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Looking south towards the end of the line and the bridge carrying the A465 road. This is the new loop laid in 1985 to aid safer operations and dispense with the marshalling of wagons by gravity. The loading facility is behind me off the spur in the foreground. All photos taken 3rd July 1990.

A recent visit to Oswestry and the Cambrian Heritage Railways prompted me to look back over some photos I took back on 3rd July 1990. Whilst exploring railways and industrial heritage sites with my friend Spencer we stumbled across this backwater of a freight branch, a line that left the Shrewsbury to Wrexham line at Gobowen and ran for roughly 8 miles to Blodwell, or Llanddu, Quarry.



Originally running to a quarry at Nantmawr, after that closed in 1971 the track remained until it was finally lifted around 1977 and the line was curtailed slightly to the Blodwell/Llanddu Quarry site. Thereafter the remaining line continued to operate and host stone trains until these ceased in 1989 and the line closed for good. Interestingly, to aid operations, a loop was installed in 1985 to eradicate gravity working with unfitted wagons. As part of the work the line was actually extended slightly back towards Nantmawr, stopping short of the bridge carrying the A465 road bridge, which, as can be seen, was given extra strengthening by the crude, but effective, method of pillars built underneath to carry the burden!



Buffer stop marking the end of the line, which until 1977 continued on to Nantmawr.

By the time we had reached this location trains had ended about a year before, annoying as it would have been nice to have seen at least one final freight. I had to satisfy my curiously with a set of photos of the redundant loading facilities and the trackwork, which, given the recent instalment of the loop, look in fine fettle and well-ballasted. It certainly didn't seem like a line that was closed and despite the rust on the rails could have easily have welcomed another train.



Looking back up the loop from the A465 bridge.

Of course, the Cambrian Heritage Railways have since arrived and they currently have two lines to operate, both of which are located on the branch and will hopefully one day be joined as one. The section of line between Oswestry and Weston Wharf was visited by in August 2025 and a few photos can be seen here: https://steve56121.photium.com/oswestry

The other section of the line that has been preserved is between Llynclys and Pennygareg Lane close to the end of the goods line. I couldn't easily reach that due to local road closures so I had to abandon visiting here for now. The plan is to connect both lines and have an 8 mile heritage railway, reviving the route once again. I hope they do it, it's a lovely area and I intend to return.



The disused loading faculties.

There are some very interesting photos and further information on this website: http://www.disused-stations.org.uk/b/blodwell_junction/index2.shtml

Memories of the Lyme Regis branch line



I will start off this piece with some dates.

The Axminster to Lyme Regis branch line opened on 24th August 1903: 122 years, and one day ago, as I write this blog.

The branch closed on 29th November 1965.

I was born in September 1965, just three months before the closure. My mum had told me in the past that I had travelled over the line from Axminster to Lyme when I was a baby, and despite having no memory of this (understandably) I have always felt good about that. Mum passed away three years ago and it was only just the other day, when speaking with my dad, that the subject came up again and he confirmed, without prompting, that she wanted to have a final ride on the line before it closed and so off she went, with me. By then the service would have been operated by a diesel railcar, not steam. As you can imagine the fact that I actually travelled over the line has a special place in my heart. Growing up in Axminster allowed me to really learn about the railway, as much as I could, and it remains a favourite of mine.





The views of Cannington Viaduct from Shapwick Lane.



The infamous jack arch, supporting the Axminster end of the viaduct after the foundations sunk in the weak ground, even before opening in 1903!


Monday 4th August 2025.

Terry Guppy, probably the last surviving employee and a young fireman on the "Lyme Billy" during the late '50s and early '60s, passed away on this day. Terry was a family friend, my mum and dad knowing him and his family since their early days involvement with the cricket club, where Terry was a demon fast bowler and captain of the Second eleven team for many years. To be honest I had no real contact myself with Terry for years but in recent times had spoken to him on the phone during his time as a Trustee of the "For The Love of a Railway" group in Axminster, a group dedicated to preserve the memory of the railway. A week before Terry's passing I was able to bring my dad and Terry together at Axminster station, during the annual model railway event held there. It was a special moment, as in retrospect we would not have realised that Terry would be gone a week later.



Dad and Terry, a couple of old reprobates if ever there was! Axminster station, a week before Terry's passing.

Monday 25th August 2025.

OK, I was at a loose end, not sure what to do with myself, and as it was a scorcher of a day too good to stay in. So I jumped in the car and drove off toward Lyme, thinking that I would take a walk along the beach at Charmouth. But something unplanned happened as on my way thoughts came back about Terry and my dad reminding me of my trip on the railway, I found myself turning left at the Trinity Hill junction of the A3052 and drove to Shapwick and Cannington. In reality I'm only 10 minutes away from this location but I hardly ever visit.



Approaching Shapwick from the Combpyne direction.



The ground has been built up here in the intervening years, giving a slightly elevated view of the line as it heads for Shapwick and Cannington. You get an appreciation of the scenery as it was and still is, and also of the desperate weather conditions - dead grass everywhere!

Shapwick and Cannington Viaduct are the two locations where many of the iconic photos of the line were taken and I decided to capture some images of my own and search for some views that I might recognise. I had been here before, in the past, but never to take photos. I had a lovely hour or two exploring, finding footpaths that took me around the area and allowing me to find some of those views. The afternoon was hot and the landscape parched as you can see. After a climb up into the field adjacent to Cannington Viaduct I stopped and rested and just took in the view and the sounds. It was just so serene, the distant bleating of a sheep, the gentle breeze rustling the dry grass, and the cry of a buzzard in the wind was all that I heard. But wait, was that a feint whistle coming from the Combpyne direction? My mind was playing tricks, or was that Terry sending out a warning sound that the train was approaching as he passed under the Trinity Hill road bridge and through the shallow cutting on the way towards Shapwick? No double-headed Adams Radial tank plus five on a summer Saturday special over the viaduct today, nor ever again. But squint your eyes and let you mind drift, and maybe you can imagine the line coming back to life again.



Almost hidden! The ivy-clad bridge at Shapwick often seen in photos of the line from the steam era.

So the afternoon was not wasted after all and I am so glad that I veered off as I did. Totally unplanned.

My life-long love of all things railways had to have begun somewhere and thanks to my mother, at the age of two to three months I had my first train ride, on the "Lyme Billy". Passing through Shapwick and over the viaduct at Cannington, on the way to the seaside, the gentle swaying of the train and the clickety-clack of the wheels on the rail joints clearly left an indelible mark on my mind that has never left me. Thanks mum!

By the way, I also made a short video whilst relaxing in the field adjacent to the viaduct. You'll hear the breeze, the distant bleating of a sheep and the cry of a buzzard. But did you hear the whistle of the Lyme Billy too? Enjoy!

https://youtu.be/ROkEB2p_zzw

As a child, and during the early teenage years, annual holidays, and more often than once a year once, would be taken with my Grandparents in Burnham, Bucks, a village on the outskirts of Slough Industrial Estate. First impressions might not sound that promising but Burnham was OK, sufficiently out-of-town not to make us country bumpkins feel out of place, and we always had a great time there. My brother and I would spend as much time as was allowed trainspotting on the island platform at Burnham station, one of many commuter stations on the Great Western Main Line between Reading and Paddington. With permission of the man in charge of course! Not sure if he was a station master then, or just a senior porter, but always welcoming and tolerant. There was never a problem, no hassling from anyone and there was a constant procession of trains between Reading and London all day to keep us on our toes. We spent hours there. Happy times indeed!

A typical day would be Wednesday 2nd June 1982. I would have been 16, coming up to 17, so I am guessing that my 'O' levels were over and I was able to get away for a week away. Either that or half term holidays were on, but I'm not certain. I kept loads of notes of my trips out, of which I still have most, but I do not know how much time was spent at Burnham station on this particular day. Needless to say we saw 35 locomotives and 28 separate HST sets on the long-distance trains. Of the locomotives the split between classes was:

Class 31 - 2 (31209, 31316, each on separate freights)
Class 33 - 3 (33062 on an unrecorded train, plus 33015+33114 on an oil train)
Class 37 - 2 (double-heading a Foster Yeoman stone train, empty to Somerset)
Class 45 - 1
Class 47 - 15
Class 50 - 11
Class 73 - 1


So 35 locomotives in total. I'm guessing we were there for maybe 3 hours or so, no more. The Class 73, no. 73129, was a surprise, running light engine towards Reading on the fast line, as was the 'Peak', Class 45 no. 45057 on empty coaching stocking. This was the time when Pope John Paul II was visiting the UK and British Rail were running hundreds of specials. On this day he was in South Wales so maybe the 'Peak' was operating the ECS in connection with that.

