5:46:13 *41/43/*40/48 41.6 49.6 843 Mangaonoho 59:53 60 45.4 191.0 935 Mangapehi 5:50:47 52 0.1 51.8 Makohine Via north - *13/*11 197.8 869 Kopahi 5:56:25 65/*30/39 73.0 53.4 915 Ohingaiti 1:04:31 64 49.1 202.3 676 Puketutu 6:01:31 *32/44/*40/52 52.7 58.9 1073 Mangaw eka 1:09:52 *52/56 62.0 207.4 Waiteti 6:08:07 *44/42/45 46.5 South Rangitikei Via - 61/*13 210.9 177 Te Kuiti 6:13:05 44 42.0 North Rangitikei Via - 61/49/*15 6:10 6:14:20 pw s *27/35/*18 213.0 161 Te Kumi 6:17:30 60 39.3 66.8 1217 Utiku 1:21:35 51 40.3 214.8 Superfine Lime Sdg 6:19:08 64/*60 67.1 68.9 1299 Ohotu 1:24:01 60/*57/66 52.1 216.8 131 Hangatiki 6:21:17 65/*25 56.5 70.1 1362 Winiata 1:25:09 65 63.8 pw s *24 71.8 1450 Taihape 1:27:34 *40 43.5 222.6 121 Otorohanga 6:28:23 61 48.4 1:38 1:29:13 6:25 6:30:44 77.6 1739 Mataroa 1:37:55 53/*43/*30/51/*33 39.9 225.3 118 Kiokio 6:33:31 66 59.6 78.8 Km post 263 1:40:02 '38/*32 32.6 230.3 157 Te Kaw a 6:39:07 *54/65/*61 53.4 82.5 Km post 269 1:46:50 34/*28/36/*28/41/*33 32.9 234.0 118 Te Maw hai 6:42:57 66 58.2 83.6 2100 Ngaurukehu 1:48:49 *28/39 33.6 236.6 164 Te Aw amutu 6:45:14 65/*54 67.9 86.0 2303 Turangarere 1:53:27 41/*27/33 31.5 238.5 187 Ngaroto 6:47:04 68/67 61.8 87.9 2431 Hihitahi 1:56:59 *28/53 32.2 240.6 177 Lake Road - 66 90.6 Km post 282 2:00:50 *35/53/*31/38 41.2 242.9 171 Ohaupo 6:51:09 66/**57/64 64.8 93.7 Km post 287 2:05:35 *33/61/*55 39.2 247.1 180 Rukuhia 6:54:45 67 69.2 95.7 2671 Waiouri 2:07:47 *51/57 55.9 sigs 67/*45 99.3 Km post 296 2:13:01 *33/42 40.6 252.3 121 Hamilton 7:10 7:01:27 2E 47.0 101.4 2297 Tangiw ai 2:15:23 57 55.0 106.2 2067 Karioi 2:20:09 62/*51 59.8 109.6 2198 Rangatua 2:23:54 50/58 54.9 112.4 2028 Ohakune 2:40 2:27:30 45.9 3:15 3:36:06

Engineering in Australia from 1978 from General Motors DAs introduced in 1961. They are now rated at 1,675 hp. They operate over both islands in New Zealand principally on freight but they are used on Auckland suburban services and also between Wellington and Masterton, both with converted ex-BR Mark 2s. They weigh 81 tons making about 7.8 hp/ton on The Overlander and are of A1A-A1A wheel arrangement.

