MILEPOST 37 II 28 OCTOBER RPS railway performance society

Size: px
Start display at page:

Download "MILEPOST 37 II 28 OCTOBER RPS railway performance society"

Transcription

1 MILEPOST OCTOBER II 28 Class 37 at Aviemore on Golden Stag Railtour See Page 208 Photo Sandy Smeaton RPS railway performance society Milepost 37½ October 2016

2 Milepost 37½ - October 2016 The Quarterly Magazine of the Railway Performance Society Honorary President: John Heaton FCILT Commitee: CHAIRMAN Frank Collins 10 Collett Way, Frome, Somerset BA11 2XR Tel: frank@frankcollins.co.uk VICE CHAIRMAN Michael Rowe Burley Cottage, Parson St., Porlock,Minehead, Somerset, TA24 8QJ. Tel Kchutney@aol.com SECRETARY Frank Price, Penn House, Middle Common Rd., Pennington, Lymington SO41 8LE Tel: frank.pricen@btinternet.com TREASURER Peter Smith 28 Downsview Ave, Storrington, W Sussex, RH20 (and membership) 4PS. Tel petersmith40@talktalk.net EDITOR David Ashley 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW. Tel rpseditor@aol.com Distance Chart Editor Ian Umpleby 314 Stainbeck Rd, Leeds, W Yorks LS7 2LR Tel ianumpleby@aol.com Database/Archivist Lee Allsopp 2 Gainsborough, North Lake, Bracknell, RG12 7WL Tel l.allsopp@ntlworld.com Technical Officer David Hobbs 11 Lynton Terrace, Acton, London W3 9DX Tel davidjahobbs@hotmail.co.uk David Stannard 26 Broomfield Close, Chelford, Macclesfield, Cheshire,SK11 9SL. Tel e mail: david@stannard26.f9.co.uk Meeting Secretary: Michael Bruce, 234A Otley Rd., West Park, Leeds LS16 5AB Tel Committee member: David Sage: 93 Salisbury Rd, Burton, Christchurch, Dorset BH23 7JR Tel davidsage1@ntlworld.com Non-committee official:- Foreign Fastest times: Alan Varley, 285 Chemin de la Costiere, Nice, France, alan.varley@wanadoo.fr Fastest Times Editor Martin Robertson 23 Brownside Rd, Cambuslang, Glasgow, G72 0NL martin.robertson2@ntlworld.com Directors of The Rail Performance Data Foundation: RPS nominees: Frank Collins, Peter Smith, Frank Price Trustees: John Rishton, Nigel Smedley, David Lloyd Roberts CONTENTS Notices 147 Fastest Times Martin Robertson 150 Abandon all hope Ian Umpleby 158 St Helens goes electric Bevan Price 161 Somerset and Dorset Michael Rowe 169 Biarritz steam express 2006 Derek Wilson 182 Low countries; high points John Heaton 189 High power and performance to Mandurah Malcolm Simister 195 Letters 198 News: Glasgow Queen St diversions Martin Robertson 204 SPRSs Golden stag railtour Sandy Smeaton kph start to stop Alan Varley 211 A first for Great Western David Ashley 212 Network developments Ian Umpleby 214 Enclosures: HST Supplement, RPS library supplement Copyright The Railway Performance Society Ltd, registered in England & Wales No Use of the material in the magazine is permitted only for the private purposes of the reader No material in the magazine can otherwise be used for publication or reproduction in any form without the express permission of the Society Milepost 37½ October 2016

3 The views expressed in this magazine are not necessarily those of the RPS, the Editors or any of their advisers. Whilst efforts are made to ensure accuracy, the Editor his advisers and the RPS accept no responsibility for any loss or damage arising from any inaccuracies howsoever caused. Readers are asked to note that the RPS encourages contributions from all members, and articles may appear that are interesting in content, but occasionally may not be to the standard of the rest of the publication. Material sent to the Editors, whether commissioned or freely submitted is provided entirely at the contributors own risk; neither the Editor nor the RPS can be held responsible for any loss or damage howsoever caused. Published by The Railway Performance Society Limited, 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW Printed by Prontaprint Harrow, 7 Central Parade, Station Rd., Harrow, Middx, HA1 2TW. PUBLICATION OF MILEPOST Milepost is published in April, July, October, and January. If you have not received your copy by the end of the month of publication it may have gone astray. Requests for replacements of missing or defective copies should be directed please to the Editor. REPRESENTING THE SOCIETY The RPS is always keen to be represented at special media-type occasions. However, we do ask that anyone wishing to do this should do so with the express agreement of the Committee. Should the opportunity arise for any member or in exceptional circumstances, friend of a member, to do this please can contact be made with the Secretary (either by telephone or ) setting out the circumstances of the occasion. Please give us at least one week in advance of the occasion. SUBMITTING ARTICLES Submissions may be sent as attachments to an or by post as documents on a CD, usb or as a printed document. If sending a CD or usb, please enclose a hard copy of the article; this helps if file(s) are unreadable for any reason. Please send all submissions to the editor whose contact details are in the inside front cover of Milepost. The editor will normally acknowledge submissions within a few days, and always within 3 weeks. If sending by post and you wish to have a receipt, please enclose an SAE for reply. If you wish any material/cd/usb to be returned, please clearly state this. Guidelines for submission are: Text: Microsoft Word: Margins 25.4mm all around, Titles Arial 14 bold, text Arial 11. Tables: Microsoft Excel Arial 8, but any recognized format can be handled. FASTEST TIMES Alan Varley has taken on the compilation of Foreign Fastest Times. Details are shown on page 146. This means that UK and Ireland will be managed by Martin Robertson, and others by Alan Varley. HISTORIC FASTEST TIMES Please send contributions for future issues to: bevanprice45581@gmail.com Or by post to Bevan Price, 24 Walmesley Road, Eccleston, St. Helens, Lancs., WA10 5JT. Logs need not be sent to me, but could you please provide a copy to Lee Allsopp, for the logs database. THURS 27 TH OCTOBER 2016 THE MEETINGS SECTION. TUES 15TH NOVEMBER 2016 THURSDAY 26th JANUARY 2017 The Beaufort Arms BRISTOL PARKWAY The Grove Inn, LEEDS The Royal Oak, Borough, LONDON Area Meeting Area Meeting Area Meeting Milepost 37½ October 2016

4 DIRECTIONS TO THE VENUES LONDON The Royal Oak, 44 Tabard Street, London SE1 4JU. From Borough tube station, turn left and at first road junction turn right into Great Dover Street and the almost immediately left into Long Lane. Tabard Street is a few yards on the right (5 minutes walk). OR from London Bridge walk down approach road and turn left into Borough High Street, Turn left by Southwark Local Studies Library, with St Georges Church on right, into Tabard Street. Cross Long Lane and continue down Tabard Street with Royal Oak on right (just over 10 minutes). Please let Richard Howlett know if you are coming on or Richard.howlett@93pinner.co.uk LEEDS The Grove Inn, Back Row (off Neville Street), Leeds. LS11 5PL Please note that there is a slight change to the directions to The Grove Inn from Leeds City station as follows: The South Entrance to Leeds City station is now open accessed from the west end footbridge. Go down the two escalators from the south entrance there are then a number of ways to get to Neville Street but the easiest way to go forward from the escalator through the doors and turn right down Dark Neville Street at the end turn right onto Neville Street cross the traffic lights (water Street) at the corner of Bridgewater Place tower block turn right and the Grove Inn is visible. Please note that the stairs previously mentioned opposite the south concourse (main concourse) are going to be closed. As before if high winds are forecast and Neville Street is closed please meet outside WH Smith's in the South Concourse and we find somewhere else to meet. BRISTOL PARKWAY - THE BEAUFORT ARMS Members should leave Parkway station along the approach road, passing the bus stops and, at the mini-roundabout where the station approach joins Hatchet Road, turn right. Walk 100 yards and at the next mini-roundabout, turn right again. You are now walking along North Road. Meetings are held at The Beaufort Arms, BS34 8PB, which is on the left side of North Road after a further 50 yards. Meetings start at 16:00 and conclude around 18:30 The Beaufort Arms is open all day and food is served at all times. You can order and eat during the meeting should you wish. Further information is available from John Rishton on or j_rishton@yahoo.co.uk BRISTOL MEETING JUNE 30 th 2016 John Rishton Eleven members attended. We opened with a description of a run from 1976 on the 0625 Bristol to Paddington, the first day of the first ever HST in public service. There was the excitement of this historic first official running at over 100mph (127mph was reached at Maidenhead) and the novelty of slowing for a tsr of 100mph! Conversation then strayed on to catering staff being able to serve refreshments to the driver, probably almost another HST first. Hot off the press details of a 108 minute HST run with 3 tsr s from York to the Cross that morning followed. We then discussed a 2x42 run from 1970 between Paddington and Exeter and then back to 2016 with some recent Bank Holiday diversions between Cheltenham and Temple Meads via Swindon with non-stop running through intermediate stations. Swiss punctuality was again discussed with recent examples of 36 trains managing 83% within 5 minutes. To conclude the usual wide ranging discussion we learnt of a 603 tonne load hauled to Tweedbank by a Deltic that maintained 30mph on the steepest uphill grades. Do try and come along to our next meeting, Beaufort Arms from 16:00 on 27 th October Distance Chart Editor s Report Ian Umpleby With priority being given to keeping my logs up to date, and pigeon-holing acquired data, other outstanding tasks have had to take a back seat over the period. The only new chart has been the requested insertion of Trent High Level Goods Lines distances in the Leicester to Sheffield chart. The submission of a member s Gent to Antwerp chart has heralded the start of a Belgian section and map measurements taken for the new Gotthard Base Tunnel route are included in a revised Zurich to Chiasso chart. The actual kilometre series was impossible to discern from adjacent tracks this summer so the existing southbound series has been extended temporarily pending a visit next year or new data emerging. Updating of the web site has been maintained and, as usual, my thanks go out to information provided by our members. Milepost 37½ October 2016

5 RPS ARCHIVES LATEST UPDATES Lee Allsopp The RPS Archive consists of material collected over the years from submissions and donations of material and collections by members. We are also indebted to the Steam Railway Research Society (SRRS), and the Stephenson Locomotive Society (SLS) for giving us the opportunity to scan some of their material for inclusion in our archive. The following is a short summary of the material that is has been added to the Archive on our Website since the last issue of Milepost. The Website is generally updated on a monthly basis, normally the first Sunday in the month. It you haven t had a look yet, then please give it a try! Latest material from Lee Allsopp Latest runs from Ian Umpleby. David Adams logs from the 2 nd Quarter of 2016 Milepost 37¼ Latest runs from Bob Jennings Latest runs from Charles Foss Latest from David Sage Logs from John Rishton to go with his Fastest Times entries More from Bevan Price, including recent runs from the past few years. 14 more books from David Lloyd-Roberts covering commuting from Tunbridge Wells to London along with a wide variety of other material through the years More running from Derek Wilson with logs from Classes and Images from a further 19 of John Heaton s notebooks to go with runs already in the database Details of John Heaton s runs from 2013/ more books from the late Martin Barrett, covering a wide variety of years and traction. Many more to come 11 books from John Wrottesley, covering steam from Historical Fastest Times Details of Brian Milner s runs from 2014 with accompanying logs The first 4 books of many more from Huw Gould, covering , including a large number of German steam runs. Images from 8 of Alan Varley s notebooks to go with info already in the archive. A number of steam test runs from the 1990s including loco working info, recorded by Brian Penney RPS ARCHIVES Coming soon! Lee Allsopp The following is a taster of material that will appear in the archive, as it is scanned and processed, together with topical material received from a number of members. David Lloyd-Roberts has made his vast amount of material available to the society. These will be scanned and added to the archive over the coming months. Data from 223 books has been entered so far. More from Bevan Price s notebooks, covering a vast amount of travel over many years. Member Derek Wilson has donated a large amount of material covering the late 70s onwards. This is now being entered into the archive. Martin Barrett s vast collection of notebooks are being scanned and added to the archive. More notebooks from John Wrottesley, covering Details of John Heaton s runs from , and more scanned notebooks Alan Varley s runs from 2015./2016, plus more scanned notebooks A large number of notebooks from Huw Gould covering a wide variety of material NEED MATERIAL FOR ARTICLES? Lee Allsopp Do you feel that you could write an article for Milepost if only you had access to material to do so? Just want some information to satisfy an idle curiosity? Even if you don t have access to the Society Archives on the website, you can still get information and logs for that article or whatever by contacting me direct by either , phone or letter. Just ask me the question and I ll see what we can come up with! Milepost 37½ October 2016

6 PROVISION OF CURRENT MATERIAL FOR RPS ARCHIVE Lee Allsopp With most members now being connected by Broadband, we are now in a position where we can receive contributions via of current material from as many members as wish to contribute. A member could record a log one day and send it to me immediately for inclusion in the database and archive. Would any members who may wish to participate in this please contact me by for further details. I can accept material in a number of formats, Word, Excel, Acrobat pdf files and scanned images of hand written material (eg notebooks). For scanned images we find that scanning at 150 dpi gives perfectly acceptable results, while producing files of a reasonable size (200KB-1MB depending on size of paper, density of printing etc) RPS LIBRARY It has been decided to discontinue the RPS library owing to the low level of borrowing. The books are shown in the supplement and are available to the membership on a 'first come, first served' basis at no cost other than P&P. Donations are not expected but would, of course, not be declined. If you want any of these books please contact John Heaton on , at john.heaton@talktalk.net or in writing to 57, West Cliff Park Drive, Dawlish, Devon, EX7 9ER. Fastest Times Update Martin Robertson Welcome to another Fastest Times Update where we review the recent Fastest Times offerings submitted by our members. There has been a steady stream of FT s from the usual contributors in the last three months but I would welcome Andy James, Howard Claridge and Noel Proudlock as either first time contributors, or certainly very occasional correspondents. My thanks also to David Lloyd-Roberts for his offerings which arrived just after the Tables included below had been compiled. While I do not keep a tally of individual contributors runs which have been published, ten different recorders for the eleven tables is a healthy sign of the members interest in the FT listings. We start on the WCML with two very fine recordings from consecutive sections between Crewe and Milton Keynes recorded by Howard Claridge, on the Glasgow to Euston service. This is one of the few services with additional stops inserted into the regular stopping pattern. The Crewe departure was 10 minutes late which gave the driver an incentive to run as hard as possible. The recording is one of the first I have received following the opening of the new Norton Bridge Chord, which probably saves seconds over the previous restriction. Speed was sustained at 125/126mph on the unrestricted sections on both sections. Four minutes were taken off the Crewe to Rugby section of 2007 and almost a minute off the Rugby to Milton Keynes section. Howard comments- Since the West Coast timetable was recast the Crewe to Rugby section has become a non-standard section. Only four trains from Crewe are next stop Rugby, the from Holyhead and the from Glasgow on weekdays and the and services from Preston on a Sunday. The train had been delayed due to problems with the overhead line equipment in the Garstang area which meant a 10 minutes late departure from Crewe. The onward run to Milton Keynes was clear of any tsr s or signal checks, including the raised line speed in the Norton Bridge area. On the approach to Rugby there was heavy but constant braking by the driver and even allowing for the lengthy platform at Rugby, and that I was in the lead vehicle the train passed Milepost 37½ October 2016

7 the platform ramp at a speed I have never witnessed before for a station stop. I did not think that we would stop before overshooting the platform but clearly I did not appreciate the braking capabilities of a Pendolino unit until now with a driver intent on getting us into London on time. More of the same was to follow on the section to Milton Keynes with braking not starting until well after Wolverton on a very tight schedule. For the record the train continued at full line speeds as far as Wembley where I assume there was a signal check, but with the aid of four minutes recovery time the driver s efforts were to be rewarded with an on time arrival of A superb effort throughout. Table 1 Miles m c Timing point WTT min/secs mph ave Date Wednesday 22nd June TAMWORTH Train Glasgow -Euston Polesworth Motive Power Atherstone Load 568/600 tons Hartshill Position / Weather 1/11 Sunny intervals NUNEATON Recorder / Recording Method Howard Claridge / Mileposts Bulkington (1R) Miles m c Timing point WTT min/secs mph ave Shilton CREWE L Brinklow Basford Hall J Milepost Bentley Road RUGBY L Madeley L Whitmore Milepost Standon Bridge Kilsby TN Badnall Welton / Norton Bridge SJ Weedon J Great Bridgeford (1R) Stowe Hill TS STAFFORD Milepost Milford Blisworth Colwich Junction Roade Rugeley TV Hanslope Junction Milepost Castlethorpe LICHFIELD TV Wolverton MILTON KEYNES C L For Table 2, Alistair Wood provided a Crewe to Wolverhampton record for a Voyager unit, which benefited from the lifting of the Norton Bridge restriction and a clear route. Alistair comments:- I joined the train at Warrington, the West Coast was having one of its better days and the train left only three minutes late, easily recouped with the slack in the schedule to Crewe. We reached Wolverhampton at and with the train not scheduled to depart until 13 45, I escaped from the Tin Rocket and went to Birmingham in the relative comfort of a London Midland Class 170 unit. Table 2 miles Location m s mph Date Fri 12th Aug Standon Bridge Ob Train GLC-EUS Mp Unit Mp Load 5/268/ Badnall Ob Recorder G A M Wood Norton Bridge Weather / Gps Dry/Overcast N Mp /112 miles Location m s mph M6 Ob Crewe STAFFORD c Mp Mp 133 1/ c Mp 1561/ Mp 26 3/ Mp Penkridge Mp Mp 19 3/ Mp Mp Madeley Bushbury Jn Whitmore Wolverhampton NJ Mp WOLVERHAMTON Milepost 37½ October 2016

8 .. Table 3 Date 11-Jul-14 Sat 9th July 2016 Train 1630 KX-EDB 1630 KGX-EDB Loco Load 10/418/430/512 10/418/430/512 Recorder GAM Wood M D Robertson Weather Dry Bright Showers, Dull Location / Gps C1 Gps Yes C8 Gps Yes miles m c Location m s mph m s mph Morpeth (-14.5) Morpeth N Jn Pegswood Longhirst Ugham Widdrington * Chevington Acklington Coquet Viad * /83* Warkworth / Wooden Gate Alnmouth * * Ledbury Longhoughton Stamford / Christon Bank / Chathill /98* Empleton's Bog 105* Lucker Belford Smeafield Beal * Goswick / Scremerston Spittal * Tweedmouth /69* Berwick * * Marshall M'dow / Borders Sign Sig EG /95/78t Burnmouth / Ayton * Bone Mill * Reston / Mount Alban Miles 80* /73* Grantshouse * Penmanshiel * Nellies Bridge /92 Overbridge Cockburnspath * Innerwick / Oxwellmains Broxburn * Dunbar * * Beltonford Stenton East Linton /96* Markle East Fortune Drem /105* /014* Milepost 37½ October 2016

9 miles m c Location m s mph m s mph Aberlady Jn / Longniddry / St Germains Prestonpans / Wallyford Monktonhall Jn * * Mussleburgh Portobello Craigentinny J St M'garets TN * sc Abbeyhill Jn Calton Hill TNs Calton Hill TNn * Edinburgh Table 3 features two runs between Morpeth and Edinburgh on the service from King Cross. The second run was my last run of the two-day Mass Timing event on the ECML between Edinburgh and Doncaster. For those members who did not participate things did not quite go to plan on Friday, as David Ashley will elaborate in his report on the event. The train had left York on time, packed with return punters from the York Race Meeting. A Cross Country service had left around a minute ahead of the Virgin service and should not have caused our service any problems. We were stopped on the main line before Thirsk, with what was subsequently advised by the Conductor as signalling problems. We left Morpeth 14¾ minutes late with six minutes recovery time in the schedule. It was raining heavily on leaving Morpeth and intermittent showers thereafter as we headed north. I thought the run was an outstanding display by the driver on one of the most difficult sections of any main line. Speed was above the 120mph mark on six occasions and with the intermediate restrictions carefully observed I would not normally speak with the driver of a service in case he took exception to the run being timed. I congratulated him on a really sparkling effort and asked him why we had the signal check on the approach to Edinburgh and the reason for the general slow departures from Edinburgh. He advised that Network Rail had applied a 20mph restriction in the station and a 40mph restriction through Calton Hill Tunnels. Drivers had complained of this arrangement as services using the north side tunnel and stopping at the east end of the station, Platform 2, have to apply power to enter the station knowing they face a red aspect signal at mid length of Platforms 2 and 19. He noted that despite the late departure from Morpeth the recovery time had allowed a punctual arrival as far as the train punctuality figures were concerned. On checking the current FT listings I was surprised to see Alistair Wood s run from 2014 was around fifteen seconds quicker with a similar time in from Portobello. Alistair did not make any significant comment on the run, other than it was very good. His run appeared to gain time on the approach to Berwick, after being ten second down on the initial, acceleration from Morpeth. Whatever the final times, both runs displayed first rate work by the drivers concerned on a line where early braking and slow accelerations can have a significant impact on the overall sectional time. Tables 4A and B are offerings from Andy James, a new name to the FTU articles. He has provided new FT s on the Capital Connect services between Kings Cross and Biggleswade. He did not offer any comments on the runs but both were competent efforts with running at or near the 100mph limits of the Class 365 units. This is the first new FT offering on these services for quite a few years perhaps our members do not make much use of these, opting Milepost 37½ October 2016

10 instead for the long distance services. There must be similar medium distance commuter services out of London Euston, St Pancras and the Southern Region termini, which rarely feature in either the FTU articles or general articles within Milepost.. Table 4 M C [sch] m s mph avge Date 26/06/ Hadley Wood Train Kings Cross Potters Bar Peterborough Brookmans Park Motive Power Welham Green Load 4/152/ Hatfield /100/ Recorder A.James Welwyn Garden City GPS yes Welwyn North / M C [sch] m s mph avge Woolmer Green Kings Cross Knebworth / Finsbury Park Stevenage Harringay Stevenage Old Hornsey Hitchin Alexandra Palace Mp New Southgate Three Counties Oakleigh Park Arlesey New Barnet Biggleswade [29] Table 4B M C [sch] m s mph avge Date 07/03/ Woolmer Green / Train Peterborough Welwyn North Kings Cross Welwyn Garden City Motive Power / Hatfield / Load 8/304/ Welham Green / Recorder A.James Brookmans Park GPS yes Potters Bar / M C [sch] m s mph avge Hadley Wood / Biggleswade New Barnet East Road Oakleigh Park / Arlesey New Southgate Three Counties Alexandra Palace Mp / Hornsey Hitchin Harringay Stevenage Old / Finsbury Park / Stevenage North London OB Knebworth / Kings Cross [32] Woolmer Green / Table 5 is an offering from John Rishton on a Cross Country service with a good time between Tamworth and Birmingham New Street. John comments:- With the late start the DAS was hopefully saying get a move on, and with an unchecked run a new record time was created. Not as fast as my best time to Grand Junction, but then the clear road allowed us to surpass the previous best time, over the final approach to Birmingham New Street. Despite the quality of the running only four seconds were gained on the net schedule. Table 6 has an offering from Noel Proudlock of a new FT for dmu traction between Leeds and York. Noel s comments were:- Leaving platform 11D from Leeds City station allows a good start and this driver took full advantage. At both Micklefield and Church Fenton as soon as speed was reduced to the lower limit he, unusually, applied enough power to sustain that speed through the restriction. Most drivers allow speed to drift down to 67 / 77mph respectively before reapplying power. Again after the double yellows at Chaloners Whin he put on full power rather than roll along at 60+ mph which many drivers would have done. Milepost 37½ October 2016

11 . Table 5 Day/Date Saturday 6 Aug 2016 Train 1100 Glasgow-Plymouth Motive Power Load (tons) 5/276/285 Weather dry Rec. Pos. GPS J Rishton - 5/5 - No Miles mm cc location WTT mm:ss average Tamworth 0 00:00 9L Wilnecote [1] (2) 02: M42 03: Kingsbury station Jn : Coton Road 04: Water Orton 10 06: Castle Bromwich [1] 08: old Bromford Bridge 09: LNW Stechford - Aston 10: old Saltley box 11: Landor Street : Grand junction 12: Proof House junction 17 12: Birmingham New St : Table 6 Date Thurs 21st July 2016 Train Liverpool L St- Newcastle Unit Load 3/ Recorder J N D Proudlock Weather Dry warm Location/Gps 1/3 Gps Yes m c Location Sched m s mph ave Leeds P11D 0 00 P11D Marsh Lane Neville Hill East / Crossgates / Garforth Mickelfield Jn /70* Church Fenton / Ulleskelf Bolton Percy Colton Jn Copmanthorpe [2] Chalnors Whin Jn sc Holgate F/B /33x York a P As I alighted from the train at York I was approached by a Trans-Pennine Manager who told me he was reviewing the route and was developing the 2019 timetable with the introduction of loco hauled services. I showed him the log and said it was a perfect one and we discussed it with the driver. The TP Manger said that the 91 at Garforth and 102 at Bolton Percy would not be a cause for concern and agreed when I said I would rather see a brief 102 than 98!. He took a photograph of the page of my notepad. For Table 7 we turn to the Chiltern line with an offering from David Adams between Banbury and London Marylebone with Class 68 traction. David comments:- My day started at Solihull where the above train calls At precisely appeared with the Milepost 37½ October 2016