The two photos above were taken on the same day with my trusty 110 camera - looking back a dreadful choice but all I had at the time. 35mm SLR photography for me started the following year in 1983! Class 50 no. 50032 "Courageous" was working the 10.22 Reading to London Paddington local stopper, and Class 47 no. 47131 was on a London-bound empty newspaper train. Both running on the up slow. Whilst I wish I had a better camera, and took more photos, what I have got are treasured and bring back so many happy memories, and that's what it is all about, isn't it?

Adams Radial tank no. 30583 looking good but going nowhere…yet.

During a recent visit to the Bluebell Railway there was one locomotive that I was definitely looking forward to see, the sole surviving Adams Radial tank, once used on the Lyme Regis branch. The year 2025 marks 60 years since the line closed.


The former LSWR 4-4-2T Adams Radial tank engines were synonymous with the Axminster to Lyme Regis branch line that operated between 1903 and 1965. The Radial tanks were considered ideal locomotives for the tortuous twists and turns that defined this attractive route, crossing the border between Devon and Dorset. The term “radial” was used to acknowledge the radial truck that was required to support the longer coal bunker at the rear of the engine. It was only their age and the need for overhaul that caused their demise and withdrawal in 1961. A sad outcome but it was remarkable that these Victorian locomotives were able to survive for so long, way beyond their expected life span.

The 0415 class of 71 locomotives were constructed by four separate builders between 1882 and 1885, but just three engines survived after the majority were taken out of service between 1921 and 1929. Two were retained for the Lyme branch (nos. 0125/3125/30582 and 0520/3520/30584) but by 1946 it was decided necessary for another “Radial” tank to join the two to help with the workload, especially with the heavy summer traffic when two engines were required on some trains. Fortunately one other engine survived: no. 0488 had been sold to Colonel Stephens for use on his East Kent Railway and when that was considered surplus to requirements (it apparently was only used once a month on this line) the Southern Railway were able to buy it back, overhaul it, and put it back into service as their no. 3488, later BR 30583. Thereafter the three "Radials" took care of all services on the branch line for 15 years, until time caught up with them and the need to replace them was nigh. They were taken out of service by 1961 and no. 30583 was bought by the Bluebell Railway, the world's oldest preserved standard gauge railway, beginning operations in 1960. No. 30583 was driven to its new home and renumbered back to no. 488. It served the line well for many years but in 1990 it was withdrawn from service needing a lot of maintenance, including potentially a new boiler and possibly new wheels. I was very fortunate to see no. 488 in steam just a few months before it was taken out of service, and one of my two photos is below, the loco shunting a few wagons at Horstead Keynes on 6th June 1990.

Bringing no. 488/30583 back to life sounds like a very expensive job but happily the Bluebell Railway are committed to returning it to service. The Atlantic House group, the people behind the building of the LB&SCR 4-4-2 "Beachy Head", are presently restoring B4 tank "Normandy" but afterwards then their attention will focus on the Radial.

It may be a few years yet before she moves again under her own steam. In the meantime, the loco resides under cover and safe from deterioration inside the Atlantic House at Sheffield Park. On my visit I was fortunate enough to be able to see inside and take these photos and it was pleasing to see how good she looked, on the outside at least! For more information follow this link and support the efforts to restore the loco: https://www.bluebell-railway.com/heritage-locomotives/lswr-adams-radial-tank-no-30583/

Recording the last gasps of existence for this remote and long-forgotten route in the far south west of Ireland. 24th-26th June 1991



Looking east from the N21 overbridge at Barnagh station, near Ballymurragh. Track in situ and the water tower seemingly intact.

In 1991, whilst visiting South West Ireland, I came across a line that to be honest I knew little about. To be fair, there was not much left of it anyway but I was surprised, and a little delighted if I can say, to come across some incredible remnants of a route that finally closed to all traffic back in 1978. In the UK a line that would be closed was often ripped up fairly hastily, but in Ireland it seems that things went into stasis, maybe in the hope that business could be resumed one day. Sadly, not the case for the North Kerry line.

Oh dear, what a mess! Barnagh station looking east from the N21 overbridge. Track in place, but flooded (no more maintenance on the right-of-way). Dereliction all around.

Linking Limerick with Tralee, County Kerry, the route passed through Newcastle West, Listowel(of Lartigue Monorail fame), Lixnaw and Abbeyforney, reaching Tralee just over 70 miles later. Built by two railway companies, the Rathkeale and Newcastle Junction Railway Company, and the Limerick and Kerry Railway Company, operation of the whole line was first undertaken by the Waterford and Limerick Railway when it opened in 1880. The WL&WR was acquired by the Great Southern and Western railway in 1901 and that company was merged into the Great Southern Railway at the time of the grouping of companies in Ireland in 1925. After the war, Coras Iompair Eireann (CIE) was created and this company saw out the final operations of the line. Closed to passengers in 1963, the line handled freight to Listowel until 1977 and to Tralee in 1978.

Close to Listowel, one horse power is all that's left. Track recovery in progress, this is a view from a level crossing near the town.


Track recovery in (slow) progress at Listowel. The goods shed remains.

Of course, it will always be argued why the line was built at all in the first place, given that it passed through some incredibly sparely populated country, but I am sure that agriculture was the main business in mind. I wonder if it would had had a future if the idea of the Western Rail Corridor reached further south than it currently does, plans being in place to open the whole route between Sligo and Limerick in the coming years.

Elsewhere the lever frame would be removed first, but at Listowel, the opposite applies. What a sad sight, the wooden cabin all but gone, revealing the functional innards rusting away and no doubt for scrap.

This selection of photos shows what I found as I travelled south west from Limerick. It seemed that the further west I travelled the less track remained. Clearly lifting of the rails was a work in progress and they were in no hurry!7

Above and below: all that remains at Lixnaw, between Listowel and Abeydorney.



Abeydorney, a few miles north of Tralee. The ghosts of the past are represented by the derelict signal cabin and signal.

The prospect of a "Deltic" flying through Axminster at high speed, and stopping at Chard Junction to allow an Exeter train to cross, would have been enough for any young railway enthusiast to get excited about, and it was good enough reason for me to pester dad to take me out to see this once-in-a-lifetime spectacle. And that is exactly what happened back on 28th November 1981 when one of British Rail's farewell tours run in honour of the hugely popular and charismatic East Coast Main Line racehorses, the English Electric Class 55, was routed to pass along "The Mule", as our line was often referred to as, on an out-and-back trip from Finsbury Park, London to London Liverpool Street (why not Kings Cross I wonder?).

I think I am right in saying that the tour was originally booked to run behind no. 55002 "King's Own Yorkshire Light Infantry", but due to a mechanical fault the stand-in loco for these tours, no. 55016 "Gordon Highlander", stepped in at short notice to "take the reigns" of the train for the day (good grief, how many more equine clichés can I include in this blog??).

You have to remember that back in 1981 there was no other way in knowing about these special trains other than seeing the adverts in magazines, acquiring a little knowledge on the grape vine, and if you had any sense, ask at the booking office to see if the local staff know anything about it! So that is what exactly my dad did and thankfully the "gen" was given willingly, no doubt due to the fact that the station staff were excited about it too!

The train, reporting number 1Z40, the 08.34 Finsbury Park to London Liverpool Street, via Exeter St. Davids, was booked through Axminster at 13.35. The train was routed down the ex-GWR "Berks & Hants" route through Westbury and Taunton, to Exeter St. Davids, after which it would have stormed up the 1 in 37 incline up to Exeter Central station and on up towards Yeovil, Salisbury and Clapham Junction, from where it was routed around London into Liverpool Street, due in at 17.42. The day was wet and blustery but that was not going to dissuade me to want to see the train and happily dad was also keen to see it too. In 1981 I had not yet (regrettably) taken up railway photography seriously but I did have access to my dad's crappy "110" camera as well as his cassette tape recorder, so I had the opportunity to record the event for posterity.


We arrived at Axminster station in good time and positioned ourselves at the London end of the platform (the part beyond the road bridge that is now out-of-use). Because it was raining I think we sheltered under the bridge until the train came. I think everything was running to schedule as in no time I could hear the distinctive sound of the Napier engines on "Gordon Highlander" approaching from the west. Then that unique profile of the cab nose came into view - quick, turn on the tape recorder and get ready with the camera! Everything synchronised to plan and the photo, such as it was, was taken, along with a poor quality mono sound recording of the train shooting through the station, and then it was all over. Or was it?

I reminded dad that the train was pausing at Chard Junction to allow a down train to pass, and if we were quick enough we could get there and see it depart. So off we went, me sat in the passenger seat of the car anxiously hoping that we would be in time. I need not have worried though as it seems that the Exeter train was running late (hooray!).

