Blog
Riding the California Zephyr - a Grand Junction interlude
25th July 2019
25th July 2019
Having the opportunity to take the "CZ" from Denver to Salt Lake City on 8th July 2019 was not to be missed. This is probably one of the best sections to travel over, heading up and over the Rockies, through the Moffat Tunnel and on towards the Front Range and "SLC". All during daylight hours, well, almost.
On this occasion the train was 2 hours late leaving Denver (a not-unusual occurrence), pulling out at around 10.00am, and arrived in Salt Lake City at about 00.30 the following morning, so it was a long day. But a wonderful day, the opportunity to meet some interesting people and see some amazing sights. Few occasions arise where you can actually de-train - a brief leg-stretch at Glenwood Springs, and a longer break at Grand Junction, where these images were taken.
Situated on the Colorado River, Grand Junction is named not for the railroad connection, but for the confluence between the Colorado Rover and the Gunnison River. We stopped here for around 25 minutes, so I had my one and only chance to photograph the locomotives hauling our train at this spot. At 17.56 Amtrak P32DC locomotives nos. 135 and 203 wait patiently for the "highball". But not until I've re-boarded, thank you very much!
The old station seemed to be undergoing some restoration. The former D&RGW station was opened in 1906.
Across the road from the station is this old D&RGW narrow gauge box car, undergoing restoration. No. 3001 is a 3 foot gauge car built in 1903. It was quite a nice surprise to see this, a fair away from where the narrow gauge lines once ran.
On this occasion the train was 2 hours late leaving Denver (a not-unusual occurrence), pulling out at around 10.00am, and arrived in Salt Lake City at about 00.30 the following morning, so it was a long day. But a wonderful day, the opportunity to meet some interesting people and see some amazing sights. Few occasions arise where you can actually de-train - a brief leg-stretch at Glenwood Springs, and a longer break at Grand Junction, where these images were taken.
Situated on the Colorado River, Grand Junction is named not for the railroad connection, but for the confluence between the Colorado Rover and the Gunnison River. We stopped here for around 25 minutes, so I had my one and only chance to photograph the locomotives hauling our train at this spot. At 17.56 Amtrak P32DC locomotives nos. 135 and 203 wait patiently for the "highball". But not until I've re-boarded, thank you very much!
The old station seemed to be undergoing some restoration. The former D&RGW station was opened in 1906.
Across the road from the station is this old D&RGW narrow gauge box car, undergoing restoration. No. 3001 is a 3 foot gauge car built in 1903. It was quite a nice surprise to see this, a fair away from where the narrow gauge lines once ran.
The "Three Amigos" at Promontory: D.O.N.E!
21st July 2019
21st July 2019
In this 150th anniversary year of the completion of the Transcontinental Railroad it seemed highly appropriate that we should gather at this lonely, but significant, location in the wilderness of Utah, north of the Great Salt Lake.
The Golden Spike National Historic Park is a fascinating visitor centre where the story of the rivalry between the Central Pacific and the Union Pacific Railroads' culminated in the completion of the first railroad connecting east and west at this lonely spot in the hills east of Corrine on 10th May 1869. Such was the competition to push the furthest as quickly as possible that both railroads sent men ahead to prepare the earthworks in advance of track laying, to the extent that they passed each other and were effectively preparing parallel track beds long before the track layers arrived. The more that they completed the more land they were rewarded with, so the incentive to get there first was great. In the end both companies compromised with each other and agreed that their lines would be joined at Promontory, and thus complete the line. But to this day evidence of the unused earthworks are clearly visible.
Many records were achieved during the building of the line, but probably the most well known was the time when the Union Pacific teams laid down an incredible 10 miles of track in one day. It may have been laid, and a train passed over it, but you can be assured that the quality of track laying will have been a far cry from today's standards! Sleepers/ties were basic timber logs roughly prepared, and the light rail was loosely spiked to the ties, with little, if any, ballast to stabilise the track. But it was completed and as the final golden spike was driven home at 12.47 a simple telegraph message was sent across the country stating D.O.N.E. - done! And the celebrations began.
For the next 70-odd years trains plied back and forth, until the Lucin Cut Off was opened by Central Pacific successor the Southern Pacific in 1904, and through trains ceased to pass Promontory. But trains continued to serve the original line until 1942 when an "un-spiking" ceremony close the line for good.
On the day of our visit on 10th July 2019 the temperatures were nudging 100 degrees Fahrenheit, with a gentle breeze blowing the long, lush grass across the high plain. But you are reminded that this can be a wild and lonely, cold place in winter! The location was eventually declared a National Historic Site and the present visitor centre is highly recommended if you ever have the chance to visit. Replicas of the Central Pacific no. 60 "Jupiter" and Union Pacific no. 119 re-enact the events on that May day way back in 1869.
The Golden Spike National Historic Park is a fascinating visitor centre where the story of the rivalry between the Central Pacific and the Union Pacific Railroads' culminated in the completion of the first railroad connecting east and west at this lonely spot in the hills east of Corrine on 10th May 1869. Such was the competition to push the furthest as quickly as possible that both railroads sent men ahead to prepare the earthworks in advance of track laying, to the extent that they passed each other and were effectively preparing parallel track beds long before the track layers arrived. The more that they completed the more land they were rewarded with, so the incentive to get there first was great. In the end both companies compromised with each other and agreed that their lines would be joined at Promontory, and thus complete the line. But to this day evidence of the unused earthworks are clearly visible.
Many records were achieved during the building of the line, but probably the most well known was the time when the Union Pacific teams laid down an incredible 10 miles of track in one day. It may have been laid, and a train passed over it, but you can be assured that the quality of track laying will have been a far cry from today's standards! Sleepers/ties were basic timber logs roughly prepared, and the light rail was loosely spiked to the ties, with little, if any, ballast to stabilise the track. But it was completed and as the final golden spike was driven home at 12.47 a simple telegraph message was sent across the country stating D.O.N.E. - done! And the celebrations began.
For the next 70-odd years trains plied back and forth, until the Lucin Cut Off was opened by Central Pacific successor the Southern Pacific in 1904, and through trains ceased to pass Promontory. But trains continued to serve the original line until 1942 when an "un-spiking" ceremony close the line for good.
On the day of our visit on 10th July 2019 the temperatures were nudging 100 degrees Fahrenheit, with a gentle breeze blowing the long, lush grass across the high plain. But you are reminded that this can be a wild and lonely, cold place in winter! The location was eventually declared a National Historic Site and the present visitor centre is highly recommended if you ever have the chance to visit. Replicas of the Central Pacific no. 60 "Jupiter" and Union Pacific no. 119 re-enact the events on that May day way back in 1869.
The Dingle Train - Western narrow gauge railroading. Irish style.
26th April 2019
No. 5T is pictured at Tralee on 16th September 1993, the year that the line was reopened. All my images here, unless stated, were taken on this date.
When it comes to trying to explain why Irish railways have always appealed to me there can be know better way than to consider the Tralee & Dingle Railway Company's 32 mile branch line that straggled out to the far south west of Ireland, on the beautiful Dingle Peninsula. This magical 3 foot gauge narrow gauge line had a relatively short existence, opening in 1891 and finally succumbing in 1953, but it was, to me, the quintessential Irish railway.
Latterly it was most well-known for its seasonal cattle trains, but for years it provided a passenger service to the local community, at least until 1939, when they were withdrawn, with the Castlegregory branch succumbing too. From then on, it was just goods, and cattle. That it survived into the fifties is remarkable in itself, but once the road was improved, time was up for the Dingle train.
The view from the rear of the train as it ambles toward Blennerville
My attention to the railway was probably drawn by the photographs of that marvellous photographer Ivo Peters, who despite being best known for his exploits along the Somerset & Dorset Railway was also tempted away to other exotic destinations from time to time. His photos in Bradford Barton's "The Tralee & Dingle Railway" album, as well as those of H. C. Casserley, beautifully recorded the bleakness of the landscape and the rural nature of the line. It looked a bit like a Western USA narrow gauge line - if you squinted your eyes enough! These images, and many others, inspired me to eventually see what was left of this line, as I found the whole story very compelling. The railway was a bit of a lost cause really, vainly hoping to make a success of operating in a remote location with little in the way of industry, or passenger traffic, to make it viable. I seem to find myself drawn to lost causes! Don't know why!!
Lispole viaduct, east of Dingle, in 1993....
....and on 14th June 2004
When I first started travelling to Ireland, Co. Kerry and the Dingle Peninsula was my first destination, and sure enough I was able to follow the route as it twisted through the wild west, up hill and down dale, until it reached the outpost of the small coastal town of Dingle. I was surprised, but delighted, to find that much of the route could be followed and that there were even bridges, buildings and earthworks remaining, 40 years after closure. It was a great discovery for me.
Water tower at Castlegregory Junction.
5T waiting to depart the platform at Tralee.
An even grater discovery was when I learnt that the local council intended to reopen a tourist line on part of the route out of Tralee. Even more remarkably, one of the original locomotives, no 5T, a 2-6-2T built by Hunslet in 1892, was repatriated from the USA in order to operate on the line, it having been exported for preservation in 1959. It arrived back in Tralee in 1988 and entered service on the new tourist line between Tralee and Blennerville Windmill.
I was fortunate enough to be able to travel on this line, and even have cab ride aboard no 5T, but sadly the line has since closed down completely and goodness knows what will happen to no. 5T. I understand it is currently in bits inside the shed at Blennerville, waiting for someone to re-restore her.
Through the round window! On board 5T, approaching Blennerville Windmill.
"No-one volunteers in Ireland!"
I recall the friendly and helpful footplate crew telling me that "no one volunteers in Ireland", which I guess contributed to the line's downfall, it only employing paid staff, and with not enough business the line failed financially. What a great shame and I do hope that it will reemerge one day.
Back home! Hunslet 2-6-2T No. 5T at Tralee.
Both images above taken near Glenagalt Summit.
Rolling stock abandoned in storage, amongst the summer fauna, 14th June 2004.
26th April 2019
No. 5T is pictured at Tralee on 16th September 1993, the year that the line was reopened. All my images here, unless stated, were taken on this date.
When it comes to trying to explain why Irish railways have always appealed to me there can be know better way than to consider the Tralee & Dingle Railway Company's 32 mile branch line that straggled out to the far south west of Ireland, on the beautiful Dingle Peninsula. This magical 3 foot gauge narrow gauge line had a relatively short existence, opening in 1891 and finally succumbing in 1953, but it was, to me, the quintessential Irish railway.
Latterly it was most well-known for its seasonal cattle trains, but for years it provided a passenger service to the local community, at least until 1939, when they were withdrawn, with the Castlegregory branch succumbing too. From then on, it was just goods, and cattle. That it survived into the fifties is remarkable in itself, but once the road was improved, time was up for the Dingle train.