12 Birch Coppice Eastleigh East Yard container train running 5 late. The Kidderminster departed 2½ late and suffered signals down Hatton bank, approaching Leamington and all the way to Banbury (5 minutes lost in running) where we departed 3½ late. With the class 66 now having cleared Aynho Junction things could only get better. The running was slightly below line speed in places but competent brake handling approaching PSR s and the approach to both subsequent station stops more than made up for this producing two possible RPS fastest times. Table 7 miles mm cc m s mph avg Date Sat 7-May Kingsey OB Train 0712 Kidderminster Ilmer UB 20.23½ Loco 82303/ PRINCES RISBORO * 89.3 Load 7,273/ Lee Road OB Pos/GPS 8/8 Y Saunderton miles m c m s mph avg West Wycombe * BANBURY L HIGH WYCOMBE M40 OB HIGH WYCOMBE L Kings Sutton Shl / Whitehouse Tnl NP 3.20½ Aynho Jnc. 5.00½ Beaconsfield 4.30½ Seer Green Souldern V No1 S 6.16½ Mumfords Lane OB Ardley Tunnel SP Gerrards Cross 7.06½ Ardley gate Denham 8.40½ 99/98/ Crowmarsh Farm OB 9.16½ 100/ West Ruislip BICESTER N ½ Northolt Jnc ½ A4421 UB 11.12½ 97/ Blackthorn OB Northolt Park Piddington OB / Sudbury Hill 13.07½ Brill mast 14.03½ 99/ Sudbury & H Rd Brill Tunnel NP Wembley S. OB * Dorton OB 15.33½ 99/ Neasden S.Jnc ½ 69*/ Ashendon Jc.VF PC / Chearsley Road OB 17.33½ 99/ Willesden Green NW */49*/ HADDENHAM & T P 18.26½ 99/ Hampstead Tnl NP */48/25* MARYLEBONE - P E Table 8 Miles M C Location 168 m s mph ave Date Fri 26-Jun Ashendon Jn Train 1045 Marylebone-Moor St Loco Brill Tunnel South / Load 7,271/285/ Milepost Recorder B Milner Blackthorn UB Pos 7/ Milepost [0.5] Miles M C Location 168 m s mph ave BICESTER N E HIGH WYCOMBE RT BICESTER N RT Milepost Milepost Milepost Ardley OB SAUNDERTON Ardley TS Milepost Milepost [1.0] PRINCES RISBORO' Aynho Jn Boxers UB / Milepost / KINGS SUTTON HADDENHAM Milepost [1.0] Milepost / BANBURY E 50.8 Table 8 has a northbound run from High Wycombe to Banbury recorded by Brian Milner with Class 68 traction. Brian comments:- A superb run all the way from Marylebone. It is quite a climb out of High Wycombe and 84 mph at MP 19.5 was good. Passing Princes Risborough in 6:54 and an average of 99.4 mph over the 14 miles from Boxers to Blackthorn gave us an Milepost 37½ October 2016

13 excellent overall time. It is also quite a climb out of Bicester North. Just over five minutes to Ardley Tunnel was very good; no problems at Aynho Jn and 92 mph thereafter provided an excellent overall time. Run 9 is a rare FT on the East Anglia route with Class 90 traction, recorded by David Lloyd Roberts, who comments:- I recorded the FT offering between Chelmsford and London Liverpool St on a Sunday. The running itself was not unusual, but the fact that it was done on a Sunday made a clear path into Liverpool Street possible. The new FT took 2 ½ minutes off the existing record. The late departure appeared to be due to a local derby football match with Ipswich playing Norwich for the first time in a number of years. Delays in loading and unloading the fans travelling to watch the match. The guard advised that we were five minutes late leaving Chelmsford, but five minutes early into Liverpool Street. Table 9 miles Location m s Speed Date Sun 21st Aug Shenfield Train 1400 Norwich-Liv St Mp 19 1/ /81 Loco Brentwood /90 Load 9/323/ M /84 Recorder David Lloyd-Roberts Harold Wood /88 Gps Yes Gidea Park /93 miles Location m s Speed Romford / Chelmsford d 0 00 (-5) Chadwell Heath Mp Goodmayes / Tiver Wild Ub / Seven Kings / Margaretting UB Ilford / Mp / Manor Park Mp Forest Gate Margaretting LC Maryland Church Lane / Stratford / Ingatestone Bethnal Green Liverpool St. A (+5). Table 10 Table 11 Power Cars 43304/43xxx Power Cars 43xxx/43xxx Vehicles/tare/gross tonnes 2+7 Vehicles/tare/gross tonnes 2+8 Train Glasgow C.-Paignton Train BTM-Paddington Date Sat. 25/6/16 Date 3/6/16 Rec/Pos/GPS? J. Heaton 3rd of 9 Yes Rec/Pos/GPS? J Heaton 3/10 Yes Miles M. Chns Timing Point Sch. Min. Sec. M.P.H. Ave. Miles M. C Timing Point Sch. Min. Sec. M.P.H. Ave Exeter S. D ½L Didcot d T St. Thomas Cholsey / City Basin / Goring 6½ / Exminster Pangbourne [2] Powderham FB / Tilehurst Starcross /sigAC Reading a Dawlish Warren Power Cars Vehicles/tare/gross tonnes 2+8 Train 43xxx/43186 Date Paddington-Paignton Rec/Pos/GPS? J. Heaton 8th of Dawlish Warren ½L / Dawlish 3½ Table 10 has a couple of minor offerings from John Heaton from the south west. John comments:- The Exeter-Dawlish Warren was a sprightly XC HST with 105mph but still failed Milepost 37½ October 2016

14 to keep the net timing and the Warren-Dawlish was the standard Padd-Pgn stopping pattern with a driver trying to make up for slow door closures at small stations. Finally, Table 11 has on offering from John on the Bristol line with an HST log between Didcot and Reading. John comments:- Didcot- Reading is interesting because it kept the net timing to the second but there seems to plenty of scope for it to be beaten. My thanks again to all those who have contributed logs either electronically or by post. My apologies to those who forward runs by post if I do not acknowledge receipt of the logs but if a telephone number is included I will endeavour to acknowledge the contributions. As noted in the previous issue of Milepost if all articles can be directed to my martin.robertson2@ntl world.com address, this should ensure I receive them. As usual electronic articles in Excel or Word are the most easily formats to deal with. For handwritten articles, the pot may be calling the kettle black, but please try to write clearly as I have had difficulty in deciphering several contributors articles. For the several contributors who forwarded logs as I was typing up this article, my thanks, and they may appear in the first edition of Milepost in Abandon all hope Ian Umpleby In February 2016 I thought that It was about time I attended another Bristol meeting, but which of the plethora of routes would I use to get there by 1600? My favourite DMU, the Class 175, provided one of the alternatives so I left home in Leeds at 0715 and caught the 0753 to Manchester Piccadilly, one train earlier than anticipated. Despite being six minutes late it produced a woeful performance uphill and lost a minute on the 52 minute schedule, although, to be fair, signal checks more than covered this deficit. I busied myself at Piccadilly in the half hour before departure until I heard that my 0930 train had been re-platformed and made my way there. What greeted me was not a sleek Class 175 front but a Class 153. The good news was that there were two of them and there were no seat reservations, sometimes a problem if a two car 175 set is provided. I sat myself down and before long became aware of a revving type noise emanating from the back cab area roughly every ten seconds. This persisted for the entire trip although by the time I reached Newport it had long disappeared into my subconscious. Obviously, on a schedule designed for mph running our 75 mph maximum was going to seriously challenge time-keeping and put my 17-minute connection at Newport in jeopardy. Deep down, however, the thought occurred that actually this may prove to be an interesting run and, who knows, I might get a driver who was up for it after Crewe. The log reveals all. Just after 0930 we set off. It did not feel good, it was laborious and no engine noise could be heard above the racket from the back cab. However, it later transpired that the 0917 to Chester via Northwich had not left until 0926 due to a train fault and, squeezed in between that and our departure was the 0927 to Bournemouth. Following us was the 0935 to London Euston, which, like ourselves, left Stockport five minutes late of which only two were subsequently recovered. Our cause was not helped by a signal stop before the first Edgeley Junction which resulted in a further loss of over two minutes before Wilmslow. However, the units finally got the opportunity to be opened up dispelling any notion of a mechanical fault. The line onwards to Crewe had just reopened following a ten-day closure for remedial work to two viaducts and this was reflected in the two TSRs. The need to cross the northern throat of Crewe station to access Platform 6 resulted in the usual signal delay but no stop. Despite this, no further time had been dropped and the Newport connection was still on. Milepost 37½ October 2016

15 A good start was made from Crewe but the brakes went on approaching Nantwich with its three level crossings. The recent resignalling of the line had equipped the level crossings with Date/day Thursday 25th February 2016 Miles M C location WTT m s mph Avge Train 0930 Manchester-Carmarthen Condover / Motive Power / Dorrington / Load (tons) 2/82/ MP / Position 1/ All Stretton Recorder Ian Umpleby Church Stretton Weather Sunny Ints but initially misty Church Stretton L GPS: Y/N? Y MP Miles M C location WTT m s mph Avge Marshbrook / Manchester P T Winstanstow Ardwick Craven Arms /68/ Longsight Onibury Slade Lane J Bromfield / Levenshulme Ludlow Heaton Chapel Ludlow L Heaton Norris /3* MP Stockport Ashf'd Bowdler / Stockport L Wooferton / Sig stop Berrington Edgeley J Leominster 9½ Edgeley J Leominster 10½ L Adswood Rd J MP Cheadle Hulme Ford Bridge / Handforth Dinmore Tnl N Wilmslow 6½ Dinmore Tnl S / Wilmslow 7½ L Moreton/Lugg Alderley Edge / [2] 68/ Chelford /67t/ Shelwick Jc sigs Goostrey /59tsr Hereford Holmes Chapel /75/ Hereford 16½ L Sandbach /sigs Rotherwas / [1] MP / Sydney Br J /7/ Red Hill Tnl S Crewe Tram Inn / Crewe L St Devereux /72/ Gresty Lane Pontrilas / Willaston MP Nantwich sigs Llancillo MP Pandy Wrenbury Llanvihangel Sm Marley Green MP MP /19tsr Abergavenny Whitchurch Abergavenny 23½ L Tilstock Penpergwm / Prees Nantyderry /69/ Wem / Little Mill / Yorton / Pontypool Hadnall MP MP / Cwmbran 11½ Harlescott Cwmbran 12½ L Crewe Bank ob [1] Shrewsbury 28½ MP / Shrewsbury 30½ L Caerleon English Br J Maindee NJ Sutton Bridge Signal stop MP Maindee WJ Newport L 15.2 Milepost 37½ October 2016

16 ground level obstruction detectors and these have been troublesome at times; the delay here was attributed to equipment failure. An embankment problem before Whitchurch meant further time was dropped and the game was up as we left Shrewsbury almost 15 minutes late. However, apart from signals approaching Hereford, there was a further delay with extended station time at Ludlow, cause unknown. There were a few minor transgressions over the units maximum speed but time loss was inevitable although two minutes recovery approaching Hereford got a minute back. Cwmbran was left 22 minutes late and we were stopped at Maindee to let my connection out of Newport station. The two car Class 155 DMUs were built in 1987/8 and operated out of Cardiff on Regional services to Portsmouth, West Wales, Cornwall and Birmingham amongst others. A later batch was constructed for West Yorkshire PTE and these are still operational today. However with an ageing heritage DMU fleet needing replacing in the early 1990s it was decided to convert the original 155s into single units at Kilmarnock works. These units were designated Class 153s and so this run almost replicated that of a Class 155 but, of course, there are subtle differences. Ian Allan shows a weight of 76.7 tons for the first build 155 but two Class 153s weigh 82.4t, almost 7% more; the available horsepower seems unaltered however. Comparison with the past is not easy as Class 155 logs featuring Cardiff units show them being flogged at up to the mid-eighties with the maximum seen being 88 mph recorded by Noel Proudlock over the Cheshire Plain. The unit s official maximum speed was 75 mph! Today, of course, running is more circumspect and, as mentioned previously, due restraint was shown despite the lateness and some steep downhill grades south of Crewe. The fastest Class 155 times in the RPS archive are Manchester-Stockport (6m 50s): Stockport-Wilmslow (6m 27s); Wilmslow-Crewe (19m 30s); Crewe-Shrewsbury (27m 33s) and Shrewsbury-Church Stretton (12m 48s). No runs exist between Church Stretton and Ludlow but beyond there: Ludlow-Leominster (9m 40s); Leominster-Hereford (11m 54s); Hereford-Abergavenny (21m 05s); Abergavenny-Cwmbran (11m 43s) and Cwmbran-Newport (8m 37s). Spot mimima at MP 12 after Crewe was 77 mph, at All Stretton 65-69; Llanvihangel 71 and Nantyderry 75 mph. All in all, it was an interesting experience and I got an unexpected opportunity to revisit Newport Town Centre! AN APPEAL There is currently a shortage of material for future editions, particularly in the heritage diesel and electric areas, and to a lesser extent modern articles. If you are able to supply suitable material it would be very much appreciated. We have been running a series of articles No more fastest times covering routes in the southern half of the UK that disappeared in the Beeching cuts. If members are able to supply similar articles covering the north of the UK we would be pleased to publish them. If you are able to assist, please contact me. David Ashley - Editor Milepost 37½ October 2016

17 St. Helens Goes Electric Bevan Price. The current electrification project in north west England included the Liverpool to Manchester route via Earlestown and Chat Moss, plus the line between Huyton Junction and the WCML at Springs Branch Junction via St. Helens Central (formerly Shaw Street). I reviewed the St. Helens to Liverpool services in Mileposts 13¼ and 14 which dealt with steam services and diesel operations up to about Electrification work was completed during 2015, with many Liverpool - Wigan local services operated by Class 319 EMUs from May After a timetable revision in September 2015, most weekday Liverpool - Blackpool North services were split at Preston, and Class 319s took over many of the Liverpool - Preston semi-fast services. At the time of writing, through services between Liverpool & Blackpool - mostly on Sundays, remain DMU operated, pending completion of electrification between Preston & Blackpool North. The route was described in Milepost 13¼ but for anyone not having a copy thereof the route has some fairly steep gradients, and curves limited to 30 mph at Springs Branch, Gerards Bridge and St. Helens. Following track modifications at Huyton Junction, the limit there was raised from 25 to 45 mph, as part of the reintroduction of four-tracking to the new Roby Junction. The overall line limit between Springs Branch and Huyton is a disappointingly low 60 mph which prevents any spectacular performances. In recent years, a 40 mph PSR has been applied to Carr Mill Viaduct. Apart from electrification, the main change to the route in recent years was the opening of a new station at Wavertree Technology Park in August Proposals for a reinstated station at Carr Mill remain unfinanced at present. Weekday daytime services between Liverpool Lime St. and Wigan North Western mostly consist of one semi-fast service per hour, calling at Huyton and St. Helens Central, and continuing beyond Wigan to Euxton Balshaw Lane, Leyland and Preston, and two local services per hour, calling at all stations. These were originally every 30 minutes but the regular interval was disrupted in 2014 to create paths for the Trans Pennine Liverpool - Newcastle services via Manchester Victoria. A few trains remain DMU operated as they interwork with services on other lines. The last remaining services between Liverpool and Edinburgh ceased in 2002, latterly reduced to one train each way (which inter-worked with the Liverpool - Portsmouth service). A two car Class 158 was used on these services until briefly replaced by Class 220 or 221 Voyagers in There are proposals for a limited resumption of Liverpool/Scotland services by Trans Pennine Express. Pre-decimal readers may recall a saying, you can't fit a quart into a pint pot, and that is a good description of Liverpool Lime Street and its approaches. It now handles more trains than at any time in its history and for Liverpool-bound trains on weekdays it is very common to experience signal checks on either side of Edge Hill station. It must be several years since I last had a completely unchecked weekday run into Liverpool Lime Street from the lines via Huyton. As I live in St. Helens I have reviewed the Liverpool - St. Helens and St. Helens - Wigan sections separately. Local services Log Nos. 1-6 compare Class 319 performances between Liverpool and St. Helens with recent pre-electric Sprinter performances. Local services between St. Helens and Wigan are Milepost 37½ October 2016

18 Run Date 15 Sept Nov Sept Train 1432 Liv-Wigan Liv-Wigan Liv-Wigan. Loco /277 Load 4/140/144 4/140/152 4/150/155 Recorder/pos/GPS B. Price, 1/4/Y B. Price, 1/4/Y B. Price, 1/4/Y Miles m c Location m s mph m s mph m s mph LIVERPOOL LIME St L L EDGE HILL WAVERTREE TECH. PK Olive Mount Jn / / BROAD GREEN ROBY HUYTON M57 Underbridge PRESCOT ECCLESTON PARK THATTO HEATH Ravenhead / / / St. HELENS CENTRAL Run Date 29 June May May 2015 Train 1003 Wigan-Liv 1003 Wigan-Liv 1003 Wigan-Liv Loco Load 4/140/145 4/140/144 2/72/79 Recorder/pos/GPS B. Price, 2/4 Y B. Price, 2/4 Y B. Price, 1/2 Y Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL L L 0 00 RT Ravenhead THATTO HEATH ECCLESTON PARK PRESCOT M57 Underbridge 1 19 sig / (Change of mileage) sigs 3:10-3: HUYTON ROBY BROAD GREEN Olive Mount, Mill Lane max sig WAVERTREE TECH. PK TECHNOLOGY PARK EDGE HILL sigs sigs 2:16-3: LIVERPOOL LIME St Milepost 37½ October 2016

19 . Run Date 22 June Sept Aug Train 08:32 Liverpool L.St.- 07:32 Liverpool L.St.- 07:32 Liverpool L.St.- Wigan NW Wigan NW Wigan NW Loco Load 4/140/143 4/140/142 2/72/74 Recorder/pos B. Price, 2/4 B. Price, 1/4 B. Price, 1/2 GPS GPS = Y GPS = Y GPS = Y Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL / Gerards Bridge Jcn / / Carr Mill / / Hollins Hey / / / GARSWOOD BRYN Bryn Gates Lane Ince Moss Jcn Springs Branch Jcn WIGAN NORTH WESTERN Run Date 7 April Aug March 1960 Train 12:30 Liverpool L.St. - ADEX Liverpool L.St - 13:10 Liverpool L.St - Wigan NW Carlisle Wigan NW Loco M79141/92/88/27 M51697/716/695/723 Load (Derby LW) (Cravens/RR Class 112) Recorder/pos 4/119/- 4/106/- 4/117/- GPS B. Price,?/5 B. Price,?/4 B. Price,?/4 Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL L L Carr Mill Hollins Hey tsr GARSWOOD BRYN Bryn Gates Lane tsr tsr tsr WIGAN NORTH WESTERN compared in Log Nos. 7 to 18. As this section was not covered in earlier reviews, I have included specimen logs from the steam and early diesel eras. Note that in the 1950s and early 1960s, the section between Springs Branch and St. Helens was afflicted by mining subsidence, needing numerous long term TSRs. All of the numerous collieries in the area are now closed. The 15 mph PSR for trains approaching Liverpool Lime Street now also applies to departing trains. Coupled with mandatory running brake tests, this probably means that a Lime Street to Edge Hill start to stop time of 2m 21s, as obtained on a Derby Lightweight DMU in 1959 (Milepost 13¼) is almost certainly unbeatable - indeed current times are often well over three minutes. One feature of the Class 319s is that the low-speed acceleration is slower than that of Sprinter DMUs (See Figure 1 below). Moreover, in damp or leaf-fall conditions, Class 319s are prone to severe slipping unless handled very carefully. However, once they reach about 40 mph, Class 319s can soon outpace any Sprinter. One consequence is that, for short distances, Milepost 37½ October 2016

20 there is little difference between the journey times obtained by Class 319s and Sprinters - and indeed, both are probably inferior to the Derby Lightweight DMUs used on the line in 1959 (See Milepost 13¼). Run Date 9 June Sept June 2015 Train 15:03 Wigan NW- 18:03 Wigan NW- 18:33 Wigan NW- Liverpool L.St. Liverpool L.St. Liverpool L.St. Loco Load 4/140/143 4/140/143 2/72/74 Recorder/pos B. Price, 1/4 B. Price, 1/4 B. Price, 1/2 GPS Miles m c Location m s mph m s mph m s mph WIGAN NORTH WESTERN L / / Springs Branch Jcn Ince Moss Jcn Bryn Gates Lane BRYN GARSWOOD Hollins Hey Carr Mill Halt / Gerards Bridge Jcn St. HELENS CENTRAL Run Date 9 Sept Aug Oct Train 18:00 Wigan NW- ADEX Carlisle - 17:10 Wigan NW- Liverpool L.St. Liverpool L.St. Liverpool L.St Loco M79141/192/188/127 M52045/51922/52044/ (Rebt. Jubilee, 7P) (Derby LW) 51929/51923/52038 Load 4/114/- 4/106/- 6/169/- Recorder/pos B. Price,?/5 B. Price,?/4 B. Price,?/6 GPS Miles m c Location m s mph m s mph m s mph WIGAN NORTH WESTERN Springs Branch Jcn sigs Bryn Gates Lane tsr tsr BRYN GARSWOOD Hollins Hey 64 *26/ Carr Mill Box 5 14 tsr St. HELENS CENTRAL Express and semi-fast services Examples are included of the Liverpool to Edinburgh services, which called only at St. Helens Central. These trains mostly used Platforms 8 or 9 at Liverpool Lime Street and had to cross between the fast and slow (Huyton) lines near Edge Hill power box. Coupled with the necessity to slow to 25 mph at Huyton Junction, times between Liverpool and St. Helens were often no better than times achieved by the semi-fast services which also called at Huyton. (Log Nos ). Noteworthy is the rapid acceleration of the Voyager up the 1 in 67/86 gradients between St. Helens & Thatto Heath (Log 26). Milepost 37½ October 2016

21 Run Date 13 Feb May Sept 1999 Train 17:00 Liverpool L.St.- 17:00 Liverpool L.St.- 15:32 Liverpool L.St.- Edinburgh Edinburgh Blackpool N Loco Load 2/76/80 4/186/190 2/75/83 Recorder/pos B. Price, 1/2 B. Price, 2/4 B. Price, 1/2 GPS GPS = N GPS = N GPS = N Miles m c Location m s mph m s mph m s mph LIVERPOOL LIME St EDGE HILL / / WAVERTREE TECH. PK Olive Mount, Mill Lane BROAD GREEN / ROBY HUYTON sig M57 Underbridge PRESCOT ECCLESTON PARK THATTO HEATH tsr35/ Ravenhead /tsr / / St. HELENS CENTRAL Run Date 26 Oct Feb July 2015 Train 13:28 Liverpool L.St- 13:28 Liverpool L.St- 14:00 Liverpool L.St- Preston Preston Wigan NW Loco Load 4/140/143 4/140/144 4/140/146 Recorder/pos B. Price, 1/4 B. Price, 1/4 B. Price, 1/4 GPS GPS = Y GPS = Y GPS = Y Miles m c Location m s mph m s mph m s mph LIVERPOOL LIME St / / L EDGE HILL / / WAVERTREE TECH. PK sig Olive Mount, Mill Lane 5 15 sig / BROAD GREEN sig / ROBY 8 59 sig sig HUYTON M57 Underbridge / PRESCOT / ECCLESTON PARK THATTO HEATH / Ravenhead / St. HELENS CENTRAL Run Date 12 Feb Feb Dec Train 06:25 Edinburgh Wav. - 06:35 Edinburgh Wav. - 09:00 Blackpool N Liverpool L. St. Liverpool L. St. Liverpool L. St. Loco Load 2/76/81 4/186/189 2/76/86 Recorder/pos B. Price, 1/2 B. Price, 2/4 B. Price, 1/2 GPS GPS = N GPS = N GPS = Y Milepost 37½ October 2016

22 Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL L L Ravenhead THATTO HEATH ECCLESTON PARK PRESCOT / / M57 Underbridge 5 33 sigs Milepost 0 20* sig (Change of mileage) HUYTON ROBY / / BROAD GREEN sigs sig Olive Mount, Mill Lane sig 27/ sig WAVERTREE TECH. PK / / sig EDGE HILL sigs 15:30-17:14 sigs sigs 8:41-8: LIVERPOOL LIME St Run Date 16 March Dec Feb Train 09:30 Preston - 09:30 Preston - 09:30 Preston - Liverpool L. St. Liverpool L. St. Liverpool L. St. Loco Load 2/72/81 4/140/145 4/140/147 Recorder/pos/GPS B. Price, 1/2 Y B. Price, 1/4 Y B. Price, 1/4 Y Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL L Ravenhead THATTO HEATH ECCLESTON PARK / PRESCOT / M57 Underbridge HUYTON ROBY BROAD GREEN / Olive Mount, Mill Lane WAVERTREE TECH. PK /sig /sig EDGE HILL 7 12 sig sig sigs 10:30-12:57 sigs 8:10-8:42& 10:20-14:20 sig LIVERPOOL LIME St Run Date 1 April Sept Sept Train Liverpool Liverpool Liverpool - Edinburgh Edinburgh Morecambe Loco Load 7/235/245 4/219/228 2/75/79 Recorder/pos B. Price, 2/8 B. Price, 1/4 B. Price, 1/2 Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL 0 00 RT L L Gerards Bridge Jcn psr Carr Mill psr Hollin Hey GARSWOOD BRYN Ince Moss Jcn Milepost 37½ October 2016

23 Miles m c Location m s mph m s mph m s mph Springs Branch Jcn tsr / WIGAN NORTH WESTERN Run Date 24 Oct Nov Nov Train 08:28 Liverpool L. St.- 08:28 Liverpool L. St.- 08:28 Liverpool L. St.- Blackpool N Preston Preston Loco Load 2/72/73 4/140/143 4/140/143 Recorder/pos B. Price, 1/2 B. Price, 1/4 B. Price, 1/4 GPS GPS = Y GPS = Y GPS = Y Miles m c Location m s mph m s mph m s mph St. HELENS CENTRAL L / L Gerards Bridge Jcn / / / Carr Mill / / Hollins Hey / GARSWOOD / / / BRYN / / Bryn Gates Lane Ince Moss Jcn Springs Branch Jcn / / WIGAN NORTH WESTERN Run Date 6 Feb March March 1999 Train Edinburgh - 06:35 Edinburgh Wav Blackpool N - Liverpool L.St. Liverpool L.St. Liverpool L.St. Loco Load 7/235/240 4/186/189 2/75/81 Recorder/pos B. Price, 2/8 B. Price, 1/4 B. Price, 1/2 Miles m c Location m s mph m s mph m s mph WIGAN NORTH WESTERN / / / Springs Branch Jcn Ince Moss Jcn Bryn Gates Lane BRYN / GARSWOOD / / Hollins Hey Carr Mill tsr tsr 20/ Gerards Bridge Jcn sig St. HELENS CENTRAL Run Date 7 March Oct Jan Train 15:03 Blackpool N- 17:30 Preston - 17:30 Preston - Liverpool S Pway. Liverpool L.St. Liverpool L.St. Loco Load 2/72/77 4/140/144 4/140/145 Recorder/pos B. Price, 1/2 Y B. Price, 1/4 Y B. Price, 1/4 Y Miles m c Location m s mph m s mph m s mph WIGAN NORTH WESTERN / / / Springs Branch Jcn Ince Moss Jcn Bryn Gates Lane / BRYN / / / GARSWOOD / / Hollins Hey /39 Milepost 37½ October 2016