The special was waiting alongside the old up platform at Chard Junction when we arrived, so dad parked up and we marched over to see what we could see. Things were quite relaxed in 1981 and it was very easy to just walk on to the old platform at Chard Junction, passing the original L&SWR signal box and get up close to the train. There were hoards of people on the platform, it seemed like every man, woman, child and dog from the area had come out to see this special train and there was a real carnival atmosphere. The old station buildings were still standing then, as was the goods shed in the yard. Chard Junction station was just as it was when it closed back in 1966 other than for the fact that the down platform had been removed.


I had never got up so close to a "Deltic" before and I immersed myself in the sight, sound and smell of this magnificent locomotive as it rumbled away to itself as only a "Deltic" could, waiting impatiently for the time to leave. Even now I can take myself back to that moment, and happily I also have another sound recording I made whilst I was standing alongside the "beast" to help take me back!

Soon a fellow English Electric locomotive, Class 50 no. 50015 "Valiant", carefully approached the passing loop with the down 11.10 London Waterloo to Exeter St. Davids service (the train closest to the old "Atlantic Coast Express" timings that existed then). Once that train was safely through the loop the "Deltic Devonian" was cleared to leave and after a weak and feeble "blast" on the horn (to me the Deltics never seem to have a horn that was capable of matching their importance as a main line express passenger locomotive) no. 55016 was on its way, leaving those of us on the platform dazed and elated, but also feeling a real sense of anti-climax - did that really happen? Was I really there?

My photos were not the best but they instantly take me back to that day in 1981, and once in a while I will play those rather dubious sound recordings as well to reawaken the senses and memories from over 40 years ago. And thanks to dad for sharing my enthusiasm on the day and acting as information gatherer and taxi driver! Without his help I would never have been able to participate in this historical occasion.

Despite my early enthusiasm for railways, and despite all of the opportunities that were probably available to me, I still managed to miss out on seeing much of the Deltics in service properly, other than for a brief time whilst in York earlier in 1981, so being able to witness "Gordon Highlander" on this special train whilst still in BR service was important to me and an event I was so glad to witness.

Whilst preparing my notes for this blog I luckily found this amazing piece of old cine film footage, complete with original sound, on You Tube, uploaded by John F. Kappler, and recorded from on-board the train as it arrives at Chard Junction, passing the creamery (still in business but having despatched its last milk train by then), and waiting for no. 50015 to pass through. A real gem and an unexpected find!

https://www.youtube.com/watch?v=iOu1CbfVC3w

I also made use of the amazing resource that is the Six Bells Junction website - https://www.sixbellsjunction.co.uk/

And to end this piece, who would have thought that over 40 years later both 55016 "Gordon Highlander" and 50015 "Valiant" are still with us, the former at the museum established in the old Hornby factory in Margate, and the latter at the East Lancashire Railway. Wonders never cease.

An excerpt from a pre-war copy of a Chard and Axminster OS map showing the GWR branch line as it was. The walk today was between the road bridge on the lane to Chaffcombe (near the reservoir), and Peasmarsh. At Peasmarsh the A358 has since been diverted along the old p-way for a short distance (you can clearly see the obvious route the road would take), meaning that a slight diversion is required by the walker before re-joining the route along the old line towards Donyatt and Ilminster.


Opened in 1866, the Bristol & Exeter Railway's line between Creech Junction and Chard ran for about 15.5 miles through rural Somerset, built in-part over the route of the Chard Canal, one of the last canals to be built in England. A short, separate, branch from the L&SWR mainline at Chard Junction to Chard had already opened in 1863. The B&ER line was absorbed by the GWR in 1876, and having been originally built to broad gauge was converted to the more universal "narrow gauge" in 1891. For almost 100 years the line quietly existed, serving the rural community and providing a useful link to the county town of Taunton for those living in south Somerset. Businesses in Chard were also able to make use of the line for the movement of their goods. But a line such as this was never going to be able to balance the books for the "modern" age and even before Dr. Beeching had a chance to do his "thing" the passenger service had been withdrawn in 1962. Goods traffic lasted a little longer though, as it often did during the sixties, bowing out in 1964 between Chard and Creech, and 1966 between Chard and Chard Junction.

Looking north at Chaffcombe Lane, with concrete tank traps still standing along the route here, on the left.

Interestingly the railway from Chard to Creech was identified as part of a south-to-north line of defence should the Germans' invade England during WWII and as such was given additional defensive positions and obstacles designed to hamper any enemy advances.

A cast iron former-GWR kissing gate at Chaffcombe Lane.

One of a number of similar lines of defence in Britain, this one stretched for 50 miles between Seaton on the south coast to Highbridge in the north, and en-route used the rivers, railways and canal routes along the way. Concrete gun emplacements and "dragon's teeth" blocks, as well as other various structures designed with defence and obstruction in mind, were built along the route of the Stop Line and many remain in-situ today, reminding us of our recent past history.

More tank traps near Knowle St. Giles, looking south.

These structures feature prominently today along what is now known as the "Stop Line Way", a section of the Sustrans Route 33 cycle and walking route that can be accessed between Chard and Ilminster over much of the old branch line.



The warm ham stone of the road bridge at Knowle St. Giles glows in the low winter sun. Those brackets on the bridge have not carried telegraph wires for nearly 60 years, but remarkably still remain!

Bank holiday Monday 2nd January 2023 was a bright and fresh day, ideal for a walk with the dogs, so after a short drive to Chaffcombe Lane we were able to access the railway for a gentle and pleasant walk towards Peasmarsh and back.

Although the whole route between Chard and Ilminster is owned by South Somerset County Council, the section between Chard and Peasmarsh is actually leased by Sustrans (until 2028), and they have clearly invested quite a bit on this section, with tarmac laid along the path and the verges neatly manicured. This contrasts starkly with the other section from Peasmarsh to Ilminster, which although reasonably maintained it is nowhere near as pristine, and obviously less cared-for. But nevertheless the whole route cuts a lovely path through some pretty countryside and is well-used by the locals, whether cyclist, jogger or indeed dog walker!

The gun emplacement at Knowle St. Giles bridge has been preserved as a reminder of our recent past.

On this day we walked from Chaffcombe to Peasmarsh and return, but have often walked from Peasmarsh to Ilminster and back, but have yet to tackle the whole Chard to Ilminster and back in one go - that'll be for a summer's day outing I think!

Here are a selection of the information boards that can be found along the route:

It has always been a wonder to me as to just how far a locomotive can travel on Britain's railways over a relatively short period of time. By that I mean that since the days of BR, when locomotives were based at a specific depot and would not ordinarily travel too far from home, the modern railway, with its much smaller fleet of engines available, now expects these locos to work an awful lot harder and earn their keep. So it is not unusual to find that a particular freight company's engine can cover some remarkable distances, and not always on just simple cyclical out-and-back trips either. After a recent visit to Margam in South Wales, and the subsequent events that occurred afterwards, the proof that locomotives can certainly see the sights of Britain in a very short time become all too clear!

Monday 5th December 2022 and DB Cargo Class 66 no. 66079 "James Nightall G.C." sits in Margam Yard awaiting attention.

On Monday 5th December 2022, the time of my visit, DB Cargo's Class 66 no. 66079 "James Nightall G. C." was stabled at Margam awaiting an exam (a scheduled maintenance appointment, in other words!). Nothing unusual about that but five days later I noticed that the loco was booked to cover a Westbury to Totnes rail train, travelling down to South Devon overnight and returning the following day, Sunday 12th December. This made me think -just how did it end up on this trip?

Thankfully, as a subscriber to Freightmaster, I was able to gain some insight into this by studying a number of the TOPS reports that are posted on the FM Online forum. What I discovered was, to me, quite remarkable. It turned out that on Thursday 8th December no. 66079 worked the 6M73 Margam to Hardendale (Shap, Cumbria) limestone empties, after which it must have run light engine to Carlisle for stabling. On the Friday, 9th December, it worked back to Margam, from Hardendale, this time with the loaded 6V71 containerised lime train, arriving in South Wales that evening. If that was not enough, the following day (Saturday 10th) it was teamed up with another DB Cargo Class 66, no. 66028, on a 6O12 transfer of RHTT wagons to Westbury and Eastleigh. This was in the path of the regular 0O12 light engine transfer from Margam to Westbury (and Eastleigh), usually run to provide locos for booked engineering trains that weekend. As an aside, the ex-France escapee, no. 66028, had itself just arrived that Friday evening from the North East on the 6V02 Tees Yard to Margam empty steel train! Another long distance trip! So, once relieved of the RHTT wagons these two top-and-tailed the 6W98 rail train from Westbury to South Devon (dropping off rail on Rattery bank, west of Totnes).


Sunday 11th December 2022, six days since I saw it in Margam and after its foray to the furthest northern reaches of England and back, no. 66079 powers back to Westbury after an overnight visit to South Devon.