Milepost 32½ 208 October 2011

Date/day 12 November 2010 Mls Height asl sch H:M:S Speeds,etc Av Sp Train 0725 Wellington-Auckland Britomart pw s 60/*55/*27 Motive Pow er DCP 4611 (1605hp) 61.8 30 Drury 1:24:38 43.8 Load (tons) 5, 130 pw s 49/*28 Rec/Pos/GPS? P Smith 4/5 Y 65.0 62 Papakura 1:30 1:29:33 45 22.4 Mls Height asl sch H:M:S Speeds,etc Av Sp 1:33:08 0.0 121 Hamilton 0 0:00 6L 67.3 49 Takanini 1:35:39 55/*51 53.6 Sig stop 4:55 19/34/- 68.3 49 Te Mahia 1:38:03 58 24.9 5:11 pw s *27 3.4 108 Te Rapa 8:08 60 69.7 92 Manurew a 1:39:36 35 57.0 7.0 79 Haorotiu 11:35 62 61.7 70.4 102 Homai 1:40:25 50/*43 49.8 10.4 69 Ngaruaw ahia 15:38 63/*40 50.8 71.6 72 Wiri 1:41:36 59 59.9 12.9 Km post 553 18:08 63 58.8 72.4 66 Puhinui 1:42:30 62 54.7 15.0 46 Taupiri 20:13 *47 61.7 73.3 59 Papatotoe 1:43:27 61 58.9 19.6 46 Huntly 25:33 52/*49/57/*47 51.1 74.5 30 Middlemore 1:45 1:45:05 42.5 21.3 43 Kimihia 27:43 56/*53 47.8 1:46:21 pw s *19 75.0 36 Mangere 1:47:48 49 19.0 24.6 33 Ohinew ai 32:57 59 38.5 75.7 30 Otahuhu 1:48:34 *40 55.0 28.5 30 Rangiriri 36:45 62/*53 61.4 76.5 26 Westfield 1:49:43 *30 42.8 30.6 39 Te Kauw hata 39:04 52/*49 53.4 76.9 Westfield Jc. 1:51:11 *20 16.3 pw s *25 sigs 27/*19 34.8 23 Whangamarino 44:32 50 45.8 77.5 26 Sylvia Park 1:53:43 27 14.4 38.6 Amokura 49:55 *37/40/*32 42.9 sigs 32/*29 pw s 51/*25 79.3 59 Panmure 1:57:12 29 30.4 41.5 20 Mercer 54:02 50/*48/57 41.9 sigs 32/*16 pw s *5/*19 80.9 72 Glen Innes 2:00:24 21 31.6 44.5 79 Pokeno 58:34 47 39.5 sigs 24/*18 49.1 121 Tuakau 1:04:13 62/*45 49.2 sigs 32/*28 51.8 190 Buckland 1:08:27 48 38.7 83.2 39 Meadow bank 2:05:31 32/31/34 26.4 pw s *17 sigs *20 53.7 200 Pukelohe 1:10 1:10:58 50 45.3 83.9 16 Orakei 2:07:06 27 27.8 1:14:19 sigs 39/*20 pw s 45/*25 85.8 Auckland East Jc. 2:11:11 25 27.0 56.0 Paerata North Jc. 1:18:08 54 36.2 86.1 Quay Park Jc. 2:12:04 20 25.3 56.5 148 Paerata 1:18:35 *50 59.7 86.6 0 Auckland Britomart 2:20 2:13:59 Arr. ½ min early 15.6

There was some delay in the arrival of DCP 4611 from the locomotive depot at Te Rapa and departure was made 5½ mins late. A signal stop followed almost immediately but then we were away. Gently falling gradients in Waikato country followed to Mercer and DCP 4611 had several instances of speeds up to 63 mph. Then there was a rise to Pukekohe in the Bombay range with a maximum of 62 mph but this stretch has hampered with four pw restrictions. From Pukekohe the line drops down to the Auckland suburbs and the next stop at Papakura. Nothing spectacular happened on this stretch with a maximum of 60 mph. A shop hop to Middlemore followed which gave an average speed of 47.6 mph and a maximum of 62 mph again. This seemed to be the balancing speed on level track with this train. From Middlemore we soon caught up with a DC hauled suburban service which was calling at all stations. The schedule obviously expects this as it gives 35 minutes for the last 12.1 miles (or is it recovery time?). We duly arrived in Auckland half a minute early. The total journey of 423.6 miles took 9 hours 37 minutes 30 secs and averages 44.0 mph. The whole journey took 11 hours 43 mins 39 secs against a schedule of 11 hours 55 mins.

This was the longest journey I have timed and I used GPS the whole way. I lost the signal in the longer tunnels but in the mountains had very few problems. The most difficult part of the timing is determining where the stations and timing points were. Lots of the former stations no longer exist but often there is a relay room or a pw cabin and sometimes these are even named. In this I was helped by the use of The New Zealand Railway and Tramway Atlas published by the Quail Map Company and the fact that there were visible kilometer posts on my side of the train (western) most of the journey. The locomotive performances were interesting but there were 11 pw restrictions, four signal stops and 10 slowing for signals and it is the skill that the drivers used in observing all the speed

Milepost 32½ 209 October 2011 restrictions, and then using the available power which is impressive. Probably not bad considering about 300 miles was on single line. All in all a fascinating journey.