24 Miles m c Location m s mph m s mph m s mph Carr Mill / / / Gerards Bridge Jcn St. HELENS CENTRAL Between St. Helens and Wigan, performances are determined more by adherence to the line speed limits than to the capability of the train (Logs 31-42). Note that the record times in each direction are both held by Class 150 DMUs. Log no. 39 is somewhat extraordinary. As far as Garswood it was nothing special and then for some reason it ignored the speed limit and, with a very fast approach to St. Helens, it was almost one minute faster than any other run I have experienced - possibly it had a defective speedometer? Despite a few technical problems with the trains and overhead equipment, electrification seems to have improved overall performance and punctuality on these services, and the Preston - Liverpool services often have to spend two or three minutes waiting for time at St. Helens. There is clearly scope for accelerating these semi-fast services, but I understand that it may be another year or two before the timetable is revised. Figure 1 - Acceleration curves, Classes 319 & 156 (from GPS) FROM THE RPS WEB-SITE Nine day Fareham closure New stock on GN Dublin Phoenix Park Tunnel video Goblin closure Loco hauled for GWR Extra TPExpress trains 220/1 from Swindon to Bath Class 90s on ECML? Preston-Blackpool electrification Edinburgh Gateway opening Huyton Quadrupling Chiltern Oxford extension finished Milepost 37½ October 2016

25 SOMERSET AND DORSET JOINT VIEWED HALF A CENTURY SINCE CLOSURE Michael Rowe The Somerset and Dorset Joint Railway completed its direct route from Evercreech Junction to Bath in Effectively the railway, previously a route between two Channels (the Bristol and the English) became one from the South Coast to the midlands and the north. Passenger locomotive power consisted of eighteen tender locomotives. E.L. Ahrons in the February 1924 Railway Magazine wrote, My first personal acquaintance with the Somerset and Dorset was made a week after the opening of the line between Bath and Evercreech Junction, and to this day I have a most vivid recollection of journeys made over the line when I was a small boy. The old dark green engines were not much to look at, as far as appearance and somewhat diminutive size wise, but when it came to running down banks of 1 in 50 at high speed they were very much up there. As they could do little more than crawl up one side of the bank, the drivers made amends by letting the engine out for all they were worth down the other side. Further since the trains consisted of four-wheeled coaches, the age of which was extremely uncertain, the side to side motion was somewhat appalling especially between Binegar and Evercreech Junction, where I more than once thought that my days were about to end. Moreover the company was then in a very bad financial condition, and the state of the rolling stock and the older parts of the permanent way, to put it mildly, was extremely dubious. Ahrons continued, The Midland and the London and South Western Railways took over the Somerset and Dorset Joint Railway from 1 November 1875 but as their lease was for 999 years they had plenty of time to make much needed improvements and, being in no hurry, left things for a time pretty much as they were, until careless signalling brought about the Radstock disaster on 7 August Actually, Ahrons was not quite correct. The Midland and the L&SW could do little until the lease was confirmed by the Act of July 1876, but why spoil a good story? The Midland in practice acted quickly, an initial investigation indicated that of some 200 passenger trains, less than ten percent ran to time and the average lateness was twenty four minutes. Initially, the Midland leant locos followed by the supply in 1877 of nine tank locomotives with another five in 1884/5. They held sway on the S&D main line until the then CME, Mr. Whitaker, requested further motive power. He was concerned at the riding characteristics of front-coupled tanks and requested four 4-4-0s. These were only marginally larger than the 0-4-4s (boiler pressure 160 vs 140 psi, grate area 16 vs 15 sq. ft. and total evaporative area 1,201 vs 1,195 sq. ft., inside cylinders 18 diameter by 24 stroke and 5 9 diameter coupled wheels). Four more were acquired ex-derby before the century end. These eight, with some assistance from the primarily freight traffic-intended 0-6-0s, handled all main line services, and were often found wanting. In 1900, Whitaker requested larger locos and finally in November 1903 received three new 4-4-0s from Derby (S&D Nos.69-71, 175 psi, 21.1 sq. ft, 1,420 sq. ft, 18 by 26, 6 dia.). Two more similar locos (Nos.77 & 78) were supplied in Milepost 37½ October 2016

26 Table I log number I II III IV date Loco - number T load tons tare 225 tons 101 tons 170 tons 135 tons train 2.13 Bath B mth m.ch location actual [net] actual [net] actual [net] actual [net] Bath [40¾] Midford a) b) pws Radstock stop c) 4 miles in: mph at ½ miles. Masbury ,18,20,18, 18,18,25, (26min n) (22min n) Shepton M sigs stop Ev creech J stop 37.7 T cme No stop Sturminster Blandford stop Broadstone stop Poole stop stop a- stop at Bath Junction, 77 seconds, dropped tablet. b) - minimum speed into tunnel 19 mph. c) - stop at Midsomer Norton, signals? The eight earlier small 4-4-0s were reboilered from such that, other than coupled wheel diameter, they were similar to Nos. 77 & 78. However, increasing traffic and heavier coaching stock was leading to double heading or banking becoming the summer norm, plus growing concerns that coal consumption was becoming excessively heavy. In 1911, Derby sent one of the Deeley designed tanks, often called Flat Irons, No (175 psi, 21.1 sq. ft and 1,347 sq. ft, 18½ dia by 26 stroke, 5 7 dia.) The test was considered unsuccessful, bad riding at speed and limited water capacity cited. Log II offers brief details of an apparently lively run between Bath and Blandford Forum, behind No. 2023, albeit with a light load. A brief note on S&D gradients might be apposite. The initial start from Bath was level for half a mile to Bath Junction, then single line, two miles up at 1 in 50 to Coombe Down tunnel, 1½ miles down at 1 in 100 to Midford. Double track, onwards to Radstock overall was adverse, particularly the first 1½ miles. From Radstock to the summit MP17¾, ruling gradient 1 in 50, (average MP10¾ to 17¾ 1 in 62). Much of the descent to Evercreech Junction was at 1 in 50, except a seven eights of mile stretch commencing MP19, level through Shepton Mallet station with short adverse stretches at 1 in 60 and 70 either side of the station. (Logs I - XII are based on data from Railway and Travel Monthly magazine articles British Express Trains and Locomotives in 1911, 1914 and 1916, although unattributed probably written by W.J. Scott) Following the return of No. 2023, a Midland was trialled. No. 499, an original Johnson loco built in 1897, rebuilt in 1912, was effectively a new loco. (Derby type G7s boiler, grate sq. ft, evap. 1,170 sq. ft, superheater 313 sq. ft, cyls. 20½ dia. 26 stroke, coupled wheels 7 dia.). Log I has some details of a run on the 101 minute non-stop booking from Bath to Bournemouth on which the net time was assessed at 101 minutes. Certainly based on this run, with 225 tons tare, this was a successful trial. No. 77 with 170 tons took 18m 35s from passing Radstock to the summit at Masbury, No. 499, 19m 11s. Whilst there is a query over gross train weights, and details are scant, it appears the saturated steam loco (No. 77) developed EDHP, the superheated loco No. 71 (one of the reboilered eight) probably developed c. 500 EDHP and the Deeley tank c Milepost 37½ October 2016

27 Following the success of Midland No. 499, two S&D 4-4-0s, Nos. 70 & 71 were rebuilt to the same specification (what became the Midland 483 Class 4-4-0?). Table 2 compares two runs, lightly loaded, behind saturated steam No. 78 (built 1908) with the rebuilt No. 70 climbing to Masbury from Evercreech. Permitted unassisted loads were set at superheated 4-4-0s (e.g. Nos. 70 & 71) 205 tons, saturated 4-4-0s (e.g. No. 78) 170tons, between Bath and Evercreech Junction. Table 2 log number V VI VII date loco - number No.78 S/H No No.78 load tons tare 153 tons 157 tons 165 tons train ex Bournemouth m.ch location actual (mph) actual (mph) actual (mph) 0.00 Evercreech Jct MP MP24½ (30½} (34) (30½) 1.73 MP (23} (27½) (20½) 2.33 MP23½ (21) (24½) (20) 2.73 MP (19) (21½) (19) 3.33 MP 22½ (19½) (20) (18½) 3.73 MP (21) (19½) (17½) 4.46 Shepton Mallet stop stop stop 0.47 MP20¾ (19½) (24½) - Winsor Hill tunnel ((19) (21½) 3.47 MP17¾ [Masbury] (22) (19) (21) Number 78 developed an EDHP of c. 500, at MP22½, arguably the highest of the three, but the superheated loco predictably made the quicker starts and thus achieved the best overall times. Table 3 compares an original 1896 built Johnson No.18 reboilered in 1912 (160 psi, 21.1 sq. ft grate, total evap 1,353 sq.ft), with No. 78, superheated No. 70 and No. 64 (built 1894, 150 psi boiler, 17½ sq. ft, 1,251 sq. ft, 18 dia. by 26 stroke, 5 2½ dia. coupled wheels). No. 18 developed c average EDHP from Radstock to the summit and kept the 42 minute schedule to the Shepton Mallet stop. Table 3 log number VIII IX X XI XII date loco - number load tons tare 110 tons 120 tons 131 tons 151 tons 168 tons m.ch location actual actual Actual actual actual Bath * * Bath Junction MP Midford MP Radstock pass stop pass pass stp MP10½ MP MP11½ Mid Norton MP12½ MP MP13½ Chilcompton MP Binegar MP17¾ Masbury Sh ton Mallet 41-12stp 24-34stop 41-57stp 44-20pas 26-50stp Runs one and two timing started c five chains before Bath Jct. Milepost 37½ October 2016

28 No. 70, after a laboured start from Radstock, outperformed No. 18 over the last four miles of the climb and comfortably kept the 27 minute schedule to Evercreech Junction. The same loco (log XI), even allowing for the heavier train, performed poorly, dropping three minutes against schedule to Evercreech and finally reaching Poole 6¾ minutes late, schedule 101 minutes non-stop from Bath. Number 78, after a slow start, developed an EDHP in the range between MP10½ and the summit. The kept the 20 minute schedule to Radstock with time to spare and the 27 minutes to Evercreech, just. An attained EDHP of up to Masbury suggests the controls were set with regulator full open and maximum cut off, no mercy for freight engines! The S&D timetable, in terms of shortest journey times, (although not frequency), reached its apogee at the outbreak of the First World War. The attached Table 4 amplifies, similarly the financial performance. In 1913 (for security reasons, companies were not required to declare results for 1914) the S&D traffic receipts were 256k and related working expenses were 195K, (a surplus of 61K); in 1924 corresponding figures were 440K and 463K (a deficit of 23K) and a decade later 265K and 301K ( 36K deficit). The halcyon days were a thing of the past. Table 4 Fastest overall scheduled times between Bath and Bournemouth West Date June 1914 Sept 1931 July 1939 Sept 1948 May 1961 Source Brad 971 WTT 14/9 Brad.1272 WTT 27/9 Brad 1521 Bath depart Evercreech Jct pass pass / / /8 Templecombe / Blandf d Forum pass pass dep 16.30/ dep Broadstone pass 16.17/8 pass 16.55/ ar Poole ar 16.24/ / ar Bournemouth * July 1939: Weekday Pines Express. on certain August days: Bath Evercreech Jct 10.10/1, Poole 11.16, Bournemouth on Satrurdays: Bath 14.15, Evercreech Jct 15.05/6 Poole 16.10, Bournemouth Bournemouth Poole / dep 09.53/ dep Broadstone pass 10.41/ dep pass pass Blandf d Forum pass 10.58/ / dep Stalbridge pass pass / dep Evercreech Jct 09.41/ / / / /6 Shepton Mallet pass pass / dep Bath * Weekday Pines Express. in August Mo, Fri & Sat: Bournemouth Poole 10.08, Broadstone 10.18, Blandford Forum Bath Saturdays only : Bournemouth 09.45, Poole 09.54, Bath There was a significant falling off in S&D services as the WWI continued, but recovery after was reasonably quick, although not to pre-war levels of speed. The 5 June 1920 working time table listed Saturday only early morning departures from Bath to Bournemouth at 2.32 am (Friday 10 pm ex-sheffield ran 1 July to 9 September), 2.45 am (11.00 pm ex-derby 22 July to 9 September) and 3.15 am (8.30 pm ex-bradford until 23 September), then 6.55 am all stations, 9.10 am semi-fast, 9.55 am semi-fast Saturdays excepted, am semi-fast SO, am semi-fast SO (7.43 am ex-birmingham until 23 September), pm SO (7.33 am ex-nottingham until 23 September), 2.12 pm SO (6.52 am ex-cleethorpes until 23 September), 2.45 pm Mondays and Fridays only (10.10 am ex- Sheffield until 22 September), 2.55 pm SX (10.25 am ex-manchester), 3.25 pm SO (10.25 am ex-manchester until 23 September), 4.15 pm (10.35 am ex-manchester, until 23 September), 4.25 pm semi fast, 7.00 pm all stations. There were also all station services to Templecombe at 8.15 am, 1.10 pm (which continued after a break to Bailey Gate), SX 3.10 pm, 4.37 pm and pm. Milepost 37½ October 2016

29 As their numbers increased, the 483 Class 4-4-0s, assisted by 0-6-0s at peak times, were the mainstay of S&D express motive power for the next two decades. The rebuilding and strengthening of some bridges on the Mangotsfield to Bath branch facilitated the use of larger locomotives and in particular the introduction of Stanier Class s to the Bath Bournemouth line. Thanks to the late D.S.M. Barrie there are detailed logs of S&D workings for the years leading up to WWII. These recordings were the basis for a Practice and Performance article in the 1940 Railway Magazine. The two Midland-built 3835 Class 0-6-0s, progenitors of the LMS Class 4F design, (with G7s boiler, 20 diameter by 26 stroke cylinders and 5 3 diameter coupled wheels, log XIII), ran competently, although 135 tons of train per loco cannot be considered an arduous duty. The 4-4-0s, Nos. 696 and 697 were in the last batch of 4-4-0s built by the LMS in The standard LMS design of 1928 was based on the Midland Railway 483 Class design, with minor changes. The two runs (XIV & XV) were remarkably consistent. No. 697 developed EDHP between Radstock and the summit, whilst No. 696 was in the range This compares with the developed by No. 499 in The higher figure for No. 499 can probably be explained by the differences in specification. No. 499 had 20½ diameter cylinders vs 19, evaporative and super-heat areas of 1,170 and 313 sq. ft vs 1,158 & 246, albeit the boiler pressures were 175 and 180 psi respectively. Both locos were probably driven virtually flat out, affording an indication the effect the dimensional changes had on maximum power output, although probably not on efficiencies or wear and tear. Table 5 log number XIII XIV XV XVI date 5/8/ /6/35 30/3/36 28/12/38 Loco - number 3976/ load tons 9/255/270 6/179/190 6/196/- 11/344/365 recorder D.S.M.Barrie D.S.M.Barrie G.J.Aston DS.M.Barrie m.ch location actual mp actual mp actual mp actual mp Bath Bath Jct C.Down Nth pws Midford Wellow a Radstock Mid.Norton b Chilcompt n Moorew d Binegar Masbury Sh.Mallet stp / Ev cr h New Ev cr h Jct No.696 a - 57mph max b - 16mph min. No mph max - 17mph min Derek Barrie s comments on the run behind No were, After getting rid of the bronchial pilot, No (which had been carefully nursed over the Mendips) accomplished some brilliant work, notably a) in the terrific acceleration up the rising grades through Cole, and b) in recovering from the single-line slacks between Stalbridge and Shillingstone. This was a notable run in relation to the load. In practice the pair of locos were developing an EDHP between 1,400 and 1,500 on the climb to Masbury, suggesting that either one of the locos was working very hard or both were working moderately hard. Milepost 37½ October 2016

30 The line south from Evercreech Junction was, compared to that from Bath, relatively easy. There were single line sections from Templecombe No. 2 box to Blandford Forum with four passing loops where southbound trains, if routed through the loop, had to slow. There was another short single line section between Corfe Mullen Junction and Broadstone. Gradients were not severe, although there were less than five level miles in the 37½ miles to Broadstone. The line rose gradually to just short of Wincanton, with the steepest lengths at 1 in 100, and then gradually fell to Stourpaine, including short sections at 1 in 80 and a final half mile at 1 in 75 before the station. This was followed by some short sharp ups and downs to Bailey Gate, then two almost level miles to Corfe Mullen Junction, followed by a mile and a half up at 1 in 80 and a half mile drop down to Broadstone station at 1 in 97. To add to the operating challenge of an intensive service, some block sections were up to five miles in length. Trains stopping at Templecombe had to reverse back out of the station to the S&D line at the lower level. The schedule from Evercreech Junction to Templecombe was 16 minutes and all bar one train in Table 6 kept time comfortably, with speeds reaching the sixties on the rising grades. The 24 minute schedule from the restart at Templecombe No. 2, after the reversal back from the station, was kept comfortably by three trains. Superficially, the timing appears generous for 16 miles, much of it on favourable gradients, but the slacks for the loops at Stalbridge, (WTT five minutes), Sturminster Newton (11), Shillingstone (16) and Stourpaine have to be taken into account. Table 6 log number XVII XVIII XIX XX date 17/6/35 3/12/35 9/11/37 28/12/38 loco - number load tons 6/179/190 6/190/200 6/201/210 11/344/365 recorder D.S.M.Barrie D.S.M.Barrie D.S.M.Barrie D.S.M.Barrie miles location actual mph actual mph actual mph actual mph Everc h Jct Cole pws Wincanton sigs 65 sigs T c be No Tm combe stop stop stop stop Henstridge pws Stalbridge S minster Newton Shillings ne Stourpaine Blandford F stop stop stop stop C.Marshall Spetisbury Bailey Gate sigs pws Corfe M.Jct Broadstone stop pass pass stop Holes Bay J Poole stop stop The Stanier Class was the only one to attain 60 mph between the various slowings. Its time of 12 m 37 s from Stalbridge pass to Stourpaine pass compared with 12-56, Milepost 37½ October 2016

31 and by the 4-4-0s. The advent of larger locomotives obviated most of the requirement for double heading south of Evercreech Junction. The 11 minutes schedule to pass Corfe Mullen Junction and 16 minutes to the stop at Broadstone appears to have been a Cecil J. Allen counsel of perfection (the non-stopping train was allowed 17 minutes to pass Broadstone and 23 minutes to the Poole stop). The secret was, probably, how fast the driver took Corfe Mullen Junction! Speed was restrained to about 60 mph down the mile and a half at 1 in 75 before joining the Weymouth-Bournemouth line at Holes Bay Junction (logs XVIII & XIX). Starting from Broadstone (Table 7), after the initial short 1 in 97 rise all four trains, with the succeeding 1 in 80 fall assisting kept the six minute allowance to pass Corfe Mullen Junction. No. 629 (log XX1), without exceeding 57 mph, gained half a minute onwards to the Blandford stop as did the double headed train. Nos. 698 and 5432 with more vigour gained a minute. The attained 62 mph on the short favourable dip after Sturminster Newton and kept the 17 minutes allowance to Stalbridge. The LMS No. 698 ran well throughout. 64 mph attained before the Blandford stop, 64 in the first dip at MP 43 after Sturminster Newton and 69 at the second short favourable stretch past MP 41 before the Stalbridge stop. The other LMS No. 629, gained half a minute on the 35 minute timing from Blandford Forum to Evercreech Junction, including the slowing to 30 mph at Wincanton without exceeding 60 mph. The two locos (log XXIII) kept to the 13 minutes from Broadstone to Sturminster and then gained three minutes on to Evercreech Junction, reaching 64 mph on the favourable grades through Cole. The with 10 coaches effectively performed as per a with six. Table 7 log number XXI XXII XXIII XXIV date 17/2/35 30/6/36 12/8/34 28/12/38 loco - number * load tons 7/235/240 6/196/205 10/290/- 10/310/330 recorder D.S.M.Barrie D.S.M.Barrie G.J.Aston D.S.M.Barrie mile location actual mph actual mph actual mph actual mph Broadstone C.Mullen Jct Bailey Gate Spetisbury Charlton M Blandford stop stop stop stop Stourpaine Shillingst ne St. Newton sigs stop Stalbridge stop stop Wincanton stop Everc h Jct stop stop stop stop No Midland 483 Class No LMS Class 4F The two locomotives (log XXV) gained 1½ minutes to Shepton Mallet, another three minutes to Radstock and despite the signal check 1¼ minutes to Bath, reached three minutes late after an Evercreech departure 8½ minutes adrift. Speeds were, passing times suggest, similar to those recorded by Mr Barrie (log XXVIII). No. 629, 23 tons over limit, took a pilot from Evercreech to Binegar, No. 3218, a Midland 3F (an original Bulldog built for the S&D in 1902 as No. 73 and given a G7 boiler in 1924). The pair made light work of the climb to Masbury but any time gained was lost detaching the pilot at Binegar; Midsomer Norton was passed 2½ minutes behind the other three. Milepost 37½ October 2016

32 Table 8 log number XXV XXVI XXVII XXVIII date 12/8/34 12/6/35 30/6/36 12/7/37 Loco - number 531/ / Load 10/290/- 7/228/240 6/196/205 9/276/295 recorder G.J.Aston D.S.M.Barrie D.S.M.Barrie DSM.Barrie m.ch location actual actual mph actul mph actul mph Everc h Jct Everc h New Shepton M stp stop stop stop Downside siding Masbury MP 17¾ Binegar ar dep off Chilcomptn Mids mer Norton Radstock stp Wellow Midford C. Down N pws sigs Bath Jct Bath stp stop stop stop The unpiloted runs (logs XXVII & XXVIII) achieved similar times to Shepton Mallet. The 4-6-0, with six tons over the limit for the class, made the maximum use of the easier grades before the 1 in 50 but then fell away to 13 mph. The 4-4-0, after a slower start, did better although it was 11 tons below the class limit. On another occasion, Mr. Barrie timed No. 697 with 205 tons gross which passed Evercreech New in one second over four minutes and with maxima of 34 mph and minima of 18 mph stopped at Shepton Mallet in 12 m 26 s. The climbed well from the Shepton restart, with 35 mph attained on the initial sharp drop from the station and a mimimum of 20 at the summit, the reached 30 mph and was still travelling at 21 mph at Masbury. The three non-stop runs all kept the 35 minute schedule from Evercreech to Bath, the running of the probably justified the epithet excellent. During the Second World War the service declined to only six trains per day with only one of these being a semi-fast, the 9.50 am from Bournemouth which made seven stops. The Stanier 4-6-0s were transferred away from Bath and much of the motive power was supplied by the Southern Railway, mainly T9 and L11 Class 4-4-0s. However Fowler Class s found use on occasion. No. 2766, despite its 5 6 coupled wheels, although with only 200 tons of train, made some brisk progress, a lively wartime experience for Mr Barrie? The running time, with four stops from Broadstone to Bath was 96 m 29 s, reminiscent of the best times pre WWI. After the end of WWII the S&D gradually returned to pre-war service intensity, particularly on Summer Saturdays. J.W. Blanchard wrote a series of articles, well worth reading, for the 1954 Railway Observer in July, August and September under the heading The Somerset and Dorset since the War. He included summaries of the 1939 and 1953 public timetables, track occupation diagrams and locomotive and train workings for Saturday 25 July In the 1953 public timetable there were 11 Bournemouth to Bath trains that continued beyond - two to Bristol, the rest to Derby, Nottingham, Lancashire or Yorkshire. Southbound, there were 12 from Bath to Bournemouth - one originating from Bristol, the rest from the North. Milepost 37½ October 2016

33 Table 9 log number XXIX XXX XXXI XXXII date 16/7/ /3/54 13/3/54 loco number load tons 6/180/200 10/298/320 12/-/- 12/-/- Recorder D.S.M.Barrie O.S.Nock G.F.Bloxam G.F.Bloxam m.ch location actual m actual mp actual actual mp Broadstone Corfe M.Jct Bailey Gate Spetisbury Charlton M sigs Blandford F stp stp stp stp Stourpaine Shillingstone stp St.Newton stp stp pws Stalbridge stp stp stp T cmbe No stp stp Wincanton stp stp Cole pw Everc h Jct stp sigs stp stp Evercreech J pilot Everc h New min mph Shepton M stp Downside MP Masbury Binegar Chilcompton Mids mer N pws Radstock Wellow Midford C.Down Nth Bath Jct Bath stp stp stp stp The comparative figures for the 1939 Public timetable were 13 from Bath, two originating at Bristol, eleven from the North, 12 from Bournemouth, one going to Bristol and the rest points north. However, with the various extras, numbers of trains could be significantly higher. Blanchard gave details of workings on Saturday 25 July In summary, departures from Bath commencing at 2.20 am (ex-birmingham) and finishing 4.35 pm (ex-manchester), 19 trains originated from Birmingham or further north. Additionally, there were seven local services operating over the route plus one eight-coach through service from Bristol headed by a 4F Train consists were eight coaches: two, nine coaches: three, 10 coaches: six, 11 coaches: three and 12 coaches: two. Locomotive resources were obviously stretched. Seven trains were hauled by Stanier Class s (Bath-based No hauled the 2.35 am from Bath, ex-sheffield and the 2.12 pm ex-cleethorpes, the 2.20 am was hauled by No , a Sheffield-based engine), five by S&D 7F 2-8-0s (No hauled the 3.45 am ex-coventry, nine coaches, and the ex- Coventry, 10 coaches. No was working local passenger services), five by Bulleid West Country 4-6-2s and two by LMS 4F 0-6-0s. (No with eleven coaches and Nos /44561 double-heading on 10). Not surprisingly matters were similar from Bournemouth, the Sheffield-based worked back north on the 7.40 am to Huncoat, the am to Manchester and the am to Milepost 37½ October 2016