The view from the rear of the train as it ambles toward Blennerville
My attention to the railway was probably drawn by the photographs of that marvellous photographer Ivo Peters, who despite being best known for his exploits along the Somerset & Dorset Railway was also tempted away to other exotic destinations from time to time. His photos in Bradford Barton's "The Tralee & Dingle Railway" album, as well as those of H. C. Casserley, beautifully recorded the bleakness of the landscape and the rural nature of the line. It looked a bit like a Western USA narrow gauge line - if you squinted your eyes enough! These images, and many others, inspired me to eventually see what was left of this line, as I found the whole story very compelling. The railway was a bit of a lost cause really, vainly hoping to make a success of operating in a remote location with little in the way of industry, or passenger traffic, to make it viable. I seem to find myself drawn to lost causes! Don't know why!!
Lispole viaduct, east of Dingle, in 1993....
....and on 14th June 2004
When I first started travelling to Ireland, Co. Kerry and the Dingle Peninsula was my first destination, and sure enough I was able to follow the route as it twisted through the wild west, up hill and down dale, until it reached the outpost of the small coastal town of Dingle. I was surprised, but delighted, to find that much of the route could be followed and that there were even bridges, buildings and earthworks remaining, 40 years after closure. It was a great discovery for me.
Water tower at Castlegregory Junction.
5T waiting to depart the platform at Tralee.
An even grater discovery was when I learnt that the local council intended to reopen a tourist line on part of the route out of Tralee. Even more remarkably, one of the original locomotives, no 5T, a 2-6-2T built by Hunslet in 1892, was repatriated from the USA in order to operate on the line, it having been exported for preservation in 1959. It arrived back in Tralee in 1988 and entered service on the new tourist line between Tralee and Blennerville Windmill.
I was fortunate enough to be able to travel on this line, and even have cab ride aboard no 5T, but sadly the line has since closed down completely and goodness knows what will happen to no. 5T. I understand it is currently in bits inside the shed at Blennerville, waiting for someone to re-restore her.
Through the round window! On board 5T, approaching Blennerville Windmill.
"No-one volunteers in Ireland!"
I recall the friendly and helpful footplate crew telling me that "no one volunteers in Ireland", which I guess contributed to the line's downfall, it only employing paid staff, and with not enough business the line failed financially. What a great shame and I do hope that it will reemerge one day.
Back home! Hunslet 2-6-2T No. 5T at Tralee.
Both images above taken near Glenagalt Summit.
Rolling stock abandoned in storage, amongst the summer fauna, 14th June 2004.
A very damp Flying Scotsman!
04th April 2019
I had the fortunate opportunity today to see Gresley's A3 Pacific 60103 "Flying Scotsman", in the unlikeliest of places: Corfe Castle station on the Swanage Railway. It was tucked in one of the short sidings next to the goods shed. The locomotive had been on the railway for over a week and would be leaving soon. But visitors were able to board the footplate, and even walk through the corridor tender and step onto....the "Devon Belle" observation car! An unnatural companion but still very convivial all the same. In light steam the warm and cosy footplate of "Flying Scotsman" was a welcome refuge away from the cold, wet and windy weather outside.
I last saw "Flying Scotsman" many years ago, laying in bits on the floor of the workshop at the National Railway Museum, waiting to be put together again. It seemed an unlikely outcome at the time but of course, after much publicity and fundraising, it happened in the end, being brought back to life in 2016.
These photos were taken on my phone, not my usual tool of trade, but given the atrocious weather and circumstances at the time, they have not come out too badly.
We all know about this world-famous locomotive but I thought I would just check out a few basic facts:
+ Completed at the Doncaster Works of the LNER on 24th February 1923.
+ Named in 1924 at the British Empire Exhibition in London.
+ Received its corridor tender in 1928, allowing non-stop running between London &
Edinburgh.
+ Achieved 100mph in 1934, the first recorded occasion of a locomotive in the UK
reaching this speed - much to the annoyance of GWR fans!
+ Retired by BR in 1963 and bought by Alan Pegler.
+ Extended visit to the USA between 1969 to 1973 after Pegler became bankrupt.
+ Visited Australia in the late 1980s, the first steam locomotive to circumnavigate
the world on its journeys there and back.
04th April 2019
I had the fortunate opportunity today to see Gresley's A3 Pacific 60103 "Flying Scotsman", in the unlikeliest of places: Corfe Castle station on the Swanage Railway. It was tucked in one of the short sidings next to the goods shed. The locomotive had been on the railway for over a week and would be leaving soon. But visitors were able to board the footplate, and even walk through the corridor tender and step onto....the "Devon Belle" observation car! An unnatural companion but still very convivial all the same. In light steam the warm and cosy footplate of "Flying Scotsman" was a welcome refuge away from the cold, wet and windy weather outside.
I last saw "Flying Scotsman" many years ago, laying in bits on the floor of the workshop at the National Railway Museum, waiting to be put together again. It seemed an unlikely outcome at the time but of course, after much publicity and fundraising, it happened in the end, being brought back to life in 2016.
These photos were taken on my phone, not my usual tool of trade, but given the atrocious weather and circumstances at the time, they have not come out too badly.
We all know about this world-famous locomotive but I thought I would just check out a few basic facts:
+ Completed at the Doncaster Works of the LNER on 24th February 1923.
+ Named in 1924 at the British Empire Exhibition in London.
+ Received its corridor tender in 1928, allowing non-stop running between London &
Edinburgh.
+ Achieved 100mph in 1934, the first recorded occasion of a locomotive in the UK
reaching this speed - much to the annoyance of GWR fans!
+ Retired by BR in 1963 and bought by Alan Pegler.
+ Extended visit to the USA between 1969 to 1973 after Pegler became bankrupt.
+ Visited Australia in the late 1980s, the first steam locomotive to circumnavigate
the world on its journeys there and back.
Deep coal mining in Wales - of a different age
09th March 2019
09th March 2019
Deep Navigation Colliery, Treharris, South Wales
My interest in coal mining, and of the associated railways has its origins with the friendship I have had over the years with Spencer. Spencer had always had a greater appreciation than me for industrial archaeology, and his almost encyclopedic knowledge on the subject never ceased to astounded me, but once we started visiting sites around the country I started to nurture an interest of my own, particularly where there was a rail connection.
The British coal industry is all but finished now, and probably rightly so now we know what we know about our environment. That said, I do wonder if we could still harness the power of burning coal to generate electricity and still capture all of those harmful emissions. I believe that the technology is there, but not the will. But that is a subject for another forum. The problem is, extracting coal and minerals out of the ground is an expensive activity, and unless there is a ready market and a good price you're unlikely to be able to cover your costs. And geological changes can often abruptly end extraction at a moments notice. The coal industry had plenty of experience with that. Deep Navigation was a case in point.
South Wales has a rich history of coal mining, but after Tower Colliery closed in 2008 deep mining was over, and today just a relatively small amount of the black diamonds are dug out of open cast mines, and that is unlikely to last that long. With Spencer, I visited a number of coal mining site during the 1990s as the industry was in the midst of a closure programme. Maerdy Colliery in the Rhondda Valley comes to mind, where we managed to obtain a few souvenirs, as does this one, Deep Navigation, adjacent to the village of Treharris.
Deep Navigation was sunk in 1872 and continued producing coal until closure on Good Friday 1991, which meant 119 years of employment for generations of families came to an end. The mine's main claim to fame was that it was one of a few that supplied its high quality steam coal for the ill-fated RMS Titanic, as well as other Cunard liners RMS Mauretania and Lusitania. Always a wet mine, with ongoing problems with underground water seeping in to the tunnels, British Coal closed it once it was no longer viable.
It's incredible to think that at its peak in 1947 1,826 men were employed here. In 1979 8,500 tonnes of coal was being raised each week. It was a major coal mine and money was being invested in the infrastructure at the beginning of the 1980s, but then came the miners' strike of 1984 and all that investment came to an abrupt halt. This was a major set back, although it remained profitable into 1990 and British Coal was investing in infrastructure again. Further industrial actions, and then the problem with water ingress, eventually sealed the mine's fate.
Our visit on 28th July 1991, the date of these photographs, were therefore post-closure, and dismantling was well underway and the last stocks of coal were in the process of being taken away. Even by now the main structures, the head-stocks, had been removed and cut up. Today the site, and that of neighbouring Taff Merthyr Colliery, is now a wildlife park. Coal mining in South Wales now belongs to the history books, but its reputation as the source of the best steam coal in the world will remain for ever.
My interest in coal mining, and of the associated railways has its origins with the friendship I have had over the years with Spencer. Spencer had always had a greater appreciation than me for industrial archaeology, and his almost encyclopedic knowledge on the subject never ceased to astounded me, but once we started visiting sites around the country I started to nurture an interest of my own, particularly where there was a rail connection.
The British coal industry is all but finished now, and probably rightly so now we know what we know about our environment. That said, I do wonder if we could still harness the power of burning coal to generate electricity and still capture all of those harmful emissions. I believe that the technology is there, but not the will. But that is a subject for another forum. The problem is, extracting coal and minerals out of the ground is an expensive activity, and unless there is a ready market and a good price you're unlikely to be able to cover your costs. And geological changes can often abruptly end extraction at a moments notice. The coal industry had plenty of experience with that. Deep Navigation was a case in point.
South Wales has a rich history of coal mining, but after Tower Colliery closed in 2008 deep mining was over, and today just a relatively small amount of the black diamonds are dug out of open cast mines, and that is unlikely to last that long. With Spencer, I visited a number of coal mining site during the 1990s as the industry was in the midst of a closure programme. Maerdy Colliery in the Rhondda Valley comes to mind, where we managed to obtain a few souvenirs, as does this one, Deep Navigation, adjacent to the village of Treharris.
Deep Navigation was sunk in 1872 and continued producing coal until closure on Good Friday 1991, which meant 119 years of employment for generations of families came to an end. The mine's main claim to fame was that it was one of a few that supplied its high quality steam coal for the ill-fated RMS Titanic, as well as other Cunard liners RMS Mauretania and Lusitania. Always a wet mine, with ongoing problems with underground water seeping in to the tunnels, British Coal closed it once it was no longer viable.
It's incredible to think that at its peak in 1947 1,826 men were employed here. In 1979 8,500 tonnes of coal was being raised each week. It was a major coal mine and money was being invested in the infrastructure at the beginning of the 1980s, but then came the miners' strike of 1984 and all that investment came to an abrupt halt. This was a major set back, although it remained profitable into 1990 and British Coal was investing in infrastructure again. Further industrial actions, and then the problem with water ingress, eventually sealed the mine's fate.
Our visit on 28th July 1991, the date of these photographs, were therefore post-closure, and dismantling was well underway and the last stocks of coal were in the process of being taken away. Even by now the main structures, the head-stocks, had been removed and cut up. Today the site, and that of neighbouring Taff Merthyr Colliery, is now a wildlife park. Coal mining in South Wales now belongs to the history books, but its reputation as the source of the best steam coal in the world will remain for ever.
The twilight of the Grids? Possibly. But then again....
12th January 2019
12th January 2019
Pathfinder Railtours "The Twilight Grids".
