MILEPOST 300 - Railway Performance Society

 MILEPOST
APRIL 2009
RECORDS TUMBLE ON WCML - See Page 12
Photo: David Adams
railway performance society
RPS
www.railperf.org.uk
30th Year of Publication
30
Milepost 30
– April 2009
The Quarterly Magazine of the Railway Performance Society
Honorary President:
Commitee:
Gordon Pettit, OBE, FCILT
Frank Collins
10 Collett Way, Frome, Somerset BA11 2XR
Tel: 01373 466408 e-mail frank@frankcollins.co.uk
SECRETARY & VC
Martin Barrett 112 Langley Drive, Norton, Malton, N Yorks, YO17 9AB
(and meetings)
Tel: 01653 694937 Email: mandjbarrett@yahoo.co.uk
TREASURER
Peter Smith
28 Downsview Ave, Storrington, W Sussex, RH20
peterandbrendasmith@btinternet.co.uk
(and membership) 4PS. Tel 01903 742684 e-mail:
EDITOR
David Ashley
92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10
8RW. Tel 01895 675178 E-mail: rpseditor@aol.com
Fastest Times Editor David Sage
93 Salisbury Rd, Burton, Christchurch, Dorset, BH23,
7JR. Tel 01202 249717 E-mail davidsage1@ntlworld.com
Distance Chart Editor Ian Umpleby
314 Stainbeck Rd, Leeds, W Yorks LS7 2LR
Tel 0113 266 8588 Email: ianumpleby@aol.com
Database/Archivist
Lee Allsopp 2 Gainsborough, North Lake, Bracknell, RG12 7WL
Tel 01344 648644 e-mail l.allsopp@ntlworld.com
Technical Officer
David Hobbs
11 Lynton Terrace, Acton, London W3 9DX
Tel 020 8993 3788 e-mail davidjahobbs@hotmail.co.uk
David Stannard 26 Broomfield Close, Chelford, Macclesfield, Cheshire,SK11
9SL. Tel 01625 861172 e mail: david@stannard26.f9.co.uk
Publicity/Webmaster Baard Covington, 2 Rose Cottage, Bradfield,Wix, Manningtree, Essex CO11
2SH Tel 07010 717717, E-mail: press.office@railperf.org.uk
Steam Specialist
Michael Rowe Burley Cottage, Parson St., Porlock,Minehead, Somerset,
TA24 8QJ . Tel 01643 862182 E-mail: Kchutney@aol.com
Non-committee official:Topical points
Martin Robertson 23 Brownside Rd, Cambuslang, Glasgow, G72 0NL
e-mail: martin.robertson2@ntlworld.com
Directors of RPS Rail Performance Consultants Ltd.:Frank Collins (chairman),), Peter Smith (secretary), Martin Barrett
CONTENTS
Notices
3
Fastest Times Update
Martin Robertson
12
Virgin VHF Views
Virgin Driver
23
End of the Year Show
John Heaton
27
Loco Hauled – 2009 style
David Ashley
28
Blue Pullmans 3
Bruce Nathan
33
Coventry-Euston
Ken Phillips
42
Betwixt the Fireworks
Michael Rowe
46
From the RPS Archives
Sandy Smeaton
50
Gerald Aston’s Notebooks
Andrew James
51
Some Early Britannia Experiences
Mark Warburton
53
Irish Travels
J A Cassells
55
Steam Experiences at Rheine
Malcolm Simister
60
Defensive Driving- European View
Alan Varley
64
Letters
66
News Alert
69
Enclosures (where subscribed): UK Fastest Times2009, AGM Papers, Annual Report, UK Distance
Charts
CHAIRMAN
Copyright The Railway Performance Society Ltd, registered in England & Wales No. 04488089
Use of the material in the magazine is permitted only for the private purposes of the reader
No material in the magazine can otherwise be used for publication or reproduction in any form without the express permission of the Society
The views expressed in this magazine are not necessarily those of the RPS, the Editors or any of their advisers. Whilst efforts are made to ensure accuracy, the Editor
his advisers and the RPS accept no responsibility for any loss or damage arising from any inaccuracies howsoever caused. Readers are asked to note that the RPS
encourages contributions from all members, and articles may appear that are interesting in content, but occasionally may not be to the standard of the rest of the
publication. Material sent to the Editors, whether commissioned or freely submitted is provided entirely at the contributors own risk; neither the Editor nor the RPS can be
held responsible for any loss or damage howsoever caused.