34 Sheffield, both 10 coach formations, were hauled by 0-6-0s and No returned its eight coach rake to Bristol. The two, 12 coach trains were both taken by West Country Pacifics. The Southern Region post-1948 assumed total responsibility as far north as Cole and for motive power over the whole S&D. It appears, not unreasonably perhaps, that the London Midland Region wanted their Bath-based Stanier s back. An early introduction in 1950 was four Ivatt Class 4MT 2-6-0s allocated to Bath. They were apparently never popular; presumably they were compared, somewhat unreasonably, unfavourably with the Stanier 4-6-0s. No (log XXX] with a ten coach train and O.S. Nock on the footplate kept time to Evercreech Junction and onwards to Bath with a as pilot. Nock reported steaming difficulties - this was one of the original locos with a double chimney; they reportedly performed better with a single chimney. In the opposite direction Norman Harvey (log XXVIII) recorded No , a Bristol-based engine, the first to be tried over the route. The climb up to Binegar with an eight coach train and an S&D as pilot was laboured. After detaching the pilot, the Ivatt 2-6-0, despite only having 5 3 diameter coupled wheels, ran down to Evercreech Junction with uncharacteristic haste. In 1950, the Southern apparently decided the U Class 2-6-0s might be appropriate for the S&D. No was fitted for Whitaker tablet exchange and was attached as pilot to Stanier No working the Pines Express. The Western Region promptly slapped a 45 mph restriction on the U north of Cole. Apart from occasional use on troop specials from Blandford, no more Us for a time! Bulleid Pacifics took over in In 1954, the Southern tried again; the London Midland still wanted its 4-6-0s back. A three cylinder U1 Class and a two cylinder U Class 2-6-0, both fitted with tablet equipment, each hauled the am from Bournemouth West and the 4.25 pm return from Bath for a week. The normal consist of three coaches was increased for the trial to eight coaches for three days and twelve for the last three. Thanks to the late G.F. Bloxham (and the Somerset and Dorset Trust) there is some information. Not surprisingly, neither loco kept time with twelve coaches (logs XXXI & XXXII). The U left Poole six minutes late and Eveercreech Junction 19¾ late. Geoff noted the pilot No , steaming poorly and of little help. 16 minutes were booked against the loco between Bournemouth and Bath. The following week s test with the U1 was similar, right time Bournemouth, 16 late at Bath. This time, the pilot did most of the work. The schedule of the am from Bournemouth, between stops, from Broadstone onwards to Bath was 16, 13, 5, 5, 16 and 49 minutes i.e. 108 minutes total running time. Actuals were 120 m 15 s and 117m 55s. On the return journey, performances were described as similar as far as Templecombe where Mr. Bloxam left the train, presumably to return to London. It seems unlikely that the Southern Region authorities believed a Maunsell Mogul could run a 12 coach train to time over the S&D. Not long after these tests, three new BR Standard Class s (Nos ) were allocated to Bath, perhaps the result the Southern wanted from such a failure. The London Midland Region eventually retrieved its Stanier s. Although for a few years Bulleid Pacifics worked from Bath, and Bournemouth regularly used them for its summer Saturday S&D rosters, until the end of through-train running over the S&D in 1962, they never found favour with Bath crews. Indeed, due to repeated slipping incidents, they had the same unassisted load limit as the Class twixt Bath and Evercreech Junction. Table 10 (log XXXIII & XXXIV) details the running of two Class s with eleven coach trains and an LMS Class as pilot from Evercreech. The slow start with piloted trains Milepost 37½ October 2016

35 appears to have been the norm, whether because the pilot was starting from cold and did little or the train crew opted to let the pilot do the work or a combination of both is open to conjecture. Certainly the crews of the two 4-6-0s (log XXXV & XXXVI) running on their own exhibited more urgency. Mr. Nelson noted the use of full regulator up to Masbury, 190 to 220 psi in the steam chest and cut off varied between 35 and 50% other than an easing through Shepton Mallet station. EDHP during the climb was c The details in log XXXVI are scanty but suggest an excellent performance with maximum load. If, as indicated, the 19 mph was attained on the 1 in 50, this represents an EDHP in the range, a high figure at such a low speed, suggesting working similar to the Class Table 10 log number XXXIII XXXIV XXXV XXXVI date 31/7/55 26/5/61 unknown 19/4/62 loco (s) number load 11/352/375 11/387/- 5/147/155 8/267/- recorder M.Hedges C.Hudson R.I.Nelson C.Hudson m.ch location actual mph actual mph actual mph actual mph Everc h Jct Everc h New Shepton M stop stop stop Downside 26 MP Masbury Binegar Chilcomptn Mids mer N pws 15 pws pws br Radstock Wellow m m Midford Bath Jct Bath stop stop stop stop m = maximum attained speed Table 11 log number XXXVII XXXVIII XXXIX XL date 1/10/47 9/8/48 12/11/52 6/3/58 loco(s) - number load 8/243/260 8/-/- 10/324/345 11/378/395 recorder DSM.Barrie N.Harvey O.S.Nock DSM.Barrie m.ch location actual mph actua mph actual mph actual mph Bath Bath Jct C.Down N ½ Midford Wellow easy pws Radstock Midsum r N ½ Chilcompto ½ Moorew d pws 17½ Binegar stop Masbury ½ ½ Shepton M stop Everc.h New Everc h Jct stop stop stop Milepost 37½ October 2016

36 The Stanier (log XXVII) barely kept the 47 minute schedule to Shepton Mallett with an eight coach train and fell to 16½ mph both on the initial climb out of Bath and at Chilcompton. The two runs headed by 4-6-0s with pilots kept time to Evercreech Junction. The performances were very similar, the difference in overall time being a result of the pws after Wellow. The average EDHP developed between Radstock and Masbury was c. 1,300. Assuming each loco was doing its pro rata to size amount of work, this suggests for such gradients comparatively easy engine working, On both occasions the descent from Masbury was taken very cautiously. Compare and contrast with No , eight minutes exactly Masbury pass to Evercreech Junction stop. Table 12 log number XLI XLII XLIII XLIV date 12/11/52 2/7/56 21/7/56 06/3/58 loco load 10/324/345 8/252/265 10/300/320 11/378/395 recorder O.S.Nock B.Basterfield M.Hedges DSM.Barrie m.ch location actua mph actua mph actua mph actual mph Ever h Jct Cole Wincanton T combe N easy a Henstridge Stalbridge loop loop S.Newton loop loop Shillingston stop loop stop Stourpaine Blandford F stop stop stop stop C.Marshall Spetisbury Bailey Gate C.Mullen Jt MP ½ sigs Broadstone stop stop stop Poole stop stop stop a stop to collect token Table 12 compares a Stanier 4-6-0, a Riddles BR standard Class 5 and two West Country Pacifics. The interest mainly centres on acceleration from the slacks for the station loops and the 1 in 80 climb before Broadstone. No with the Pines Express was held at Shillingstone for six minutes to cross the Mail headed by a 4F (No ). Mr Nock later noted, going very hard, cinders!, on the 1 in 80 before Broadstone. (c. 1,100 EDHP). Bulleid Pacific No with only eight coaches was well within both the 42 minutes allowance to Blandford and the 20 on to Broastone. No was five minutes early into Blandford on the third Saturday in July and right time at Poole. The running between Henstridge and Stourpaine was the best of the four. Although not shown in Mr. Hedge s log, the signals were probably on approaching Broadstone. The Standard with an eleven coach train, allowing for the extra coach, apart from a slow start from Evercreech Junction, which caused a two minute loss, made similar times to the Stanier 5. The last Pines Express over the S&D ran on 8 September The train was then re-routed via Oxford, Basingstoke and Southampton. The following day, an excursion was run from London to Weymouth and from there to Bath behind S&D 7F No Whilst these 2-8-0s were used occasionally on S&D passenger duties in the early 1930s, Bath only discovered their regular passenger potential in 1950: initially used cautiously, by 1952 they were handling 20% of the Saturday express traffic. They were supposedly, with their 4 7½ diameter coupled wheels, limited to 45 mph, and were heavy on maintenance, particularly brake blocks. Although rated 7F they were not large machines, the original six built in 1914 had a Derby G9AS boiler (as fitted to the Midland Compounds, 28.4 sq. ft. of grate and total evaporative area, including superheater, 1,681 sq. ft.). The five built in 1925 had the larger Milepost 37½ October 2016

37 G9BS boiler (same grate, c. 10% increase in evaporative area) but they were eventually all given the smaller Compound boiler. No was so treated in Despite the small wheels No (log XLV) ran from Weymouth to Broadstone in 47m 53s, schedule 45 minutes, with 57 mph attained in three separate locations. Seven minutes were gained against schedule from Broadstone to Evercreech Junction. The average of 50.5 mph from Charlton Marshall to Stalbridge, mainly against the grade, was definitely noteworthy, somewhat faster than its regular duties to-day on the West Somerset Railway. Table 13 log number XLV XLVI XLVII XLVIII date 22/9/62 2/1/66 14/7/61 30/8/65 loco - number / load 9/305/325 10/335/365 12/416/458 8/261/275 recorder B.Basterfield M.J.Rowe G.Vuillet M. Warburton m.ch location actual mp actual mph actual mph actual mph Broadstone stop pass C.Mullen J mp Bailey Gate Spetisbury C.Marshall B. Forum stop sl Stourpaine Shillingstne stop stop S.Newton slack sl Stalbridge slack sl T cmbe No slac sig stop Wincanton pws Cole Everc h Jct stp stop stop stop Everc h N, S.Mallet stop Masbury Binegar stop Moorew d MP Chilcmpton pws MP st M.Norton pws st Radstock slac stop Shoscombe Wellow Midford slac Bath Jct slac Bath stop The 49 minute schedule from Evercreech Junction to Bath proved too ambitious. The climbed to the Mendip summit as if on a weekday freight duty and lost nine minutes against the 23 minutes allowed to pass Binegar. The run behind the West Country and Maunsell U Class (log XLVI) was advertised as the last train but the route was given a stay of execution for another nine weeks. The two locomotives with ten coaches climbed to Masbury without any apparent fireworks, yet 19 mph minimum at MP 22 and 25 at MP18 was sufficient to gain nearly two minutes to Binegar. No account of locomotive performance over the S&D would be complete without a reference to the brief use of BR 9F s, particularly on the Pines Express. Although quoted in his book Railway Reminiscences of Three Continents by Baron Vuillet and by O.S. Nock in the Railway Magazine, the splendid effort by the much loved Driver Donald Beale and Fireman Peter Smith with No is worthy of repetition (log XLVII). Especially outstanding was the average EDHP of c on the climb from Radstock to Masbury and the start to stop time of Milepost 37½ October 2016

38 14m 10s (the counsel of perfection beaten!) from Blandford Forum to Broadstone. With full regulator and 45% cut off, the fall in speed up the 1½ miles at 1 in 80 after Corfe Mullen was only from 50 to 43 mph. The total running time with three stops from Bath to Poole was 108 minutes. Allowing for slowing down and restarting from the stops, the 101 minute nonstop schedule of 1914 was maintained with 450 tons. Although S&D loco performance post-1962 lost much of its interest, there was the occasional exception. Thanks to Driver Ford and Fireman Sawyer of Bath shed and the late much missed RPS Member Mark Warburton we have a record of the last August Bank Holiday Monday excursion to Bournemouth. The loco (No ) was driven literally flat out over the short start to stop stages, from Radstock to Midsomer Norton, to Chilcompton and to Binegar i.e. full regulator and 75% cut off. The intermittent speeds of 26/24½, 20/22½ and 31 mph suggest an EDHP in excess of 1,200. The loco, presumably without token equipment, slowed to 20 mph through the loops south of Templecombe yet the running time from Evercreech to Poole with one stop was only 59m 44s, a suitable final S&D excursion. THE BIARRITZ STEAM EXPRESS MAY 2006 By Derek Wilson Dedicated to the memory of the late David Mummery and his wife Mary Jane, who made such excellent travelling companions, both before, during, and after. Also with thanks to Alan Varley, for his help with the distances on the last leg of this journey. I don t know who first had the idea - whether the French approached the British or vice versa - but it matters little because at the end of the tour everyone agreed it had been a wonderful experience. British arrangements, which worked perfectly, were handled by The Railway Touring Company of Kings Lynn, with the French Organisation AJECTA supplying the locomotives, coaching stock, on board staff, support teams and, of course, the route planning and gaining permission to run the tour from SNCF. AJECTA can best be compared with the set up at Camforth, as they keep their locos and other rolling stock at the old, semi-circular steam depot with turntable at Longueville, 80 kilometres from Paris in the direction of Troyes, and which has a regular train service from the Gare de l Est in Paris. The depot was originally built in 1911 by the Est railway and finally closed to steam in In total AJECTA have 14 steam locos, the best known of which is the former Nord Railway No , later SNCF 230D 116, lately of the Nene Valley Railway. And so on the 20 May 2006 a varied group of rail enthusiasts assembled at Waterloo Eurostar terminal to catch the 1541 service to Paris Nord. Set /010 took 99½ minutes to the only stop at Lille Europe (schedule 100 minutes) and then a further 57m 38s (schedule 60 minutes) for the remaining 140 miles to the Gare du Nord, arriving just over two minutes early. Accommodation had been arranged close to the station, so after checking in, finding a restaurant which served an excellent meal with wine to match, it was back to the hotel for a night s rest before the excitement of the following day. Many years previously when steam reigned supreme, I had travelled behind other Pacific classes such as 231E and 231G and, on one memorable occasion, was double headed from Calais Maritime to Amiens by 231E 7 piloted by 231G 42 hauling a 15 coach train, the gross weight of which was 650 tons. The extra power was needed not only for the additional train weight, but also to surmount the formidable 9 km climb at 1 in 125 of Caffiers bank. Milepost 37½ October 2016

39 So it was with great interest to observe at the head of our train Pacific 231K 8, an ex-paris- Lyon-Mediterannée (PLM) Pacific built in 1912 and one of the few survivors of a class of 462. (231K 22 is, I believe, still at Carnforth). However, despite at that time being 94 years old, 231K 8 had no difficulty in hauling loads of almost 550 tons on this journey and achieving its permitted line speed of 100 km/h (62 mph). This engine also appeared in the 1970 film Borsalino, where, towards the end of the film, one of the bad guys is cremated in the locomotive s firebox! DAY ONE Table 1A Table IB Date 21/05/2006 Date 21/05/2006 Loco 231K 8 Loco 231K 8 Load 9,422/445 Load 9,422/445 Miles Place m s mph Miles Place m s Speed 0.00 Paris Gare de Lyon Les Aubrais 0.00 m.p.h. Tsr Maisons Alfort Sigs 4.40 Orleans Pk Tsr Villeneuve St /39/ St. Cyr en Val Georges Juivissy La Ferte St. Aubin / Savigny sur Orge Lamotte Beuvron / Epinay sur Orge Salbris St. Michael sur Orge Theillay Bretigny Vierzon Marolles Schedule Lardy Net Etrechy Vierzon Etampes / Chery Lury Guillerval Reuilly Angerville Diou Boisseaux Issoudun Toury / Neuvy Pailloux Artenay Chateauroux Chevilly / Schedule Carcottes Net Les Aubrais Orleans Chateauroux Sch Luant Net Lothiers Chabenet Argentun sur Creuse Celon Eguzon St. Sebastien Forgeviellle La Souterraine Schedule Net La Souterraine Fromental Bersac St. Sulpice Lauriere La Jonchere Ambazac Les Bardys Pk Limoges Benedictins Schedule Net Milepost 37½ October 2016

40 One difficulty I have had on these journeys is to estimate the gross weights of the train on various days behind each loco. For example, immediately behind the Pacific was a Fourgon (luggage van) which contained the locomotive s supply of briquettes as fuel. At each stop, designated members of the support team, plus wheelbarrows, would remove quantities from the van and transfer them into the locomotive s tender. Needless to say, at the end of that operation due to the dust, the team were all as black as the ace of spades. Also, when the oil burning locomotives were in charge, a tender (presumably full of oil - the weight of tender and its contents being unknown) was added behind the loco with a fuel pipe attached between it and the engine, so that refuelling could take place as and when required. All distances have been rounded up or down to the nearest 0.05 mile. After a stop for photographs, but more importantly, liquid refreshments for locomotive, crew and passengers (and a possible crew change), we proceeded from Les Aubrais as shown in Table 1B. And so at the end of our first day, we were 250 miles south of Paris, all steam hauled with much more to come. DAY 2 On the first part of today s journey 231K 8 was piloted by tank locomotive 141TD 740 which was limited to a maximum speed of 70 km/h (43 mph). I have therefore summarised these journeys as they were rather funereal and uninteresting. However, when we reached Capdenac, travel became more interesting. Firstly, the tank loco was detached, so train speeds rose, and, secondly, for the preservationists, dragged out from its shed was 141R 568. This coal fired version now works on a tourist line in Switzerland. Incidentally this was my first sight of one of these engines since June 1962, when I travelled behind 141R 1173 from Nice to Ventimiglia and later that week from Nice to Marseille. Table 2A Table 2B Date 22/05/2006 Date 22/05/2006 Loco 231K 8, 141 TD740 Loco 231K 8, 141 TD740 Load 9, 422/445 Load 9, 422/445 Miles Place sched. m s Speed Speed Net Miles Place Sched. m s (Max) m.p.h. Net 0.00 Limoges Capdenac / Benedictins Magnac-Vicq Tsr 18/ Naussac Uzerche Salles Courbatiers Uzerche Villeneuve-d Allassac Aveyron Villefranche Brive la Gaillarde Rouergue Monteils Brive la Gaillarde Najac Sigs Turenne Laguepie s/ St. Denis Pres Lexos Martel St. Denis Pres Martel Gramat Assier Assier / Figeac /sigs Capdenac This time the break in the journey was to detach 141TD 740 so that 231K 8 could proceed alone. On the left hand side immediately after leaving Capdenac, under its small shelter sits preserved B 43. Milepost 37½ October 2016

41 Due to space considerations and not much of interest in the rest of the journey, I have combined the next three stops into one log. 141R 1126 with its additional tender of oil, took us to the magnificently named town of Montrej eau-gourdan-polignan, where due to the steeply graded nature of the descent to the town of Tarbes, with gradients as steep as 1 in 30, a fairly elderly electric loco of Class BB 8500 was added as pilot and to provide additional braking power. As this loco was fitted with rheostatic brakes, presumably we were putting something back into the French National Grid. At Tarbes, BB 8576 was taken off, and 141R 1126 then proceeded to Lourdes for a prolonged break. If you have never been to this town before, the best description I can give is Blackpool with Religion. Say no more! Incidentally in the vicinity of Tarbes, I saw two elderly electric locos, numbers BB 4240 and BB 4732, which I assume have been preserved. Table 3A Table 3B Date 23/05/2006 Date 23/05/2006 Loco 141R 1126 Loco 141R 1126 Load 10, 460/500 Load 10, 460/500 Miles Place m s mph Net Miles Place m s mph Net 0.00 Toulouse Matabiau Tarbes / St. Agne Ossun Portet St. Simon Ade Muret Lourdes Le Fauga Lourdes Longages-Noe St. Pe Carbonne Montaut Betharram Courraze-Nay / Carbonne Assat Cazeres sur Pau Garonne Martres-T olosane Pau Boussens Lescar St. Martory Artix Lestelle Lacq Labarthe-Inard Argagnon St. Gaudens Orthez / Puyou St. Gaudens Puyou 0.00 Sigs 6m 4.50 Matres de Riviere Bayonne s Montrej eau-g-p Attach BB for additional power 0.00 Montrej eau-g-p St. Laurent / Lannemezan / Cappvem / Toumay Lespoey-Lasiades / Amperevielle Tarbes Detach BB By the time we re-joined the train it was getting dark, which explains the lack of detail in the final part of the log. We detrained at Bayonne as it has facilities for shunting and stabling trains. An arrival late in the evening was compounded by being put on a coach to be driven to our hotel in Biarritz by Milepost 37½ October 2016

42 an individual who had no knowledge of where it was. After the third or fourth tour of Bayonne/Biarritz, we finally found a pedestrian who gave us the correct route. The next day we were either to visit the preserved railway and museum at Aspetia with its five km running line or have a relaxing day in the sun on the beach. As we had overslept, due to last night s driver s attempts to find the hotel, we chose the latter. DAY 4 At leisure in Biarritz. DAY 5 Today we started from Biarritz station, with 141R 1126 at the head of the train, the second leg of which should have been the longest non-stop journey of the whole tour. Unfortunately it was ruined by a prolonged stop outside Lamothe station. Once again no schedules were provided. Table 4A Table 4B Date 25/05/2006 Date 25/05/2006 Loco 141R 1126 Loco 231K 8 Load 10,460/500 Load 9, 422/445 Miles Place m s mph Net Miles Place Sched. Dep. Speed 0.00 Biarritz /tsr Bordeaux St. Jean Tsr Bayonne Bordeaux Benauge 7.28 Tsr 8.35 Boucau Ste. Eulaille / Ondres La Grave d Ambares Labennne Cubzac les Ponts Benesse-Marenne St. Andre-de / St. Vincent-de Cubzac Gauriaguet / Tyrosse St Geours Cavignac Saubousse-des St. Mariens-St-Yzan Bains Riviere Bussac Dax Montendre / Dax Fontaines Ozilac / Laluque Jonzac Rion des Landes Mosnac sur Seugne Morcenx / Pons Solferino Beillant Labouheyre Saintes Ychoux Saintes Lugos Taillebourg Caudos Sigs St. Savinien Lamothe m34s Charente Bords Facture-Biganos Tonnay Charente Marcheprime Rochefort Croix d Hins Rochefort Pierreton St. Laurent de la Gazinet-Cestas Pree Chatelaillon Pessac Angoulins sur Mer After arriving at Bordeaux, 141R 1126 went off for servicing. Then one of the differences between Continental and UK health and safety practice became evident. At home it would be, Everyone off the train and make your way to Platform X, whereas we were told, If you are staying on the train, please keep away from the doors until we stop at Platform X. Hence we got our third form of motive power as diesel BB was attached to make the Bordeaux station shunt, at the end of which we were re-acquainted with 231K 8 for the rest of that day. No schedule was provided for the last part of that day s journey. Net time Milepost 37½ October 2016

43 There was a long wait at Rochefort waiting the departure of a southbound service from La Rochelle, to travel down the line we had just cleared. During this wait, passengers travelling first class in the Wagon Lits coach were served their evening meal, whilst we in standard class had to wait until arrival in La Rochellle, before eating. However, after checking in at the hotel, we wandered around the streets until we found a smallish restaurant which had a free table for two and we were served an excellent meal with wine to complement it at a not unreasonable price. Table 5A Table 5C Date 26/05/2006 Date 26/05/2006 Loco 231K 8 Loco 231K 8 Load 9,422/455 Load 9,422/455 Miles Place Sched. m s mph Net Miles Place Sched. m s mph Net 0.00 La Rochelle / Nantes Dompierre sur Mer Sainte Luce Marans Thouare Pk Mauves sur Loire Velluire Le Cellier Le Langon Mouleil Oudon Nalliers Ancenis Lucon Varades Le Bretonniere Montrelas Champ-St-Pierre Tsr Ingrandes sur Loire Nesmy / Champtoce sur Loire La Roche sur Yon St. Georges sur Loire Table 5B La Possonniere Date 26/05/ Behaud La Pointe Loco 141R 1199 Bouchemaine , 350/365, 9 421/445 from La Load Roche Angers St. Laud Miles Place Sched. m s mph Net 0.00 La Roche sur Yon Angers St. Laud Les Clouzeaux La Bohalle Sainte Flaive St. Mathurin La Mothe Achard La Mehitre Olonnes sur Mer / Les Rosiers sur Loire Les Sables Saumur d Olonne Saumur Les Sables Varennes sur Loire / d Olonne Olonnes sur Mer / Port Boulet La Mothe Achard La Chapelle sur Loire Sainte Flaive St. Patrice Les Clouzeaux Langeeais La Roche sur Yon Cinq Mars la Pille Savonnieres La Roche sur Yon Pk Belleville Vendee / Tours L Herbergement Montaigu Clisson Gorges Le Pallet La Hale Fouassiere Verzou Nantes Milepost 37½ October 2016

44 The next day in a discussion with our fellow travellers we were told we had found a Michelin Starred establishment, which others had tried to find, but failed. One up to standard class! DAY 6 We resumed our travels behind 231K 8 before briefly renewing acquaintance with Les Mazoutieres. On arrival at La Roche sur Yon, the oilmen were waiting, but this time with 141R On withdrawal, this loco was originally destined for the Railway Museum in San Diego, California, but during the time it was stored at Vitre station it was declared An Object of Historical Importance and moved to Nantes depot where it was restored to working order by the 141R Steam Locomotive Group, a process which took 12 years. From 2004 onwards it started working tourist trains in the west of France and is based at Nantes depot. With a reduced load due to a short platform at Les Sables d Olonne, this loco did the round trip down the branch, and then with the load back to normal, although without the oil tender, then took us to its home town depot of Nantes where we said our adieu s to 141R 1199 and its crew, as it was now back at its home depot. For the last leg of a rather long day, we were re-united with 231K 8 which, after our overnight stop in Tours, took us all the way back to Paris. This section was a classic example of French locomotive running on straight level track, and having attained line speed the kilometres were reeled off with almost monotonous regularity, until the next station stop. Log 6A Log 6B Date 27/05/2006 Date 27/05/2006 Loco 231K 8 Loco 231K 8 load 9,422/445 load 9,422/445 Miles Place Sched. m s mph Net Miles Place Sched. m s mph Net 0.00 Tours Voves Pk Pk La Membrolle Pk Notre Dame de Oe Pk Monnaie Auneau / Chateau Renault Paray Douaville Chateau Renault Sainte Mesme Pk Dourdan St. Amand Sermaise Vendome Pk Breuillet Village Vendome Arpajon Yendome Bretigny Pk Ste. Genevieve des Pezou Bois Juvissy Fretevai Moree Athis Mons Pk / Les Saules Sigs Cloyes Valenton secs Pk Valenton Chateaudun Sucy Bonneuil Chateaudun Nogent Le Perreux / Marboue / Bobigny Bonneval Le Bourget Sigs lm Pk Le Bourget Yard s Pk Le Bourget Yard Voves Le Bourget La Couneuve-Auberv Paris Gare du Nord Milepost 37½ October 2016

45 DAY 7 This being the last day of the tour, and starting at the appropriately named town of Tours, the train took a route to Paris over some of the lesser used and slow speed tracks on the approach to the city, involving some long waits to clear single track sections. No schedules were provided for the last part of the journey. Because the locomotive was due to enter the capital chimney first, a run round the Y at Le Bourget yard meant we left there heading in the opposite direction from that which we had entered, but on the same tracks. This occupied a considerable amount of time, hence we were late into the Gare du Nord, cutting it fine for our Eurostar connection. Realising this, the train stewards asked everyone to move to the front of the train for a speedy exit and then check-in at Eurostar. Thus a few shouted au revoirs and merci mille fois were all we could manage to thank the loco crew. The fastest check-in I have ever had soon saw us boarding /229 for our return to England. A gain of 4½ minutes to Frethun, a further two minutes ahead of schedule at Ashford, and a final 1¾ minutes gain into Waterloo, were a satisfying end to a most enjoyable week. SUMMARY The Biarritz Steam Express Locomotive Mileages. SNCF Diesel Bo-Bo = 0.60 Estimated SNCF Electric B-B Steam Tank 141TD R R K TOTAL MILEAGE 1, PS. We had noticed as the journey progressed certain faces appeared again and again, but always in a railway setting, never at our hotel. However we found out later they were part of a French film company who later produced a DVD (in French) entitled Le Biarritz Steam Express. If you ever see this DVD, you may notice on the left hand side in the direction of travel, in the brown coach, a white haired and bearded person. You will be seeing the writer of this article, Fame, of a sort, at last! LOW COUNTRIES: HIGH POINTS By John Heaton FCILT Steps lead from the concourse of Amsterdam Schiphol Airport directly to the subterranean railway station platforms where a wide variety of trains serves the major cities of The Netherlands and Belgium. I had been wafted there from Luton airport by EasyJet, I regret to say, at a cheaper price than the ex-british Rail privilege fare. There were two further excuses threats of Belgian rail Milepost 37½ October 2016