The empty rail train, also running as 6W98, returned to Westbury on the Sunday morning, and that's when I caught up with it, crossing the frozen Somerset levels! To cap it off, by the following morning of Monday 12th December, no. 66079 found itself back at Margam and working an empty coal train up the valley branch to Cwmbargoed!

There is no doubt that DB Cargo locomotives are worked hard, and cover some incredible distances, often in just a few days. To think that between my encounter with 66079 at Margam on the Monday, and the time we met again in Somerset just 6 days later, the engine had almost reached Scotland, and back to South Wales, and then down to Wiltshire and Devon. Quite incredible really, well over a thousand miles covering the length and breadth of the country. Some journey!!

Bringing up the rear of the 6W98 empty rail train is recent returnee from France, no. 66028, which appears to have been treated to a freshly-painted yellow front!

Brampton Valley Way by Bicycle!
Cycling a lovely rural route through Northamptonshire - 5th April 1996.


Lamport station

Back in the 1990s my friend Spencer and I would visit as many railway installations as we could, whether they were in use, or disused. For Spencer anything industrial-related was of special interest, and I was always happy to explore somewhere new wherever a railway was concerned. Following old railway lines was a particular pleasure. One line that caught our attention was the former route between Market Harborough in Leicestershire and Northampton to the south. This was a relatively recent closure, seeing its final train in 1981.

A excerpt from the Ian Allan "BR Pre-Grouping Rail Atlas" showing the route and its stations. The line continued a short distance further north and curved to the east into Market Harborough station.

Spencer and I drove the long distance from Devon to Northampton early one spring morning in April 1996, taking our bikes with us, and then cycling the 14 miles between there and Market Harborough and back, before returning to Devon! Quite a marathon, but back then we did stupid things like that! The route had been opened up as the Brampton Valley Way by Northamptonshire County Council just 3 years previously and included being able to go through one of the bores of each tunnel, an interesting experience as they were unlit and we did not have any lights on our bikes! Talk about cycling by touch! I seem to remember just focussing on the light at the end of the tunnel (to quote an overused cliché quite literally!) and hoping that there would be no obstructions in the way! We obviously made it through unscathed. It was a lovely day for a cycle and there were some gorgeous views of the surrounding countryside, with a few attractive villages to draw our attention away from the railway now and again. I’m pretty sure we stopped at a pub at one of the villages.

This lovely ornate former L&NWR footbridge near Draughton caught my attention!





The railway
Attracted by the prospect of plenty of traffic from the newly-discovered deposits of ironstone, the London & North Western Railway proposed a new railway connecting Northampton and Market Harborough. Most of the route was in Northamptonshire, with the last mile or so in the north being in Leicestershire. Jointly designed by George R. Stephenson, who was the nephew of railway pioneer George Stephenson, and George Parker Bidder, the line was opened as a single track route in 1859. There were two tunnels on the line, Kelmarsh and Oxenden, so when the route was later doubled the original single line tunnels were paired up with duplicate parallel single line tunnels. A number of stations were provided on the route and for 100 years or so it settled down to serve the local community with a passenger service as well as being used extensively by freight.

Approaching the southern portal of Kelmarsh Tunnel - no lights but it's a straight tunnel so just keep peddling!

Come 1960 and the passenger service was withdrawn (although one or two stations had already closed in the 1940s and 50s), and the line became freight-only. However, the line was brought back into passenger use in 1969 for a short while as it was needed for the diverted St. Pancras sleeper train but that arrangement only lasted a few months, after which the line became freight-only again. However, moving on to 1972 and advertised passengers trains started using the line again, but for only a year and by 1973 they had ceased! It had proved to be a useful diversionary route so continued to see occasional passenger trains when necessary but it was mainly in use for freight, especially coal trains to and from the Nottinghamshire coalfield to London. However, as the 1970s progressed it was being used less and less as coal traffic dwindled.

Deep inside Oxenden Tunnel I gaze up into the ventilation shaft!

By the end of the seventies British Rail were looking to close the line for good as they could not satisfy the government of the day that the costs of keeping it open could be justified. It didn't help that there were several manually-operated level crossings along the line. Mind you, for a short while it had been considered for modernisation and electrification but those plans were soon curtailed. Final closure came on 16th August 1981, the day after a final farewell DMU rail tour traversed the route.

The route just north of Oxenden Tunnel - the two single lines from each tunnel bore will meet just beyond this point.

After closure the Welland Valley Railway Revival Group were set up with the aim of opening a heritage operation on the route, and centred their operations on the site of Pitsford & Brampton station. Initially operated as the Northampton Steam Railway today the railway is known by the name of Northmapton & Lamport Railway. For more details of this railway visit their website at: https://www.nlr.org.uk/

There are some lovely photographs of the line taken during the 1960s and 70s on this Flikr site: https://www.flickr.com/photos/the-evanses/albums/72157644050318009/

Click on here for some of my pictures taken on the Northampton & Lamport Railway

At the time of writing the line has been proposed for reopening as part of the government's drive to encourage rail reopenings. Whether this ever comes about remains to be seen. Back in 1996 there were no such thoughts and it was just great to be able to enjoy the English countryside on a lovely sunny spring day without a care in the world!

The Connel cantilever bridge - all photos taken on 17th June 2021

The small village of Connel is still an important junction, even though the branch line to Ballachulish closed long ago in 1966. Today it remains an important junction for road users, being the point on the A85 to Oban where the A828 breaks away and heads north to Fort William. But how to cross the large body of water known as Loch Etive? Easy, use the former Connel rail/road bridge, now just there for road traffic.


Built in 1903 by Arrol's Bridge & Roof Company, the bridge was provided to take the Callendar & Oban's new Ballchulish branch over the narrow part of Loch Etive at the Falls of Lora. Initially just a railway bridge in 1909 a new service was introduced to transport cars between Connel Ferry station and Benderloch, an early example of a roll-on, roll-off train service perhaps? In 1914 a roadway was added to the bridge, and traffic was controlled as would a level crossing, as both could not occupy the bridge at the same time. Once the line to Ballachulsih closed the bridge was then available for the exclusive use of rubber-tired vehicles only, albeit only enough room for single line traffic, and today it remains in use this way, controlled by traffic lights. The bridge was only the second cantilever bridge in existence at the time of construction, after the famous Forth Bridge. It may be much smaller but is still an impressive sight as it comes into view on your journey towards Oban on the A85, and is a lot of fun to drive over.

Scotrail Class 156 no. 156499 arrives with the 17.05 Dalmally to Oban train - the island platform was to the right.

Although now demolished, Connel Ferry station once had an additional island platform, one side being the down platform, and the other being used for Ballachulish trains. After that line closed in 1966 it fell into disuse and was completely demolished in 1985. Much of the Ballachulsih branch has been brought back into use as a dedicated cycle route, and as you drive up the A828 to Fort William you are very much aware of its presence.

Is this an original BR Scottish Region totem? Seen nearby.

Sidings still exist at Connel Ferry station, although these remain out of use. They were installed in 1968 when an oil storage depot was built, comprising storage tanks and two sidings. A run-round loop was also installed, controlled from a ground frame. I think traffic to here from Grangemouth must have ended in the 1980s or 90s. They are all a bit overgrown now, although the storage depot remains in use by local West Highland company Gleaner.

Gleaner Oil's storage depot alongside the station, with sidings still in place.

Today the station is just another stop on the Oban branch, in fact, the last stop before the end of the line. A single platform suffices and there are no buildings or facilities to speak of. But it is clear to me that this was once a busy location and held lots of interest for the enthusiast to explore. It was an interesting distraction to be able to explore some of the remaining evidence of a more active railway past.

Exploring the northern end of the S&C: Thursday 10th June 2021.

Low House Crossing as seen from the west(Carlisle) approach.

The northern end of the Settle to Carlisle Route is relatively unknown amongst enthusiasts, given that the wilder parts of the route, with the more rugged topography and iconic railway structures, attract far more attention further south. Once you have reached Appleby and continue northwards the scenery turns more civilised, more managed, with with its farms and fields pushing the mountains further away. On a recent trip to Scotland I was able to break the journey at the village of Cotehill, just north of Armathwaite, and this short stopover gave me a brief opportunity to check out a location near the northern end of the line that I knew very little about: Low House Crossing.

The modern UPVC windows retain the former Midland Railway style, and the original cast iron nameplate remains.

Here's a little known fact: throughout the entire route between Settle and Carlisle, some 73 miles, there are only two level crossings. One is located at Culgaith, the other here, at Low House, just a short distance north out of Armathwaite. Until 1975 the crossing was protected by traditional manual gates opened and closed by the signalman in the time-honoured way. These were replaced by full-width lifting barriers but the signal box remains open.

Pure Midland Railway!