Wednesday 31st March 2004
Time for me to sit down with a cuppa and reminisce about one of the great rail tours of the recent past.
The Class 56 locomotive, introduced at a time when the 1970's oil crisis meant that coal became even more crucial to the country's energy needs, had given nearly 30 years of sterling service to the railway freight network. But under the custodianship of the American-owned English, Welsh and Scottish Railway their time appeared to be nearly up. Deliveries of Class 66 were complete and EWS had to face strong competition from other freight providers, meaning that their motive power requirements were diminishing.
The Class 56 became known as "Grids" - short for "Gridiron", due to the style of horn cover on the cab fronts from locos 56056 onward. I rated them as one of my favourite types on BR, their power capabilities on heavy stone trains out of the Somerset quarries impressing me from an early age. To hear one taking power from a standing start with a heavy load is something to behold.
EWS appeared to suddenly decree that all remaining units would be taken out of service at the end of March 2004, so a Pathfinder Tour arranged for the 31st was announced, and I just had to go.
This tour would start at Bristol Temple Meads and head for York, with one locomotive provided for that leg of the tour. Once in York a second locomotive would "top and tail" the train for a circular trip over the Pennines via Mirfield, Hebden Bridge, through the outskirts of Manchester, Stalybridge, Mirfield again, Wakefield and back to York. The two Class 56s would then be hooked up and work together back to Bristol. In total around 375 miles of "Grid" haulage!
The day started cool and fresh but as the morning developed it was clear that it was going to be a gloriously sunny day. Although I was more than happy to be on board I could see that being line side would be great on a day like today. And it was clear that the crowds would indeed be out for this train. 56115, named "Barry Neeedham", was our power for the train from Bristol to York, proudly wearing its EWS maroon and gold livery. Myself and my friend Alan joined the train at Bristol Parkway and settled in for a fantastic day out.
Timekeeping was good throughout - the slack in the scheduling of rail tours by now was extremely generous. Not like the good old, bad old days of normal chaotic timekeeping!
Arrival at York was 11.34 and it was there that 56078 "Doncaster Enterprise", in its smart and newly-applied BR "Large Logo" livery was attached to the rear of the train before leading back out south towards Leeds for the journey over the hills of the Pennines. By now the day was bright and sunny and photographers seemed to line the route all the way. A pathing stop at Brewery Junction, booked for 24 minutes, appeared not to be needed so all of a sudden the train was ahead of schedule. I wonder if that caught out some photographers? In fact, arrival back into York was around 45 minutes early, at 16.34, which would give us an hour or so to enjoy the city before we headed back home.
Arriving back at the station in time for departure I was able to get a few shots before boarding. By now the two "Grids" were together at the front. But all was not quite as it was planned to be. An initial attempt to place 56078 ahead of 56115 appeared to fail due to some difficulty in connecting the multiple working equipment, so a shuffle around placed "Large Logo" 56078 behind 56115, and I have to say that to me that was a disappointment. This was the livery that I think looked best on these machines and it would have be fitting for this train to be headed by an engine wearing the classic BR image. That was obviously the plan by the organisers but this was a minor glitch really and we were going to have fantastic and memorable trip behind these two machines. All this shuffling about caused delays and eventual departure at 18.34 was nearly an hour behind where it should have been. But nobody seemed to mind.
Heading south I will never forget the truly stunning sight of the gallery of photographers at Colton Junction, south of York where the ECML and the the line to Chesterfield diverges. But it was hardly surprising given the occasion and the wonderful early spring, late afternoon sun light.
As the journey progressed the lost time was gradually clawed back, with some pretty exciting and spirited running thanks to the crew up front ensuring that the train would make up the losses. We were on time, more or less, by the time we got to Birmingham. Arrival at Bristol Parkway at 22 minutes before midnight drew to a close a wonderful day out, although it left me thinking that the only time I would see these locomotives again would be on a heritage line somewhere.
History now tells us that the story did not end there, with dozens of '56s being leased to French infrastructure companies for the building work on high speed routes in France, and eventually a handful of "Grids" found a new life on the mainline with first Fastline, and consequently Colas Rail Freight and Devon & Cornwall Railway, plus one or two others. But back in 2004 we thought it was all over - but thankfully that would not be the case.....
Wednesday 31st March 2004
Time for me to sit down with a cuppa and reminisce about one of the great rail tours of the recent past.
The Class 56 locomotive, introduced at a time when the 1970's oil crisis meant that coal became even more crucial to the country's energy needs, had given nearly 30 years of sterling service to the railway freight network. But under the custodianship of the American-owned English, Welsh and Scottish Railway their time appeared to be nearly up. Deliveries of Class 66 were complete and EWS had to face strong competition from other freight providers, meaning that their motive power requirements were diminishing.
The Class 56 became known as "Grids" - short for "Gridiron", due to the style of horn cover on the cab fronts from locos 56056 onward. I rated them as one of my favourite types on BR, their power capabilities on heavy stone trains out of the Somerset quarries impressing me from an early age. To hear one taking power from a standing start with a heavy load is something to behold.
EWS appeared to suddenly decree that all remaining units would be taken out of service at the end of March 2004, so a Pathfinder Tour arranged for the 31st was announced, and I just had to go.
This tour would start at Bristol Temple Meads and head for York, with one locomotive provided for that leg of the tour. Once in York a second locomotive would "top and tail" the train for a circular trip over the Pennines via Mirfield, Hebden Bridge, through the outskirts of Manchester, Stalybridge, Mirfield again, Wakefield and back to York. The two Class 56s would then be hooked up and work together back to Bristol. In total around 375 miles of "Grid" haulage!
The day started cool and fresh but as the morning developed it was clear that it was going to be a gloriously sunny day. Although I was more than happy to be on board I could see that being line side would be great on a day like today. And it was clear that the crowds would indeed be out for this train. 56115, named "Barry Neeedham", was our power for the train from Bristol to York, proudly wearing its EWS maroon and gold livery. Myself and my friend Alan joined the train at Bristol Parkway and settled in for a fantastic day out.
Timekeeping was good throughout - the slack in the scheduling of rail tours by now was extremely generous. Not like the good old, bad old days of normal chaotic timekeeping!
Arrival at York was 11.34 and it was there that 56078 "Doncaster Enterprise", in its smart and newly-applied BR "Large Logo" livery was attached to the rear of the train before leading back out south towards Leeds for the journey over the hills of the Pennines. By now the day was bright and sunny and photographers seemed to line the route all the way. A pathing stop at Brewery Junction, booked for 24 minutes, appeared not to be needed so all of a sudden the train was ahead of schedule. I wonder if that caught out some photographers? In fact, arrival back into York was around 45 minutes early, at 16.34, which would give us an hour or so to enjoy the city before we headed back home.
Arriving back at the station in time for departure I was able to get a few shots before boarding. By now the two "Grids" were together at the front. But all was not quite as it was planned to be. An initial attempt to place 56078 ahead of 56115 appeared to fail due to some difficulty in connecting the multiple working equipment, so a shuffle around placed "Large Logo" 56078 behind 56115, and I have to say that to me that was a disappointment. This was the livery that I think looked best on these machines and it would have be fitting for this train to be headed by an engine wearing the classic BR image. That was obviously the plan by the organisers but this was a minor glitch really and we were going to have fantastic and memorable trip behind these two machines. All this shuffling about caused delays and eventual departure at 18.34 was nearly an hour behind where it should have been. But nobody seemed to mind.
Heading south I will never forget the truly stunning sight of the gallery of photographers at Colton Junction, south of York where the ECML and the the line to Chesterfield diverges. But it was hardly surprising given the occasion and the wonderful early spring, late afternoon sun light.
As the journey progressed the lost time was gradually clawed back, with some pretty exciting and spirited running thanks to the crew up front ensuring that the train would make up the losses. We were on time, more or less, by the time we got to Birmingham. Arrival at Bristol Parkway at 22 minutes before midnight drew to a close a wonderful day out, although it left me thinking that the only time I would see these locomotives again would be on a heritage line somewhere.
History now tells us that the story did not end there, with dozens of '56s being leased to French infrastructure companies for the building work on high speed routes in France, and eventually a handful of "Grids" found a new life on the mainline with first Fastline, and consequently Colas Rail Freight and Devon & Cornwall Railway, plus one or two others. But back in 2004 we thought it was all over - but thankfully that would not be the case.....
Bishton Crossing Signal Box: a hidden gem.
08th December 2018
Bishton Crossing Signal Box as seen on 25th May 2012 (3 photos)
Tucked away along a back lane in the shadow of Llanwern Steelworks is a fascinating little oasis of traditional GWR infrastructure that seems to have been forgotten. I'm talking about Bishton Crossing Ground Frame, formerly Bishton Crossing Signal Box. I think I am right in saying that it is the last remaining original GWR signal box still in use on the GWR main line from London Paddington to Swansea. However, its only purpose now is to control access over the level crossing here, necessary and available only to farm vehicles, trucks and buses, as cars must use the underpass here. That underpass is in itself interesting as it has a clearance of just 5 ft 6 inches! When I first visited this location I was confronted with the prospect of having to use the underpass but at the same time not being 100% certain what my car's height was. Would you know yours? Looking at the clearance I was more than a little doubtful, but in the end there was room, although the radio aerial bounced along underneath!
The signal box is a late GWR type 12a, a design from 1935 and built in 1941 to control the level crossing. The line between Severn Tunnel Junction and Cardiff was quadrupled during the Second World War to increase capacity. After the war the steelworks was built at Llanwern, resulting in some changes to the infrastructure, including the building of Bishton Flyover (just east of this location)to allow direct access to the works.
With electrification now in full swing (2018) I am not sure what the future holds for this location, but unless the crossing is automated I can only presume that the existing arrangements will have to remain. Time will tell. In the meantime this little time capsule will go about its business as it has done for over 70 years.
08th December 2018
Bishton Crossing Signal Box as seen on 25th May 2012 (3 photos)
Tucked away along a back lane in the shadow of Llanwern Steelworks is a fascinating little oasis of traditional GWR infrastructure that seems to have been forgotten. I'm talking about Bishton Crossing Ground Frame, formerly Bishton Crossing Signal Box. I think I am right in saying that it is the last remaining original GWR signal box still in use on the GWR main line from London Paddington to Swansea. However, its only purpose now is to control access over the level crossing here, necessary and available only to farm vehicles, trucks and buses, as cars must use the underpass here. That underpass is in itself interesting as it has a clearance of just 5 ft 6 inches! When I first visited this location I was confronted with the prospect of having to use the underpass but at the same time not being 100% certain what my car's height was. Would you know yours? Looking at the clearance I was more than a little doubtful, but in the end there was room, although the radio aerial bounced along underneath!
The signal box is a late GWR type 12a, a design from 1935 and built in 1941 to control the level crossing. The line between Severn Tunnel Junction and Cardiff was quadrupled during the Second World War to increase capacity. After the war the steelworks was built at Llanwern, resulting in some changes to the infrastructure, including the building of Bishton Flyover (just east of this location)to allow direct access to the works.