46 strikes (there was one the day before my trip) and shenanigans at Calais (that re-started within a week of my return). My chosen hotel was the airport Ibis, a 10 minute free shuttle bus ride from directly outside the main entrance. My objectives were to assuage my British loco-hauled thirst, use the remnants of my BR retirement foreign administration entitlement and see the De Panne- Knokke coastal tramway system. The Schiphol base was, perhaps perversely but nevertheless deliberately, selected to give an opportunity to take long day trips reaching my destinations. It had been the intention to travel to De Panne on the first day, having guessed that the Sunday schedules would not be afflicted by the Sabbath restrictions that still blight British schedules. Wrong! There were rail replacement buses all day between Knokke and Bruges. Luxembourg looked like an alternative, out via the Ardennes and back via Namur but this was a step too far. Spa in Belgium had always intrigued me so I thought this might be the opportunity to visit it. There are good domestic internet journey planner websites for both Belgium and Holland as well as international journeys, although precious little information from other sources. The suggestion was to travel via the main line spine to Brussels but this would duplicate the De Panne trip so I chose the eastern route on a Heerlen EMU to Sittard where I could change for Maastricht and again for Liege then Verviers for Spa. The 0716 arrived with a three-car Koploper unit - the ones with the high driving location and now redundant communicating doors through the nose. The route was via Amsterdam Zuid, avoiding the central station, running at 140 km/h (87 mph) from the Amsterdam Arena station to Utrecht, but signal checked and losing 1½ minutes. Leaving the city of the famous 1713 treaty on time, the position was reversed with 130 km/h (81 mph) running with a maximum of 132 km/h to s-hertogenbosch where I had the misfortune to be asked where we were by a fellow traveller (who had earlier volunteered he was originally from Tehran). Whether he was any wiser after my attempt at pronunciation, I am unsure. We experienced an unusual railway practice here as we appeared to wait six minutes overtime for a connection. What a strange idea. At least the driver had some incentive now, running at up to 145 km/h in each of the ensuing sections to Eindhoven, Weert and Roermond. Sittard was reached on time. There was a 19 minute connection to Maastricht but the train was 25 minutes late for a 13 minutes connection. While considering the implications, I was advised by a real person on the public address that passengers for Maastricht would arrive there earlier by taking the 1004 stopper. The two-car EMU No. 482 looked like one of the iconic (yes, genuinely iconic) dog-nosed units but it was a little younger than those of that pedigree. It was not a sprinter but certainly no slouch, the 740 hp attaining 100 km/h in 0.92 km in 58½ seconds. The railfaneurope website suggests that there is an 800 series of emus known as pig noses. Surely they re avin a larf. Should it not be snouts anyway? Arrival in Maastricht, home of another more recent but arguably less illustrious treaty, was ½ minute early but 5½ minutes after my Liege train should have left. After noting the earlier connectional hold, I had hopes this one might also be kept and, if not, there would be another in a few minutes between cities of such prominence. Wrong again. It had gone - perhaps because it was a Belgian train? and there was no other train for an hour. I had forgotten that cross-border routes, even in the integrated modern economies of Benelux, still tend to reflect their historical degrees of separation. There used to be a notable decline in standards at the Holland/Belgian border but the threecar unit was acceptably clean with functional, if basic, toilets. The internet suggests that No. 314 is known as a Break but it certainly resembled if not a pig-nosed unit then certainly a Milepost 37½ October 2016

47 piglet one. It ran precisely on time throughout with a maximum attained speed of 121 km/h (75 mph). Meantime I was calculating whether to abbreviate my itinerary or arrive back in Schiphol at 1948, an hour later than planned. In the end, common sense did not prevail and I stuck to my original plan. This involved an Ostende-Eupen electric loco-pushed service which arrived both loco-hauled and loco-pushed with eleven intervening Corail-style tonne coaches plus a DVT. I note that David Lloyd-Roberts described a similar formation in his Belgian article in Milepost 35¼. Perhaps the DVT was defective, as I saw two further examples of these services, one with a loco on both ends and another with just one. Or perhaps the single-loco version had detached a defective loco? Standard provision is from the Belgian fleet of 6,700 hp Class 18 Siemens products. The route to Verviers and Welkenraedt winds through the foothills of the Ardennes at low speeds on the traditional route to Aachen (formerly Aix-la-Chapelle of the 1748 treaty!) now superseded for international journeys by a high speed route that scythes through the countryside. The ride, the ambience, the weather and the scenery of the traditional route combined to constitute railway perfection in all aspects except speed. As our juggernaut twisted uphill to Eupen, away from the main line, I speculated about the community that might justify this regular 715 tonnes tare (only 717 tonnes gross!) event but I was unprepared for this small settlement and for this to be the only train each hour. Yorkshire readers might picture Eupen as 1980 Clayton West with Verviers as Huddersfield and the fourteen-vehicle Ostende express as a twin-power Metro-Cam set bound for the coast at Hull. Some imagination is required. There was little to do other than conduct an inspection of the entrance hall, (finding the booking office staffed in the middle of the afternoon for the hourly departure) and take a long walk to check the train weight. We dropped back down the hill to the main line and I alighted at Verviers for a two-coach, late-1960s EMU No. 659, heading for Spa. I was greeted by a friendly guard who examined my free ticket and declared me a colleague. I complimented his avant-garde railway tie and he promised to send me one. I reciprocated as best I could with my copy of the current Railway Magazine and then he confided we would be waiting for the Liege stopping train connection at Pepinster where the Spa branch diverges from the main line. A staff member wanting Spa was on board the inbound train apparently and I was assured we would be on time at Spa-Gerontere at the end of the branch. I have heard stories like that throughout my railway career but I was once again wrong. On time we were. There was a 32 minute wait before our return and I was joined by the young Welkenraedt driver in civvies before being ushered to the front cab to perch on a free-standing stool opposite the EMU s half cab. The driver showed me the controls which looked remarkably hitech for its generation as we descended gradients that looked quite steep and conducted stops at five intermediate stations to Pepinster. I enquired about the gradient in schoolboy French that was even more ancient than the unit and was given the answer dix-huit which I took to be 18% or 1-in-55½. It looked something like that but if a running brake test was necessary it was completed surreptitiously. I was informed that the train was going to French Aix (rather than German Aachen ) but the guard entreated me to change at Pepinster to pick up the Liege stopper and I complied in the hope of eventually catching an earlier Schiphol-bound connection. This at least gave me time further to admire the magnificent architecture of the new Liege Guillemins. I had told the guard at Spa that I thought it was a superb station, only to receive the damning comment, C est froid Milepost 37½ October 2016

48 en hiver. My colleague had all the scepticism one might expect of such an experienced railwayman. When I used to visit Belgium regularly in the 1970s I was startled by the high frequencies but they now seem sparse by British standards. Indeed there was no onward connection towards Louvain for,.. well, a full 25 minutes the Eupen-Ostende train I would have caught had I continued from Pepinster to Verviers. This train was again a two-loco, 14 coach formation with both locos wearing their pantographs up although it had been noticeable that the back engine had not been working hard on the train I had left at Verviers. However, the next section was over the high speed line and a back-of-the-envelope calculation suggests both locos were necessary to accelerate quickly as it did to 191 km/h which enabled it to cover the 40 km from PK88 to 48 in 12 min 37 sec at a maximum of 193 km/h and an average speed of km/h (118 mph). Impressive and comfortable as this was with a large loco-hauled (and probably pushed) train, we mirrored current British experience by departing and arriving one minute late. Running the 30 minutes advertised section in 29 min 57 sec, an average speed over those 40 kms of, say, 198 km/h (123 mph) would have saved 30 sec of that. The advertised connection at Louvain for Antwerp was a mere five minutes, an actual four and through the subway. The piglet-nosed EMU No. 378 gave a snort and picked up its trotters to depart on time, possibly short of a few connecting passengers. The first stop is Brussels Airport then Mechelen, after two 160 km/h stretches, before completing the 48 minutes journey at around 150 km/h. My friendly Spa branch guard had suggested I consult a website called Les Plus Belles Gares de Belgique and surely Antwerp Centraal is the belle of the railway ball. Its modernisation is now complete with trains on three levels, now with a through tunnel at the lowest level. Allow plenty of time if changing trains here. My reciprocal Benelux free tickets were not valid on Thalys services and having been squeezed out at the opposite end of the spectrum by privatised rural services, I contented myself with the conventional engine and coaches with a large Bombardier 7,500hp electric loco bearing a Class 186 stencil and a Belgian number in the Class 28 series that did not seem to reflect the former in any way. I guess it's something to do with leasing. It was 1745 on a Sunday evening as the six-coach, 259 trailing tonne train approached but the overcrowding I had feared did not transpire. Indeed the loadings were worryingly light and I wondered how long the current service might be perpetuated. It is useful mainly to cities away from the high-speed line but fails to command the higher Thalys fares. A combination of Belgian loco and Dutch coaches was reminiscent of the Belfast-Dublin expresses with a similar acceleration once the border was crossed at Roosendaal, a conservative 130 km/h max in Belgium transforming into a similarly unadventurous 140 km/h max. in Holland. The train calls at Dordrecht, Rotterdam Central and Den Haag HS before Schiphol some 123 minutes after leaving Antwerp. Not today though. At the end of a long day s train timing and 1½ minutes after leaving Den Haag, towards my final stop, the train ceased to accelerate and then made an abrupt stop. I feared an engine failure and, for the first time ever, I wished I was on a Voyager it might have had at least a couple of its diesel engines working. Then the aircon went off and it was announced there was a small problem with the engine. It might be a small problem but it is a big engine. At least it was not a fatality, I contented myself by thinking. Milepost 37½ October 2016

49 A couple of local trains overtook us and we eventually moved off after a merciful 11 minutes. I think we probably have the normally excellent technical training of continental drivers to thank for that. The train zig-zagged around one of the stoppers at Leiden and then made off for Schiphol as if nothing had ever ailed it, arriving 15½ minutes late. The following morning I rose in time for the 0725 from Schiphol to Rotterdam Central via the high speed line, marketed as InterCity Direct one of the three divisions of the InterCity brand, the others being the Amsterdam-Brussels conventional trains and the third one apparently being most EMUs with first class. Give BR its due; for an allegedly hidebound nationalised industry it learnt how to brand its best products, even before sectorisation. A supplement of 2.30 was necessary, obtainable from machines on the platform the announcement said, but it transpired that you need the equivalent of a Dutch Oyster card to do it. With five minutes to departure time, a commuter kindly volunteered that I had to return to the concourse to a yellow machine, armed with only 2.20 in change and faced by the most obscure credit card orifice imaginable. A Class 186 turned up three minutes late and cantered out through Hoofddorp for 5½ minutes before hitting the high speed line and galloping along at all of 160 km/h throughout the route s length. After my 193 km/h yesterday this was a disappointment and, indeed, I felt cheated out of my 2.30 too. I should have realised that, unlike yesterdays 200 km/h Class 18s, the Class 186s (28s) are limited to 160 km/h so my brief 165 km/h this morning was in fact a bonus. A dead stand outside Rotterdam for a three minute late arrival was reminiscent of home. I transferred to the Amsterdam-Brussels train that had left the Dutch capital 18 minutes before the InterCity Direct with another Class 186 that ran right up to the 130 km/h infrastructure limit, perhaps in preparation for the 50 TSR that intervened. A dead stand before Roosendaal cost a couple of minutes, 1½ minutes being regained to Antwerp - all of which would have been recouped but for a slight check. A couple of 140 km/h 300 series units were waiting on the buffers at Antwerp, one with fourletter insults to railway staff scrawled on its cab. Give me a break. Where is the sense of pride in not, at the very least, having had that painted out immediately? The 0932 to Gent St. Pieters was formed of two rubber-nose emus. No, I am not kidding. They are the ones with prominent rubber corridor connections that make them look as though they are just coaches waiting for a loco. A stopping train heading in the same direction was standing on the buffers of our advertised platform and the platform information was causing confusion to the waiting passengers. A 7½ minute late start came after awaiting the arrival of the inward service but delay entering Gent lost some of the regained time for a five minute late arrival. A litter of swine (3x3 Breaks ) formed the 0839 from Landen to De Panne, snuffling in 14 minutes late, but departing 11½ minutes late and running hard, regaining 3½ minutes at stations and 3½ minutes running in what felt like a committed effort by both crew members. The De Lijn coastal tram was waiting adjacent to our arrival platform to start its 2½ hour run along the coast to Knokke. The internet warnings of complicated ticket purchase arrangements fortunately proved inaccurate as the driver was happy to accept my 3 fare. I must admit to being disappointed by the trip. I thought it would be along the prom and through the dunes but most of the journey was on a road behind a line of hotels and in front of a row of shops. Nevertheless, there was some smart, if unsteady, running up to 70 km/h (44 mph) on the tramdedicated formation sections. The station at Knokke is out of town. In Britain one would have suspected a British Rail Property Board sell out of the track bed to a persuasive developer. This was another branch Milepost 37½ October 2016

50 line terminus, like Eupen, with one train an hour with a staffed booking office at 1500 in the afternoon. The inward working was a Class 18 hauling a five-coach double-deck push-pull set weighing 257 tonnes tare, 345 tonnes including the loco. No GPS signal. I thought of moving downstairs to obtain a reading, in case it was just the upstairs glass that was toughened, but there was obviously a youthful and somewhat exuberant special party below, with emphasis on the word party. At Bruges, we ran in behind the Blankenberge portion (loco leading five push-pull double deckers) which had been booked to arrive four minutes ahead and shown to depart eight minutes afterwards. It is not normal British practice nowadays either to rely on such coupling arrangements or to spend 12 minutes journey time to save the extra crew. Instead of a two-loco, 10-coach, 690 tonne whopper, two tiddlers would have chased each other to the capital. We eased out of Bruges and did not accelerate quickly. I was distracted by an increasingly loud noise, that sounded as if we were being buzzed by a low-flying aircraft, only to see 1961 Belgian Co-Co diesel locomotive No scream past with a rake of empty engineers flat wagons. The driver was clearly showboating as were to pass it standing at signals, where four tracks merged into two, only a little further along. By now I had transferred to the off-side of the train to be able to time the kilometre posts more easily. It can sometimes be a pleasant change to practise these skills, especially where there are precious few other timing points such as the stretch to Brussels with just the one intermediate station at Gent. Most speeds were close to 130 km/h and arrival was on time. After a Quick Burger, which in truth had little to recommend it other than speed, I took a Class 186 on the six coach 1745 to Schiphol, an hour later than last night but within the one minute early-2½ minutes late band all the way with a maximum speed of 147 km/h, 2½ minutes after leaving Dordrecht. Reaching the hotel at 2115, with my next scheduled event being the 1540 flight to Gatwick, I chose not to set the alarm and see what time I might arrive at Schiphol railway station the following morning. In the end it was just in time to catch the four-car, double-decker Regiorunner EMU to Groningen, despite no expectation of a GPS signal. It was a surprise, therefore, that there was no problem upstairs in receiving a good reading throughout the journey. There was some delay before the Almere Centrum, adjacent to the huge Ijsselmeer, followed by some marginal excess over the 140 km/h to Zwolle where the Leeuwarden connection departed a little impatiently after our three minutes late arrival. The Groningen and Leeuwarden lines actually divide at Meppel but it is a small settlement served only by the stopping trains. Our InterCity EMU called only at Assen before the Groningen terminus - booked at There was a return train at 1116 which in Britain would have been the same train after a three minute differential in advertised and working arrival times but this was The Continent. I had 1½ minutes to transfer from Platform 4 to Platform 2 and a single-deck four-coach Koploper No on a well-patronised Rotterdam via Utrecht service. The pattern is for xx.16 Groningen departures to make an advertised two minute cross-platform connection at Zwolle with a Leeuwarden-Den Haag train. Half-an-hour later, a similar but opposite arrangement applies. The forward service was formed by another four-car, double-deck Regiorunner which ran on time or early throughout to provide a fitting end to the mini-break. Milepost 37½ October 2016

51 High power and high performance to Mandurah By Malcolm Simister Before the resources boom ended in about 2013, Western Australia lavished some of its bountiful iron ore royalties on its capital city s railways, including on the new Perth to Mandurah line on which powerful EMUs operate on tight timings. Opened in 2007, the 70 km-long Mandurah line starts from Perth Underground, essentially just two underground platforms at Perth s main station, runs in tunnels across the city to Esplanade and emerges into daylight to cross the wide Swan River on a bridge where the tracks are sandwiched between the northbound and southbound lanes of the Kwinana Freeway. Heading south, the railway maintains this affinity with the freeway to Kwinana and also runs alongside other arterial roads afterwards which provides inbuilt marketing as the trains easily overtake the paralleling cars, helping to explain the line s passenger boom and, consequently, frequent services. In weekday peak hours, trains operate approximately every five minutes between Perth and Cockburn Central, 20½ kms, with a train every 10 minutes on the remaining 49½ kms between there and Mandurah. Even outside the peak hours and for most of the weekends, trains run every 15 minutes between Perth and Mandurah, an excellent service, especially as there is little population and no station on the 22½ kms between Warnbro and Mandurah. Traversing mostly quite flat land in which the vegetation is predominantly eucalypt forest or scrub, the line has been engineered for a maximum speed of 130 km/h south of Murdoch, although the installation of points approximately 60 km south of Perth between Warnbro and Mandurah necessitate an 80 km/h speed restriction for a short distance. There are few other inhibitors to fast running, the sharp curves on either side of Rockingham barely impacting as trains are braking for or accelerating from the station there anyway, although the steep climb out of Esplanade to the Swan River bridge is also on a sharp curve which may inhibit initial acceleration of Down trains and cause early braking of Up trains. Operationally, Mandurah line trains continue north of Perth on the Joondalup line to Clarkson, another relatively new line that opened to Joondalup in 1992, Currumbine in 1993 and Clarkson in Like the Mandurah line, this line also has excellent feeder bus services which assisted its patronage exceed all the expectations of sceptical politicians, proving the case for investment in rail-based, integrated public transport in Perth. Now, all Perth s suburban railways are electrified at 25 kv AC and operated by modern EMUs. Transperth s B-series, three-car EMUs operate all trains to Mandurah, with two units on each train usually, and, despite their capabilities, they have to work hard to maintain the tight schedules which require fast acceleration away from stations and late, hard braking for stops. Their acceleration rate is 0.92m/sec 2 and normal deceleration rate 1.12 m/sec 2 and at 1,560kW for three cars they pack approximately 13 kw/tonne. Just how powerful this is can be appreciated by comparing it with the 9.9 kw/tonne for British Class 360 Desiros and the 9.2 kw/tonne for Class 377 Electrostars. As seems quite common nowadays, the B-series units had already travelled quite a way before entering service as they were built by Bombardier Transportation and Downer Rail in Maryborough, approximately 4,000 km away on the Queensland coast. Most of their journey in freight trains from Australia s east to west coast was on temporarily-fitted narrow and standard gauge freight bogies, their in-service bogies being fitted at the old Midland workshops of the former Western Australian Government Railways in Perth. Milepost 37½ October 2016

52 Work takes me to Perth sometimes and I have been able to travel on the Mandurah line and time its trains on several occasions. It is not quite a case of seen one, seen em all but the same type of EMU running to the same tight schedule on a new railway without any other traffic doesn t usually throw up much variety, but I have selected one typical and one slightly different run in each direction here. Table 1 Perth - Mandurah Run 1 2 Date: Sun 10 Mar 2013 Thu 27 Mar 2014 Train ex-perth: Units: 2 x 3-car B-series EMUs 2 x 3-car B-series EMUs 240 tons tare 240 tons tare 3,120 kw 3,120 kw Position: 1st car 1st car Dist Location Actual vs PTT Speeds Actual vs PTT Speeds km m:s m:s km/h m:s m:s km/h 0.0 Perth Underground 0.00 RT L 0.6 Esplanade Arr Dep Km Canning Bridge Arr max 4.57 Dep Km Bull Creek Arr Dep Murdoch Arr max 1.56 Dep Km Cockburn Central Arr Dep Km Kwinana Arr av av Dep Slight sigs 4.4 Wellard Arr Dep Km max Sigs 5.9 Rockingham Arr Dep Slight sigs 105 max 4.4 Warnbro Arr max 3.23 Dep Km Km * * 17.4 Km Mandurah av av '+' in the 'vs PTT' column indicates early and '-' late per the public timetable * Speed restriction Table 1, Run 1 was on a hot, humid Sunday with perhaps 100 people on the train leaving Perth. A right time departure and running times a few seconds either side of the public timetable resulted in a right time arrival at Mandurah, helped by what seems to be a minute or so recovery time at Bull Creek that offsets the impossibly tight timing from Perth Underground to Esplanade. Station dwell times are only a few seconds so the working is slick, but a mandated, painfully slow and perhaps overly cautious approach to stopping in Mandurah costs at least half-a-minute in running. This impacts the average speeds on this section which, as I show in the table, are slower than between Cockburn and Kwinana, which is considerably Milepost 37½ October 2016

53 shorter. Run 2 was in the evening peak and was much the same as Run 1 except for the signal checks, which puzzle me as the previous train, the from Perth, terminated at Cockburn Central and the checks came after this. I can only assume that the preceding 1705 to Mandurah was held up. My 1715 was crowded and I didn t get a window seat until after Cockburn so I recorded no speeds initially. Notice how closely the running times matched those of Run 1 in sections not impacted by signals - the word metronomic springs to mind - except on the last section where the driver took a rather cavalier approach to the 80 km/h speed restriction before Km 60, perhaps to try to regain some lost time, but we still arrived at Mandurah 2½ minutes late after a two minutes late start Table 2 Mandurah - Perth Run Run 3 Run 4 Date: Sun 10 Mar 2013 Fri 28 Mar 2014 Train ex-mandurah: Units: 2 x 3-car B-series EMUs 2 x 3-car B-series EMUs 240 tons tare 240 tons tare 3,120 kw 3,120 kw Position: 1st car 6th car Dist Location Actual vs PTT Speeds Actual vs PTT Speeds km m:s m:s km/h m:s m:s km/h 0.0 Mandurah 0.00 RT L 130 max 5.1 Km / Km * * 17.1 Km / Warnbro Arr av av Dep Rockingham Arr max max Dep Km Wellard Arr Dep Kwinana Arr max Dep Km Cockburn Central Arr av av Dep Km Murdoch Arr Dep Bull Creek Arr max max Dep Km max max 4.4 Canning Bridge Arr Dep Km Esplanade Arr ½E 8.17 Dep Perth Underground L '+' in the 'vs PTT' column indicates early and '-' late per the public timetable * Speed restriction Two Up, northbound, runs are in Table 2 and while they share some metronomic qualities there is also some variety, mostly caused by Run 4 being a heavily loaded peak hour service. Run 3 was on the same afternoon as Run 1 by when I noted the late afternoon weather had cooled to being only warm and humid. As in Run 1, the running of both trains was initially a few seconds either side of right time but Run 4 was hampered by the large number of Milepost 37½ October 2016

54 passengers and was filled to standing room only after Kwinana. The crush loading extended station dwell times at Kwinana, Murdoch and, especially, Bull Creek. Mind you, the dwell time of 55 seconds at Bull Creek may not be regarded as long by some British TOCs! The two minute schedule from Esplanade to Perth is the time to leaving Perth so arrival there was probably 2½ minutes late rather than the two minutes I have shown in the table. Clearly, the Mandurah line and its EMUs were designed and engineered for exactly the schedules operated and the B-series EMUs running is impressive, especially as they are of 3 6 gauge. Footnote: If you happen to be in Perth, other trains worthy of a GPS or stopwatch include the twice daily, 3 6 gauge Australind DMU travelling 2½ hours to the south coast city of Bunbury, and the daily 160 km/h standard gauge Prospector DMU taking seven hours east to Kalgoorlie. My thanks to Transperth and Peter Clark for technical information about the B-series EMUs. LETTERS RESISTANCE FORMULAE Letters in MP 37¼, July 2016, pp In his first letter in MP 37¼, p 131, Doug Landau says that curve fitting and its relationship with a notionally causal basis are at best only approximate; that the classic resistance formula a +bv + cv 2 lbs/ton (V for velocity) is amenable to various permutations in achieving an acceptable fit; also that the mathematical solution returning the highest r 2 may throw out illogical negative coefficients, as frequently happens if computer curve fitting programs are utilised. The acceptable and good fits of equations to the data are presumably judged by the analyst in terms of closeness to the observed data following drawing lines through a graph of the data, or fitting equations by trial and error. There have long been much better methods than those, based on the science of statistics, used in all forms of experimentation. Even before consideration of any analysis, however, it has to be recognised that just because there are data does not mean that what might be fitted to them by any methods, rough and ready or scientific, will be at all satisfactory. It cannot be assumed that errors in the data even out (the assumption behind drawing a line through the data so that half the observations lie on one side of it and half the other): the data might not be consistent, or might all be under- or over-measured, and measurement errors might be constant or proportional to the observations, or arise only at low or high values (that apart from the meaning of the line drawn). Scientific determination of sound empirical relationships from data is done by regression. The widely available Microsoft EXCEL package includes an easily used regression program (there are others). This produces not only a best fit equation of a form chosen by the analyst, but test statistics which allow hypotheses about the equation to be tested, such as the probability of the results differing from some other figures or from zero. These are at least the Standard Errors of the Estimate and of the coefficients, the F statistic and its significance, the residuals (the difference between the observed data and that given by the regression), and not simply r 2, which by itself can be misleading (relationships with high r 2 might not even pass through the data). The residuals can show whether there are other variables which are missing from the determining equation. Indeed, these tests apply some rigour to what Doug considers approximation, amenability to permutations etc, by saying how big the flexibility is, but more importantly, what that implies for the probability the answers are of any use. Milepost 37½ October 2016