Published by The Railway Performance Society Limited, 92 Lawrence Drive, Ickenham, Uxbridge, Middx, UB10 8RW
Printed by Prontaprint Harrow, 7 Central Parade, Station Rd., Harrow, Middx, HA1 2TW.
Milepost 30
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April 2009
PUBLICATION OF MILEPOST
Milepost is published in April, July, October, and January. If you have not received your copy by the
end of the month of publication it may have gone astray. Requests for replacements of missing or
defective copies should be directed please to the Editor.
REPRESENTING THE SOCIETY
The RPS is always keen to be represented at special media-type occasions. However, we do ask that
anyone wishing to do this should do so with the express agreement of the Committee. Should the
opportunity arise for any member or in exceptional circumstances, friend of a member, to do this
please can contact be made with the Secretary (either by telephone or e-mail) setting out the
circumstances of the occasion. Please give us at least one week in advance of the occasion.
SUBMITTING ARTICLES
Submissions may be sent as attachments to an email or by post as documents on a CD or diskette or
as a printed document. If sending a diskette or CD, please enclose a hard copy of the article; this
helps if file(s) are unreadable for any reason.
Please send all submissions to the editor whose contact details are in the inside front cover of
Milepost. The editor will normally acknowledge email submissions within a few days, and always
within 3 weeks. If sending by post and you wish to have a receipt, please enclose an SAE for reply. If
you wish any material/CD/diskette to be returned, please clearly state this.
Milepost 23¾ gave detailed guidelines for submissions. The editor is happy to supply these, on
request by email or by post. Please note that page margins are critical: one inch or 2.54cm top,
bottom, left and right.
FASTEST TIMES
Please send all Fastest Times contributions to David Sage at the address on the inside cover.
This is with the following exceptions:John Heaton for Voyagers, 180s, Pendolinos and 222s.
Bill Long for DB material.
If in doubt then e-mail or post to my contact details on the inside cover.
Please, where practicable, also copy claims and logs to Lee Allsopp for the Society archive, and to
Martin Robertson for material for his Fastest Times articles.
Note that the Members area of the RPS website – see www.railperf.org.uk - has the latest GB and
Overseas Fastest Times. These times are also there in the general area, but without the recorder’s
initials. At present all entries are as up to date as possible from submissions received.
OVERSEAS CHARTS
No further news.
David Sage
April 2009
HISTORIC FASTEST TIMES
For members who subscribe to the printed version of Historical Fastest Times, the 2009 issue is
expected to be distributed with the October issue of Milepost. The issue is also expected to be posted
on the members area of the RPS website for those with internet access. A new section proposed for
inclusion is "Preserved Steam Locomotives" fastest times This will be based on charts kindly compiled
and sent to me by Bill Long, covering North Wales and Bristol / Plymouth sections of route, but with
Milepost 30
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April 2009
additional data from Lee Allsopp's logs database for these & some other routes. Some new diesel
loco-hauled records have been received for the Class 67 operated services on the Cardiff / Bristol /
Taunton route, and more are welcomed by the compiler, Bevan Price at bevanprice@freeuk.com, or
by post to 24 Walmesley Road, Eccleston, St. Helens, Lancs., WA10 5JT. Please do not send me
large files by e-mail, as my internet connection is too slow, and BT offers no prospect that my line will
soon be suitable for a broadband connection.
SALES ITEMS
Back Numbers: Certain back issues of Milepost, from Milepost 6 onwards, can be supplied at a price
of £2.50 each including postage. Supplies are extremely limited and once sold they will not be
reprinted. Details of issues available will be supplied on request.
Milepost is available in the British Library; the Bodleian Library, Oxford; the University Library,
Cambridge; The National Library of Scotland, Edinburgh; The Library of Trinity College, Dublin, the
National Library of Wales, the National Railway Museum and the Railway Studies Library at Newton
Abbot Library. Where a requested edition is out of print the member will be provided with a letter of
authority from the Society (as copyright holder) to enable a complete copy to be taken from any of the
Library copies.