With electrification now in full swing (2018) I am not sure what the future holds for this location, but unless the crossing is automated I can only presume that the existing arrangements will have to remain. Time will tell. In the meantime this little time capsule will go about its business as it has done for over 70 years.
The "non-railtour" railtour to Fishguard Harbour!
08th December 2018
08th December 2018
During the early-to-mid 2000s the Welsh valley line to Rhymney was blessed with regular locomotive-hauled trains shuttling between the town and Cardiff Central. This brought all manner of heritage diesels to the route, some privately-owned, and hired in to haul rakes of Mark II coaches. For the most part the trains were restricted to the branch only but during 2004 there was an additional diagram for EWS Class 37 and a set of ex-Virgin Mark IID coaches for a return trip to Fishguard Harbour, way out west.
37425 sits in the morning sunshine waiting for the signal to depart. Some of the EWS red paint has flaked off on the cabside, revealing its earlier BR blue paint. It now wears DRS blue (as of 2018).
So, on Saturday 11th September 2004 I and my friend Alan headed up to Rhymney early in the morning, arriving in time to catch the 1B96 09.11 Rhymney to Fishguard Harbour. It was a glorious morning and in that bright sunlight EWS Class 37 no. 37425 sat in the sidings with its rake of coaches, ready to shunt them into the platform. It backed them through the far side of the station and then pulled forward into the platform, with an eager assembly of passengers waiting to board. No doubt there were some "normal" passengers for this train, but there was an overwhelming and obvious group of railfans waiting to get their days-worth of "Growler" haulage. There was more of an atmosphere of railtour rather than normal service. All that was missing was the headboard, tour brochure and buffet car serving real ale at nine o'clock in the morning! Oh well, it'll have to do!
Approaching Bargoed on the Rhymney branch. The flat roof signal box is to the left.
We headed off on time (oh, couldn't have been a railtour then) down hill through the Gwent countryside and industrial wastelands until arrival at Cardiff Central. Now we were on the main line and the driver of the 37 could stretch the legs a bit more as we roared off westwards. Windows open, sit back and enjoy the sights and sounds!
Journey's end and the desolation that is Fishguard Harbour. The funnel of a Stenna Line ferry can be seen rising above the terminal building to the right. Is it time to leave yet?
Eventually we arrived at Fishguard Harbour after a trip of around three and a half hours. There's something distinctly different about stations at coastal destinations, especially ports. You have a feeling of utter isolation in a desolate place, a place of transit where no one lingers for long as they venture further afield by ship to far-flung lands. Fishguard Harbour matches that expectation perfectly. There is absolutely no reason to be there other than to leave immediately by alternative transport, or to leave as you arrived, by train. Thankfully the latter option was what we were opted for, as 37425 ran around its stock in order to be ready for the return departure of the now 1R38 13.35 Fisguard Harbour to Rhymney service. Let's face it, that's what everyone else I saw get off the train do. A quick walk around, a few photos, and then back on board. Unless you were heading over to Ireland that was your only other choice.
37425 then traced its steps back eastwards, the weather now clouding in, and headed down the single line to Clarbeston Road, where the branch from Milford Haven came in and route became double track. On the way from Fishguard I took note of the MOD Trecwn branch that connected with the main line at Letterston Junction. By then closed, the branch was used for the transport of munitions, where I believe it was stored inside man-made bunkers sunk into the mountain side, and where a narrow gauge railway shuttled rakes of bombs in and out. A secret and highly-secure location all through the cold war era.
37425 crosses the 150-yard long Neath River swing bridge, opened in 1892 and long-ago welded shut permanently.
We bypassed Carmarthan, and then ran along to sea wall section of the line at Ferryside, a location that I would like to visit before the semaphores are replaced. Apart from the DMU passenger service this route is still used daily by heavy oil trains heading in and out of the refinery at Robeston. Taking the freight-only Swansea District Line at Llanelli and Morlais Junction, we avoided Swansea itself and crossed the 150-yard long Neath River Swing Bridge. Shortly after we rejoined the main line at Briton Ferry. In time we eventually approached Cardiff, but rather than enter the station straight away there was an incredibly long pathing stop outside. Very long, something like 45 minutes! I cannot think why such a long wait was so necessary, but there we were, stuck on the train just waiting. We eventually moved, and after the pause at Central station, it was the uphill slog back to Rhymney, where we arrived in the pouring rain at 18.00.
It was a great day out, something different, and one not likely to be repeated. The loco-hauled trains on the Rhymney branch continued for another year of two, but once enough DMUs were secured the line became less of an attraction to enthusiasts. I doubt that many have ever returned to this part of Wales!
37425 sits in the morning sunshine waiting for the signal to depart. Some of the EWS red paint has flaked off on the cabside, revealing its earlier BR blue paint. It now wears DRS blue (as of 2018).
So, on Saturday 11th September 2004 I and my friend Alan headed up to Rhymney early in the morning, arriving in time to catch the 1B96 09.11 Rhymney to Fishguard Harbour. It was a glorious morning and in that bright sunlight EWS Class 37 no. 37425 sat in the sidings with its rake of coaches, ready to shunt them into the platform. It backed them through the far side of the station and then pulled forward into the platform, with an eager assembly of passengers waiting to board. No doubt there were some "normal" passengers for this train, but there was an overwhelming and obvious group of railfans waiting to get their days-worth of "Growler" haulage. There was more of an atmosphere of railtour rather than normal service. All that was missing was the headboard, tour brochure and buffet car serving real ale at nine o'clock in the morning! Oh well, it'll have to do!
Approaching Bargoed on the Rhymney branch. The flat roof signal box is to the left.
We headed off on time (oh, couldn't have been a railtour then) down hill through the Gwent countryside and industrial wastelands until arrival at Cardiff Central. Now we were on the main line and the driver of the 37 could stretch the legs a bit more as we roared off westwards. Windows open, sit back and enjoy the sights and sounds!
Journey's end and the desolation that is Fishguard Harbour. The funnel of a Stenna Line ferry can be seen rising above the terminal building to the right. Is it time to leave yet?
Eventually we arrived at Fishguard Harbour after a trip of around three and a half hours. There's something distinctly different about stations at coastal destinations, especially ports. You have a feeling of utter isolation in a desolate place, a place of transit where no one lingers for long as they venture further afield by ship to far-flung lands. Fishguard Harbour matches that expectation perfectly. There is absolutely no reason to be there other than to leave immediately by alternative transport, or to leave as you arrived, by train. Thankfully the latter option was what we were opted for, as 37425 ran around its stock in order to be ready for the return departure of the now 1R38 13.35 Fisguard Harbour to Rhymney service. Let's face it, that's what everyone else I saw get off the train do. A quick walk around, a few photos, and then back on board. Unless you were heading over to Ireland that was your only other choice.
37425 then traced its steps back eastwards, the weather now clouding in, and headed down the single line to Clarbeston Road, where the branch from Milford Haven came in and route became double track. On the way from Fishguard I took note of the MOD Trecwn branch that connected with the main line at Letterston Junction. By then closed, the branch was used for the transport of munitions, where I believe it was stored inside man-made bunkers sunk into the mountain side, and where a narrow gauge railway shuttled rakes of bombs in and out. A secret and highly-secure location all through the cold war era.
37425 crosses the 150-yard long Neath River swing bridge, opened in 1892 and long-ago welded shut permanently.
We bypassed Carmarthan, and then ran along to sea wall section of the line at Ferryside, a location that I would like to visit before the semaphores are replaced. Apart from the DMU passenger service this route is still used daily by heavy oil trains heading in and out of the refinery at Robeston. Taking the freight-only Swansea District Line at Llanelli and Morlais Junction, we avoided Swansea itself and crossed the 150-yard long Neath River Swing Bridge. Shortly after we rejoined the main line at Briton Ferry. In time we eventually approached Cardiff, but rather than enter the station straight away there was an incredibly long pathing stop outside. Very long, something like 45 minutes! I cannot think why such a long wait was so necessary, but there we were, stuck on the train just waiting. We eventually moved, and after the pause at Central station, it was the uphill slog back to Rhymney, where we arrived in the pouring rain at 18.00.
It was a great day out, something different, and one not likely to be repeated. The loco-hauled trains on the Rhymney branch continued for another year of two, but once enough DMUs were secured the line became less of an attraction to enthusiasts. I doubt that many have ever returned to this part of Wales!
Dark clouds hanging over the S&C....
02nd November 2018
02nd November 2018
....not only my last "Whistler", will it be my last trip on the S&C?
Above: 40150 whistles in to Appleby station under threatening skies on 31st July 1984: the height of the summer!
In 1984 closure notices had been published advising of British Rail's intention to close the former Midland Railway route between Settle and Carlisle to all traffic. That spurred me on to ensure at least one more trip over the line before it was lost for ever. It was all I could think to do to help the cause, just in case my journey made all the difference!
That summer I had planned my second "All-line Rail Rover", heading again to Scotland, but also taking in some of the northern and East Midlands rail routes in the process. Another target was to capture some Class 40 haulage if I could too. Fortunately I got 40001 on one trip, and happily, and most appropriately, a 40 on the S&C: the perfect finale given the circumstances.
I had taken a train from Carlisle to Appleby, where I had stopped overnight at a local B&B, and the following day planned to take an onward southbound service to Leeds. At the time there were very few passenger services on the route (sad to say it's not really that great even today). So it was, on the 31st July 1984, that I found myself at the station waiting for the 10.40 Carlisle to Leeds service that would be my transport to the south.
The day was typically dull and overcast, with the threat of rain. A sombre air hung around, although that may just be my over-active imagination conjuring up an impression of the day all those years ago! You can imagine my delight in hearing, and then seeing, a "Whistler" at the front of the train as it approached in the gloomy distance. 40150 duly pulled up at the platform and on I got, bagging a window seat, with the window wide open, of course! The train took me down through Kirkby Stephen, on through the Mallerstang Valley, up and over Ais Gill, darting in and out of Birkett, Shotlock and Moorcock tunnels on the way. The low clouds hugged the contours of the fells and everything seemed to be of a uniform neutral grey in colour, the only brightness being the dim lighting inside the Mark I tourist open coach.
Non-stop through Garsdale (apart from Appleby and Settle the other stations were all officially closed) and more tunnels and viaducts came and went, all the time the sound of English Electric music and that distinctive whistle from the multi-wheeled 1Co-Co1 locomotive up front keeping me totally absorbed in the experience. Blea Moor signal box, and its goods loop and sidings, alerted me to the coming highlight of the route: Ribblehead Viaduct. Speed dropped as we slowly but surely rolled over that wonderful 24-span, 1,320 feet long and 104 feet high stone monument to Victorian railway engineering excellence, 40150 adding to the moment with its distinctive sound echoing across the wide river valley below.