DCP4611 at Hamilton at the head of the 0725 Wellington to Auckland Photo Peter Smith

Milepost 32½ 210 October 2011

Travels in America Part 2: Washington-Orlando Martin Robertson (Part one appeared in Milepost 31½ - October 2010)

The continuation of our journey from New York to Orlando required a change of traction from electric to diesel in Washington. Two very substantial bo-bo diesels, Nos. 74 and 112 replaced the diminutive electric locomotive. The information on the side panels noted that they had a rating of 4,250bhp and apparently weighed 268 tonnes. We left Washington punctually, still with the same ten coach load from New York. The log commences from Alexandria, a station on the outskirts of Washington. The train was soon moving at the permitted 70mph when we were brought to a stand for over six minutes for no obvious reason. Once underway we were soon running at around 70mph with this speed being held, unless a lower intermediate restriction was encountered. I have shown times and speeds at mileposts and the intermediate stations we passed. The overall distances shown in the log are taken from the Amtrak timetable, as is the schedule. Ian Umpleby was kind enough to forward distances he has compiled to stations and passing points on the line, but Ian admitted they are not necessarily accurate. I think much of the line may be single track with the mileposts on the left hand side when running in this direction. I recall that we crossed a number of freight services but these were always on the opposite side from the mileposts, and may have been in loops. On leaving Richmond we were summoned for dinner and were seated on the wrong side for the Mileposts. We left Richmond around 16 minutes late, which was surprising as the signal stop shortly after leaving Alexandria was the only obvious out-of-course delay. The short section to Petersburg allowed five minutes to be regained, but this was then lost onto Rocky Mount after we suffered a lengthy check to allow a freight train of 123 cars length to possibly clear a single line section and enter a yard to our right. It was dusk by the time we left Rocky Mount again sixteen minutes late, and despite its name another area of flat landscape. At least on the section to Raleigh we were allowed to run up to the permitted 79mph limit, although again with many intermediate restrictions. We reached Raleigh, in darkness, 21 minutes ahead of the scheduled departure time. The stop is a designated ‘service point’, therefore there was probably a generous station allowance. I did not note when we left, but suspect it was later than scheduled. The following morning we were greeted with bright sunshine as the train headed south, and after breakfast the section from DeLand to Winter Garden was travelled. There was succession of accelerations to 80mph and much running at reduced speeds alongside township roads and the back gardens of houses bordering the line. By now we were well over an hour late with the final arrival into the sweltering heat of Orlando around seventy minutes late.

Milepost 32½ 211 October 2011

Washington-Orlando Dist Location Sched m s mph Date 09/10-Jul-10 10 110 09.5 69 Train Amtrak New York-Miami servic 8 111 53.0 70/50* Motive Pow er 74/112 -8,500hp 6 113 57.0 57 Load 10,400 101 Richmond a 104 116 Dist Location Sched m s mph 0 d 0 0 00.0

0 Alexandria d 0 0 00.0 28 Petersburg a 35 31 50.0 Mp 104 2 22.0 59 0 d 0 0 00.0 102 5 10.5 70/br 100 6 36.0 36* 98 Rocky Mount a 92 92 51.0 ss 11 03-17 41 0 d 0 0 00.0 98 18 38.5 40 Mp 121 2 49.0 61/68/30* 96 21 04.5 70 LC 7 34.0 71 94 22 47.5 70 LC 8 29.0 81 Lorton 23 22.0 72 LC 11 09.0 80 92 24 29.0 71 Wilson 16 10.0 47* Woodbridge 27 05.0 71 Flat XC 17 07.0 47* 88 27 50.5 65 LC 18 25.0 78/60* Featherstone LC 29 21.0 42* LC 21 43.0 46* Rippon 30 38.0 69/68 LC 24 04.0 80 84 32 06.5 69 LC 27 48.0 78 Cherry Hill LC 33 52.5 43/25* LC 29 36.0 81 Quantico 36 22.0 29 LC 30 55.0 64*/80 77 40 50.0 52/25* Brow nshaw Road LC 35 21.0 46*/68 76 44 50.0 67/70 Selma Anderson LC 25* 74 46 35.5 61/41* LC 40 58.0 77/58* 72 49 24.5 46 LC 44 20.0 79 70 51 24.0 70 LC 48 57.0 68/61* Bourne 53 23.0 59* LC 51 31.0 66 66 55 09.5 71/36* LC 55 30.0 53* 64 57 42.0 39* LC 57 56.0 55 Leyland Road 58 44.5 27* (Old Station) 58 05.0 82 62 61 25.5 58/68 LC 59 46.0 56/30* 60 63 22.0 53 LC 63 13.0 47* Fredericksburg 64 15.0 40* 71 Raleigh a 96(?) 67 04.0 57 67 07.5 69 56 68 00.0 68/70 0 DeLand d 0 0 00.0 54 69 44.5 67 Mp751 1 56.5 39* 52 71 29.5 70 752 3 19.0 62/75/71* 50 73 12.5 68 754 4 57.5 80 48 74 55.0 71 756 6 26.0 82/75* 46 76 37.0 70 758 8 02.0 79 44 78 20.0 71 760 9 33.0 65* 42 80 01.0 70 762 11 27.5 61* 40 81 43.5 71 763 12 31.0 41* 38 83 26.0 69 764 14 03.0 44/61/29* 36 85 09.0 70 767 18 32.0 37 34 86 25.0 71 768 19 43.0 59 32 88 34.0 70 Mileage discrepancy? 30 90 19.5 69 773 22 13.0 44* 775 24 30.0 72/80 24 95 28.0 69 777 26 04.5 54br 22 97 14.5 57* 779 28 10.5 51*/58 18 100 50.5 70 781 30 18.0 51* 16 102 34.0 58/33* 782 31 33.0 40* 14 (Ashland) 105 49.5 37 783 33 01.0 33*/42 12 108 24.0 69 784 34 46.5 39 10 110 09.5 69 785 36 48.0 24* 32 Winter Gardens a 44 38 41.0