Indices for volumes 7, 8, 10, 12 to 19 and 21 are available and will be supplied free of charge on
receipt of an A5 size stamped addressed envelope.
Distance Chart Supplements.
All supplements are issued in A5 loose leaf format. Following a
review, the price of these supplements has been reduced, but they will no
longer be supplied with binders.
UK Distance Supplement: £17.00
The complete collection of RPS distance charts compiled to date.
Individual new and revised charts are issued with Milepost when they
become available.
Overseas Distance Supplement (Section 1 France): £8.50
The complete collection of Issue 2 distance charts compiled to date.
Individual new and revised charts are distributed occasionally with
Milepost to those members who have paid a small supllementary membership
fee.
Overseas Distance Supplement (Section 2 Ireland): £7.50
The complete set of Irish distance charts as published in 2005/6. If any
revised charts are published they will be distributed with Milepost to
those members who have paid a small supllementary membership fee.
Historical Fastest Times 2004, 2006 Editions: £2.00 each; 2004/6/7 pack: £7.50
All orders please to Peter Smith. All prices include postage. Please enclose the correct remittance
with your order and allow 28 days for delivery.
VOYAGER / ADELANTE / CHALLENGER / PENDOLINO RECORDS.
Many thanks to those who responded to my request for records achieved by the above classes. As
stated in Milepost 23¾ it is the intention to track the development of records by these classes. The file
will be passed to David sage for publication as circumstances allow.
At this stage I simply need a line of entry, preferably by e-mail or post, to showing Unit no/s.
Vehicles/Recorder/Section*/From/To/Date and time.
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April 2009
* as per FT booklet. e.g. Paddington to Reading would be gw1, Euston-Coventry wc2. Any
recognisable abbreviation is fine.
In order to save David a lot of work in processing records for these classes until standards are set,
please send your contributions for these classes to John Heaton,
57 West Cliff Park Drive, Dawlish, Devon, EX7 9ER or john@heaton97.freeserve.co.uk
“NEW” FASTEST TIMES
The collection of “new” fastest times has begun. Please refer to Milepost 29¼, page 78 for details.
THE MEETINGS SECTION
SATURDAY 9TH MAY 2009
Crewe
1200 for 1215
Annual General Meeting
Speaker : David Stannard
THURSDAY 25TH
JUNE 2009
Bristol
SATURDAY 4TH
JULY 2009
MASS TIMING DAY
TUESDAY 28TH
JULY 2009
Leeds
1700
Members
Discussion
Group
All day
Paddington to
Reading and
beyond
See separate page
1700
Members
discussion
Group
Future Meeting dates
October 3rd 2009 – London – RPS Road Show and Timing workshop including GPS ‘made easy’
We also hope to arrange a speaker for late November
DIRECTIONS TO THE VENUES
CREWE – THE CREWE ARMS HOTEL
Come out of the railway station and turn right, cross the road, the hotel is 50 metres on the left hand
side.
BRISTOL - at THE GWRSA CLUB, is on the right hand side of Bristol Temple Meads station
approach road heading away from the station about 150 metres. It is reached by steps from the
approach road. The GWRSA Club is now open all day. Entrance is by key for members or by
intercom on the door. It saves trouble if we all meet at 1700 on the concourse at Temple Meads and
arrive together, but late comers can still get in by using the intercom. List of attending members no
longer have to be furnished beforehand but it would help if those wishing to attend could let John
Heaton know on 01626 865526 or john@heaton97.freeserve.co.uk
LEEDS – THE GROVE INN, Back Row (off Neville Street), Leeds
The Grove Inn is around 400 yards south of Leeds City station (under10 minutes walk). From the
south concourse at Leeds City station go past M & S Simply Food, cross the road and into a circular
building, go down the steps and turn sharp right at the bottom, continue under the railway on Neville
Street, past the Hilton Hotel, over the river, cross Water Lane, next on the right is a large new office
complex called Bridgewater Place with Starbucks and a Tesco Express, turn immediately right after
Bridgewater Place into Back Lane and The Grove Inn is on the right (an old building surrounded by
modern office blocks). It is highly visible from Neville Street at this point). If you are going to attend
this inaugural meeting, it would help if you can let Chris Taylor know on 07941 315846 or
chrisrailfan@gmail.com
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April 2009
FREE SOCIETY MEETINGS
All society meetings are free of charge to Members attending; i.e. no contribution will be
asked towards the hire of rooms.