55 Regressions are so quick to do, the results so well displayed, that it is not worth undertaking preliminary analysis of the curve fitting process by trial and error (which is very difficult in any case if there is more than one explanatory variable). The first step is examination of the data for its sufficiency, circumstances of measurement or manipulation (eg wind) and internal consistency. There is usually no easy way of determining correct measurement, even by comparison. If the physical relationships are well understood, however, preliminary regressions can indicate whether the measurement can be correct. The form of the equation fitted should be the closest possible to that which is to be expected from first principles of physics and engineering. Simply using a conveniently available explanatory variable is unsatisfactory if it cannot be the determinant of the item under study, or if it is only one of two or more. If it is uncertain what are the true determinants, alternative explanatory variables and formulations should be tried. Those used and effects found should be reported in the results. The statistical analysis must be accompanied by both statistical and technical interpretation could the results possibly be? Excellent equations and relationships can emerge. It is perfectly possible, however, that at the opposite extreme, no empirical explanation of the subject of interest is possible from the data available. In such a case, the difficulty should be reported in full it is important to know what is unsatisfactory and why. It might be said, for example, that the data indicates that the item concerned, under the conditions postulated, has extreme values between X and Y, with mean, standard deviation, and other characteristics, but explanation from first principles of the values observed has proved impossible, or even that the results obtained for various possible explanations are not sensible. That of course means that anything given in the literature as a single line on a graph, or a crude equation, with no data and test statistics, is to be regarded with suspicion. Anything with the wrong signs for coefficients must have been based on poor data or an inadequate analysis, whether issued by Carling, or by Andrews, another engineer who had wrong signs in freight rolling stock resistance equations. Similarly, if the data are satisfactory, it should not be the case that the resistance of some diesel locomotives can be explained sometimes without the bv term and sometimes with, at least locomotives of roughly the same form and size. This is not needlessly seeking perfection, but what should be done and reported for any resistance to be accepted. If the objection is then that there is nothing else available other than the single lines on a graph, the limitations of that should be uncovered. Doug said that vehicle length is of low significance in atmospheric resistance. Compared with head end atmospheric resistance of a leading vehicle, that is so, but in a train of seven or so bogie passenger vehicles, length comes to be of about equal significance, and in longer trains to be of higher value. In the resistance of a steam locomotive, the V 2 term will include the dynamic aspects of revolving and reciprocating parts, as Doug said. These are highly specific to the class of locomotive, dependent on the masses, the manner and distances of their movement, the percentage of reciprocating masses balanced, and number and arrangement of cylinders. Steam locomotive resistance should also include the non V 2 dependent aspects of the piston thrusts in a separate term. If the rolling resistance friction coefficient should show a moderate linear increase with speed as Doug says, that will be a good reason to have a bv term, which is otherwise hard to explain, rather than modifying the A term. A more important influence on the A term is the pressure on the bearings. The friction coefficient varies inversely and at a decreasing rate with that pressure to a minimum of about.012. That can mean the resistance varying partly with the loaded weight, important for the A term for freight stock, tenders and tank engines, but not important for locomotives other than tanks, nor (usually) for passenger stock. Milepost 37½ October 2016

56 What then is left for the bv term, the question in my previous letter? The friction of wheel on rail should indeed be weight dependent. Why should it increase with V as well and by so much? Is its presentation in resistance mostly a matter of tradition? All the more reason to test for its presence in a regression. John Knowles Doug Landau replies: My reference to negative coefficients as "illogical" was to some extent an over simplification. The elements of steam locomotive machinery friction are many and vary in character. The traction force loadings on the coupled axleboxes and motion tend to reduce as a function of speed, whereas the dynamic loadings of the rotating and reciprocating masses will increase as a square function of speed. In regard to the coupled axleboxes the standing load of locomotive weight must also be allowed for. The resultant loading of these elements of force will be less than the mathematical sum of the three parts, and will vary in the course of a revolution. It can be shown these competing forces will result in a saucer shaper friction curve, initially falling to about the middle speed range and then starting to rise. To this extent a negative coefficient is reflecting part of a competing mathematical reality with many competing and shifting forces, which may appear "illogical" when set against the total locomotive resistance with its characteristic rising value with speed. It may well be however, that negative coefficients enable the best mathematical fit for the available data as presented; the presence of a negative is not in itself proof of error. The suggestion of "wrong signs" therefore seems too sweeping if applied to all possible circumstances. Typically, negative coefficients are of trivial magnitude providing subtle fine tuning. Carling was not necessarily wrong. In the case of Andrews, the presentation is complex and unwieldy; the table of six coefficients dealing with various wagon load situations is littered with negative signs randomly distributed though with some concentration related to the effects of wind speed and yaw. Negative values relating to the mechanical losses of passive vehicles are inexplicable, but not perhaps the effects of wind direction. The whole exercise attempts to resolve the data by pure mathematics alone, devoid of any causal relationships, and for the days of slide rules and log tables was not exactly user friendly. Regarding the last paragraph, the track is an elastic body, sections of rail between the chairs will behave like a very stiff spring and some deflection will occur, the load over the whole track bed will also have an effect sensitive to the quality of the ballasting. Some resistance will be therefore experienced on this account, some sensitivity to speed seems probable on the grounds of resonance. John asks if it's presentation in resistance mostly a matter of tradition? As I said, as have others, the bv term only occurs as a remainder after the better understood elements of resistance have been deducted from the whole. So yes, it is akin to a tradition or a poor relation perhaps. I agree with the various caveats set out in the second paragraph. I would just add that the XL curve fitting options applied to published curves do not always match the original when plotted, showing minor departures similar to those obtained when ringing the changes with the coefficients as previously described. These shifts fall well within the bounds of experimental error, it is impossible to say which version, if any, most closely represents reality. The mechanics of steam locomotive resistance are quite complex, requiring detailed examination as John says. I see difficulties with a term devoted to piston thrusts since the resultant effect will be less than the calculated value based on an assumed indicated horsepower, and after deducting for the cylinder frictional losses. A term or terms to incorporate the net machinery friction as a function of speed would seem more practical, although this requires assumed value of IHP. In the overall context of steam locomotive resistance, the sensitivity to effort is not high. At 20 mph a 100lb error is only 5HP and 16 at 60. Milepost 37½ October 2016

57 Yours sincerely, Doug Landau Class 700s Dear David I did manage to time a 700 recently - I only got one towards the end of my day out, and was home a bit later than planned as a result. The seating is, as suggested, extremely hard, and my well upholstered posterior was aching within 15 minutes of leaving Brighton. Performance seems an exact replica of the 377/387 units, and I wonder whether these units have been tied to the performance of the earlier ones. You may remember that when the Metropolitan line was receiving new stock the new units were tied to the performance of the old. There was an emergency TSR in Balcombe Tunnel in both directions - down to 20 on the down and 50 on the up. Even with the emergency Southern timetable in force there was considerable queuing back due to the density of operation. I quite like the 700s but they were rough over certain points, which surprised me in new units. Earlswood on the up at anything like 80 is very rough. Regards David Lloyd Roberts Bruce Nathan has supplied a log for a Class 377 run on a train with the same stopping pattern as the Class 700 shown in the July magazine, to allow comparison Date/day Train 1312 London Bridge-Brighton 1112 London Bridge-Brighton Motive Power EMU Load (tonnes) 4 161/170 tonnes 12 Weather Dry Bright Rec/Pos/GPS? B.I. Nathan/4/N D Ashley 4/12 Y Miles M C location Sch m s mph ave Sch m s mph ave Gatwick Airport / / Three Bridges Three Bridges M Balcombe 4½ ½ / Ouse Viaduct S / Haywards Heath 8½ ½ Haywards Heath / /72/49tsr Wivelsfield 3½ ½ Burgess Hill 4½ ½ Burgess Hill Hassocks 2½ ½ Clayton Tunnel S / Patcham Tunnel N Preston Park /ss3m Brighton - Plat Milepost 37½ October 2016

58 Comparison is still difficult due to the different restrictions suffered by each train: the start from Gatwick may have been from a different platform, with different speed limits, and the effect of a four car compared with a twelve car train could be considerable. However, the unrestricted departures from Three Bridges and Burgess Hill indicate that the Class 377 may have the edge - Ed David, Yesterday I had my second ride on a Class 700, timing the West Hampstead to St Albans leg. Very good initial acceleration. A slight temporary easing of power beyond Hendon. Nothing exceptional about the overall journey, the WTT timings still being based on Class 319 performance. Kind Regards, Alan Sprod. Date 10/08/2016 Train 1435 Brighton-Bedford Loco Load 12 (Miles) Sch m s avge 0.00 WEST HAMPSTEAD THAMESLINK L 1.23 Cricklewood Hendon 3½ Mill Hill Broadway Elstree & Borehamwood Radlett 8½ M North Orbital Rd ST ALBANS CITY 12½ L Hi David I note on page 86 of Milepost 37.1 that you had a new fastest time from Haywards Heath to East Croydon of 25 mins 15 secs. This wasn't of course an all-time fastest time as this was 23 mins 32 seconds with class 400s back in 1986 and I timed the 0633 Littlehampton in 23 mins 47 secs on 5th October 2005, nearly at the end of the slammers and that was with adverse signals in from before South Croydon. The log of this is attached. Although this was above par and possibly a slam door swansong for the driver (as he went on to get 78 mph after Norbury!) I timed many sub 25 minute runs on this train or the 7.17 am from Eastbourne. Although I was living at Robertsbridge at the time I would often drive to Berwick if I had to go to London or beyond for my job, especially after the SE slammers finished on my line. On the day of the run in the log I returned on the 1732 from London Bridge which ran fast from East Croydon to Horley though we were checked that evening so the time was 15 mins 20 secs for the 15.6 miles. The Units were Another favourite train with an unusual stopping pattern was the 1747 from Victoria which ran fast from East Croydon to Three Bridges. As late as 27th October 2005 units did the miles in 17 minutes 00 seconds, max 93 after Salfords. I was on what I think was the last class 400 worked Littlehampton on 21st November though this was quite ordinary in 26 mins 30 secs which included a signal check before Gatwick but also 90 mph at Purley was playing up (tripping out) as indeed it did on the very last class 400 run of all on 26th November that year. Milepost 37½ October 2016

59 Date 5th October 2005 Train 0633 Littlehampton-Victoria Units 12 VEP: Position 5 of 12 Weather cloudy miles Sched mins secs speed 0.00 Haywards Heath L 1.23 Copyhold Jct ½ 2.76 MP ½ 3.90 Balcombe ½ 4.76 MP Balcombe Tunnel Jct ½ 7.26 MP 30½ Three Bridges MP ½ Gatwick Airport Horley Salfords Earlswood * MP ½/ Quarry Tunnel South ½ Quarry Tunnel North Star Lane Coulsdon North ½ Stoats Nest Jct Purley Purley Oaks South Croydon */23* sigs East Croydon L Net time Although I am better known for my steam interest I very much enjoyed those last few years of the slammers and quite a few runs will be found in my forthcoming book ''A Biography of British Train Travel'' to be published by Pen & Sword in February. Regards Don Benn Locks Heath, Southampton Readers are reminded that the RPS database and Fastest Times listings are two separate features, and supplying data to one application will not result in it being picked up by the other - Ed Dear David, I am wondering whether the issue of this timetable is the shortest ever for a period timetable. It was due to start on 27 August, which it did, in theory, it was replaced on 5 September by another timetable because the Dover seawall was reopened. Since Cannon Street was closed on 30/31 August and 1 September the timetable only operated fully for one day Friday 2 September. Clearly in some form it operated over the weekend. Is, what is in effect, a oneday timetable, a record? Regards David Lloyd Roberts Milepost 37½ October 2016

60 NEWS Glasgow Queen Street Refurbishment - Martin Robertson The refurbishment of Glasgow Queen Street and the tunnel leading from the terminus, for the forthcoming electrification of the Glasgow to Edinburgh and Dunblane services has provided the opportunity for diverted services to traverse some lines which do not usually see limited stop services running over them. Amongst these are the Glasgow to Aberdeen and Inverness services which have been running from Glasgow Central station to reach Stirling via the Rutherglen East Jn to Rosehall Jn line, before joining the former Caledonian line at Coatbridge Jn. The line continues through the former industrial heartlands of North Lanarkshire, via Garnqueen NJ and Cumbernauld before joining the normal route at Greenhill Lower Jn. The hourly Glasgow-Aberdeen and more limited Glasgow- Inverness services have all been maintained although the journey time between Glasgow and Stirling has been increases to anywhere between 47minutes to over an hour, if there are clashes with the suburban services. Generally, the schedule is in the low fifty minutes which, if a clear road is obtained, is a generous allowance. On the three services I used in each direction, which are tabulated below, there was a stop at Cumbernauld in both directions to change the driver. On the two runs with the ex Glasgow to Aberdeen service it was the same DB Schenker driver/pilotman in both directions, although I am not sure if he was actually at the controls on each occasion. The ex Glasgow to Aberdeen would probably have an Aberdeen crew working home, who may not be familiar with the route, but it should have been possible to ensure that the Glasgow crews had knowledge of the line before the diversions commenced. Line speeds are relatively low with a maximum of 70mph permitted until after Larbert. Lower restrictions apply at the main junctions and around Kirkwood, where the embankment above the Luggie Burn, may be susceptible to movement. Table 1 has three eastbound runs, the first on a Saturday with the usual xx 16 departure time for the Aberdeen services, with the other two runs on the ex Glasgow. The run was relatively uneventful with only a slight signal check at Polmadie before a three-minute stop at Cumbernauld to change the driver. A clear run thereafter with no need to hurry gave an arrival in Stirling three and a half minutes early. Run 2 departed from Platform 10 and had to cross the four running lines from Polmadie to reach the slow line at Eglington St. We suffered a severe signal check to walking pace to be followed by a lengthy signal check before Rutherglen to allow the Cumbernauld via Hamilton service to depart. A reasonable acceleration on the rising gradient to Ballieston before braking for the 55mp psr, which was rather overdone, as was the 20mph psr after Kirkwood Viaduct. The running after Coatbridge was nearer the line speed and this continued after the possible driver change. However, we ran into a succession of signal checks after Carmuirs West Jn possibly from the late running Glasgow-Alloa service which calls at Larbert and is checked approaching Stirling to access the Alloa line. Arrival in Stirling was half a minute late. Run 3 was another recording on the ex Glasgow, with I think the Aberdeen driver at the controls from Glasgow Central. A very slow departure from Glasgow with successive signal checks until past Rutherglen, although why the driver eased the unit for the 50mph limit at Rutherglen East Jn was not ascertained. However, a superior acceleration to Ballieston resulted in a creditable 66mph through the station. A signal check through Bargeddie - again. Milepost 37½ October 2016

61 . Table 1 Run Date 11/06/ /06/2016 xx-xx-xx Train 1116 Glasgow Aberdeen 1910 Glasgow- Aberdeen 1910 Glasgow- Aberdeen Loco Load 3, 133/138 3,133/140 3,122/138 Recorder M Robertson M Robertson M Robertson Pos/GPS 2/3 Y Mild 2/3 Y Mild rain 1/3 Y Mild miles m c Location m s mph m s mph m s mph GLASGOW C'L dep P3 (-) P10 (-) P10 (-) Sig Gantry A * /sc Bridge St Ub * sc Eglington St Ob * * sc Cathcart Rd Ob * * Polmadie Rd Ob /42sc sc /16 sc Rutherglen Ob sc ss Rutherglen East Jn Carmyle Shl / Mount Vernon Shl / Ballieston Sfb A8 Underbridge(Old) * sc Bargeddie Shl Kirkwood Viaduct E */ * * Kirkwood Shl / * * Rosehall Jn * * */ Coatbridge Jn Coatbridge C'rl Shl / Underbridge Heatherbell Lc Garnqueen N Jn Greenfoot Lc Condorrat Road Ob e'd Auchenkilns Lane Ub e'd Greenfauld Shl Cumbernauld crew chnge Footbridge Fb / Broom Rd Ob Walton Rd Ob Underbridge Ob Greenhill Rd Ob * /47* Bonnyside Road Ob sc ss Carmuirs West Jn * sc/ sc ss Larbert Shl sc/ M876 Ob sc Cockmalene Rd Ub / Gallanmuir Rd Ob sc Plean Ob (Demolished) e'd sc B1924 Ob sc Underbridge sc/aa St Ninians PC br /22 sc br Kerse Rd Ob * STIRLING arr Milepost 37½ October 2016

62 . Table 2 Run Date 11/06/ /06/ /08/2016 Train 1242 Aberdeen-Glasgow 1730 Inverness-Glasgow 1730 Inverness-Glasgow Loco Load 3,133/142 3,133/136 3,133/137 Recorder M Robertson M Robertson M Robertson Pos/GPS 2/3 Y Mild 1/3 Y Mild 1/3 Y Mild miles m c Location m s mph m s mph m s mph Stirling dep (-1.75) (-6.5) (-0.75) Kerse Rd Ob St Ninians PC Underbridge B1924 Ob Plean Ob (Demolished) Gallanmuir Rd Ob / Cockmalene Rd Ub br M876 Ob sc Larbert Shl sc Carmuirs W Jn * * Bonnyside Rd Ob / Greenhill Road Ob * * * Ob Underbridge /63e'd /63 e'd Walton Rd Ob Broom Road Ob Footbridge FB e'd Cumbernauld crew change Greenfauld Auchenkilns Lane Ub / Condorrat Rd Ob / Greenfoot Lc Garnqueen N Jn sc ss Heatherbell Lc sc Underbridge sc/15sc /3 sc /3 sc Coatbridge C'rl Shl sc * /19* Coatbridge Jn Rosehall Jn * * * Kirkwood Shl sc/ /29* Kirkwood Viaduct East * Bargeddie A8 Underbridge (Old) sc ss Ballieston Sfb sc / / Mount Vernon Shl / Carntyne Shl / br ss sc Rutherglen East Jn sc * Rutherglen Ob / / / Polmadie Ob sc br Cathcart Road Ob br / Eglington St Ob * ss Bridge St Ub * sc * ss Sig Gantry A * GLASGOW C'RL (P3) (-8) Milepost 37½ October 2016

63 for no obvious reason, and with no services booked immediately ahead of us. Once past Rosehall and Coatbridge Jn s there was excellent work by the driver to closely observe the psr s. A brief stop was made at Cumbernauld to let the DB Schencker driver out of the cab, and then the good running commenced again. This was sufficient to catch the Glasgow- Alloa service again with two signal stops and a succession of signal checks. Arrival in Stirling was still one minute early. Table 2 has three westbound runs with Run 4 on an ex Aberdeen service with a 1¾ minute late departure. A below-par ascent to Plean and the 50 mph psr at Carmuirs West Jn was grossly overdone. There is a 50mph limit through the divergence at Greenhill Lower Jn, but it is a rough passage, so the 43mph was not unexpected. Reasonable running thereafter until a signal stop after Garnqueen N J, possibly for a local service. We had a succession of signal checks after Rosehall Jn but I was not sure if we were following an all stations suburban service. 71mph after Carmyle was rather unexpected, and then we suffered a brief signal stop at Rutherglen East J. There was a slow entry into Glasgow, which contributed to a 7½ minute lateness on the 50m minute schedule. Run 5 was on the ex Inverness with a 6½ minute late departure. An average ascent to Plean, and then the driver pressed the unit to reach 97mph at the foot of the descent. The psr s at Carmuirs and Greenhill Junctions were both overdone again, although not by quite so much. A stop was made at Cumbernauld to pick up the same DB Schencker driver who had come out on the service from Glasgow. Decent running followed until another check approaching Coatbridge - although only to walking pace. A much faster passage along the Rosehall Jn to Rutherglen East line, raised the prospect of reaching Glasgow Central in around 45 minutes. But a signal check at Polmadie and a stop outside Glasgow Central for the XC service to Edinburgh to depart, gave a time of just over 50 minutes, and a twominute late arrival. Finally Run 6 again on the ex Inverness but this time the departure was 11 minutes late, advised as being due a freight train failure north of Perth, and assumed to be the Tesco container service. A much superior ascent to Plean, with 74mph at the overbridge before Plean, followed by a full 100mph on the descent to Larbert. The signal checks were from the Stirling to Glasgow service which had left punctually, and four minutes ahead of our departure. The driver observed the slack at Carnuirs West Jn before reaching 64mph on the climb to Greenhill Lower J, which was given due regard. Speed hovered around the 70mph line limit until the crew change at Cumbernauld, although I suspect the same driver continued through to Glasgow Central. Following the stop at Cumbernauld speed rose to 71mph after Auchenkilns Road, but was soon reigned back to below the 70mph psr. An early signal check after Heatherbell LC and there was a check to walking pace past the Freightliner terminal, before turning onto the Carmyle line. This was by far the best passage of the line that I recorded, being unchecked with several miles of running at the 70mph line speed. No obvious reason for the sc at Rutherglen East J, but was probably due to a local service heading for Motherwell from Rutherglen. There was a surprising turn of speed after Rutherglen, almost reaching 70mph before Polmadie. There was an unfortunate signal stop at Eglington St for the XC service to Edinburgh, before the usual slow entry into Glasgow Central, where arrival was 8 minutes late. Not the most exciting of running, but the Rutherglen East J to Coatbridge Central line would not see many recorders for its all stations suburban services. If a clear run could be provided for the services a time of 45 minutes should be practical - close to the 47minute timing on a Sunday, if the services run due to the RMTs current pointless industrial action, which seriously inconveniences the public on the longer distance services. Milepost 37½ October 2016

64 SRPS s The Golden Stag Railtour Sandy Smeaton was withdrawn from service by EWS in The following year it was purchased by the Scottish 37 Group and after extensive restoration returned to traffic in The run, described below and in the logs below, from Linlithgow to Inverness and back was its first passenger mainline tour for 17 years. The tour was organised jointly by the Scottish 37 Group, GB Railfreight and the SRPS. Unfortunately, the tour date coincided with an RMT guards strike in their dispute with Abellio ScotRail resulting in reduced services to and from Linlithgow. To avoid passengers being stranded on returning to Linlithgow at night the tour itinerary was changed to run direct to Waverley and then via the sub to Linlithgow arriving at I joined and left the train at Perth to avoid a late return to Glasgow. One advantage of running on a strike day however, was avoiding the booked pathing stops at Dunkeld and Dalwhinnie, and running direct to Kingussie to cross the Lairg-Mossend oil tanks took 83m 58s from Perth to Kingussie, arriving 33 minutes early. On the 18 mile grind up the Hill from Blair Atholl to Druimuachdar speed gradually fell from 62 near MP36¼ to a minimum of 31½ mph just before MP49. The average power output on the 1 in 70 between Mileposts 45 and 49 was about 1,125 edhp. Earlier, maxima of 76 and 75½ mph were reached before Dalguise and after Moulinearn level crossing respectively, but the maximum for the day occurred on the falling gradient between Dalwhinnie and the site of the old Inchlea box where was coaxed up to 90½mph. The maximum between Kingussie and Aviemore was 78mph. The 1 in 60/70 to Slochd produced a minimum of 33mph at MP95 after passing Carr Bridge at 58½mph. The power output was similar to that on Druimuachdar, approximately 1,130 edhp. On the downhill run from Culloden to Inverness we touched 84 mph before arriving 23½ minutes early in the Highland Capital, increasing our time in the city to over 5 hours. The gruelling start out of Inverness up 1 in 60/70 gradients to Culloden and Slochd is not quite so daunting to diesel drivers as steam crews, even so what I presume was a brake test to 23mph just before MP116½ hardly did the engine any favours gradually accelerated to 35mph at MP113, reached 53½mph on Culloden Viaduct and fell to a minimum of 28mph before the minor summit after Daviot. The minimum at MP96 before Slochd was 30mph after 55½mph near Tomatin. On these climbs and the subsequent one to Druimuachdar, the power outputs were marginally higher than on the outward run, about 1,200 edhp. Three minutes were dropped on the schedule to Kingussie due to a signal check before entering the loop, as the KX-Inverness HST was waiting to cross us. The long climb to Druimuachdar was achieved with a minimum of 45mph before the site of Etteridge box (near MP65½), a maximum of 56½mph after Inchlea and minima of 43½mph before Balsporran and the Summit. The last significant incline before Perth, the 2 miles up 1 in 80 from Dunkeld was climbed at just below 40mph, requiring a power output of 1,200 edhp. The maximum speed on the return run was 72, achieved twice: at Ballinluig and between Strathord and Luncarty. Arrival at Perth was on time, where it was a shock to the system to see steam leaking from the leading coaches in mid-july! s steam heating boiler had been ignited, presumably for demonstration purposes. Milepost 37½ October 2016

65 Run 1 Miles Ms Ch LOCATION Sch Mn Sc Speeds Av Date: Sat " ½ 32.5 Train: 1z Linlithgow - Inverness " Locomotive: ,750hp Co-Co " ½ 31.9 Load: 7,250/ " ½ 33.3 Driver: John Thompson (GBRF) Dalnaspidal ½/49½ 36.9 Weather: Westerly breeze; dry sunny spells MP ½ 45.6 Recorder: A.Smeaton Druimuachdar Position: 8/ Balsporran ½ 49.1 Miles Ms Ch LOCATION Sch Mn Sc Speeds Av MP ½ PERTH (P7) ~ ~ " /81½ MP DALWHINNIE ½ Almond Valley MP MP ½ Luncarty OB / " Strathord ½ " ½ MP change ~ ~ ~ ~ Inchlea (MP) Psr ~ 7 02 " " ~ ~ ~ ~ Etteridge ½ Stanley Jn *48/ MP ½/74½ MP NEWTONMORE ½ " ½ KINGUSSIE 117* ~ Murthly LC " " " " ~ ~ MP Balavil (MP) " ½ MP /64½ Kingswood ½ Kincraig MP ½/ MP ½ DUNKELD * " " ½ MP ½ " ½ MP ½ AVIEMORE ~ MP MP ½/51½ Dalguise " ½ Tay V S *62½ " ½ Guay Summit / Ballinluig ½ CARR BRIDGE ½ MP MP Moulinearn ½ " / MP ½ " /37½ PITLOCHRY *45/42½ " Minor summit /54½ " Kil crankie TS *29½ Slochd Smt Killiecrankie *37½ MP ½/61½ MP /* Tomatin BL ATHOLL MP ½/64½ MP / Moy / " ½ MP ½/75½ " / Daviot (MP) /74/ " ½ MP / Struan " ½/80½ MP Culloden Moor /77½ " ½ MP " ½ " ½ " Cradlehall (MP) " Millburn Jn Dalnacardoch INVERNESS P ~ MP ½/ Milepost 37½ October 2016