The trip was an experience, but not one I would readily repeat. There was hardly a gradient of any consequence throughout the journey and the 70/79mph limit south of Washington does not tax the power at the head of the train. I suspect the double heading

Milepost 32½ 212 October 2011 is for reliability rather than traction power. With an almost complete absence of over or under road bridges, at each level crossing the drivers gave a double toot on the typically mournful sounding train horn. This continued throughout the night, with none of us getting too much sleep. Our return to New York a week later was a three hour flight, before an onward flight to Glasgow. My thanks go to Chris Taylor and Ian Umpleby for their information, and assistance, in compiling the recordings.

LETTERS

Dear David

In two recent issues of “Milepost”, there has been coverage of runs between Carlisle and Glasgow. I have the late Bernard Harrison’s notebooks, which Lee Allsopp will be adding to the archive now that I have “worked up” some 500 of what I have judged the most interesting, mainly steam. Amongst these is one from Carlisle to Carstairs behind “Scot” 46104 “Scottish Borderer” hauling 13 vehicles, 420 tons tare and banked from Beattock to the summit by Fairburn 2-6-4T No 42215. The date was Friday 5th July 1957 and the train was 7.36pm from Carlisle, its point and time of origin, as in many of Bernard’s earlier logs, not being quoted.

There was a 20mph tsr before Kirkpatrick but Lockerbie was reached in 31m12s, schedule 31, and with 2mins cut from the station allowance, departure was on time. Onwards to Beattock took 17m18s. 2m16s saw the banker buffered up and departure was on time. Bernard recorded no passing points up the hill, but did note three separated quarter miles in 22secs – 41mph, and the summit was passed in 16m45s, average 36.1mph. Onwards to Carstairs, running was typical –maximum 74mph. Thankerton was passed in 33m44s with entry into Carstairs being delayed by a signal check to 5mph. My estimate of the net time is 39m45s.

The climb, I believe, notable and my estimate of the power output is:

Level track 420tons at 41mph 294dbhp Uphill at 1in76 638tons at 41mph 2,055edbhp Total 2,349edbhp, this effort being maintained by both crews for nearly 17minutes.

Yours

Noel Proudlock

Dear Editor,

About ten years ago, I handed to the Railway Performance Society through Bruce Nathan the logbooks of my late father-in-law, Gerald Aston.

In going through Gerald's papers I made a file I labelled "for further attention" and I was looking through this the other day when I came across a carbon copy of a magazine article. It begins as follows:

The recording of locomotive work is one of the principal interests of railway enthusiasts; but such recording that is made public has of necessity to be in the nature of picked samples. Certain recorders have made day to day records of one or two individual trains, others travel less frequently over a rather wider variety of trains, but to date, nothing like a

Milepost 32½ 213 October 2011 comprehensive survey of any line over a considerable period, has been made.

By the courtesy of Mr. G.J.Aston I have been able to study R.E.Charlewood's records over the Crewe - Carlisle mainline for the period mid 1901 to mid 1906. In that time he recorded some 500 runs with major expresses, and another 500 with secondary expresses, at all times of day and night, and all periods of the year.

It goes on for 25 quarto pages, typed double spaced, plus several rather poorly presented tables. There is no author's name nor any date on the copy. I guess it might have been sent to Gerald to vet before being submitted for publication. I wonder if you can throw any light on this.

1. Was it published? If so, where and when?

Mr. Charlewood died on April 9th, 1950, so I guess it was written after 1950.