Low House Crossing is 299 miles and 55 chains from London, located on the up (London) side of the line. It's on a quiet back road which slopes downhill as it passes over the railway from the west (the line is on a NW/SE axis at this point and the road crosses on an almost west to east direction), with limited visibility, perhaps explaining why the signal box has remained open as it could be a potential accident hotspot waiting to happen for the careless driver.

The old lamp hut is gradually disappearing under the ivy!

Opened in October 1900 the current wooden Midland Railway signal box replaced an earlier one that opened with the line in 1875. At the time of my visit in 2021 the ‘box looked in reasonable condition, wearing slightly faded paintwork in the original style of the Midland Railway, crimson and pale yellow. Original cast iron nameboards were still in place and there was even the corrugated lamp shed just to the side of the 'box in situ, albeit somewhat overrun by ivy! Two home semaphore signals remain in operation, the one on the up side positioned on a curve in the track no doubt giving limited warning of a train's approach: another reason for the signal box's survival perhaps.

Looking towards London...

...and looking towards Carlisle.

At the time of my visit some recent tree clearance work on the downside just past the crossing had opened up the view, after many years of the 'box seemingly being hemmed in from all sides, surrounded by woodland. For the short time of my visit no trains passed through, nor did any road traffic, so it was a tranquil scene, with the peace and quiet punctuated only by a couple of noisy lapwings squabbling as they landed in an adjacent field. It was one of those occasional unplanned finds that occurs from time to time and left me with a pleasing impression of a timeless scene that has existed here for nearly 150 years. You shouldn't under-estimate the appeal and attractiveness of the northern section of this route and I know for sure that I will make another visit to this part of Settle to Carlisle Route again in the future.

23rd December 1983

WHO REMEMBERS THE CHRISTMAS RELIEF TRAINS?


Christmas shoppers' special? 45122 has the 2B30 13.10 to Weston Super Mare ready for departure.

Two days before Christmas, 1983, I decided to take a day trip up to Bristol Temple Meads. The attraction would have been the prospect of Christmas relief trains, plus the parade of locos coming on and off the adjacent Bath Road depot. For a railfan Temple Meads really did have everything: a busy and impressive main line station and a traction maintenance depot fully visible and accessible from the platform, with a constant coming and going of locos for attention. It was like being at a gala event every day!

I've always been a prolific note taker on my travels!

I set off from Axminster on the 2V54 06.03 Salisbury to Exeter St. Davids, hauled by 50008 "Thunderer", passing 50021 "Rodney" at Honiton with 1O06 06.48 Newton Abbot to London Waterloo; there's an interesting through journey you can't make any more! A short break at St. Davids netted a few locos on shed there, a couple of '31s, a Class 45 "Peak" no. 45103 and Class 46 no. 46052. A few Class 33s were also keeping busy this morning I noticed. 33005 worked the 1B18 07.50 Bristol Temple Meads to Penzance, and 33015 was on 2B18 09.25 Exeter St. Davids to Paignton. Two parcels trains passed through, both hauled by "Duffs". 47138 on an up parcels and 47248 on a down parcels at about 10.00. But what my notes tell me now, and something for which I have no explanation, was the sighting of "Grid" no. 56033 heading west light engine. What on earth was that all about? A "grid" this far west in 1983 was unheard of. Sadly I never found out, and nor did I take a photo!

Cue the relief trains! My train to Bristol was the 09.13 Paignton to Newcastle relief, hauled by steam-heat 47106. On the way past Riverside yard I noted "Peak" no. 45036 on a freight and 08760 stabled. A couple more shunters were at Taunton: 08800 was the station pilot and Ruston & Hornsby PWM no. 97652 was at the concrete depot.

From the platform end: 08398, 37204 and 45050 sit in front of the main depot buildings.

I stayed at Temple Meads for a few hours, observing the trains and taking pictures. I was still learning to use my first SLR camera - the Nikon EM - and on reflection I probably made the mistake of buying Boots owned brand colour slide film! The photos are a bit grainy, not helped by the dullish weather, although the poor light would have forced the use of a higher ASA film and I think the Boots film was probably 200 or 400 ASA.

47567 enters the station under the cavernous arched train shed roof, with the 09.50 Plymouth to Liverpool Lime Street relief.

Bath Road held plenty of locos of course, Classes 08, 31, 33, 37, 45, 46, 47 and 56. 47085 "Mammoth" was a welcome sight, passing through the station with a rake of caustic soda tanks from Bridgwater and then later going onto the shed. Who will ever forget the aroma around Bridgwater thanks to the cellophane works!

47085 "Mammoth", one of the original Western Region "namers" rolls on to Bath Road after earlier bringing a caustic soda tank train from Bridgwater. I assume the train was taken to Stoke Gifford Yard.

Class 33s held sway on the Cardiff to Portsmouth services, with 33024, 33027 and 33028 observed. "Peaks" seemed to dominate the relief trains. 45015 was in charge of then 09.40 Leeds to Plymouth and 45050 took over from 47214 on the 10.35 Wolverhampton to Penzance. 47214 had been declared a failure and was removed by 08398 and taken on to the depot. Even 45122 was working the 2B30 Bristol Temple Meads to Weston Super Mare local service!

In disgrace! 47214 is dragged onto the depot by 08398 after failing on the 10.35 Wolverhampton to Penzance relief.

My return home was made on three separate trains. I took 45015 as far as Taunton on the previously-mentioned 09.40 Leeds to Plymouth relief, followed by 47474 on the 14.37 London Paddington to Plymouth relief. 33062 was my transport back to Axminster on 1O24 17.33 Exeter St. Davids to London Waterloo.

Writing these words now, 37 years later, you are reminded just how normal this all was. Much as I would have looked forward to and enjoyed the day out, nothing would have been a surprise back them (except, perhaps, that Class 56 at Exeter!). But today I don’t think I would contemplate a day out to Temple Meads. Granted, the station is still the architectural splendour that it has always been but the trains are less appealing and Bath Road depot is a distant memory. I seem to recall being a little disappointed with my photos once they came back from the developer, but now I can appreciate them in a wholly different way and be satisfied that I did record that ordinary day when relief trains were very much part of the seasonal activity on our railways.

In addition to the few shots here go to my Bristol and Bath Road gallery for more from this day trip.BRISTOL & BATH RD GALLERY

The Grassington Excursion
Pathfinder Tours
Saturday 2nd December 2000


A favourite tour of mine, 20 years ago myself and Alan took Pathfinder Tour's "The Grassington Excursion" to Skipton, the big attraction being haulage behind two different Class 56 "Grids". Originally planned for Class 33s, I think the change in motive power was a good one for me. A change in routing that took out the run up the WCML, however, did mean that I missed out on the Carnforth to Settle route, a line that still evades me today (2020). But never mind, a good day was in store, and the branch to Rylstone was needed. The Dickensian Fair at Grassington looked fun too.


Breakfast leg stretch at Derby - with 56058 glinting in the sun.

A stupid-o'clock start from Bristol Parkway (05.46) would have meant a start from home at something like 04.30, so a long day indeed! The tour began at Cardiff and was on time at Bristol, with a smart-looking 56058 on the front, resplendent in EWS maroon and gold. The train was made up of 13 coaches, only 3 of which were second class. The rest was made up of first class and dining cars, reflecting the majority clientele on the train today! We had an uneventful, but on-time, journey to Derby, where a 15 minute pathing stop allowed a bit of a leg-stretch in the early winter's morning sunshine, a feature of the day, at least there was no rain!


Looking north alongside the flanks of 56058 at Derby.


Passing Masborough Sidings Junction, with 66196, 66080 and 66176 stabled. 66196 has since been exported to Poland.


Rounding the curve at Calder Bridge Junction - and a bit of window hanging to admire 56058!

We were sent via Tapton Junction to Barrow Hill, Rotherham Normanton and Shipley, this apparently due to a fatality on our original route, a sad event for sure. Waiting for us at Skipton, at which we arrived nearly 15 minutes ahead of schedule, was Transrail-liveried 56127. I have a feeling this loco had been in store for a short while, reinstated just before the tour. This coupled onto the end of the train and led us around to the Rylstone branch, and some new trackage for me.


It's a beautifully scenic line, and thanks to the sunshine brought out hosts of photographers. I've not yet photographed freight trains on the branch myself but it's on my list to do! We arrived at the short platform at Rylstone at 12.56, almost a quarter of an hour ahead of schedule.

After an orderly, if not slightly cramped, exit from the train we were all decanted onto a fleet of waiting buses for the short drive to the North Yorkshire town of Grassington, where festivities were already in full flow. We had just over two and a half hours at the town, which was full of festive atmosphere and plenty of fun, food and beer available for everyone!


Alan's feeling peckish and hungry for chestnuts!


The crowds in Grassington town centre.