The rest of the journey then settled down to a slightly less spectacular, but still very enjoyable, journey through the Yorkshire countryside until we arrived at that less-than-appealing station at Leeds, and the train terminated. A final shot of 40150 was grabbed, and then the empty stock was taken away.
So, my assumption then was that this was it. My last trip over that iconic rail route, and a 40 to boot! I am sure that I was very sad at the time, but the Class 40 would have been a real bonus.
Of course, the story has a happy ending as the Government finally turned down BR's closure proposals, thanks to a very well organised protest campaign that finally convinced policy makers of their grave mistake. Even local BR managers did their bit by promoting rail travel over the route whilst their masters strived to close it down! And I have travelled over and visited the route a number of times since.
The railway has thrived, after a fashion, and attracts a significant number of travellers each year, although nothing can be taken for granted these days, and it is worrying that freight services over the route have declined somewhat, having risen considerably in previous years. But you can put that down mostly to the demise of coal traffic. The passenger service is also pretty poor, with over-crowded trains being the norm in summer, using wholly-inadequate short formation DMUs. Bring back loco-hauled trains!
If they do bring back proper trains then sadly 40150 will not be available. She was finally withdrawn from service in January 1985 and was cut up at BREL Crewe Works on the last day of February 1987. But her memory lives on in my mind, and it is easy for me to close my eyes and be taken back to that dull summer's day in 1984 and hear her tuneful melody being carried away in the wind, across the Northern Fells.
Above: 40150 whistles in to Appleby station under threatening skies on 31st July 1984: the height of the summer!
In 1984 closure notices had been published advising of British Rail's intention to close the former Midland Railway route between Settle and Carlisle to all traffic. That spurred me on to ensure at least one more trip over the line before it was lost for ever. It was all I could think to do to help the cause, just in case my journey made all the difference!
That summer I had planned my second "All-line Rail Rover", heading again to Scotland, but also taking in some of the northern and East Midlands rail routes in the process. Another target was to capture some Class 40 haulage if I could too. Fortunately I got 40001 on one trip, and happily, and most appropriately, a 40 on the S&C: the perfect finale given the circumstances.
I had taken a train from Carlisle to Appleby, where I had stopped overnight at a local B&B, and the following day planned to take an onward southbound service to Leeds. At the time there were very few passenger services on the route (sad to say it's not really that great even today). So it was, on the 31st July 1984, that I found myself at the station waiting for the 10.40 Carlisle to Leeds service that would be my transport to the south.
The day was typically dull and overcast, with the threat of rain. A sombre air hung around, although that may just be my over-active imagination conjuring up an impression of the day all those years ago! You can imagine my delight in hearing, and then seeing, a "Whistler" at the front of the train as it approached in the gloomy distance. 40150 duly pulled up at the platform and on I got, bagging a window seat, with the window wide open, of course! The train took me down through Kirkby Stephen, on through the Mallerstang Valley, up and over Ais Gill, darting in and out of Birkett, Shotlock and Moorcock tunnels on the way. The low clouds hugged the contours of the fells and everything seemed to be of a uniform neutral grey in colour, the only brightness being the dim lighting inside the Mark I tourist open coach.
Non-stop through Garsdale (apart from Appleby and Settle the other stations were all officially closed) and more tunnels and viaducts came and went, all the time the sound of English Electric music and that distinctive whistle from the multi-wheeled 1Co-Co1 locomotive up front keeping me totally absorbed in the experience. Blea Moor signal box, and its goods loop and sidings, alerted me to the coming highlight of the route: Ribblehead Viaduct. Speed dropped as we slowly but surely rolled over that wonderful 24-span, 1,320 feet long and 104 feet high stone monument to Victorian railway engineering excellence, 40150 adding to the moment with its distinctive sound echoing across the wide river valley below.
The rest of the journey then settled down to a slightly less spectacular, but still very enjoyable, journey through the Yorkshire countryside until we arrived at that less-than-appealing station at Leeds, and the train terminated. A final shot of 40150 was grabbed, and then the empty stock was taken away.
So, my assumption then was that this was it. My last trip over that iconic rail route, and a 40 to boot! I am sure that I was very sad at the time, but the Class 40 would have been a real bonus.
Of course, the story has a happy ending as the Government finally turned down BR's closure proposals, thanks to a very well organised protest campaign that finally convinced policy makers of their grave mistake. Even local BR managers did their bit by promoting rail travel over the route whilst their masters strived to close it down! And I have travelled over and visited the route a number of times since.
The railway has thrived, after a fashion, and attracts a significant number of travellers each year, although nothing can be taken for granted these days, and it is worrying that freight services over the route have declined somewhat, having risen considerably in previous years. But you can put that down mostly to the demise of coal traffic. The passenger service is also pretty poor, with over-crowded trains being the norm in summer, using wholly-inadequate short formation DMUs. Bring back loco-hauled trains!
If they do bring back proper trains then sadly 40150 will not be available. She was finally withdrawn from service in January 1985 and was cut up at BREL Crewe Works on the last day of February 1987. But her memory lives on in my mind, and it is easy for me to close my eyes and be taken back to that dull summer's day in 1984 and hear her tuneful melody being carried away in the wind, across the Northern Fells.
The Minsterman Express: From one minster. To another!
15th October 2018
15th October 2018
Saturday 17th October 1981
Thirty seven years ago I caught a train at Axminster, and stepped off 411 rail miles later, into that legendary and hallowed cathedral-like station of York. This was my first railtour.
Remarkably, the Honiton Round Table had already been arranging their fundraising tours for a while, but I had not been able to travel on them. So, after permission from my parents was granted, my brother, friend Chris, and I, embarked on our maiden railtour, boarding the train at Axminster station at 07.02, a ridiculously early time for a young teenager, but omminously already 23 minutes later than scheduled: welcome to the world of rail touring, 1980s style! We hadn't even left Devon yet! Unlike today, there were no slack timings on railtours back then, and it would be a struggle to recover the losses.
I literally had not been north of Bristol by that stage in my life, so this was a real adventure. And York! Home of the National Railway Museum, and land of the Deltics. We couldn't miss it for anything.
Power for today's train was refurbished Class 50 no. 50006 "Neptune", at that time not yet in revised large logo livery. The train began in Plymouth, reversed at St. David's, and headed up "The Mule" to Yeovil, then on to Westbury, Chippenham, Swindon (loads of '25s and '40s waiting for the gas-axe!), Didcot, Oxford, Leamington Spa, Burton on Trent, Chesterfield, Sheffield, and finally York. About an hour late! Waiting for the onward trip to Scarborough was Deltic 55021 "Argyllshire & Sutherland Highlander", although unwisely we opted not to take this, preferring to visit the NRM instead. On reflection I regret this massively, but you can't turn back history. We also saw 55004 "Queens Own Highlander" running through the station light engine, shortly to be switched off forever. These were the only two Deltics seen on that day.
We had around four hours in York before 55021 brought the tour stock in from Scarborough and we boarded for the long haul back home. My notes suggest that on this leg we kept more-or-less to time.
Regardless of the regret of not taking the Deltic to Scarborough I still enjoyed this day out immensely. It opened my eyes to a whole new world, introducing me to new routes, depots and locos, and filling my book with brand new numbers. It was the start of the next phase of my hobby!
And all this for less than ten quid!! It was the beginning of many years of rail touring, initially on more Honiton Round Table trips, but many others followed after those ended!
Thirty seven years ago I caught a train at Axminster, and stepped off 411 rail miles later, into that legendary and hallowed cathedral-like station of York. This was my first railtour.
Remarkably, the Honiton Round Table had already been arranging their fundraising tours for a while, but I had not been able to travel on them. So, after permission from my parents was granted, my brother, friend Chris, and I, embarked on our maiden railtour, boarding the train at Axminster station at 07.02, a ridiculously early time for a young teenager, but omminously already 23 minutes later than scheduled: welcome to the world of rail touring, 1980s style! We hadn't even left Devon yet! Unlike today, there were no slack timings on railtours back then, and it would be a struggle to recover the losses.
I literally had not been north of Bristol by that stage in my life, so this was a real adventure. And York! Home of the National Railway Museum, and land of the Deltics. We couldn't miss it for anything.
Power for today's train was refurbished Class 50 no. 50006 "Neptune", at that time not yet in revised large logo livery. The train began in Plymouth, reversed at St. David's, and headed up "The Mule" to Yeovil, then on to Westbury, Chippenham, Swindon (loads of '25s and '40s waiting for the gas-axe!), Didcot, Oxford, Leamington Spa, Burton on Trent, Chesterfield, Sheffield, and finally York. About an hour late! Waiting for the onward trip to Scarborough was Deltic 55021 "Argyllshire & Sutherland Highlander", although unwisely we opted not to take this, preferring to visit the NRM instead. On reflection I regret this massively, but you can't turn back history. We also saw 55004 "Queens Own Highlander" running through the station light engine, shortly to be switched off forever. These were the only two Deltics seen on that day.
We had around four hours in York before 55021 brought the tour stock in from Scarborough and we boarded for the long haul back home. My notes suggest that on this leg we kept more-or-less to time.
Regardless of the regret of not taking the Deltic to Scarborough I still enjoyed this day out immensely. It opened my eyes to a whole new world, introducing me to new routes, depots and locos, and filling my book with brand new numbers. It was the start of the next phase of my hobby!
And all this for less than ten quid!! It was the beginning of many years of rail touring, initially on more Honiton Round Table trips, but many others followed after those ended!
A tale of two Rats
26th August 2018
26th August 2018
Or to put it another way, my first and last sightings of the Class 25 locomotive on the British Rail network.
My first ventures to Exeter St. Davids as a young trainspotter in the late '70s brought me into contact with many representatives of the BR locomotive fleet of the day. Class 50s, 47s and the Peaks held sway on the mainline expresses, 33s on the Waterloos and Classes 31 and 33 on the more local jobs, but one locomotive type that was also common at the time was the Sulzer-powered, mostly BR-built, Type 2 Class 25. These locomotives were drafted into the south west in the early 1970s, to replace the North British Class 22s on mainly china clay workings, and other local goods trains, but also on local passenger services too. So, by the time I arrived at Exeter for the first time it was quite normal to find one of these 1,250hp Bo-Bo Sulzers in platform 6, burbling away at front of 3 or so Mark Is on a service train to Paignton or Barnstaple. I wish I had paid more attention to them, but I was more interested in what was happening on main line long distance trains instead, and regret to this day that I did not travel behind them more often. Their time was nigh, you see, and I was not prepared!
At the same time, I was starting to realise that in order to preserve the memory a bit more of what I witnessing I really needed to try and record my sightings by some other means rather than just noting down numbers in a notebook, so when my father acquired a brand new Polaroid camera I saw my chance to join the elite, as I saw them, and record some of the trains I saw on my day trips to St. Davids.