The committee wishes to encourage Members to come along to meetings, talk to other train
timers and share information and experiences of traction performance.
The Society has a digital projector and if any member would like to give a short
presentation at a society meeting using this projector (or without if they prefer), or if
anyone has any topics for discussion at meetings please contact the Meetings
Organiser.
BRISTOL MEETING 19TH FEBRUARY 2009
There was another good turn out for the February Bristol discussion group with 14 members
attending. As usual, it had been a quiet period for train timing so there were fewer topics offered for
debate. It is hoped that there will be more to chat about at the June meeting.
The local Class 67 stoppers were proving popular, three members having used them before the
meeting and I tabled three runs with speeds of up to 101mph between local stations. Two runs of
speeds in the 103/4mph range had come to my attention.
Turning to modern traction, Keith Farr described recent runs with the new A1 4-6-2 No. 60163 which
had received its official name on the day of the meeting. It had worked the fastest known steam
schedule from York to Newcastle and was capable of 75mph averages for long periods.
Peter Davies showed the new Tom Tom gps to the meeting and described its properties. One or two
members who had decided not to convert to gps in the past started to show some interest,
recognising that mileposts were becoming increasingly difficult to spot.
I showed two runs timed on the 14.40 Euston-Manchester, one running to Crewe in 89min 50sec
despite being checked most of the way from Rugeley. The other was ‘non tilt’ showing the differences
in similar conditions but then taking the all-comers record to Wilmslow. Coming back I had three
fastest times from Stockport to Euston.
Having produced artefacts belonging to Rous Marten and C. J. Allen at the last two meetings, Michael
Rowe had been challenged to produce a similar antiquity for this meeting. He gamely responded with
an 1849 Bradshaw and a quiz to guess the fastest advertised time from Paddington to Didcot that it
contained. No one was near the amazing 57min for the 53miles. Michael showed how the time had
altered over the years, falling back to 74min with a Reading stop by 1889 with a best of 31min in
1984, falling back to 40min with a Reading stop now, a similar pattern to the Broad Gauge era.
th
The next meeting will be on June 25 2009.
Next Meeting
The next Bristol meeting is scheduled for Thursday 25th June 2009 at the GWRSA club on the station
approach at Temple Meads (reached down stairs from footpath on right of approach as one leaves
the station). Members should feel free to come and go as they wish but the party normally gathers on
the concourse at 17.00. The meetings usually last from 17.15 to 19.15. Everyone is welcome, veteran
or inexperienced, members or non-members. As you can see from the above account, the meetings
take the format of a short discussion of topics that members wish to raise, although there is no
pressure to contribute in this way unless people wish to do so.
John Heaton
Dawlish
February 2009
Milepost 30
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April 2009
LEEDS MEETING
There was discussion on the “running brake test”. It was reported that when it is undertaken seems to
vary considerably. On leaving Crewe, on a 323 EMU some drivers do the “running brake test” when
approaching the neutral section at Sydney Bridge Junction thus keeping the drop in speed to a
minimum. The drivers on class 323’s should do a tread brake test (isolating the resistance brakes for
the test). The “running brake test” should be undertaken when a fresh driver takes over, before the
first calling station, before going down a steep grade, driver changing ends, before entering a single
line section. It was reported that Northern Rail had got derogation when a driver frequently changes
ends e.g. Selby to Wakefield Westgate – the train reverses at Bradford, Huddersfield & Wakefield
Kirkgate.
There was a discussion on GPS accuracy. Speeds may vary if there is a weak signal. Members said
that it was wise to keep an eye on the GPS device to check what the device played was doing.