This was the 19th year of the Festival being held, taking place over 3 Saturdays in December, this being the first one. It's main purpose is to raise funds for local charities, and it seems that everyone local gets involved, donning period costume and getting into the theme of a Dickensian Christmas, You half-expected to see Tiny Tim and Scrooge to make an appearance! A drink at the Devonshire Hotel, food from the vendors and chestnuts from the chestnut seller (who else?) kept us amused, as did the various side-shows, before time was up for our long journey home.

Our train left Rylstone at 15.40 for the 9 mile return to Skipton, this time 56058 taking us back and 56127 tagging on the back, On arrival at Skipton 56058 was unhitched and left behind, something originally planned to happen at Sheffield, the Transrail "Grid" doing the honours back south. As it happened a bit of time was lost north of Sheffield due to a slow running Freightliner service ahead of us, with all kinds of subsequent delays and stops further hampering our passage south, and by the time we arrived at Worcester Shrub Hill at 22.10 we were nearly an hour behind schedule. We had to leave the train at Worcester as the train continued to South Wales via Hereford and Abergavenny, so we had the very dubious pleasure of a coach transfer to Bristol, all no doubt due to planned engineering work on the more direct route. But we did not care, having had a great time and day-full of "Grid" haulage.

On paper it was a deceptive tour and potentially not that appealing as the final destination would have been of more interest to the "normal" traveller rather than the hardened railtourer. But with some useful freight lines to scratch off, and two different Class 56 locomotives for each leg of the journey this was definitely a memorable and enjoyable day out. It must have left a good impression on me too, as a few years later I and my wife took our own journey north for a weekend in Grassington to enjoy the Dickensian Festival ourselves. And not one "Grid" in sight that time either!

As time passes by in life it is inevitable that eventually you have to face the reality that the people you meet are only on this earth for a relatively short time. Sometimes they are fleeting encounters, and on others they are longer-term friendships that, for the most part, you tend to take for granted. But you hope that in that brief time you have made the most of the opportunity and enjoyed their company and friendship. I write these lines just a few days after the loss of a good friend and travelling companion, Alan Arnold, who sadly passed away on Thursday 25th June 2020.


We had been travelling on UK Railtours' "The Valley of the Witch" tour and the train paused at Bynea for a 50 minute pathing stop. It seemed that instantly half of the tour train occupants descended on the unsuspecting rugby club outside the station and raided their bar. To be honest there was little else to do here! It was a surreal event and one that I am sure left the locals somewhat shell-shocked! Here's Alan after we left the bar and about to head back to the train. 22nd October 2011.

Alan and I met through a mutual friend, Spencer, back in the mid 1980s. Alan and Spencer had known each other for some time before and had often travelled on railtours together, accumulating mileage and visiting rare and long-lost lines in their quest to highlight as many lines in their Baker's atlas as they possibly could. When Spencer discovered my own interest in railways all three of us soon struck up a friendship that would last for a long time, and when Spencer moved away, Alan and I became the intrepid duo, riding the occasional railtour and partaking on other trips as the mood took us, whether by car or train. Tours to Scotland, and the north, or to Wales, car trips to galas across the southern counties, and even sudden short-notice 'phone calls to Alan to tell him that “so-and-so train” was running and did he want to nip out and see it with me! Nearly every time he was there.

Not being a driver he relied on others to take him around and I know that he relished the opportunity to join me on some expedition somewhere, when the call came. He jokingly used to call me the "Rail Tour Manager", or "R.T.M." for short, in recognition of the planning and arrangements I made so that he could enjoy a day out somewhere.

It was always fun. He never stopped reminding me of the time that I made him scramble through brambles to get to a good photo location on the South Wales Main Line between Newport and Cardiff, and he always chuckled at the thought of the time when a flock of sheep at Charlie's Gate, on the Bodmin & Wenford Railway in Cornwall, took an unhealthy interest in me wherever I walked in the field adjacent to the line. We always managed to have a laugh.


Alan at Long Rock, Penzance in April 2019. Screenshot from a video by Mike Wilcock, from South Wales, and thanks to Mike for allowing me to use the image.

Our last trip out together was to the GWR Open Day at Long Rock, Penzance, in April 2019, and it is to my deepest regret that we did not do anything else together after that. But I am glad we did what we did.

Alan was taken ill in April this year, and the prognosis was not good, but despite that his passing on 25th June was still a shock. I was on a week’s holiday and on that day I had in fact gone over to Bradford-on-Tone, Somerset, on the Western main line, to shoot some trains. I reflect now that had he been well I would have asked him to come with me and he would have joined me for sure. It was a great day out, with lovely warm summer sun and some good trains to see and shoot, so maybe Alan sorted things out for me and helped ensure that everything fell into place. Whatever happened then, I know now that I will no longer have his company on my trips, and will think fondly of those times when we did explore together. Thank you Alan for your companionship and I hope that you'll be looking down on me whenever I am out lineside and keep me company during the years ahead. Rest in peace my friend.

Digging out an old photo album rekindles some memories.

Being confined at home for the past 4 weeks, other than for those permitted essential journeys and exercises, has been trying at times, as it has been for everyone. It may have started out as a novel and unusual experience, but after a while you start to wonder when it will ever end.

Working from home during the week keeps you busy enough, but the long Easter holiday, and the weekends test your ability to keep yourself motivated and positive. But this past weekend I had spent a little time in my "train room", as my wife calls it, and stumbled across on old photo album of mine containing a collection of some of my earliest photos taken as an enthusiastic trainspotter back in 1982. Back then I was not using very good equipment but still, I really believed that an Instamatic 110 camera would do the job and get results equal to the best that have their work published in the monthly railway mags. Oh, such innocence and naivety! Anyway, I was a trainspotter first, photographer second back then. Nevertheless, I thought it would be fun to select some of the "better" attempts and go back to a time of great excitement, when you longed for summer Saturdays at Exeter St. Davids to come and I would spend, like so many others, literally hours at the end of platform 4 or 5 eagerly waiting for the semaphore to drop and signal the pending approach of the next train.

I would normally take the earliest train I could to get to Exeter for a full days spotting. So I was initially a little puzzled as to why on Saturday 29th May 1982 I was taking a much later train than normal. But another photo in the album - not good enough to show as I only caught part of the front of the front loco - was of the “Brighton train”, the Saturday-only 09.20 Brighton to Paignton, which explained it. I was catching that today! Always rostered for Hither Green Class 33s today it was no’s. 33062 and 33052 “Ashford”. But before they arrived I had to wait for the up train to get to Chard Junction first! So the 11.40 Exeter St. Davids to London Waterloo came and went, to allow the two trains to pass at the loop at Chard. The 3 mile section of double track at Axminster would not arrive for another 27 years yet! Anyway, back to that day in 1982 and here is large logo 50009 "Conqueror" arriving on the up service, the disused up platform looking incredibly open and uncluttered. The down platform, where I am standing, had yet to be extended, and just off the end would have stood Axminster signal box - and that gap in the old platform would have allowed signal interlocking equipment to reach through to the other side, where the Lyme Regis bay platform was located.

The next three images therefore were taken during that afternoon at Exeter St. Davids. First up, powered by its original Paxman Valenta engine, HST power car no. W43123 is at platform 1 with a west country express. A class 47 stands on the through line and semaphores guard all movements. That group of spotters at the end of platforms 3 and 4 were a fixture in those days, as was the group that would have been standing with me on platform 5. Happy days! The HST power car went on to be used by Virgin Cross Country, the Grand Central, and latterly, as of today (2020), for East Midlands Railway.

50040 "Leviathan" is on another express for Plymouth, Paignton or Penzance, leaving platform 1. Although I travelled behind all of the class 50s, I only ever photographed 49 of them with my 35mm SLR equipment, "Leviathan" being the one that evaded me, so this will have to do!

Local engine 50044 "Exeter" is also seen hear departing westwards. This was before the loco was rededicated, when a special ceremony was held at St. Davids and an additional crest was unveiled above the nameplate. By chance I happened to be there on the day it occurred, but that day had yet to come so in this image just the nameplate is present on the side.

So, that was 29th May. Now moving on to Saturday 26th June 1982 I have captured "Peak" Class 45/0 no. 45076, also sporting its pre-TOPS number 134, heading west over the barrow crossing. As well as keeping our eye on the signals a sure sign that something was coming was when the light illuminated on the barrow crossing. This linked platforms 5 and 6 with 3 and 4, and was in constant use by the BR staff moving mail sacks and Red Star parcels between trains, often towing “Brutes” behind a small tractor unit. Another everyday sight that is but a distant memory!

This random selection of (poor)images brings back some very happy memories for me, of a time when the world seemed so much simpler and uncomplicated. A touch of rose-tinted spectacles no doubt, but during these worrying times it has been a tonic to glimpse back to happier days.