These cameras were cutting edge technology at the time, and I felt quite excited to be able to borrow my dad's for an expedition to Exeter, although I seem to recall that I was only allowed to shoot 3 or four photos as the number of exposures was limited and film expensive! Nevertheless, on the day in question, my eye caught sight of Class 25 no. 25048 stabled quite conveniently in the depot sidings alongside the station so my first subject was carefully framed and the shutter button pressed. The exposed photo image then had to be extracted by hand from the camera and left for a pre-prescribed time before the covering on the front of the photo could be carefully peeled away to reveal the image. It was like alchemy! The image, shown above, shows 25048 standing alongside a semaphore signal in the yard, waiting for its next duty on 14th August 1980. It was good timing as by the Autumn all Class 25s would be transferred away from Plymouth Laira depot, their duties taken over by Class 31s and 33s.
Five years later, on 31st August 1985, and I find myself at Crewe, visiting soon after the remodelling of the station and hoping to see one of the remaining Class 40s that had been drafted in to assist the engineers for this extensive project (as it happens I did not see one!). During my brief visit, on a day trip from Slough whilst staying with my grandparents, 25089 trundled in light engine from the south, coupled up to a rake of empty newspaper vans, and eventually took them away back south after a short period, and although I was pleased to have taken the image (I was now a proud user of a 35mm SLR with colour slide film), I had no idea of the significance of this until many years later. It turned out that it was my last working 25 on BR: any others that I have seen since were either dumped in that remarkable stack of Type 2 bodies at Vic Berry's scrapyard in Leicester, or preserved on a heritage railway. In the few years between, I witnessed a handful of 25s on freights in the Midlands and Scotland, and surprisingly in East Anglia too, and remarkably back in the south west on one occasion in 1981 or 1982 when I arrived at Exeter to find a Class 25 on a working to Barnstaple, but for whatever reason I took very few shots of them.
They were plucky little locomotives, and a succesful type for BR too, but sadly the work that they were intended for just evaporated as the 1980s rolled on, and their time was up by March 1987 when the last one, 25912(25322), was taken out of service.
Postscript
Running light engine, 25048 is seen at Keyham, Plymouth, on 30th May 1978.
Withdrawn 20th February 1986, 25048 was scrapped at Vic Berry's, Leicester, on 30th April 1987. I was so determined to see this loco for one last time that on two occasions I visited the scrapyard that year, but alas it evaded me and I never saw it again. On both visits I asked if it had been scrapped, but the staff there were unsure. All they could offer was the opportunity to take a look inside a container on site that housed all the flamecut panels removed from scrapped locos, but I could not find 25048. But the chance to own a couple of flamecut panels was too good to resist, so I claimed another Class 25, and later, Class 40, which I still have.
Photo: Anthony Coombes, (c) Collection Steve Haynes
My first ventures to Exeter St. Davids as a young trainspotter in the late '70s brought me into contact with many representatives of the BR locomotive fleet of the day. Class 50s, 47s and the Peaks held sway on the mainline expresses, 33s on the Waterloos and Classes 31 and 33 on the more local jobs, but one locomotive type that was also common at the time was the Sulzer-powered, mostly BR-built, Type 2 Class 25. These locomotives were drafted into the south west in the early 1970s, to replace the North British Class 22s on mainly china clay workings, and other local goods trains, but also on local passenger services too. So, by the time I arrived at Exeter for the first time it was quite normal to find one of these 1,250hp Bo-Bo Sulzers in platform 6, burbling away at front of 3 or so Mark Is on a service train to Paignton or Barnstaple. I wish I had paid more attention to them, but I was more interested in what was happening on main line long distance trains instead, and regret to this day that I did not travel behind them more often. Their time was nigh, you see, and I was not prepared!
At the same time, I was starting to realise that in order to preserve the memory a bit more of what I witnessing I really needed to try and record my sightings by some other means rather than just noting down numbers in a notebook, so when my father acquired a brand new Polaroid camera I saw my chance to join the elite, as I saw them, and record some of the trains I saw on my day trips to St. Davids.
These cameras were cutting edge technology at the time, and I felt quite excited to be able to borrow my dad's for an expedition to Exeter, although I seem to recall that I was only allowed to shoot 3 or four photos as the number of exposures was limited and film expensive! Nevertheless, on the day in question, my eye caught sight of Class 25 no. 25048 stabled quite conveniently in the depot sidings alongside the station so my first subject was carefully framed and the shutter button pressed. The exposed photo image then had to be extracted by hand from the camera and left for a pre-prescribed time before the covering on the front of the photo could be carefully peeled away to reveal the image. It was like alchemy! The image, shown above, shows 25048 standing alongside a semaphore signal in the yard, waiting for its next duty on 14th August 1980. It was good timing as by the Autumn all Class 25s would be transferred away from Plymouth Laira depot, their duties taken over by Class 31s and 33s.
Five years later, on 31st August 1985, and I find myself at Crewe, visiting soon after the remodelling of the station and hoping to see one of the remaining Class 40s that had been drafted in to assist the engineers for this extensive project (as it happens I did not see one!). During my brief visit, on a day trip from Slough whilst staying with my grandparents, 25089 trundled in light engine from the south, coupled up to a rake of empty newspaper vans, and eventually took them away back south after a short period, and although I was pleased to have taken the image (I was now a proud user of a 35mm SLR with colour slide film), I had no idea of the significance of this until many years later. It turned out that it was my last working 25 on BR: any others that I have seen since were either dumped in that remarkable stack of Type 2 bodies at Vic Berry's scrapyard in Leicester, or preserved on a heritage railway. In the few years between, I witnessed a handful of 25s on freights in the Midlands and Scotland, and surprisingly in East Anglia too, and remarkably back in the south west on one occasion in 1981 or 1982 when I arrived at Exeter to find a Class 25 on a working to Barnstaple, but for whatever reason I took very few shots of them.
They were plucky little locomotives, and a succesful type for BR too, but sadly the work that they were intended for just evaporated as the 1980s rolled on, and their time was up by March 1987 when the last one, 25912(25322), was taken out of service.
Postscript
Running light engine, 25048 is seen at Keyham, Plymouth, on 30th May 1978.
Withdrawn 20th February 1986, 25048 was scrapped at Vic Berry's, Leicester, on 30th April 1987. I was so determined to see this loco for one last time that on two occasions I visited the scrapyard that year, but alas it evaded me and I never saw it again. On both visits I asked if it had been scrapped, but the staff there were unsure. All they could offer was the opportunity to take a look inside a container on site that housed all the flamecut panels removed from scrapped locos, but I could not find 25048. But the chance to own a couple of flamecut panels was too good to resist, so I claimed another Class 25, and later, Class 40, which I still have.
Photo: Anthony Coombes, (c) Collection Steve Haynes
The North Midlands Rail Tour.....the best ever?
30th March 2018
30th March 2018
Institution of Mining Engineers railtour.
Sunday 26th November 1989.
Having travelled on a few railtours over the years I have managed to accumulate a number of tour programmes. It was whilst browsing through these recently that I came across this particular trip, which immediately brought back lots of fond memories of a great day out.
Shirebrook Colliery on the bright and frosty morning.
In all honesty this was probably the best tour I have ever done, simply because it was going to be very different to those that I had done before and since, and because of the fact that it was operated by The Institution of Mining Engineers, who were celebrating their centenary in 1989. With their close connections with British Coal and British Rail, I felt it was quite likely that this tour would have access to places that normal tours would not. It also appealed to my friend Spencer, who as well as being a determined track basher, was also very much into industrial archaeology, so the prospect of getting into a number of coal mines by train was really appealing.
There were 7 collieries in prospect for this day out, as well as the finale of Avenue Coking Plant, all rare tracks and unlikely destinations for a passenger-carrying train of any type! So with all that to tempt us there was little hesitation in sending off for a couple of tickets.
The pre-tour pack of information that arrived with the tickets was fantastic!
You just knew that this was going to be a good day out the moment a heavy envelope landed on the door mat, as along with the tickets, there was a comprehensive and smartly produced tour programme, timing sheet, and a beautifully drawn fold-out map! We were stunned, as no other tour we had been on provided such detail for the trip in advance of the day itself. No wonder then that our excitement grew stronger as the day approached!
Our tour train waits time at Derby station.
It would prove to be a long day too, given that fact that the tour started from Derby, a long way off from our normal joining stations in the West Country, but the draw of the tour was so great that we accepted that there would be along drive each way at the beginning and end of the day. So at "stupid o'clock" (around 4am!) we both set off in my trusty canary yellow 1.1 litre Ford Fiesta Mark 1 for the trek up to Derby, a journey that took nearly 4 hours. It was, however, a beautiful morning, once the sun rose above the horizon, with clear blue skies and a very sharp haw frost, and it helped that the drive was made on very quiet motorways: no other fool would be out so early on a Sunday!
On arrival at Derby our tour train was ready and waiting, this being a seven car DMU, made up of car numbers 51862, 59602, 59713, 53124, 51394, 59745 and 51352.
20010 and 20163 are ready to give us a tow up to Bentinck.
The signal box at Pinxton has since been relocated to Barrow Hill Engine Shed.
With no seat allocations we just found a seat in the second unit, and before long we were off, departing at 08.41. Because of engineering works we actually headed south, reversing at Stenson Junction, then eastwards to Nottingham, and north through Toton, heading for Pinxton Junction, where the branch to the first colliery, Bentinck, headed off in a north-easterly direction, more or less parallel to the main line. We were surprised to see that a couple of Railfreight-liveried Class 20s, nos. 20010 and 20163, were waiting to give our train a tow! This was, by all accounts, due to a failed attempt to get a previous tour train up the branch earlier in the year, so no chances were being taken. By this time there was also freezing fog, and the rail adhesion would have probably been a little doubtful too, so this was a good move. After returning back to Pinxton the 20s were detached and we headed up to Shirebrook.
MGR hoppers lined up at Shirebrook Sidings.
Spencer was never one not to dress for the occasion!
The journey into Shirebrook Colliery was memorable to say the least. Our DMU got so far before adhesion was lost and wheels started to spin. So, did that mean that the journey through the loader to the end of the track would be abandoned? Certainly not! Out came the buckets of sand and with much determination from many ground staff the DMU eventually found its feet and we got to the end of the line in the end.
Approaching Shirebrook Colliery.
The sand is brought out. We're going to get there!
The headgear at Shirebrook Colliery stands out against the crisp blue sky. A jet streaks across in the distance!
On return to Shirebrook Sidings the important task of transferring the tea urn from one unit to the next was undertaken, and so for us it was time for a welcome brew-up!
Outside the Shirebrook depot is this line-up of Class 58s and 56s, waiting for Monday and a return to work.
Thoresby Colliery signal box.
Heading through the loader at Thoresby Colliery.
We next headed for Thoresby Colliery, on the branch to High Marnham, and although we were not travelling to the end of the line the power station there was still open and generating electricity. The day had really turned out to be a superbly sunny one, and as the sun rose the frost evaporated and the skies took on a cobalt blue hue. The colliery headstocks stood out sharply against this backdrop.
No mistaking where this is!
Rufford Colliery seen in the distance from the train.
Heading towards the loading pad for Rufford Colliery.