66 . Run 2 Miles Ms Ch LOCATION Sch Mn Sc Speeds Av Date: Sat MP Train: 1z Inverness - Linlithgow NEWTONMORE Locomotive: ,750hp Co-Co MP Load: 7,250/ " ½ 47.8 Driver: D. Fraser (GBRF) " Weather: Westerly breeze and overcast Etteridge Recorder: A.Smeaton MP ½/48½ 48.3 Position: 8/ " ½ 50.2 Miles Ms Ch LOCATION Sch Mn Sc Speeds Av Inchlea INVERNESS (P1) T ~ MP ½ Millburn Jn ½ " ½ MP ½ " /52½ " / DALWHINNIE " MP ½ " ½ " ½ " Balsporran ½ " MP ½ " ½ Druimuachdar ½/ Culloden Moor MP /61½ MP ½ Dalnaspidal /64/ " MP /56/ " Dalnacardoch /68/ " MP /64/ Daviot Struan /54/ MP ½ BL ATHOLL ½ Minor Summit MP ½/ MP Killiecrankie Psr Moy / Killiecrankie TS ½ MP Minor summit ½/43½ " ½ PITLOCHRY *35½/65½ " Moulinearn LC ½ Tomatin Ballinluig MP ½ MP ½ " Guay " Tay Viaduct N * Slochd ½/ Dalguise MP /51/ MP CARR BRIDGE *54½/ Inver Tunnel N MP DUNKELD *40/ " ½ MP " ½ " ½ AVIEMORE E " MP ½ Kingswood TN ½ " MP ½/ " Murthly ½ " Minor summit /51/ " Stanley Jn Psr Kincraig MP change ~ ~ ~ ~ MP ½ 67.8 " " " ~ ~ ~ ~ " Strathord (MP) ½/ " Sg15/7/ Luncarty OB ½ KINGUSSIE L Belvedere Almond Valley MP *26½ PERTH (P4) ~ 14.0 Brake test Milepost 37½ October 2016

67 37025 s estimated power range of 1,125 to 1,200edhp compares well with the top end of the range from earlier regular Class 37 runs over the same route. Of three runs I made in the summer of 1994 on the Edinburgh to Inverness, gave the best performance on Druimuachdar with a minimum of 41mph with a load of 6/192/205 which represents about 1,200edhp. In the summer of 1989, loaded to 6/193½/210 produced a minimum of 41½ mph on the 1 in 70 section of the climb to Slochd which equates to about 1,230edhp. It has to be recognised that power estimates are just that, estimates. However, is operating very near the top end of the class s power output range. NB The estimated power figures above are edhp (equivalent drawbar horse power) which do not include the locomotive s rolling resistance, as reliable values for this are not available. The calculated powers are therefore lower than the 1,750 hp rating for the class. At last km/h start-stop! Alan Varley Long-standing readers will be aware that I have been seeking for some years to time the 280 km/h run that should be possible between the two intermediate stations on the LGV Est, Lorraine TGV and Champagne TGV (see for example Milepost 28¾). But despite making 30 runs westbound (which seemed the more favourable direction) and 17 eastbound I had never managed an actual time of under 36 minutes. However the extension of the LGV to Vendenheim has coincided with the introduction of the 4700 series of Euroduplex TGV sets which are slightly more powerful than the TGV-R units (9280 kw as against 8800) offering a potential advantage in terms of initial acceleration and uphill performance. And it was with one of these units that I finally recorded the run set out in the table, with a start-stop average of kph. Train 1123 Bordeaux-Strasbourg Dist PK m s kph ave Date Th ,24 193,85 OB 17 26, ,2 Load 2+8/399/425 84,31 197,92 OB 18 13,1 316/ ,5 Set n Euroduplex ,64 204,25 CAI 19 24,9 316/314/ ,4 Rec/Pos AV 9/10 95,81 209,42 OB 20 24,4 301/314/ ,8 Dist PK m s kph ave 99,96 213,57 Meuse TGV 21 12,5 308/314/ ,6 00,00 113,61 Champagne TGV 0 00,0 6.5 late 104,20 217,40 OB 21 56, ,9 02,39 116,00 OB/PK 1 53,4 75,9 106,89 220,50 OB 22 33,4 278* 304,1 04,62 118,99 Tunnel west 2 54,5 / ,2 110,70 224,31 CAI 23 22,1 289/ ,6 09,43 123,05 CAI 3 53,3 269/ ,6 114,27 227,88 OB 24 03,6 312/ ,7 12,82 126,43 OB/PK 4 38, ,6 117,94 231,55 Canal Via west 24 46,5 315/ ,0 16,34 129,95 OB/PK 5 20, ,2 121,45 235,06 SEI Lamorville 25 26,6 315/313/ ,1 19,68 133,29 CAI 5 58,7 318/ ,6 126,31 239,92 OB 26 22,4 307/319/ ,5 23,39 137,00 Via east/pk 6 41, ,7 130,91 244,52 CAI 27 14,8 320/ ,0 27,01 140,62 SEI Livry-Louvercy 7 21,8 316/317/ ,4 134,12 247,73 Radio hut 27 51, ,0 32,59 146,20 CAI St-Hilaire 8 25,1 317/ ,3 140,41 254,02 CAI 29 02,7 315/ ,5 37,27 150,88 OB/PK 9 18,2 315/ ,3 144,87 258,48 Via de Jaulny west 29 53,3 317/313/ ,3 42,19 155,80 CAI 10 14, ,2 149,83 263,44 SEI Preny 30 53,3 265/ ,6 47,05 160,61 UB M'way west 11 09,3 315/317/316/ ,4 154,44 268,05 OB/Jct 31 55, ,1 53,19 166,80 SEI Tilloy 12 19,7 317/319/ ,5 156,96 270,57 Moselle Via west 32 24, ,6 57,93 171,48 OB 13 12,3 320/316/319/ ,3 161,66 275,27 OB 33 20,7 258* 301,6 64,42 178,03 CAI 14 27,1 320/ ,2 163,41 277,02 UB M'way 33 46,8 [225] 241,4 69,04 182,65 OB 15 19,6 312/320/ ,8 166,02 279,63 OB 34 33,5 [180] 201,2 74,75 188,36 SEI Villers 16 24,5 318/ ,7 167,64 281,25 Lorraine TGV 35 44,0 82,7 N.B. Distances and are slightly different from those in the RPS chart and correspond more closely to my actual timing point; distances for Champagne and Lorraine correspond to my position in the train. GPS does not work in Euroduplex so speeds are taken from the display panels in the coaches - which however only show speeds above 230 km/h. The last two speeds are therefore estimates. Milepost 37½ October 2016

68 This was far from being a perfect run. I have recorded faster starts from Champagne, faster speeds sustained up the gradual rise towards Tilloy, and faster running through the short 300 km/h section after Meuse TGV. This driver nevertheless managed to combine the three essential ingredients: a decent start, fair speeds and a good stop, and three features of the run were distinctly better than average: first the speed attained before the first neutral section near PK 123, where a TGV-R would typically be 10 km/h slower; secondly good maintenance of speed over the switchback sections, avoiding the only-too-frequent situation where a train runs through the gradient change at the bottom of a dip with full electric braking in operation and loses speed drastically at the foot of the subsequent climb; and thirdly quite late braking for the stages of slowing towards Lorraine, even though the final run into the station could have been faster. So another ten or a dozen seconds could easily be clipped from this time - but as my previous experiences have shown, 20 seconds or more can just as easily be lost. A First for Great Western David Ashley Readers will be aware that Network Rail have generated a significant amount of bad publicity due to the delays to the electrification of the GW main lines and now, to the extent that GWR have three brand new eight-carriage electrical multiple units available to them, and a route of just 11 miles on which to run them. GWR have now introduced their first electric train: a limited peak hour service of two trains each way in the morning and two in the evening between Paddington and Hayes and Harlington. It is assumed that they are used for driver training at other times, although the opportunity for extra paths on the saturated GW main line approaching Paddington seem limited, so it is difficult to envisage how they are training in these circumstances. The trains themselves are probably comparable with the Class 387 already running on the Thameslink and Southern routes. They certainly have facilities that are better than those of the Class 700s mentioned in the July edition, and include tables and tray tables, free wifi and power points to each pair of seats. The seats, although still on the thin side, are not as narrow as those provided on the Class 700s. Conventional gangways are provided. Standard Class only. As might be expected, insights on the performance aspects on such a limited service on a route into London and in the peak provide merely glimpses of might be expected in the future. Also, driver unfamiliarity may produce more conservative performance. Due to delays on the approach to and departure from Paddington, the logs have been confined to the section from Hayes to Ealing Broadway. Comparisons between the existing Class 165/166s, Class 360s and 387s are difficult due to the differing stopping patterns of the services being examined. Selective door opening operates at all stations except Ealing Broadway. Doors on coach 8 remain closed at all other stations, and coach 7 also remains closed at West Ealing. It is assumed that the Hanwell stop is also omitted due to the shortness of the platform. At Paddington eight coach trains have been seen arriving at Platforms 5,9, 10, 12 and 14, and it is thought that apart from platform 13 - all other platforms can take an eight coach train. The barriers at platforms 2-5 don t currently read Oyster cards. Whilst drivers on the route were familiar with the need to draw up to the mirrors or screens at stops, the requirement to stop precisely to allow the doors to open, appears initially to result in a cautious approach to stations. Staff are provided in Coaches 7 and 8 to remind passengers of the arrangements. The evening timetable provides a service at 1718 from Paddington to Hayes, calling at all stations except Hanwell. It terminates in the down relief platform at Hayes, crosses to the up Milepost 37½ October 2016

69 relief line at Airport Junction, and returns ECS to Old Oak Common where it waits for 25 minutes before continuing to Paddington to form the 1848 to Hayes. and which returns to Paddington as the A second unit forms the 1915 from Paddington, returning at Run 1 shows one of the new units on the 1924 train from Hayes. A spritely departure produced a 0-60mph time of 50 seconds, and was up to 86mph within 100 seconds (see chart). Speed was restrained thereafter, probably due to cautious driving, but it seems that the four miles to West Ealing was a minute quicker than an equivalent 165/166 trip in run 2. Run 4 shows another swift start, this time from West Ealing, with 80mph being achieved in 90 seconds. The onward section from Southall may have been cautious, and the time of the Run Date 21/09/ /09/ /09/2016 Train 1924 Hayes-Paddington 1714 Reading-Padington 1507 Oxford-Paddington Loco / / /133 Load miles m C sch m s speed avge sch m s speed avge sch m s speed avge HAYES 0 00 /86 1L L 0 00 /55 5L Southall / (0.5) Hanwell [.5] West Ealing / / EALING BDWY L L L 23.5 Run Date 23/09/ /09/ /09/2016 Train 1848 Paddington-Hayes 1803 Padd-Heathrow Paddington-Banbury Loco / / Load miles m c sch m s speed avge sch m s speed avge sch m s speed avge EALING BDWY /44 3L L L West Ealing / Hanwell / / / Southall / / /56 [.5] HAYES L L L 34.3 Class 360 in run 5 could be more realistic, and which is half a minute faster than the Class 165/166 in run 6. Milepost 37½ October 2016

70 Hayes-Ealing Bdwy miles The indications are that the frequency of the service will increase to half-hourly from 2 nd January This will be achieved by utilising the present Greenford train path from Paddington to West Ealing, and using an additional path onwards to Hayes and Harlington. The bay platform there should have been extended to accommodate an eight coach train, although there will be a conflicting move in accessing it. The Greenford branch will be served by a connecting service from the new bay platform at West Ealing (which also happens when the peak trains run at present). Whilst GWR are desperate to release the surplus Class 165/166s further west to Bristol and beyond, this timetable will allow just one two-car Class 165 to move. GWR have further announced that the service will be extended to Maidenhead from the summer of 2017, and it is difficult to see how the timetable will operate. Will Oxford stoppers run between Maidenhead and Oxford, and the alternate Reading trains simply run from Maidenhead to Reading to connect with the Electrostars? It will be interesting to see whether the service is accelerated once electrification is complete It has been said that A journey of 1,000 miles begins with a single step. It seems that, based on Network Rail s performance on this project, there are still 999 miles to go! Network Developments Ian Umpleby mile There have been few significant changes to speeds over the last 3 months. The down 55 mph TSR restriction over Roydon(Herts.) LC has been made permanent. The Glasgow Queen Street remodelling involved increasing the tunnel mouth crossover speeds to 25 mph and, in preparation for electric trains capable of achieving it, the 50 up Cowlairs (Glasgow) incline is being raised to 60 mph from the start of October. Trans-Pennine Express have observed a 60 mph restriction over Batley s subway for several years for safety reasons, but the problem has been rectified and the 75 mph line speed is being observed again; the westbound 60 mph over Heaton Lodge Jn. remains however. A little known 30 mph restriction on non-bogie trains between Blackburn and Hellifield has been removed for class 142s. The Banbury remodelling, completed on time, has introduced bi-directional working and a few adjustments in crossover speeds. The work relocating crossovers at Chislehurst (Kent) has been completed and 70 mph running restored south of Hither Green. The connection between the ECML and St Pancras (Low Level) is now officially available after another false start. The delayed opening of the Norton Bridge East curve took place in late July. Gospel Oak to Barking line is fully closed until next year for electrification work and Kettering to Corby is currently closed for the same reason and re-doubling work. The Settle & Carlisle Line remains closed north of Milepost 37½ October 2016

71 Armathwaite until March next year but Folkestone to Dover reopened earlier than expected in early September. Chiltern s extension to Oxford opens on the 21 st November. Flood alleviation work has taken place south of Oxford and on the Shepperton branch. Ongoing work underway includes the Ordsall Curve (Manchester) and the Sheffield tram-train scheme. The mammoth Crossrail/Thameslink schemes continue apace. Abbey Wood station s transformation is nearing completion and the Electric to Main connection east of Shenfield has been removed. West of Paddington the Relief Line s flyunder at Acton is complete and ready for use in December with the second Heathrow Junction flyover nearing completion. Another change at London Bridge sees the Cannon Street platforms out of use but three restored for Charing Cross trains. The Bermondsey flyunder enabling Thameslink trains to avoid conflicting moves is also well under way. Doncaster s platform zero opens in December and a footbridge has been erected at Penrith which will be a useful timing point. A somewhat bizarre decision to close Pilning s down platform permanently due to the need to remove the station footbridge for electrification work has drawn much comment. The re-doubling of part of the Wrexham to Chester line is now confidently expected to occur in Spring Work is cranking up on the quadrupling of Filton Bank (Bristol). Electrification work is accelerating on the GWML but the Heathrow Jn-Reading section remains to be filled. The Windermere platform at Oxenholme has been energised and the Preston to Blackpool scheme has just got underway. Completion of the Walsall to Rugeley electrification is reportedly deferred until 2019 and Longbridge to Bromsgrove is expected next summer. Rigid overhead conductor rails are currently being installed in Severn and Patchway tunnels whose closures finish on the 21 st October. Resignalling has taken place at Hereford creating greater flexibility with bi-directional running and completion of the Nottingham to Newark scheme should have arrived early this month. The Filton diamond has been resignalled including removal of NR s last crossing used by aircraft and Gresty Lane (Crewe) box has closed completing the Crewe to Shrewsbury (exc.) resignalling. The Fareham and district scheme is set for a late October commissioning and Five Ways to Ashchurch in November. Cardiff Central (inc. a new Valley Lines platform), Manchester Oxford Road to Eccles and Glazebrook and Paddington to Maidenhead are Christmas/New Year planned commissionings. Construction of new stations continues with Marsh Barton (Exeter) and Kenilworth just starting and planning objections to Worcester Parkway removed. Cambridge North and Edinburgh Gateway (TBC) are on course for a December opening but the long delayed Low Moor (W.Yorks) has been further delayed by the discovery of old mine shafts. The temporary closure of Barlaston and Wedgwood (Staffs.) is likely to end for one of them in a few years but Norton Bridge appears to be a basket case. Work is ongoing at Ilkeston. In Ireland the draft timetable for the reopened Phoenix Park Dublin line has finished its consultation period and an opening date is awaited; driver training has been ongoing for several weeks. The mothballed Wexford to Waterford line has seen engineering trains in the Summer and the Lisburn to Antrim line is expected to see a return to regular passenger trains early next year when the Dargan Viaduct just north of Belfast Central is closed for a partial extension of double track. The opening of Bellarena passing loop and closure of that at Castlerock in November will pave the way for an hourly Belfast to Derry/Londonderry service MEETINGS: AREA MEETINGS THURSDAY 27 th OCTOBER 16:00 BEAUFORT ARMS, BRISTOL PKWY TUESDAY 15 th NOVEMBER 17:00 GROVE INN LEEDS THURSDAY 26 th JANUARY :30 ROYAL OAK, BOROUGH, LONDON Milepost 37½ October 2016

72 Class 387/1 at Paddington see page 212 Milepost 37½ October 2016

Diesel Traction in Action Volume 3

Diesel Traction in Action Volume 3 Diesel Traction in Action Volume 3 1 D345 s main line return on a railtour to Holyhead, "The Christmas Cracker". It launches its train out of Birmingham N. S. (30th November 2002). 2 In heavy rain one

More information

RESPONSE TO CROSSCOUNTRY CONSULTATION ON PROPOSED TIMETABLE CHANGES FOR DECEMBER 2017.

RESPONSE TO CROSSCOUNTRY CONSULTATION ON PROPOSED TIMETABLE CHANGES FOR DECEMBER 2017. RESPONSE TO CROSSCOUNTRY CONSULTATION ON PROPOSED TIMETABLE CHANGES FOR DECEMBER 2017. Emailed to consultation@crosscountrytrains.co.uk on 1 st January 2017 1. INTRODUCTION CrossCountry are currently consulting

More information

Class 220 Voyager. Copyright Dovetail Games 2015, all rights reserved Release Version 1.0

Class 220 Voyager. Copyright Dovetail Games 2015, all rights reserved Release Version 1.0 Class 220 Voyager 1 BACKGROUND... 3 1.1 Class 220 Voyager...3 1.2 Design & Specification...4 2 ROLLING STOCK... 5 3 DRIVING THE CLASS 220 VOYAGER... 7 3.1 Cab Controls...7 3.2 Locomotive Keyboard Controls...9

More information

Deltic Drone. Recordings of Deltics from 2008 to Burton Coggles, 11 th September 2010:

Deltic Drone. Recordings of Deltics from 2008 to Burton Coggles, 11 th September 2010: Deltic Drone Recordings of Deltics from 2008 to 2011. Burton Coggles, 11 th September 2010: 1 55022 passes on the down slow at 1004hrs with "The Norseman" railtour (Kings Cross-Newcastle). It was signal-checked

More information

A route for Train Simulator 2012

A route for Train Simulator 2012 A route for Train Simulator 2012 Contents 2. Details of the route and how it will progress. 3. A Brief history of the route. 3. Route requirements 4. Scenarios The Pilot Episode Alternative Arrangements

More information

Scooter Policy A guide to accessing our trains with a mobility scooter

Scooter Policy A guide to accessing our trains with a mobility scooter A guide to accessing our trains with a mobility scooter Introduction TransPennine Express (TPE) is operated by FirstGroup PLC. We provide Intercity rail services connecting key Northern cities and towns

More information

Passenger Information The informed traveller

Passenger Information The informed traveller Passenger Information The informed traveller Investigation In October 2017 we looked at the provision of information to passengers about timetables and fares. We looked in particular at travel over the

More information

Best Practices in Intercity Rail An Infrastructure Manager s Perspective. Nigel Ash Managing Director, Network Rail Consulting TRB January 2014

Best Practices in Intercity Rail An Infrastructure Manager s Perspective. Nigel Ash Managing Director, Network Rail Consulting TRB January 2014 Best Practices in Intercity Rail An Infrastructure Manager s Perspective Nigel Ash Managing Director, Network Rail Consulting TRB January 2014 Outline Network Rail in Context Page 4 Britain s Classic High

More information

Modernising the Great Western railway

Modernising the Great Western railway Report by the Comptroller and Auditor General Department for Transport and Network Rail Modernising the Great Western railway HC 781 SESSION 2016-17 9 NOVEMBER 2016 4 Key facts Modernising the Great Western

More information

Chapter 4. HS2 Route Capacity and Reliability. Prepared by Christopher Stokes

Chapter 4. HS2 Route Capacity and Reliability. Prepared by Christopher Stokes Chapter 4 HS2 Route Capacity and Reliability Prepared by Christopher Stokes 4 HS2 ROUTE CAPACITY AND RELIABILITY Prepared by Christopher Stokes 4.1 This chapter relates to the following questions listed

More information

BUS SERVICES IN CHAMBERLAYNE ROAD NW10

BUS SERVICES IN CHAMBERLAYNE ROAD NW10 INTRODUCTION BUS SERVICES IN CHAMBERLAYNE ROAD NW10 1 LONDON BUSES 1. This note reviews the issues in Chamberlayne Road, Kensal Rise. It covers the range of bus routes in the area, their characteristics

More information

Photography BGORUG NEWS RELEASE RAIL DISRUPTION TO CONTINUE AS ELECTRIFICATION PROJECT OVERRUNS

Photography BGORUG NEWS RELEASE RAIL DISRUPTION TO CONTINUE AS ELECTRIFICATION PROJECT OVERRUNS BARKING GOSPEL OAK RAIL USER GROUP F O U N D E D 1 9 6 4 Chair: Graham Larkbey Secretary: Glenn Wallis (020) 8529 2361; 07789 791224 www.barking-gospeloak.org.uk info@barking-gospeloak.org.uk @RidingtheGoblin

More information

Mobility scooters and trains

Mobility scooters and trains Mobility scooters and trains Train companies are not obliged by law to carry mobility scooters, but many will do if they meet certain criteria. Some companies run permit schemes. When you apply you ll

More information

MODEL RAILWAYS ON-LINE STAFFORD. Constructed by Harry Howell. Photographed and described by Paul Plowman

MODEL RAILWAYS ON-LINE STAFFORD. Constructed by Harry Howell. Photographed and described by Paul Plowman MODEL RAILWAYS ON-LINE STAFFORD Constructed by Harry Howell Photographed and described by Paul Plowman 2 MODEL RAILWAYS ON-LINE STAFFORD A large 00 gauge layout based on the West Coast Main Line This magnificent

More information

Appendix 4. HS2 Route Capacity and Reliability. Prepared by Christopher Stokes

Appendix 4. HS2 Route Capacity and Reliability. Prepared by Christopher Stokes Appendix 4 HS2 Route Capacity and Reliability Prepared by Christopher Stokes 4 HS2 ROUTE CAPACITY AND RELIABILITY Prepared by Christopher Stokes Introduction 4.1 This appendix considers the planned utilisation

More information

70 YEARS OF 1938 TUBE STOCK

70 YEARS OF 1938 TUBE STOCK 70 YEARS OF 1938 TUE STOCK Thursday 30 June 1938 was the date that the first train of 1938 Tube Stock ran in service on the orthern Line 70 years ago. To mark the event, the London Transport Museum s 1938

More information

You wait ages for a quality title on trolleys and then, just like the real thing they bunch up and two come along together.

You wait ages for a quality title on trolleys and then, just like the real thing they bunch up and two come along together. National Trolleybus Association Sales Department 22 Sandfield Road St Albans Hertfordshire AL1 4LA E Mail Ntasales@outlook.com Web Site. www.trolleybus.co.uk/nta Phone or Text 07772709563 NTA Sales Newsletter

More information

Investigation into the Department for Transport s decision to cancel three rail electrification projects. Report. Department for Transport

Investigation into the Department for Transport s decision to cancel three rail electrification projects. Report. Department for Transport A picture of the National Audit Office logo Report by the Comptroller and Auditor General Department for Transport Investigation into the Department for Transport s decision to cancel three rail electrification

More information

For public transport information phone Bus 32. Easy access on all buses

For public transport information phone Bus 32. Easy access on all buses From 4 April Route changed to run between, Belle,,,, Ellenbrook and Wardley. Replaced by new route V2 between and and new routes V1 and V2 between, Ellenbrook and. Buses V1 and V2 are run by First Bus

More information

Network Rail Freedom of Information The Quadrant Elder Gate Milton Keynes MK9 1EN. T E 20 th January 2017.

Network Rail Freedom of Information The Quadrant Elder Gate Milton Keynes MK9 1EN. T E 20 th January 2017. Network Rail Freedom of Information The Quadrant Elder Gate Miln Keynes MK9 1EN T 01908 782405 E FOI@networkrail.co.uk 20 th January 2017 Dear, Information request Reference number: FOI2016/01435 Thank

More information

The Fuchs Lubricants, White Rose Classic Rally is Round 7 of the HRCR Clubman s championship.

The Fuchs Lubricants, White Rose Classic Rally is Round 7 of the HRCR Clubman s championship. The Fuchs Lubricants, White Rose Classic Rally is Round 7 of the HRCR Clubman s championship. FINAL INSTRUCTIONS 1st July 2017 Cars are Scrutineered 2nd July 2017 The Rally Runs Please read these Final

More information

ASHPRINGTON ROAD Part 1

ASHPRINGTON ROAD Part 1 MODEL RAILWAYS ON-LINE ASHPRINGTON ROAD Part 1 By Graham Plowman Photographed by Paul Plowman 2 MODEL RAILWAYS ON-LINE ASHPRINGTON ROAD A 00 layout based on the Western Region Main Line between Exeter

More information

Rail Safety and Standards Board

Rail Safety and Standards Board Rail Safety and Standards Board Certificate of Derogation from a Railway Group Standard (under 8.3 of the Railway Group Standards Code) Derogation Number: Applicant: Subject Matter of Derogation: RGS Number:

More information

Sound Transit Operations July 2016 Service Performance Report. Ridership

Sound Transit Operations July 2016 Service Performance Report. Ridership Ridership Total Boardings by Mode Mode Jul-15 Jul-16 % YTD-15 YTD-16 % ST Express 1,618,779 1,545,852-4.5% 10,803,486 10,774,063-0.3% Sounder 333,000 323,233-2.9% 2,176,914 2,423,058 11.3% Tacoma Link

More information

ATO for High Speed Lines. Trevor Foulkes M.A., C.Eng, FIRSE, FIET Head of Control-Command and Signal Engineering

ATO for High Speed Lines. Trevor Foulkes M.A., C.Eng, FIRSE, FIET Head of Control-Command and Signal Engineering ATO for High Speed Lines Trevor Foulkes M.A., C.Eng, FIRSE, FIET Head of Control-Command and Signal Engineering Rebalancing Britain; redefining rail travel HS2 is a unique opportunity to: Alleviate the

More information

Lines West Buckeye Region Newsletter

Lines West Buckeye Region Newsletter Page 1 of 5 Lines West Buckeye Region Newsletter Volume No. 4 Issue No. 1 January 2007 In this Issue: Upcoming Chapter Meeting Election of Officers Pennsylvania s SD-7 Locomotives Upcoming Chapter Meeting

More information

WORKING TIMETABLE OF PASSENGER TRAIN SERVICES

WORKING TIMETABLE OF PASSENGER TRAIN SERVICES Spa Valley Railway 2018 SECTION WE A DESTINATION AT EVERY STATION! WORKING TIMETABLE OF PASSENGER TRAIN SERVICES SOUTHERN REGION (CENTRAL DIVISION) SPA VALLEY LINE Thursday 2 nd, Friday 3 rd, Saturday

More information

Preparation and movement of trains Defective or isolated vehicles and on-train equipment Issue 7

Preparation and movement of trains Defective or isolated vehicles and on-train equipment Issue 7 GERT8000-TW5 Rule Book Module TW5 Preparation and movement of trains Defective or isolated vehicles and on-train equipment Issue 7 September 2016 Comes into force 03 December 2016 Published by: RSSB The

More information

Collision between a train and an engineering trolley, Stowe Hill Tunnel, 7 December 2016

Collision between a train and an engineering trolley, Stowe Hill Tunnel, 7 December 2016 Collision between a train and an engineering trolley, Stowe Hill Tunnel, 7 December 2016 1. Important safety messages This accident demonstrates the importance of: Track workers and managers being aware

More information

Arriva Trains Wales DMU Pack

Arriva Trains Wales DMU Pack Arriva Trains Wales DMU Pack 1 BACKGROUND...... 3 1.1 Class 158...3 1.2 Class 143...3 2 ROLLING STOCK... 4 2.1 Class 158 Arriva Trains Wales...4 2.2 Class 143 Arriva Trains Wales...4 3 DRIVING THE CLASS

More information

Class 45/46 Peak Diesel Locomotives 1 BACKGROUND...2

Class 45/46 Peak Diesel Locomotives 1 BACKGROUND...2 Class 45/46 Peak Diesel Locomotives 1 BACKGROUND...2 1.1 Class 45/46 Heritage...2 1.2 Sulzer 12LDA28B Diesel engine...3 1.3 Nose End Variations...3 1.4 Design and Specification...4 2 THE CLASS 45/46 DIESEL

More information

THE LONDON ELECTRIC TRAIN 11 CATCH UP

THE LONDON ELECTRIC TRAIN 11 CATCH UP THE LONDON ELECTRIC TRAIN 11 CATCH UP by Piers Connor NEW INFORMATION One of the benefits of writing a series like this is that from time to time some new information comes to light. Recently, a reader

More information

departs at 1519hrs.

departs at 1519hrs. EE4 Melton Mowbray - 1st May 2013: 1 At 0853, rail staff awaiting the approaching train can be heard chatting. 20311/314 (with 20905/901 - in GBRf livery - at the rear) arrive from Peterborough with 2

More information

Great Central Railway: 2 (ed) arrives and then makes a storming departure from Quorn & Woodhouse, southbound, at 1440, 5th May 2014.