Dave Stannard produced a paper on the resistance for modern traction especially Pendolino’s. He
said that the weight of a Pendolino seems to vary depending on the source. Platform 5 publications
had the weight of a 9 coach unit as 459.7 tonnes, Alsthom quote 466 tonnes whilst adding up the
plated weights on individual coaches adds up to 469.7 tonnes. He reported that he thought that 10%
of the energy is absorbed by non-traction parts on the train, although this might increase when energy
was being for tilting. Dave said that he thought that the resistance figures could be different when the
train was tilting. He was still trying to compile resistance figures for Pendolinos. He also reported that
gradient information was suspect as the only information he had was that published by Railway
Magazine/Ian Allan a considerable number of years ago. The secretary reported that the Society did
have more up to date gradient information on CD. He said that with the co-operation of a driver work
on resistance figures was on going.
There were 11 members present mostly from Yorkshire but a couple of members had travelled
considerable distance.
th
THE NEXT MEETING WILL BE ON TUESDAY 28 JULY, 2009 1700 to 1900 AT THE GROVE INN,
LEEDS.
MARTIN TASKER MEMORIAL LIBRARY
The Society holds a large number of books (~130) containing articles on performance, or containing
information of use to Society Members. Full details of the books held are contained in past issues of
Milepost.
The books are available for borrowing by contacting me by letter, phone or E-Mail. The borrower will
be responsible for postage in both directions. It will be possible in many cases for arrangements to be
made to pass books on at Society Meetings to avoid postage costs in one direction at least. The
length of the loan can be flexible by agreement.
The Society will be happy to receive donations to the Library. Items should be related to Railway
Performance (no Magazine Collections please). Again please contact me regarding this. New items
received into the Library will be notified in updates published in Milepost. The entire contents of the
library will shortly be listed on the Society Website.
Lee Allsopp
RPS ARCHIVES – LATEST UPDATES
The RPS Archive consists of material collected over the years from submissions and donations of
material and collections by members. We are also indebted to the Steam Railway Research Society
(SRRS), and the Stephenson Locomotive Society (SLS) for giving us the opportunity to scan some of
their material for inclusion in our archive.
Milepost 30
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April 2009
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!
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Work on scanning Peter Semmens notes continues with years 1977 to 1982 added.
We are very fortunate to have access to the notebooks of the late Martin Tasker. There are in
excess of a hundred of these, each of around 300 pages, and contain all Martin’s recordings
including the ‘raw’ recording of milepost times. Work is continuing to scan these in and make
them available on the web site. To date 85 books have been scanned with many more to go.
Latest additions cover Martin’s travels from 1987 to 1991
Latest material from Lee Allsopp (including GPS track info) and Ian Umpleby.
Milepost 29¾
The last of Peter Smiths commuting journeys in the 1970s and 1980s on the Southern and
Great Eastern Lines.
More from Frank Collins with 5 notebooks covering his journeys in 2006 and early 2007.
John Bull’s latest UK and European Travels
David Adams logs from 2008
A collection of logs from Frank Lodge, mostly with steam covering the main lines with
particular emphasis on the Midland and commuting between St Albans and St Pancras.
The 2009 Mass Timing Day
A start has been made on a collection from the late Douglas Twibell. This appears to be
mainly steam.
Alan Varley has now completed cataloging all his runs both in the UK and France in a
database. This has now all been imported into the RPS Database.
Notebooks from the late Kenneth Rider have been loaned to the RPS. A start has been made
on scanning these with the years 1976 to 1987 completed so far.
Lee Allsopp
NEED MATERIAL FOR ARTICLES?
Do you feel that you could write an article for Milepost if only you had access to material to do so?
Just want some information to satisfy an idle curiosity? Even if you don’t have access to the Society
Archives on the website, you can still get information and logs for that article or whatever by
contacting me direct by either E-Mail, phone or letter. Just ask me the question and I’ll see what we
can come up with!
Lee Allsopp
PROVISION OF CURRENT MATERIAL FOR RPS ARCHIVE
With many members now being connected by Broadband, we are now in a position where we can
receive contributions via E-Mail of current material from as many members as wish to contribute. A
member could record a log one day and send it to me immediately for inclusion in the database and
archive. Would any members who may wish to participate in this please contact me by E-Mail for
further details.