2. Who was the author?

The author says in the article that "as a schoolboy I saw one, about 1905-6", so the author's age in 1950 would have been about 55. (What he saw was a Lady of the Lake 2- 2-2 piloting a King Edward VII compound.)

3. There were documents from Mr. Charlewood in Gerald Aston's library, most of which I passed to the Kidderminster Railway Museum. However, I don't remember finding any of Mr. Charlewood's log books there. I wonder what happened to them. Perhaps one of the readers of Milepost knows.

Yours sincerely Howard Burchell 4 The Oval Newcastle upon Tyne NE12 9PP

NEWS

ALL PREVIOUS ISSUES OF MILEPOST ARE NOW ON THE RPS WEBSITE. TO ACCESS THEM, GO TO MILEPOST/MILEPOST ON LINE

Britain’s Fastest Trains

Jeremy Hartill

Foxwell and Farrer in their classic 1889 volume EXPRESS TRAINS ENGLISH AND FOREIGN (pub Smith Elder & Co 6/- or for the younger member 30p), apart from coming up with a classic Victoria description of the world: that is to say you were either English or Foreign set the bench mark for express trains to 40mph inclusive of stops in the UK. In Europe 29mph was considered to be the speed of an express showing the superiority of the English railway system. Would that it still were – to paraphrase the late Robert Robinson. In the summer of 1888 the best express train in the United Kingdom could manage average start to stop speed of over 50mph. By the 1930’s, the mark of a fast express was mile a minute running.

This very much stayed that way until the 1960’s. The older members of the society will probably remember the annual round-up by C J Allen and later Brian Hinchcliffe and

Milepost 32½ 214 October 2011

Douglas Ferry of the fastest trains in Britain. These appeared in the railway magazine and the initial criterion was a start to stop run at over 58mph initially and later 60 mph. The arrival of electrification on the West Coast and Deltics on the East Coast saw another step change. By 1974 Douglas Ferry had upped the ante to 80mph on the West and East Coast Main Lines, 68 mph and the great Western, Midland and Scottish routes , 66mph on the old London and South Western, 63 mph on the Great Eastern and 60mph on the Brighton and South Eastern Lines. The October 1974 Railway Magazine listed 16,695 miles per day of trains running at over 80 mph. The fastest services were as follows.

West Coast - Rugby to Watford in 44min 88.8 mph East Coast - Stevenage York at 81.7 mph Midland - St Pancras Wellingborough at 74.4mph Scr - Haymarket Lenzie 73.5mph SR (Western) - Basingstoke Woking at 72.3 mph GWR - Paddington Exeter at 71.3mph GER - Witham Colchester and V.V 68.3 mph SR (Eastern) - Ashford Tonbridge 63.8 mph SR (Central) - Croyden Haywards Heath 61.1 mph

Over the subsequent years the goalposts have moved, and the introduction of 125 mph running saw another step change in performance starting out on the Western Region but spreading to The East Coast, and Then West Coast main lines. It seems to me that the bar for a really fast train is now set at 100mph. I thought it might be of interest to Milepost readers to look at how may 100mph start to stop runs there are in the UK as it was certainly a surprise to me. I intend to repeat this process on an annual basis so comparisons of how the service is being delivered can be compared. The criteria for this are advertised times in the public timetable, the journey must be in the UK and available to domestic passengers and finally it’s the Monday to Friday timetable.

I looked at the GWR, ECML, WCML, and HS1 on the basis that only routes with 125mph running could produce timetabled 100 average speeds. It turned out that there are no GWR runs in this category now but the ECML, WCML and HS1 have a significant number of 100mph start to stop services. A list of services is as follows

WCML ECML Crewe Milton Keynes 2 Darlington York 1 Crewe Watford 1 Kings Cross Grantham 6 Euston Crewe 12 Kings Cross Peterborough 18 Euston Nuneaton 2 Kings Cross York 11 Euston Stafford 12 Newcastle Kings Cross 1 Euston Stoke 13 Peterborough York 3 Euston Tamworth 4 Stevenage Grantham 4 Euston Warrington 13 York Darlington 19 Milton Keynes Crewe 1 York Peterborough 1 Milton Keynes Stafford 2 Rugby Crewe 1 HS1 Rugby Stafford 1 Ebbsfleet Ashford 29 Stafford Euston 10 Stratford Ashford 4 Stafford Milton Keynes 1 Ashford Ebbsfleet 33 Stafford Watford 1 Ashford Stratford 4 Stoke Milton Keynes 14 Warrington Euston 1 Warrington Milton Keynes 2 Watford Crewe 1