Class 86 Farewell Tour - Saturday 30th October 2004

86246 at London Liverpool Street after arrival from Cambridge.

Between 1985 and 2004 express passenger trains on the Great Eastern Main Line were operated by BR Class 86 25kV AC electric locomotives, but having been introduced in 1965 for West Coast Main Line duties they were getting to the end of their useful lives, so a farewell tour was arranged to say goodbye.

Built 1965-66 at Doncaster Works there were 100 in the class, and eventually those dedicated for passenger duties were located the 86204-86261 TOPS number range. After electrification of the GEML in 1985 a small fleet of these locos were transferred to the route and delivered some very impressive performances on this fast route. Sadly I was not to experience much of their service on this line due to its awkwardness of access for me in the west country, and probably because my sights were always focused further north!

National Express (the bus company!) had the franchise for this line at the time and traded under the incomprehensible and meaningless name of "One". It might have been the clever creation of some city-based marketing outfit, but the name caused so much public confusion with train announcements - is that the 14.20 "One" service or the 14.21 service? - it was confusing enough that in the end the name of the company had to be dropped from announcements altogether, a rather embarrassing outcome for a company with a public profile to maintain.

86235 at the buffer stops and Clacton, ready for fish & chips!

Anyway, the farewell tour was on and I wanted to sample these locos before they bowed out so Alan and myself booked ourselves tickets and we were all set. To get to Liverpool Street for the 08.23 departure meant that the first train off Salisbury to Waterloo had to be taken, so the day started with a one and a half hour drive up to the cathedral city and a ride on a Class 159 DMU courtesy of South West Trains (another bus company, groan). Waiting at Liverpool Street were 86235 "Crown Point" and 86246 "Royal Anglian Regiment" and the train was top and tailed throughout, although the last trip of the day from Norwich to London was booked with just the one Class 86 non-stop - that’s one Class 86 and not “One” Class 86. Oh. Er. Yes, it could be either, couldn’t it? Anyway, both locos still wore the previous "Anglia Railways" livery of turquoise. They were spared the horrible rainbow flashes of "One"!

The low autumn sun catches the side of 86246 at Harwich International.

The train had an intensive route planned and it has to be said that everything ran to schedule. From Liverpool Street we headed to Cambridge (3 minute break - hello, goodbye!) via Seven Sisters, and back to Liverpool Street (32 minute break). Then Liverpool Street to Southend Victoria (34 minute break), then to Clacton (just over an hour here, time for fish & chips, ice cream and a kiss-me-quick hat!), then Colchester and to Harwich International (only 13 minutes here, thank goodness). From Harwich we then headed up to Norwich, where we had a 34 minute break before a fast run to London, arriving at 20.06, one hour and 22 minutes non-stop behind 86235 "Crown Point". This was 114 miles with at an average speed of 83mph, faster than the fastest train on this route today. After all that fun it was a hop across London and the train back to Salisbury.

Harwich International and 86235 having arrived from Clacton.

Here's the itinerary:
1G72 08.23 London Liverpool Street to Cambridge
1G73 09.50 Cambridge to London Liverpool Street
1G74 11.33 London Liverpool Street to Southend Victoria
1G75 12.57 Southend Victoria to Clacton
1G76 15.52 Clacton to Harwich International
1G78 17.04 Harwich International to Norwich
1G77 18.44 Norwich to London Liverpool Street

Another view of 86235 at Harwich International.

86235 "Crown Point" was exported to Bulgaria in 2016 and has been renamed "Novelty", its original name. 86246 "Royal Anglian Regiment" was stored after withdrawal and after languishing around for spare parts was eventually scrapped in 2017. It received the "Royal Anglian Regiment" nameplates in 1985 to mark the electrification of the GE Main Line. It was therefore appropriate that it worked on this last train, but sad that it was eventually disposed of.

In search of a ghost, 18th February 1993

Looking towards the western abutment and the derelict signal box.

My attention has always been drawn to the amazing and often iconic feats of civil engineering on our railways. We all know the most famous structures, such as the Forth Railway Bridge, the Royal Albert Bridge and London Paddington station's wonderful train shed. But around the UK there have been, and in many cases still remain, some fantastic structures that perhaps are off the radar to many people. Whenever I have had the chance I have tried “root out” out some of those lesser known locations, to discover their place in our landscape, and maybe just to say that "I've been there".

The old North Eastern line between Barnard Castle and Tebay was more commonly referred to as the Stainmore Route. Stainmore, at 1,370 feet, was the highest point on a railway in England until its closure in 1962. The line was also known for its bridges and viaducts, the most notable of which was Belah Viaduct, built in 1860 and very sadly demolished in 1963. Belah is about one mile south of Barras and 4 miles east of Kirkby Stephen. Designed by Thomas Bouch, the man behind the fated first Tay Bridge, Belah Viaduct was an incredible sight to behold, a spindly and fragile-looking viaduct that spanned the River Belah, and many photographs from the 1950s and early '60s show it carrying some significant and heavy coal trains from Cumbrian coal mines in the west to the steelworks of the east, as well as occasional excursion traffic.

This was a place that I just wanted to explore, so in 1993 I had the opportunity to search it out. Arriving at a local farm I sheepishly (an apt word to use given the livestock being kept hereabouts!) knocked on the door in the hope that the farmer could tell me how to get to the location, it being nowhere near a road. As luck would have it the farmer told me that it was indeed on his land and that I could go there, and even drive my car almost up to the abutment, but requested that I closed all the gates as I passed through. Amazing! I could not believe my luck.

No more trains to signal now! Just the occasional sheep.

Tentatively I drove my trusty Ford Escort up the well-maintained track, stopping to open and close the gates as I went and before long I got sight of a familiar structure: a signal box! Incredibly Belah Signal Box still stood, virtually complete structurally, but in very poor condition. The steps had been removed and the windows were long-gone and partly boarded-up, but apart from that it looked surprisingly intact.

Just beyond the signal box, which is located at the west-end of the valley, over which the viaduct spanned, was the abutment of the viaduct, now protected by enormous blocks of stone. Gazing across the valley I could see the abutment on the other side, and looking down you could still make out the footprint of the viaduct, still clearly visible over 30 years after its demolition.

Close-up of the western abutment.

There was evidence of where the cast iron columns were embedded into the stone of the abutment, but other than that not one piece of that incredible structure survived.

Another view from the east side, looking towards the west, and the signal box standing sentinel.

I later managed to get around to the other side of the valley, thus being able to look back to where I had been, and happily able to "tick-off" that I had seen both sides!

From the western abutment this is the scene looking across the valley and the east side. The "footprint" of the viaduct was clear to see.

It was a beautiful and lonely spot, even on a grey but dry February day, so quiet other than for the breeze and occasional bleat of a sheep, but it would not have taken much imagination to visualise the sight and sound of a double-headed and well-laden coal train trudging across the viaduct.

It was a pilgrimages worth taking and I now have some wonderful memories of the visit, as well as a number of photographs, some of which are here for you to see.

This railway was an iconic route, made famous by the 1960s BTF film "Snow Drift at Bleathgill" and will always remain a favourite of mine. Nowadays motorists sail over Stainmore on the A66 oblivious of the railway’s former route, but just occasionally severe weather takes hold and reminds us of just how inhospitable and remote this area really is!

I recommend that you read this piece that I found on the Forgotten Relics website - it will help bring the location to life!

Forgotten Relics - Belah

Saturday 10th October 1992.

56097 on arrival at Blaenau Festiniog. The narrow gauge lines are to the left.


145 miles of Class 37 haulage to Crewe in the morning was the prospect today, followed by two different Class 56 "Grids" into North Wales and back. This was a tour that juts had to be done. At the time I had not travelled the North Wales line to Holyhead, let alone the Llandudno and Blaenau Festiniog branches, so a lot of new track was a bonus too. The usual early start from home to get to Bristol was normal, the only way to get on these trains ever since the days of F&W, which often started from Plymouth. I think I must have driven to Taunton to pick up the coach connection that Pathfinder used to put on.

I did not record timings on this trip so cannot say for sure what the time keeping was like, but I am fairly certain that things ran more-or-less as they should, so likely we set off from Parkway at around 06.15. Class 37 no. 37425 "Sir William McAlpine/Concrete Bob" was our loco, at the time wearing the triple grey Trainload livery. Our route was direct to Birmingham, via Lickey, thence straight up to Crewe over the WCML. 37425 was removed here and Class 56 no. 56069 was our train engine for the leg to Chester and Llandudno, spausing for around 20 minutes at Abergele & Pensarn station for a photo stop.

Photo stop with 56069 at Abergele.