From Thoresby we took the south east side of Clipstone Junction, and went on to Rufford Colliery Sidings, the colliery itself being located just east of the tracks. I am guessing that there was a conveyor provided to move the coal from mine to train. From Rufford it was a short journey to Mansfield Colliery (where the colliery itself was closed, but the washery still in use), after which we headed back to to Rufford Junction and into Clipstone Colliery.
Clipstone Colliery was one of the deepest coal mines in the UK (3000 ft) and also, I believe, had the tallest headgear.
Clipstone Colliery: the tallest headstocks in the land?
Clipstone West Junction.
Shirebrook signal box seen whilst the train stopped to reverse.
Leaving Clipstone Colliery we headed back towards Shirebrook, taking the west side of the triangular junction at Clipstone Junction, and after reversal at Shirebrook we headed north up to Elmton and Creswell and onto the Clowne branch to Seymour Junction, where we reversed again to go down to Bolsover.
On our return back to Seymour Junction we continued past Barrow Hill, Tapton Junction and on towards Avenue Coking Plant, where a reverse was necessary to enter the works, its stark profile now standing out against a darkening sky as the sun set.
Avenue Coking Plant at sunset...very romantic!
Having completed this leg of the tour all we had to do was to continue south through Clay Cross Junction, Ambergate and Duffield, arriving back in Derby at 16.52, a very civilised time for a tour to end, despite the 4 hour road trip ahead of us to get home!
It was a great day out, and one that Spencer and I would talk about for many years afterwards. Today all of the collieries have long closed and have been dismantled, along with most of the lines themselves. The Institution of Mining Engineers actually ran several tours that year, although this one was their last. What a shame, as we would have done all of them had we known. But nevertheless, the one tour we did will remain a favourite for a long time!
Sunday 26th November 1989.
Having travelled on a few railtours over the years I have managed to accumulate a number of tour programmes. It was whilst browsing through these recently that I came across this particular trip, which immediately brought back lots of fond memories of a great day out.
Shirebrook Colliery on the bright and frosty morning.
In all honesty this was probably the best tour I have ever done, simply because it was going to be very different to those that I had done before and since, and because of the fact that it was operated by The Institution of Mining Engineers, who were celebrating their centenary in 1989. With their close connections with British Coal and British Rail, I felt it was quite likely that this tour would have access to places that normal tours would not. It also appealed to my friend Spencer, who as well as being a determined track basher, was also very much into industrial archaeology, so the prospect of getting into a number of coal mines by train was really appealing.
There were 7 collieries in prospect for this day out, as well as the finale of Avenue Coking Plant, all rare tracks and unlikely destinations for a passenger-carrying train of any type! So with all that to tempt us there was little hesitation in sending off for a couple of tickets.
The pre-tour pack of information that arrived with the tickets was fantastic!
You just knew that this was going to be a good day out the moment a heavy envelope landed on the door mat, as along with the tickets, there was a comprehensive and smartly produced tour programme, timing sheet, and a beautifully drawn fold-out map! We were stunned, as no other tour we had been on provided such detail for the trip in advance of the day itself. No wonder then that our excitement grew stronger as the day approached!
Our tour train waits time at Derby station.
It would prove to be a long day too, given that fact that the tour started from Derby, a long way off from our normal joining stations in the West Country, but the draw of the tour was so great that we accepted that there would be along drive each way at the beginning and end of the day. So at "stupid o'clock" (around 4am!) we both set off in my trusty canary yellow 1.1 litre Ford Fiesta Mark 1 for the trek up to Derby, a journey that took nearly 4 hours. It was, however, a beautiful morning, once the sun rose above the horizon, with clear blue skies and a very sharp haw frost, and it helped that the drive was made on very quiet motorways: no other fool would be out so early on a Sunday!
On arrival at Derby our tour train was ready and waiting, this being a seven car DMU, made up of car numbers 51862, 59602, 59713, 53124, 51394, 59745 and 51352.
20010 and 20163 are ready to give us a tow up to Bentinck.
The signal box at Pinxton has since been relocated to Barrow Hill Engine Shed.
With no seat allocations we just found a seat in the second unit, and before long we were off, departing at 08.41. Because of engineering works we actually headed south, reversing at Stenson Junction, then eastwards to Nottingham, and north through Toton, heading for Pinxton Junction, where the branch to the first colliery, Bentinck, headed off in a north-easterly direction, more or less parallel to the main line. We were surprised to see that a couple of Railfreight-liveried Class 20s, nos. 20010 and 20163, were waiting to give our train a tow! This was, by all accounts, due to a failed attempt to get a previous tour train up the branch earlier in the year, so no chances were being taken. By this time there was also freezing fog, and the rail adhesion would have probably been a little doubtful too, so this was a good move. After returning back to Pinxton the 20s were detached and we headed up to Shirebrook.
MGR hoppers lined up at Shirebrook Sidings.
Spencer was never one not to dress for the occasion!
The journey into Shirebrook Colliery was memorable to say the least. Our DMU got so far before adhesion was lost and wheels started to spin. So, did that mean that the journey through the loader to the end of the track would be abandoned? Certainly not! Out came the buckets of sand and with much determination from many ground staff the DMU eventually found its feet and we got to the end of the line in the end.
Approaching Shirebrook Colliery.
The sand is brought out. We're going to get there!
The headgear at Shirebrook Colliery stands out against the crisp blue sky. A jet streaks across in the distance!
On return to Shirebrook Sidings the important task of transferring the tea urn from one unit to the next was undertaken, and so for us it was time for a welcome brew-up!
Outside the Shirebrook depot is this line-up of Class 58s and 56s, waiting for Monday and a return to work.
Thoresby Colliery signal box.
Heading through the loader at Thoresby Colliery.
We next headed for Thoresby Colliery, on the branch to High Marnham, and although we were not travelling to the end of the line the power station there was still open and generating electricity. The day had really turned out to be a superbly sunny one, and as the sun rose the frost evaporated and the skies took on a cobalt blue hue. The colliery headstocks stood out sharply against this backdrop.
No mistaking where this is!
Rufford Colliery seen in the distance from the train.
Heading towards the loading pad for Rufford Colliery.
From Thoresby we took the south east side of Clipstone Junction, and went on to Rufford Colliery Sidings, the colliery itself being located just east of the tracks. I am guessing that there was a conveyor provided to move the coal from mine to train. From Rufford it was a short journey to Mansfield Colliery (where the colliery itself was closed, but the washery still in use), after which we headed back to to Rufford Junction and into Clipstone Colliery.
Clipstone Colliery was one of the deepest coal mines in the UK (3000 ft) and also, I believe, had the tallest headgear.
Clipstone Colliery: the tallest headstocks in the land?
Clipstone West Junction.
Shirebrook signal box seen whilst the train stopped to reverse.
Leaving Clipstone Colliery we headed back towards Shirebrook, taking the west side of the triangular junction at Clipstone Junction, and after reversal at Shirebrook we headed north up to Elmton and Creswell and onto the Clowne branch to Seymour Junction, where we reversed again to go down to Bolsover.
On our return back to Seymour Junction we continued past Barrow Hill, Tapton Junction and on towards Avenue Coking Plant, where a reverse was necessary to enter the works, its stark profile now standing out against a darkening sky as the sun set.
Avenue Coking Plant at sunset...very romantic!
Having completed this leg of the tour all we had to do was to continue south through Clay Cross Junction, Ambergate and Duffield, arriving back in Derby at 16.52, a very civilised time for a tour to end, despite the 4 hour road trip ahead of us to get home!
It was a great day out, and one that Spencer and I would talk about for many years afterwards. Today all of the collieries have long closed and have been dismantled, along with most of the lines themselves. The Institution of Mining Engineers actually ran several tours that year, although this one was their last. What a shame, as we would have done all of them had we known. But nevertheless, the one tour we did will remain a favourite for a long time!
1980: the year the “Hoovers” arrived on “The Mule”.
24th October 2017
24th October 2017
Having grown up within sight, and more importantly, earshot of the former Southern mainline from London to Exeter I have seen a fair variety of trains work on the route over the years. But one constant for me was always the presence of Class 50 locomotives.
In reality, their reign on the semi-fast "passengers" lasted just 11 years, but to me they will always be associated with the route. When the brand new timetable for Summer 1980 appeared in the dispenser at the booking office in Axminster station, I remember being pretty excited, as this was breaking news: no “on-line” tip-offs, or rumours, back then! It was all a surprise. This new-style timetable booklet even had a stylised image of the Class 50 on the cover!
Class 50s were not new to me, of course, as I had already “classed” them, mostly on their workings over the "Western" through Exeter, but now these express passenger locos were coming to "our" line and the boring old "Cromptons” would be moved away! That's how I felt at the time, ashamed to say. I suppose we had just seen enough of these reliable, but common enough locomotives. It was ironic, therefore, that the Class 33s were still handling some workings after the 50s had been withdrawn, but who was to know?
During their 11-year tenancy on the line I managed to get haulage by all 50 of them, and over the years I thought I got to know which ones were better than others, not that I was an expert. In my estimation 50009 "Conquerer" was the best, but that was only my opinion. I used to time them from a standing start at Axminster, up to the London end of Honiton Tunnel, and it would surprise me just how varied the results were.
Class 50s were noisy, like most English Electric products. When I was still living with my parents, our house was over a mile away from the line. But in bed, at night, and especially if the night was still, I would hear them charging down the main line from beyond Axe Gates, near Waggs Plot, to Axminster, the cadence of the engine noise rising and falling as power was applied and reduced, and as the train passed in and out of cuttings. The sound would last for what seemed like an eternity, and it carried all across the Axe Valley, and even today I can easily recall in my mind that wonderful sound.
When it was announced that they would be withdrawn from service, as well as being very saddened, I also really didn’t understand why, as the plan for introducing new DMUs (Class 159) was not ready, and Class 33s and 47s had to be drafted in to cover the gap. That was how things were done, I suppose, and they bowed out with dignity on a few final specials.
One of my everlasting memories of these locos on the route was the time I was able to take a completely unofficial cab ride in 50046 “Ajax”, at night, from Axminster to Exeter St David’s, with an old-school driver in charge, whose name I’ve sadly forgotten.
“Ajax” was cosmetically a mess, but it was in fine mechanical fettle as we charged up the incline to Honiton Tunnel, the driver sounding the horn as we passed by Ivy Batten’s bungalow, near Umborne, a tradition with Exeter drivers who remembered this lady fondly (if you google her name I am sure you’ll find that tragic back-story quite easily). Mrs Batten used to respond to drivers who called to her with their horns by switching the house lights on and off!
The sound of “Ajax”, and that horn mournfully calling through the night air, and across the valley, will stay in my mind for a long time.
Our driver, who was close to retirement, was not averse to the odd prank or two, demonstrated by his mischievous use of the cab to shore phone that was on board, as he would call ahead to the depot at Exeter, and then hang up! Some kind of private joke I think!