Milepost 32½ 215 October 2011

The table below details the number of runs and distances covered clearly show that the West Coast Main line is back to being the Premier Line.

runs distance HS1 up 37 1295 down 33 1162 70 2457 ECML up 3 425 down 61 5567 64 5992 WCML up 32 3684 down 62 9018 94 12702 TOTAL 228 21151

The shortest 100 mph run is Ebbsfleet to Ashford, 33.2 miles and the longest Newcastle to London King Cross, 268.7 miles. Despite the preponderance of electric services on the West Coast Main Line it is a diesel train on the East Coast Main Line that take the blue ribbon for the fastest train in the United Kingdom. First Hull Trains 7.44 Stevenage to Grantham which covers the 77.9 miles in 42 minutes at 111.3mph is by quite a reasonable margin the fastest service and a feather in the cap for the class 180dmu’s.

There are however some more trends that come to light. Up trains are slower than down trains. While the West Coast makes a reasonable attempt at fast up and down trains the East Coast has more or less given up on the up trains. I find it hard to explain how there can be 19 trains that manage to cover York to Darlington at 100mph but only 1 that does the same from Darlington to York. The southbound run is potential the faster of the 2 and indeed the RPS fastest times reflect this. It is also very interesting that on HS1 up and down services are pretty similar though one would hope for a little faster times than are scheduled at present. Still 21,151 miles a day is not a bad achievement.

Below is a recent log of the 0720 Kings Cross to Hull “fastest train” which covered the 77.68 miles between Stevenage and Grantham in 41m02s at an average speed of 114mph Ed Date F 16-Sep-11 Train 0720 Kings Cross-Hull Unit 180101(GC-on loan to HT Load 5 Recorder D Ashley 2/5 Y miles m ch location m s mph avge 0.00 27 46 Stevenage 0 00 4.38 31 76 Hitchin 3 25 121/127 76.9 9.49 37 05 Arlesey 5 54 124/126 123.5 13.61 41 15 Biggleswade 7 52 124/123 125.8 16.55 44 10 Sandy 9 18 125 123.0 19.90 47 38 Tempsford 10 55 124 124.3 22.30 49 70 Little Barford 12 03 127/122 127.1 24.13 51 56 St Neots 12 57 123 121.7 28.34 55 73 Offord 15 00 120 123.3 31.26 58 67 Huntingdon 16 25 125/124 123.9

Milepost 32½ 216 October 2011

miles m ch location m s mph avge 35.81 63 31 Abbots Ripton 18 37 126 124.1 39.78 67 28 Conington S 20 31 125/96 125.1 45.23 72 64 Yaxley 23 36 101 106.1 47.45 75 02 Fletton J 24 52 107/101 105.4 48.76 76 27 Peterborough 25 38 108 102.7 52.04 79 49 Werrington J 27 20 125/127 115.6 54.31 81 71 Helpston 28 25 126 126.0 55.84 83 33 Lolham 29 08 126 127.7 57.23 84 64 Tallington 29 48 127 126.5 59.51 87 07 Greatford 30 53 126 125.7 61.21 88 63 Essendine 31 42 124 124.9 62.43 90 00 90 32 17 124 124.7 64.64 92 17 Little Bytham 33 21 127/124 124.5 69.58 97 12 Corby Glen 35 43 126 125.2 72.56 100 11 Stoke Summit 37 09 118 125.1 74.54 102 09 Gt Ponton 38 11 111 114.7 77.86 105 35 GRANTHAM 41 02 70.0

Network Developments

Firstly I have to correct the first item in the last issue advising an increase in PSRs on the Ladybank to Perth line. This was postponed and had still not been implemented by the start of October. One scheme in full swing is the Paisley Corridor improvement providing three tracks from Glasgow to Paisley which should be complete in December; various realignments were in use by the end of September. The new island platform at Cambridge should also be complete by then. Late news is that the station at Buckshaw Parkway near Chorley was to open on the 3rd October. There are now no new stations under construction. A short but immeasurably useful bit of four tracking between Holgate Jn and York station should be also in place by December giving the opportunity for Leeds-York fastest times to be beaten. A new junction at Silwood on the southern end of the East London line has been installed; this is part of the scheme that will fill in the last gap of the London Orbital Railway taking it to the South London Line for Clapham Junction. Two long term upgrades were completed at the end of summer; the Oxford-Worcester upgrade provided no higher speeds but ended token operation whereas the Chiltern Line upgrade brought about a significant increase in speeds with realigned junctions at Neasden and Northolt amongst the enhancements. Tuffley Junction, Gloucester has been realigned but although there has been no official notification of higher speeds being permitted it seems they are in place. Resignalling of the line between Kentish Town and Farringdon was implemented at the end of September. Derby Signalling Centre’s area of control was extended to some lines east of Nottingham causing the closure of Kirkby Summit box. Small schemes in the Manchester area resulted in the closure of Ashburys box now controlled from Manchester South and Rochdale whose functions were transferred to a new box at Castleton named Rochdale West. Carmuirs West box west of Falkirk closed in July. Resignalling of the lines from Birmingham to Tamworth and Nuneaton is scheduled to take place shortly. Many minor alterations took place in connection with resignalling in East Kent. The Folkestone Harbour branch was clipped and padlocked out of use on the 24th September. In Ireland even the status quo is being threatened due to the economic downturn with the Ballybrophy to Limerick line coming under scruitiny for possible closure along with, allegedly, other lines. Ian Umpleby, October 2011