We arrived at the seaside resort of Llandudno at around 11.30 and had at least half an hour or more for a quick look around before setting off back down the branch. I managed to get a shot or two of the Great Orme Tramway before we left: from the bottom, not the top!

56069 at platform 3 - Llandudno.

It was at Llandudno at 56069 was left behind as another "Grid", no. 56097 had arrived light engine to take us on the Blaenau Festiniog and Holyhead legs, and 56069 later met us at Chester on the return journey. 56097 would make history for the class today - the first-ever "Grid" down the Blaenau branch! We had a spectacular trip, twisting and turning, passing through tiny settlements and their simple halts, before the huge grey mountains of slate came into view and we knew that Blaenau Festiniog and our destination, was close by.

New arrival 56097 ready to leave Llandudno.

It was a brief stay here, just enough time to run-round 56097 and take us back to Llandudno Junction. So brief that no narrow gauge train of the Festiniog Railway was seen, just the track! There was the option to get off and stay here, and travelling the Festiniog Railway, and rejoin later at Llandudno Junction, but that would mean missing the track to Holyhead, and more "Grid" haulage, so that wasn't really an option today! That railway would have to wait until another day.

56097 running around the stock at Blaenau.

56097 used a short section of the Trawsfynydd branch to run round. I noticed that a sleeper had been placed across the track slightly further down, confirming that the branch from here was closed, the nuclear power station having closed the previous year in 1991. But subsequent tours have been down the branch, so it was not quite over for that section yet. It's just a shame that we could not go further, and I never did cover that part of the branch.

No trip to Trawsfynydd with 56097 today!

56097 took us back up to the Junction, and straight on to the main line heading west, bound for the Isle of Anglesey. We passed the cliche that is Llanfair P.G. (no, I won't spell it out here - look it up!), over the Menai Straights and past the junction for the freight-only line to Amlwch at Gaerwen Junction (hence the name of the tour), another branch that evaded me. On arrival at the ferry port of Holyhead we had over an hour before departure, and apart from taking a few pictures of the train I cannot imagine, or remember, what else we did in that time. There is something different about these places, something lonely, desolate even, and certainly not comforting; the extremities of civilisation where the only apparent reason for their existence is to be the place that you arrive at in order to leave for your next adventure as quickly as possible. Holyhead, and others like it (such as Penzance, Fishguard, Stanraer) are not places that you would chose to go to, let alone stay, unless you had to be somewhere else! Fast.

Let's get out of town quick! 56097 and train at Holyhead.

Anyway, our motive power, Class 56 no. 56097 knew that it had to take us back out of tone, so in good time we left, at around 16.40, after an hour and twenty minutes, or so, contemplating our departure. A spirited run along the North Wales main line sped us eastwards, and after around an hour and a hlaf we were at Chester, where 56069 was waiting to take over. Goodbye 56097 and we are on our way again, this time the "Grid" taking us back to Birmingham New Street, by way of Wrexham and Shrewsbury, Telford and then the WCML at Wolverhampton. Meanwhile, "Concrete Bob", our Class 37 no. 37425, had been sent light engine from Crewe to meet us, and duly took over from 56069 for the final leap back home to Bristol Temple Meads. Arrival back at taunton was after midnight. A long day out, but one that I enjoyed immensely. Lots of "firsts": first time to North Wales, first time to Holyhead, Llandudno and Blaenau Festiniog, and the first Grid to that destination.

On a recent visit to Edinburgh I was pleasantly surprised to find these posters on display, announcing the arrival of the new generation Hitachi "Azuma" trains. I had always thought that the log-missed GNER company had style when they brought in their trains and the slogan "Route of the Flying Scotsman" so it is nice to see a modern "nod" to tradition with these new posters. Well done LNER! Very stylish!

"The Hunslet Farewell" Railtour.
Saturday 21st April 1990.

50 years after the first moon landing I look back and remember my own “Eagle” landing, far away from any sea of tranquillity.


Above: Tranquillity at the end of the line? No. 101 ”Eagle” has arrived at Londonderry.

My first Irish railtour was "The Hunslet Farewell", run to mark the end of main line running for the small and unique 101 Class locomotives, built for Hunslet under contract by BREL Doncaster in 1970. With just three built, these 1350hp locomotives, powered by an English Electric 8CSVT power plant, were destined to operate the revamped "Enterprise Express" service between Belfast and Dublin using BR-style Mark II coaches. They were all adorned with names once used on preceding steam locomotives: Eagle, Falcon and Merlin. From my recollections, by the time of my visit for this tour possibly only two were still in service and their time was almost up. They were short in stature, and characterful engines, and I wanted to see at least one in service. This tour presented the perfect opportunity.

The tour for me actually started in Devon, taking a late-afternoon service train up to Waterloo, and a tube train to London Euston, and then the evening "Irish Mail" to Holyhead to catch the Dun Laoghaire ferry. It all seems a blur now but I do remember being sat in subdued lighting on the "Irish Mail", fitfully sleeping in the crowded train and wondering why on earth they had not kept sleeper coaches on this route. Arrival in the early hours at Holyhead and a blurry-eyed transfer onto the ferry "St. Columba" was followed by a very comfortable reclining seat in the first class area, complete with complimentary tea, coffee and snacks. Don't ask me how I ended up in there, I'm sure I didn't pay for first class, but it did make up for the uncomfortable train journey from London. By the time we arrived in Ireland I found my “second wind”, the weather was bright and sunny, and prospects were good for a grand day out!

111 Class no. 113 "Belfast & County Down" brought our tour train of 7 coaches in from Bray and we left on time, heading for Dublin and points north. However, somewhere north of Howth Junction the train hit a tree, and after a long, long wait we limped to Malahide, where a damaged coach was removed from the train. Then there was a reported security alert (this was still at the time of the "troubles"), so further delays ensued before we made a late arrival at Lisburn. Here a replacement coach was added, no. 113 was taken off the train and no. 111 "Great Northern" added, and we departed around 80 minutes behind schedule.

On to Coleraine, where at last our Hunslet locomotive was waiting to meet us. Which one? Well, no. 111 was removed, and low and behold no. 101 "Eagle" backed on to the stock for the onward leg to Londonderry. This was the highlight of the day, and our engine galloped across country to the end of the line.

Above: Cleared for take off! Our train rushes across the runway at Ballykelly.

One part of the route that I definitely did not want to miss was the crossing of the runway at what was once RAF Ballykelly, now closed, but still intact. I poised myself at a vestibule window in anticipation, camera in hand. Famously this location had a signal box controlling both trains and planes. I still can't quite work out in my mind how on earth that worked safely but nevertheless it did seem a rather typically eccentric and unique arrangement for Ireland. How very odd to see our train scoot across the runway! Nothing like it anywhere else to my knowledge.

Above:”Eagle” and the River Foyle.

Arrival into Londonderry was at 13.41, nearly one and a half hours late. A 40-minute turnaround and we were out of town! Bye bye Derry City!

Above: “Eagle” runs around the stock at Londonderry.


Above: Close-up of the cab of no. 101. The large headlight wasa distinctive feature of these locos.


Above: No. 101 "Eagle" manoeuvres the empty coaching stock at Londonderry.

Because of all of the problems our planned visit to the Portrush branch on the return journey was cancelled (the railtour was going to form a replacement for the service train!) so we headed on to Belfast Central behind no. 101 "Eagle", a bonus as I don't think that was the original plan. Extra mileage for no extra cost.

Above: Service train and railtour combined at Belfast Central. Northern Ireland Railways 111 Class locomotives nos. 111 "Great Northern" and 113 "Belfast & County Down" are multi-ed up for a historic run to the Republic.

Belfast was reached 40 minutes down, but departure was on time, this time behind a pair of 111 Class locos, nos. 111 and 113, the first time these engines had ever worked in multiple on a passenger train. What had actually happened was that our train had been combined with a service train, hence the two locos, and the load was now 12 coaches. No. 111 was removed at Dundalk and the train terminated at Dublin Connolly behind no. 113 just 10 minutes late, the rest of us having to take a Dart EMU to Dun Laoghaire and the return ferry crossing on board "St. Columba".

Above: no. 113 and the combined service train and tour at Dublin Connolly.

I can't remember much about the rest of the journey home, and wonder now how I did it as there would not have been time to get back that night, so I presume that it was by a return overnight train to London and a morning train home to Devon. What I do remember was a great day out on a rail network unfamiliar to me, with plenty of twists and turns but ultimately a successful trip.

No. 101 "Eagle" did not make it in the end, being used as a source of spares to help with the restoration of no. 102 "Falcon" and a return to service. That never came about in the end and “Falcon” was eventually preserved at the Ulster Folk and Transport Museum, Cultra. It doesn't operate, it's just a static exhibit.

Ultimately "Eagle" was scrapped, in 2010, 20 years after this wonderful and memorable day out.