That cab ride ended with myself and friend Spencer ducking out of sight as we rolled down the hill to St David’s from Central as we passed Exeter Power Box, and sneaking out onto the platform once we stopped. Wonderful memories, and great fun!
With quite a few 50s now in preservation and with some registered for main line running, how about a rail tour on the route to bring the sound of English Electric back to the Axe valley?
"Hoovers"? Because of the distinctive sound of their cooling fans, which was said to mimic the noise made by that famous brand of vacuum cleaner. As an expert on the use of vacuum cleaners I am bemused by the comparison. But then we have a Dyson, so maybe Hoovers sound different!
"The Mule"? Well, I've heard two explanations for this name. One is meant to refer to the fact that the line, with its twists, turns, rises and fall, is supposed to resemble the sort of trail that a "Mule Train" in the Wild West would take. The other refers to the clippity-clop of the rail joints of the non-CWR track that was once prevalent on the route. I'm not really convinced by either explanation, so maybe it's one of those urban myths (or would that be a rural myth??).
Postcript: A work colleague, on seeing this account of mine, was prompted to give me details off his understanding as to how the term “ the mule” came to be given. There may be some element of truth to it but will we ever know....?
“Thought you might be interested in how the Salisbury to Exeter line became known as The Mule.
You may or may not remember a female basher….I think she was called Karen, and you may remember she was obsessed with ‘Anson’ and used to feed it smarties, and her and her hangers-on used to put loads of plastic dinosaurs out on the table they were sitting at. Well, her little entourage used to carry her bags for her between trains and became known by the other bashers as ‘The Mules’
Because they used to bash Waterloo- Exeter (and mostly Salisbury – Exeter) almost to the exclusion of anything else, the other bashers christened the line ‘The Mule’.
So there you go….I was told this by a guy I was speaking with, and he used to be a driver, and had been a basher himself.
Incidentally, we thought that feeding smarties to “Anson” was a sign of complete lunacy and generally avoided her group!“
In reality, their reign on the semi-fast "passengers" lasted just 11 years, but to me they will always be associated with the route. When the brand new timetable for Summer 1980 appeared in the dispenser at the booking office in Axminster station, I remember being pretty excited, as this was breaking news: no “on-line” tip-offs, or rumours, back then! It was all a surprise. This new-style timetable booklet even had a stylised image of the Class 50 on the cover!
Class 50s were not new to me, of course, as I had already “classed” them, mostly on their workings over the "Western" through Exeter, but now these express passenger locos were coming to "our" line and the boring old "Cromptons” would be moved away! That's how I felt at the time, ashamed to say. I suppose we had just seen enough of these reliable, but common enough locomotives. It was ironic, therefore, that the Class 33s were still handling some workings after the 50s had been withdrawn, but who was to know?
During their 11-year tenancy on the line I managed to get haulage by all 50 of them, and over the years I thought I got to know which ones were better than others, not that I was an expert. In my estimation 50009 "Conquerer" was the best, but that was only my opinion. I used to time them from a standing start at Axminster, up to the London end of Honiton Tunnel, and it would surprise me just how varied the results were.
Class 50s were noisy, like most English Electric products. When I was still living with my parents, our house was over a mile away from the line. But in bed, at night, and especially if the night was still, I would hear them charging down the main line from beyond Axe Gates, near Waggs Plot, to Axminster, the cadence of the engine noise rising and falling as power was applied and reduced, and as the train passed in and out of cuttings. The sound would last for what seemed like an eternity, and it carried all across the Axe Valley, and even today I can easily recall in my mind that wonderful sound.
When it was announced that they would be withdrawn from service, as well as being very saddened, I also really didn’t understand why, as the plan for introducing new DMUs (Class 159) was not ready, and Class 33s and 47s had to be drafted in to cover the gap. That was how things were done, I suppose, and they bowed out with dignity on a few final specials.
One of my everlasting memories of these locos on the route was the time I was able to take a completely unofficial cab ride in 50046 “Ajax”, at night, from Axminster to Exeter St David’s, with an old-school driver in charge, whose name I’ve sadly forgotten.
“Ajax” was cosmetically a mess, but it was in fine mechanical fettle as we charged up the incline to Honiton Tunnel, the driver sounding the horn as we passed by Ivy Batten’s bungalow, near Umborne, a tradition with Exeter drivers who remembered this lady fondly (if you google her name I am sure you’ll find that tragic back-story quite easily). Mrs Batten used to respond to drivers who called to her with their horns by switching the house lights on and off!
The sound of “Ajax”, and that horn mournfully calling through the night air, and across the valley, will stay in my mind for a long time.
Our driver, who was close to retirement, was not averse to the odd prank or two, demonstrated by his mischievous use of the cab to shore phone that was on board, as he would call ahead to the depot at Exeter, and then hang up! Some kind of private joke I think!
That cab ride ended with myself and friend Spencer ducking out of sight as we rolled down the hill to St David’s from Central as we passed Exeter Power Box, and sneaking out onto the platform once we stopped. Wonderful memories, and great fun!
With quite a few 50s now in preservation and with some registered for main line running, how about a rail tour on the route to bring the sound of English Electric back to the Axe valley?
"Hoovers"? Because of the distinctive sound of their cooling fans, which was said to mimic the noise made by that famous brand of vacuum cleaner. As an expert on the use of vacuum cleaners I am bemused by the comparison. But then we have a Dyson, so maybe Hoovers sound different!
"The Mule"? Well, I've heard two explanations for this name. One is meant to refer to the fact that the line, with its twists, turns, rises and fall, is supposed to resemble the sort of trail that a "Mule Train" in the Wild West would take. The other refers to the clippity-clop of the rail joints of the non-CWR track that was once prevalent on the route. I'm not really convinced by either explanation, so maybe it's one of those urban myths (or would that be a rural myth??).
Postcript: A work colleague, on seeing this account of mine, was prompted to give me details off his understanding as to how the term “ the mule” came to be given. There may be some element of truth to it but will we ever know....?
“Thought you might be interested in how the Salisbury to Exeter line became known as The Mule.
You may or may not remember a female basher….I think she was called Karen, and you may remember she was obsessed with ‘Anson’ and used to feed it smarties, and her and her hangers-on used to put loads of plastic dinosaurs out on the table they were sitting at. Well, her little entourage used to carry her bags for her between trains and became known by the other bashers as ‘The Mules’
Because they used to bash Waterloo- Exeter (and mostly Salisbury – Exeter) almost to the exclusion of anything else, the other bashers christened the line ‘The Mule’.
So there you go….I was told this by a guy I was speaking with, and he used to be a driver, and had been a basher himself.
Incidentally, we thought that feeding smarties to “Anson” was a sign of complete lunacy and generally avoided her group!“
The "Three Amigos" go Deep South!
09th September 2017
09th September 2017
Here we are, the three amigos, taking a little vacation time after a hard slog at the NMRA Train Show in Orlando, August 2017. After heading out of Orlando, and heading north to the Atlantic coast, we stepped over the border near Jacksonville and entered Georgia, destination: the Folkston Funnel. Well done to Bob for identifying this great train watching location, as otherwise we would not have known where to head for: Florida is not what you would call a railfan hot-spot!
The weather was hot and humid, and thunderstorms rattled all around in the afternoons whilst we were there. Very atmospheric, literally! The sanctuary of this sheltered train watching platform, complete with cooling fans blowing, was most welcome, and kept the flies away too!
In between trains we were entertained by the constant mowing of grass in front of us, and the hilarious random chatter of the local rail fans, some of whom I think just used this spot as a drop-in centre. As a result I've now got a deep and thorough understanding of the trials and tribulations of installing a toilet pan in a bathroom, from an American perspective, something I never imagined I would ever encounter. Very bizarre: you had to be there!
Left to right, a "selfie" of Lester, yours truly and Bob.
The weather was hot and humid, and thunderstorms rattled all around in the afternoons whilst we were there. Very atmospheric, literally! The sanctuary of this sheltered train watching platform, complete with cooling fans blowing, was most welcome, and kept the flies away too!
In between trains we were entertained by the constant mowing of grass in front of us, and the hilarious random chatter of the local rail fans, some of whom I think just used this spot as a drop-in centre. As a result I've now got a deep and thorough understanding of the trials and tribulations of installing a toilet pan in a bathroom, from an American perspective, something I never imagined I would ever encounter. Very bizarre: you had to be there!
Left to right, a "selfie" of Lester, yours truly and Bob.
Slide number one!
06th March 2017
06th March 2017
I had been a trainspotter for a number of years, but my photography had been limited to the use of my father's Polaroid camera and its offer of an instant photo, and various 110 cameras, all of which gave mediocre-to-poor results. Thinking about it now, I took loads of photos with a 110 camera: if only I started proper photography sooner! I had never thought to consider 35mm photography with an SLR camera until one day a pal at school offered me his Nikon EM and 50mm lens for a price I could afford. It was Nikon's entry-level SLR camera and as I recall only offered aperture-priority operation: no shutter-priority or manual control, what you needed for shooting moving objects such as trains. But it was a start for me and as I spent most of my time trainspotting at stations there would always be a stationery train to point it at! My first ever photo is what you see here, and after so many years filed away it has been great to reacquaint myself with it, and others from those early days.
Taken at Exeter St.Davids on 9th July 1983 here is 31132 working an up parcels trains, standing at platform 6. Just about everything you see here has gone. First of all, the 31 remained in service until May 1995, when it was withdrawn from Bescot depot, and scrapped by T.J.Thompson of Stockton in November 2003. NKV W86575 was one of hundreds of General Utility Vehicles (GUV) in use by British Rail at the time, moving parcels all over the country. I can't say for certain what happened to this particular example but you can be sure it has long gone. The National Carriers Ltd (NCL) depot behind lasted for a few years but eventually was torn down. NCL and Roadline were privatised in the early 1980s. The lower quadrant signals at Exeter were replaced by colour lights in 1986 after resignalling of the area and the opening of a new power box at the country end of platform 5.
It's not the best photo in my collection by far, but studying it afresh after all these years highlights how quickly things changed on the railway, and why I am glad I have been recording these changes for the subsequent years.
Taken at Exeter St.Davids on 9th July 1983 here is 31132 working an up parcels trains, standing at platform 6. Just about everything you see here has gone. First of all, the 31 remained in service until May 1995, when it was withdrawn from Bescot depot, and scrapped by T.J.Thompson of Stockton in November 2003. NKV W86575 was one of hundreds of General Utility Vehicles (GUV) in use by British Rail at the time, moving parcels all over the country. I can't say for certain what happened to this particular example but you can be sure it has long gone. The National Carriers Ltd (NCL) depot behind lasted for a few years but eventually was torn down. NCL and Roadline were privatised in the early 1980s. The lower quadrant signals at Exeter were replaced by colour lights in 1986 after resignalling of the area and the opening of a new power box at the country end of platform 5.
It's not the best photo in my collection by far, but studying it afresh after all these years highlights how quickly things changed on the railway, and why I am glad I have been recording these changes for the subsequent years.