Milepost 32½ 217 October 2011

NATIONAL EXPRESS–LIVERPOOL ST CAMBRIDGE RECORD- JUST!

Lee Allsopp

The RPS was invited by National Express East Anglia to act as official timekeepers for a non-stop run from Liverpool Street to Cambridge, to celebrate the completion of delivery of the new fleet of Class 379 Electrostar units. The current Liverpool St – Cambridge record was 48m 17s, achieved with a Class 86 Locomotive on a special back in 1987. The 2011 run was scheduled in 50 minutes, seemingly the best that could be timetabled, (and only then by cancelling the 1028 departure!) but with a hope of bettering this and achieving a record. Richard Howlett had noted our 1051 special was advertised on the National Rail website and could be booked for a £17.50 fare! Not sure if anyone attempted this as there were only 30- 40 passengers, National Express Management and a few invited guests.

Richard and I met up just after 1000 outside Platform 10, and soon bumped into John Heaton as well, who was there representing Railway Magazine. After meeting with National Express Managers for a quick briefing, we made our way to the special train, made up of unit 379015. This was right at the front of Platform 10, with the 8 car 1058 to Cambridge behind it, several chains closer to Cambridge that expected!

We started off a few seconds early on our booked 1051 departure. The line out of Liverpool St as far as Tottenham Hale must be one of the most speed restricted routes out of London, and a combination of a running brake test, a 20mph tsr over points at Coppermill Junction, and what appeared to be more respect for the line limits before Hackney Downs than on the 1987 run, combined to put us a ¼ min behind the record at Tottenham Hale. Once past these restrictions we could finally stretch our legs with a sustained 94 for several miles before another tsr to 50 just before Cheshunt. Following this, there was a spurt to a brief 97 before Roydon, the ride being quite lively throughout the run. The running past Bishops Stortford appears to have been more circumspect than the record run in 1987, but once past Audley End we really got going again, with a momentary peak of 99 before Shepreth Branch Junction. Notably we had at no point been in front of the record, but by the junction had got to 1½ secs of it. Things were touch and go for a record, especially in view of the fast finish from the Class 86.

The special was timetabled into Platform 2 at Cambridge for a naming ceremony on arrival. There was approach control prior to the points for Platform 2, with speed dropping to 23, before accelerating again to 38. The seconds were ticking by, and we were resigned to just missing out on the record as we ran along the platform, when suddenly the brakes were applied! (Was it a TPWS intervention?) The whole train was in the platform, several coach lengths short of the bufferstops (but closer than we were at Liverpool St!). The time was 48m 13s, just 4 seconds inside the record. A little debate ensued, was it indeed a record? Given that the run was truly ‘platform to platform’ the consensus was that it was OK. National Express were extremely pleased to beat the record, it was a tough one to beat, and shows how good the Class 86 run was.

The train then edged forward to the end of the platform for speeches and a naming ceremony by the Mayor of Cambridge who unveiled a nameplate ‘City of Cambridge’. Lunch followed on the train, followed by a more pedestrian run back to Liverpool Street. No heroics on this run, timed in 62 mins. A number of signal checks, and a heat related tsr (It was apparently the hottest 30th September ever), combined to produce a time of 61m 08 (or 61m 09 – John Heaton). Bevan Price’s 57m 15s run with a Class 31 still retains the record for this stretch, closely followed by a Britannia in 57m 20s.

Milepost 32½ 218 October 2011

All in all then a good day out was had by everyone, a record had been achieved, and National Express (and the RPS) had got something useful out of the exercise. Hopefully we can be involved in more events of this nature in the future.