Great Central Railway: 2 (ed) arrives and then makes a storming departure from Quorn & Woodhouse, southbound, at 1440, 5th May 2014. SUPER HEATED Leicester - 23 rd March 2002: 1 60009 Union of South Africa sounds its chime-whistle, and departs northwards from platform 1, at 1158hrs, on a railtour. Great Central Railway: 2 (ed) 92214

More information

BusTimes. 25 July Bus 344 Route changed to serve Waverley Road Estate instead of Grosvenor Road and Marlborough Road. Minor timetable changes.

BusTimes. 25 July Bus 344 Route changed to serve Waverley Road Estate instead of Grosvenor Road and Marlborough Road. Minor timetable changes. 25 July 2011 BusTimes Changes since the last edition Bus Route changed to serve Waverley Estate instead of Grosvenor and Marlborough. Minor timetable changes. Bus Numbers Serving Glossop Simmondley Gamesley

More information

Park County Windrider Transit

Park County Windrider Transit Park County Windrider Transit ADA Complementary Paratransit Service Policies & Procedures Park County Public Transportation Provider Park County Transit Office 414 East Callender Street Livingston, MT

More information

Classic GTO Association of Denver An affiliated chapter of the GTO Association of America

Classic GTO Association of Denver An affiliated chapter of the GTO Association of America Classic GTO Association of Denver An affiliated chapter of the GTO Association of America Sunday, September 27 Continued on page 3 Page 2 NEWSLETTER INFORMATION The Classic GTO Association of Denver (CGTOAD)

More information

East Coast Berwick to Alnmouth

East Coast Berwick to Alnmouth East Coast Berwick to Alnmouth NW 0 Scottish Border Berwick Station Scremerston Tweedmouth Goswick Beal Crossovers Crag Mill Chathill Station Belford Fallodon & Christon Bank Little Mill Crosovers Alnmouth

More information

For public transport information phone Bus 408. Easy access on all buses

For public transport information phone Bus 408. Easy access on all buses From 3 September First Manchester journeys are withdrawn Bus Easy access on all buses Oldham Royton High Crompton Shaw From 3 September 2017 For public transport information phone 0161 244 1000 7am 8pm

More information

newspapers_ xls

newspapers_ xls NRS datasets in 2017 are a blend of NRS and AMP print data. Due to the different methodologies, the PAMCo Board have mandated that NRS and AMP data should not be compared for commercial or marketing purposes.

More information

Rotor Wash. Volume 10, Issue 11 November 2006

Rotor Wash. Volume 10, Issue 11 November 2006 Rotor Wash Volume 10, Issue 11 November 2006 Message from the President Monthly update Eric Stevens (e_stevens@cox.net) ARMS President This month is elections, so anyone who wishes to run for an officer's

More information

WORKING TIMETABLE OF PASSENGER TRAIN SERVICES

WORKING TIMETABLE OF PASSENGER TRAIN SERVICES Spa Valley Railway 08 SECTION WE A DESTINATION AT EVERY STATION! WORKING TIMETABLE OF PASSENGER TRAIN SERVICES SOUTHERN REGION (CENTRAL DIVISION) SPA VALLEY LINE Thursday nd, Friday 3 rd, Saturday 4 th

More information

SCHOOL COACH ROUTES & TIMETABLE

SCHOOL COACH ROUTES & TIMETABLE SCHOOL COACH ROUTES & TIMETABLE The College operates, in association with Bessway Coaches, the following routes:- Route 1 Route 2 Route 3 Route 4 Mill Hill, Edgware, Stanmore, Hatch End Wembley, Kingsbury,

More information

Onward travel. Insights from HS2 online panel

Onward travel. Insights from HS2 online panel Insights from HS2 online panel 1 Task: What connections with other transport facilities do you need to be available at train stations? (for example, buses, taxis, bicycles or bicycle parking). Please describe

More information

Integrating transport (buses)

Integrating transport (buses) Integrating transport (buses) TransWilts CIC / Summer 2015 Linking buses to trains and to other buses Right bus provision at right place & time Integrated fares and information Reducing subsidy yet retaining

More information

Issue 8. Module TW5. Preparation and movement of trains: Defective or isolated vehicles and on-train equipment. GERT8000-TW5 Rule Book

Issue 8. Module TW5. Preparation and movement of trains: Defective or isolated vehicles and on-train equipment. GERT8000-TW5 Rule Book GERT8000-TW5 Rule Book Preparation and movement of trains: Defective or isolated vehicles and on-train equipment Issue 8 Module TW5 September 2017 Comes into force 02 December 2017 Conventions used in

More information

Donald J. Lewis President. Directors. Dave Bashline. John Basile. Randy Berger. Rod Cornell. John DeSantis. Martin Fasack.

Donald J. Lewis President. Directors. Dave Bashline. John Basile. Randy Berger. Rod Cornell. John DeSantis. Martin Fasack. IVES Donald J. Lewis President Directors Dave Bashline John Basile Randy Berger Rod Cornell John DeSantis Martin Fasack Dave McEntarfer Peter Primiani TIES Editor John Basile TRACKS Editor Martin Fasack

More information

Post Opening Project Evaluation. M6 Toll

Post Opening Project Evaluation. M6 Toll M6 Toll Five Post Years Opening After Study: Project Summary Evaluation Report Post Opening Project Evaluation M6 Toll Five Years After Study Summary Report October 2009 Document History JOB NUMBER: 5081587/905

More information

WORKING SAFELY NEXT TO WEST MIDLANDS METRO

WORKING SAFELY NEXT TO WEST MIDLANDS METRO WORKING SAFELY NEXT TO WEST MIDLANDS METRO GUIDELINES FOR BUSINESSES, CONTRACTORS, EVENT ORGANISERS & OTHERS WORKING ON OR NEAR TO WEST MIDLANDS METRO. If you own, occupy a building or other assets near

More information

NEWSFILE RICKMANSWORTH AND EALING COMMON END OF TUBE EVENT AT THE EPPING-ONGAR RAILWAY

NEWSFILE RICKMANSWORTH AND EALING COMMON END OF TUBE EVENT AT THE EPPING-ONGAR RAILWAY NEWSFILE RICKMANSWORTH AND EALING COMMON During the August Bank Holiday weekend, with points replacement taking place at Rickmansworth (Above), your photographer was amused to see an umbrella covering

More information

Withdrawn Document Uncontrolled When Printed. SP (issue 1).qxd 16/4/03 1:04 pm Page 1. Module SP. GE/RT SP Rule Book. Speeds. Issue 1.

Withdrawn Document Uncontrolled When Printed. SP (issue 1).qxd 16/4/03 1:04 pm Page 1. Module SP. GE/RT SP Rule Book. Speeds. Issue 1. SP (issue 1).qxd 16/4/03 1:04 pm Page 1 GE/RT8000 - SP Rule Book Module SP Speeds Issue 1 June 2003 Comes into force 6 December 2003 SP (issue 1).qxd 16/4/03 1:04 pm Page 2 Issue Date Comments Comes into

More information

MAR1011. West Birmingham Bus Network Review March 2010

MAR1011. West Birmingham Bus Network Review March 2010 MAR1011 West Birmingham Bus Network Review March 2010 West Birmingham Bus Network Review In December 2008, Centro published a strategy document entitled Transforming Bus Travel (TBT) which sets out a vision

More information

Cars in the Park, Alexandra Park, Pietermaritzburg, 19 May 2013 By Jack Clough and Theo Alberda

Cars in the Park, Alexandra Park, Pietermaritzburg, 19 May 2013 By Jack Clough and Theo Alberda Cars in the Park, Alexandra Park, Pietermaritzburg, 19 May 2013 By Jack Clough and Theo Alberda Cars in the Park in Pietermaritzburg is an event that many classic vehicle enthusiasts look forward to. Ahead

More information

Friends of WALKDEN station MANCHESTER HUB. Response to Network Rail Stakeholder Consultation

Friends of WALKDEN station MANCHESTER HUB. Response to Network Rail Stakeholder Consultation Friends of WALKDEN station MANCHESTER HUB Response to Network Rail Stakeholder Consultation November 2009 Foreword This document has been compiled by the Friends of Walkden Station (FOWS) in response to

More information

Module SP. Speeds. GE/RT8000/SP Rule Book. Issue 5. September 2015

Module SP. Speeds. GE/RT8000/SP Rule Book. Issue 5. September 2015 GE/RT8000/SP Rule Book Module SP Speeds Issue 5 September 2015 Comes into force 05 December 2015 Published by: RSSB The authoritative version of this document is available at www.rssb.co.uk/rgsonline Contents

More information

Signal passed at danger near Ketton, Rutland 24 March 2016

Signal passed at danger near Ketton, Rutland 24 March 2016 Independent report Signal passed at danger near Ketton, Rutland 24 March 2016 1. Important safety messages To ensure the safe movement of trains, it is essential that drivers carry out a full brake test

More information

City of Lawrence Traffic Safety Commission August 1, 2016 Minutes

City of Lawrence Traffic Safety Commission August 1, 2016 Minutes City of Lawrence Traffic Safety Commission August 1, 2016 Minutes MEMBERS PRESENT: MEMBERS ABSENT: STAFF PRESENT: PUBLIC PRESENT: Chris Storm, Chair; Steven Koprince, Vice-Chair; Dave Crawford, Ryan Devlin,;

More information

Rapid Response. Lineside Signal Spacing. Railway Group Standard GK/RT0034 Issue Three Date September 1998

Rapid Response. Lineside Signal Spacing. Railway Group Standard GK/RT0034 Issue Three Date September 1998 Rapid Response Railway Group Standard Lineside Signal Spacing Synopsis This Standard specifies the minimum distance that must be provided between the first signal displaying a cautionary aspect and the

More information

UT Martin Environmental Health & Safety Safety Procedure

UT Martin Environmental Health & Safety Safety Procedure MOTOR VEHICLE SAFETY UT Martin Environmental Health & Safety Safety Procedure EFFECTIVE DATE: 03/15/86, REVISED: 09/14 1. GENERAL A. All drivers for the University are considered as representatives of

More information

Wolverhampton City Centre Metro Extension

Wolverhampton City Centre Metro Extension Wolverhampton City Centre Metro Extension Public Consultation 2013 Please tell us what you think by 31st May 2013 centro.org.uk 1 We would like to hear your views on the proposed Midland Metro extension

More information

Grid connected rooftop solar and the end of the solar bonus feed-in tariff where to get advice.

Grid connected rooftop solar and the end of the solar bonus feed-in tariff where to get advice. Grid connected rooftop solar and the end of the solar bonus feed-in tariff where to get advice. The other topic that has been occupying us lately is the end of the solar feed-in tariff. We apologize that

More information

Power cut We can offer you extra support during a power cut

Power cut We can offer you extra support during a power cut Power cut We can offer you extra support during a power cut You, your carer or family may find this useful. Contents 2 What support can we offer? 3 Who can apply? 4 How to apply 5 Useful tips to prepare

More information

Natal Diecast Model Collectors

Natal Diecast Model Collectors Hi Folks, Natal Diecast Model Collectors Newsletter May 2014 11 Knoll Road Westville 3629 KwaZulu-Natal South Africa Tel: +27 (0) 72 281-8921 E-Mail: info@ndmc.co.za Website: www.ndmc.co.za Our March meeting

More information

Hartlepool power station June 2018 monthly report

Hartlepool power station June 2018 monthly report Hartlepool power station June 2018 monthly report Introduction Welcome to the June 2018 monthly report for Hartlepool power station. We are keen to hear the views of our local communities. We recognise

More information

MEMOIRS 1974 MEMOIRS Bird, R.H Notes on the Rockley Mine Memoirs NCMRS, Vol.2 No.4, pp Published by the

MEMOIRS 1974 MEMOIRS Bird, R.H Notes on the Rockley Mine Memoirs NCMRS, Vol.2 No.4, pp Published by the MEMOIRS 1974 Bird, R.H. 1974 Notes on the Rockley Mine Memoirs NCMRS, Vol.2 No.4, pp.175-178 Published by the THE NORTHERN CAVERN & MINE RESEARCH SOCIETY SKIPTON U.K. N.C.M.R.S. & The Author(s) 1974. NB

More information

The Cedric Clayson Collection Steam - The East Coast Pacifics

The Cedric Clayson Collection Steam - The East Coast Pacifics The Cedric Clayson Collection Steam - The East Coast Pacifics Steam The East Coast Pacifics On Thursday afternoons in the early 1960s, Cedric Clayson and his son John would travel from Leicester to Grantham

More information

Dean Heritage Centre Art Gallery/Exhibition Agreement

Dean Heritage Centre Art Gallery/Exhibition Agreement Dean Heritage Centre Art Gallery/Exhibition Agreement Thank you for agreeing to exhibit your work at the Dean Heritage Centre art gallery. Purpose The Dean Heritage Museum Trust (DHMT), trading name Dean

More information

Uncontrolled When Printed Supersedes GERT8000-DC Iss 2 on 01/03/2014. Module DC. GE/RT8000/DC Rule Book. DC electrified lines. Issue 3.

Uncontrolled When Printed Supersedes GERT8000-DC Iss 2 on 01/03/2014. Module DC. GE/RT8000/DC Rule Book. DC electrified lines. Issue 3. GE/RT8000/DC Rule Book Module DC DC electrified lines Issue 3 March 2014 Comes into force 07 June 2014 Conventions used in the Rule Book Example A black line in the margin indicates a change to that rule

More information

Transport Group Perspective Chris Blow Chair of The Guildford Society Transport Group 21st Jan 2015

Transport Group Perspective Chris Blow Chair of The Guildford Society Transport Group 21st Jan 2015 Transport Group Perspective Chris Blow Chair of The Guildford Society Transport Group 21st Jan 2015 LET'S REMEMBER THAT THIS IS NOT A STATION REDEVELOPMENT BUT A STATION SITE REDEVELOPMENT. The big question:

More information

Deltics & Co. Recordings of Deltics and classes 37, 31, 20 and 08 during

Deltics & Co. Recordings of Deltics and classes 37, 31, 20 and 08 during Holme Fen (south of Peterborough) Deltics & Co. Recordings of Deltics and classes 37, 31, 20 and 08 during 2009-17. 1 At 2232hrs, but still not quite dark. D9009 passes (half an hour early) along the embankment,

More information

PRESS RELEASE. 29 January Passengers welcome refurbished trains on Cambrian Line

PRESS RELEASE. 29 January Passengers welcome refurbished trains on Cambrian Line PRESS RELEASE 29 January 2013 Passengers welcome refurbished trains on Cambrian Line Rail passengers in Wales are benefiting from more comfortable trains following LNWR s complete overhaul and refurbishment

More information

Tenders, Some Background

Tenders, Some Background Tenders, Some Background Railway enthusiasts have generally seen tenders as an integral part of the locomotive to which they are attached. This was the case with early railway companies tenders and continued

More information

Bus Passenger Survey autumn 2013 results Merseytravel (Merseyside PTE area)

Bus Passenger Survey autumn 2013 results Merseytravel (Merseyside PTE area) Bus Passenger Survey autumn Merseytravel (Merseyside PTE area) Contact: Murray Leader, Research Team, Passenger Focus Fleetbank House, 2-6 Salisbury Square, London, EC4Y 8JX Tel: 0300 123 0843 Email: murray.leader@passengerfocus.org.uk

More information

Horsepower and Steam

Horsepower and Steam Horsepower and Steam Ian Jacobs: Physics Advisor, KVIS, Rayong, Thailand For thousands of years buffalos and horses ploughed fields and lifted water while camels and donkeys and mules trudged on trade

More information

Day of Open Evening 2018

Day of Open Evening 2018 Day of Open Evening 2018 University Website link Thursday 26th April Aberystwyth University Online Open Day https://www.ucas.com/events/aberystwyth university online open day 332771 Tuesday 10th July Aberystwyth

More information

Our Mobility Scooter Policy: A guide to taking mobility scooters on our trains

Our Mobility Scooter Policy: A guide to taking mobility scooters on our trains Great Western Railway 1 Our Mobility Scooter Policy: A guide to taking mobility scooters on our trains March 2018 Our Mobility Scooter Policy: A guide to taking mobility scooters on our trains 13 If you

More information

Troubleshooting Guide for Limoss Systems

Troubleshooting Guide for Limoss Systems Troubleshooting Guide for Limoss Systems NOTE: Limoss is a manufacturer and importer of linear actuators (motors) hand controls, power supplies, and cables for motion furniture. They are quickly becoming

More information

Network Safeworking Rules and Procedures

Network Safeworking Rules and Procedures Network Safeworking Rules and Procedures s Rule Number: 3025 Version 1.0, 31 March 2016 Temporary Speed Restrictions Rule Number: 3025 Document Control Identification Document title Number Version Date

More information

Riding Metrobus 16H from GHBC to Pentagon City (last update Oct )

Riding Metrobus 16H from GHBC to Pentagon City (last update Oct ) Riding Metrobus 16H from GHBC to Pentagon City (last update Oct-17-2018) WMATA s Metrobus 16H is a very convenient, low-cost way for GHBC residents to get to/from Pentagon City for: o o Shopping trips

More information

MYRIAD BOOKS. For the best in regional photography aerial, landscape and nostalgia. Beautiful books, superbly produced at unbeatable prices.

MYRIAD BOOKS. For the best in regional photography aerial, landscape and nostalgia. Beautiful books, superbly produced at unbeatable prices. Text05 3/8/05 2:47 pm Page 1 MYRIAD BOOKS For the best in regional photography aerial, landscape and nostalgia. Beautiful books, superbly produced at unbeatable prices. From Above 2 Heritage Landscapes

More information

SEQUENCE OF OPERATIONS Como-Harriet Streetcar Line

SEQUENCE OF OPERATIONS Como-Harriet Streetcar Line This sequence of Operations applies to streetcars No. 265, No. 322 and No. 1300. Some of the procedures described in this Sequence of Operations do not apply to No. 322 because the controls on that car

More information

It pays to buy your battery at GSF Car Parts.

It pays to buy your battery at GSF Car Parts. GET UP TO 4.00 CASH BACK! Terms & Conditions apply It pays to buy your battery at GSF Car Parts. www.gsfcarparts.com 1 Replace your old, worn out battery with a new, long-life, maintenance free battery.

More information

Code of Practice v1.8. For the use by buses and coaches of the University of Bath

Code of Practice v1.8. For the use by buses and coaches of the University of Bath 11 KINGSMEAD SQUARE BATH BA1 2AB T. 01225 444011 F. 01225 444550 E. bath@ima-tp.com Job Name: University of Bath Job N o. IMA-09-049 Date: 13 th October 2010 Reference: IMA Code of Practice v1.8 For the

More information

Troubleshooting Guide for Okin Systems

Troubleshooting Guide for Okin Systems Troubleshooting Guide for Okin Systems More lift chair manufacturers use the Okin electronics system than any other system today, mainly because they re quiet running and usually very dependable. There

More information

1 On Time Performance

1 On Time Performance MEMORANDUM: US 29 Travel Time & OTP To: From: Joana Conklin, Montgomery County DOT James A. Bunch, SWAI Subject: US 29 Travel Time and On Time Performance Analysis Date: This memorandum documents the US

More information

South Gloucestershire Challenge Fund and Cycle Ambition Fund

South Gloucestershire Challenge Fund and Cycle Ambition Fund South Gloucestershire Challenge Fund and Cycle Ambition Fund The Challenge Fund A4174 scheme is coordinated and delivered by South Gloucestershire Council who were awarded 14 million pounds from the Department

More information

Class 220 Voyager. Copyright Dovetail Games 2014, all rights reserved Release Version 1.0

Class 220 Voyager. Copyright Dovetail Games 2014, all rights reserved Release Version 1.0 Class 220 Voyager 1 BACKGROUND... 3 1.1 Class 220 Voyager...3 1.2 Design & Specification...4 2 ROLLING STOCK... 5 3 DRIVING THE CLASS 220 VOYAGER... 7 3.1 Cab Controls...7 3.2 Locomotive Keyboard Controls...9

More information

5 th Category Historic Touring Car (Group N) Component Substitution Application Form

5 th Category Historic Touring Car (Group N) Component Substitution Application Form 5 th Category Historic Touring Car (Group N) Component Substitution Application Form Applicant Information Full Name: Lane Andrew Last First M.I. Address: 124/126 Hickox St Street Address Traralgon Vic

More information

TransPennine Express and Angel Trains orders 95 Inter-City rail carriages from UK manufacturer Hitachi

TransPennine Express and Angel Trains orders 95 Inter-City rail carriages from UK manufacturer Hitachi FOR IMMEDIATE RELEASE TransPennine Express and Angel Trains orders 95 Inter-City rail carriages from UK manufacturer Hitachi London, March 31, 2016 --- The new TransPennine Express (TPE) franchise, operated

More information

RESPONSE National Transportation Safety Board Safety Recommendation H-09-14

RESPONSE National Transportation Safety Board Safety Recommendation H-09-14 October 27, 2010 RESPONSE National Transportation Safety Board Safety Recommendation H-09-14 The National Association of State Directors of Pupil Transportation Services (NASDPTS) appreciates the opportunity

More information

London Transport Heritage Collection

London Transport Heritage Collection London Transport Heritage Collection 1 ROLLING STOCK... 4 1.1 Class 20... 4 1.1.1 Background...4 1.1.2 Design & Specification...5 1.2 Pannier 5700 Class... 5 1.2.1 Background...6 1.2.2 Design & Specification...6

More information

MMOC CONCOURS Judging Guidelines and Information 2018 Update

MMOC CONCOURS Judging Guidelines and Information 2018 Update MMOC CONCOURS Judging Guidelines and Information 2018 Update Concours competition has been an integral part of the MMOC Rally Scene for many years and the MMOC wish to encourage members with vehicles in

More information

NHBC NEW HOME STATISTICS REVIEW Q1 2018

NHBC NEW HOME STATISTICS REVIEW Q1 2018 NHBC NEW HOME STATISTICS REVIEW Q1 218 NHBC statistics represent a unique source of detailed up-to-date information on new home construction and the house-building industry. The figures relate to new homes

More information

Day of Open Evening 2018 Monday 3rd April Kendal College Open Day Event college open day event

Day of Open Evening 2018 Monday 3rd April Kendal College Open Day Event   college open day event Day of Open Evening 2018 University Website link Monday 3rd April Kendal College Open Day Event https://www.ucas.com/events/kendal college open day event 332936 Wednesday 25th April Sparsholt College Hampshire

More information

Who s doing the work? Who do I call with questions I may have after I read this FAQ? Why is my street being slurry sealed?

Who s doing the work? Who do I call with questions I may have after I read this FAQ? Why is my street being slurry sealed? Slurry Seal FAQs Who s doing the work? Who do I call with questions I may have after I read this FAQ? Why is my street being slurry sealed? What s involved in slurry sealing my street? Can I park on my

More information

Uncontrolled When Printed Document comes into force 06/12/2014 Supersedes GERT8000-T10 Iss 3 on 06/12/2014

Uncontrolled When Printed Document comes into force 06/12/2014 Supersedes GERT8000-T10 Iss 3 on 06/12/2014 GE/RT8000/T10 Rule Book Module T10 Duties of a designated person () and people working on rail vehicles Issue 4 September 2014 Comes into force 06 December 2014 Published by: RSSB Block 2 Angel Square

More information

Safe Use of Roll Cages and Donation Chair Bespoke Trolleys

Safe Use of Roll Cages and Donation Chair Bespoke Trolleys Safe Use of Roll Cages and Donation Chair Bespoke Trolleys Module 3 Updated April 16 Estimated course delivery time: 1.5-2 hours depending on size of group. Equipment Required: 7.5 tonne Team Vehicle Roll

More information

Bus Passenger Survey

Bus Passenger Survey Bus Passenger Survey March 2013 Contents 1 Foreword 3 2 Area key findings 4 3 4 Area results Introduction Former metropolitan county authorities Transport authority area groups Local transport authority

More information

Road Safety Problems Documented On April 23, 2012

Road Safety Problems Documented On April 23, 2012 Road Safety Problems Documented On April 23, 2012 Posting Date: 23 April 2012 This is a chronicle of a single morning's drive through the rural outskirts of London, Ontario, Canada, and the safety-related

More information

Submission to Greater Cambridge City Deal

Submission to Greater Cambridge City Deal What Transport for Cambridge? 2 1 Submission to Greater Cambridge City Deal By Professor Marcial Echenique OBE ScD RIBA RTPI and Jonathan Barker Introduction Cambridge Futures was founded in 1997 as a

More information