Run No. Date/day Friday 30th September 2011 Monday 23rd March 1987 Train 1051 Liverpool St to Cambridge (Special) Liverpool St to Cambridge (Special) Motive Power 379015 86401 Load (tons) 4, 164/168 8, 230/235 Position 1/4 Recorder L A Allsopp/R Howlett P W B Semmens Weather Dry, hot GPS: Y/N? Y N PTT PTT Line Miles M C location E/L Sch m s mph Limit average Sch m s mph average

0.00 0 12 LIVERPOOL STREET ½ 0 0 00 0 0 00 (Platform 10) 39 rbt 23 1.00 1 12 BETHNAL GREEN 2 28 1/2 32 30 24.3 3 2 15 26.7 1.66 1 65 CAMBRIDGE HEATH 3 47 1/2 30/45 30 30.0 3 15 39.6 2.29 2 35 LONDON FIELDS 4 43 1/2 44 40 40.4 4 02 48.3 2.81 2 77 HACKNEY DOWNS 5 31 1/2 28 30 39.2 6 4 56 34.7 3.76 3 73 CLAPTON 7 05 45 50 36.6 8½ 6 39 33.2 tsr 21 tsr 35 4.78 4 74 Coppermill Junction 8 39 40 35 39.1 5.88 6 02 TOTTENHAM HALE 9 49 68 60 56.2 9 34 43.6 6.79 6 75 NORTHUMBERLAND PK 10 33 84 80 75.0 10 16 78.0 7.63 7 62 ANGEL ROAD 11 08 87 80 86.6 10 47 97.5 9.74 9 71 PONDERS END 12 28 1/2 94 85 93.9 12 11 90.4 10.64 10 63 BRIMSDOWN 13 03 1/2 94 85 92.8 14 12 46 92.6 11.69 11 67 ENFIELD LOCK 13 44 94 85 93.3 13 32 82.2 tsr 55 12.69 12 67 WALTHAM CROSS 14 22 94 85 95.0 14 30 62.1 tsr 49 13.93 14 06 CHESHUNT 15 32 1/2 49 85 63.2 18 15 39 64.7 15.70 15 66 Slipe Lane 17 02 1/2 79 80 71.0 17.05 17 14 BROXBOURNE 18 03 86 80 80.5 21 17 56 82.0 18.30 18 34 Broxbourne Junction 18 53 94/97 90 90.0 20.00 20 10 ROYDON 20 04 79 70 86.1 20 04 83.0 22.59 22 57 HARLOW TOWN 22 01 1/2 84 80 79.4 21 49 88.8 24.36 24 39 HARLOW MILL 23 13 89 80 88.9 23 00 89.7 26.53 26 52 SAWBRIDGEWORTH 24 42 79 80 88.1 24 27 89.8 28.09 28 17 Spelbrook 25 52 1/2 83/88/43 80/45 79.5 30.21 30 27 BISHOPS STORTFORD 27 50 49/80 50 65.0 29½ 27 42 67.9 STANSTED 33.20 33 26 MOUNTFICHET 30 32 67/65 70 66.4 30 07 74.2 35.38 35 42 ELSENHAM 32 26 1/2 74/79 70 68.4 34½ 31 59 70.1 39.74 39 71 NEWPORT 35 51 68/79 70 76.9 35 27 75.5 41.53 41 54 AUDLEY END 37 12 1/2 78 70 78.8 39½ 36 53 74.9 42.73 42 70 Audley End Tunnel South 38 08 1/2 79 70 77.7 45.56 45 57 GT CHESTERFORD 40 15 89 80 80.3 39 59 78.0 47.63 47 62 Duxford 41 39 89 80/90 89.1 48.90 49 04 WHITTLESFORD PWAY 42 30 90 80 89.6 42 20 85.3 52.29 52 35 SHELFORD 44 45 92/99 90 90.2 44 40 87.2 52.89 53 03 Shepreth Branch Jn 45 07 1/2 98 90 97.3 45½ 45 06 83.1 sigs 23/38 55.35 55 41 CAMBRIDGE (P2) 2 50 48 13 47.6 49 48 17 46.4

Milepost 32½ 219 October 2011

THURSDAY 20th OCTOBER 2011

Area Meeting

BRISTOL PARKWAY

SATURDAY 5th NOVEMBER 2011

Ian Mitchell

Energy saving and driver advisory systems

LONDON – The Lamb

TUESDAY 22nd NOVEMBER 2011

Area Meeting

LEEDS

THURSDAY 26th JAN 2012

Area Meeting

LONDON – The Royal Oak

SATURDAY 11th FEBRUARY 2012

Doug Landau

From shovels to CT

LONDON – The Calthorpe

Milepost 32½ 220 October 2011