I can accept material in a number of formats, Word, Excel, Acrobat pdf files and scanned images of
hand written material (eg notebooks). For scanned images we find that scanning at 150 dpi gives
perfectly acceptable results, while producing files of a reasonable size (200KB-1MB depending on
size of paper, density of printing etc)
Lee Allsopp
Milepost 30
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April 2009
DISTANCE CHART EDITOR’S REPORT
Work has been concentrated almost exclusively on updating the West Coast Main Line charts and it
has just proved possible to fit in all the information for Euston to Crewe without compromising the print
size. Some information such as station centre data has been moved to the station bank column in
this table. My thanks to the members who have provided me with information over the last quarter.
Please keep it coming.
Ian Umpleby
IN COMMITTEE: November 2008
My apologies for missing the last milepost deadline with this regular synopsis of RPS Committee
deliberations.
The financial status of the RPS was discussed with the hope expressed that the credit crunch would
not threaten the level of membership. It was thought that the budget might have overstated costs and
understated revenue, leading a larger surplus. The implication would be considered in the light of
results.
Previously agreed steps to circulate RPS publicity to large enthusiast societies were planned for the
new year in time to reach their spring journals. Further publicity initiatives were being developed; a
possible timing workshop, gps forum and a presence at the Eastleigh open day were currently on the
agenda. It would be helpful if any members who could help at Eastleigh over the Spring Bank Holiday
could contact any committee member, or myself.
David Hobbs outlined the thinking on a paper he intends to publish concerning the size of timing
errors, which David believes to be in the 2-5/100ths range rather than the traditional, perhaps old
th
fashioned, view that 1/10 was the accepted figure.
Ian Umpleby was prepared to enter latitude and longitude in more line charts than at present, with the
help of Baard Covington and also Sean Emmett who had done some detailed work on Table 135
locations.
David Stannard reported that he was working on a Class 390 resistance formula and data from
members concerning coasting Pendolinos would help
.
The committee was looking for help from people prepared to spend time scanning logs into the
archive, and Martin Barrett would welcome a volunteer to replace him as Meetings Organiser after a
th
five year stint. Any views on special ways of celebrating the 30 anniversary would be gratefully
th
received. Special talks and free food at 30 anniversary meetings were among those currently being
discussed.
There was some concern about the cost of the St. Pancras-Leicester mass timing day choice in the
absence of rail rovers. A switch to Preston-Carlisle would be considered.
John Heaton
Dawlish
December 2008
IN COMMITTEE – MARCH 09
The February committee meeting spent some time finalising the paperwork for the annual general
meeting. A forthcoming meeting with the President concerning the future direction of the RPS
prompted a discussion, varying from efforts to double the society to managing decline.
The policy concerning RPS representation at railway open days was considered. The Eastleigh
opportunity had been lost, mainly because of the lack of resources to cover the number of days
involved, but the committee felt that others should be considered when they arose.
Milepost 30
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April 2009
It was decided to go ahead with an autumn workshop includingn gps practice aimed at beginners and
improvers.
Options for the Mass Timing Day 2009 were considered. The St. Pancras-Leicester idea was shelved
due to the lack of rover tickets and Paddington-Reading substituted instead. It was felt this would give
the opportunity to study the interaction of consecutive trains, especially at Reading on the down and
Airport Jct on the up.
A decision was taken not to proceed with self-publishing ideas due to the lack of compilation
resources and the financial risk to an investment of about £8500 for 1000 copies.
The idea of placing latitude and longitude in line charts was dropped in favour of developing waypoint
downloads for gps users.
Efforts were continuing into updating resistance formulae for high speed modern stock and David
Stannard would like to hear from members with data to supply.
John Heaton
Dawlish
March 2009
OBITUARY: DAVID AINSWORTH
It is with regret that we have to announce the death of David Ainsworth over the Christmas
period. David was drawn to the RPS through the timing workshops, although he had timed
trains for many years previously.
David was a career railwayman, entering via the management training scheme from Oxford
University. He spent many years in Sealink but moved to the Western, reaching the post of
Regional Investment Manager in the late 1980s. He took an accurate log of the record
breaking HST run to Plymouth where he accurately recorded speeds substantially higher
than those which were published.
He always applied his analytical brain very carefully to train timing issues and was never
quick to adopt a stance that he could not fully substantiate. In recent years he applied these
qualities to the job of honorary reviewer of the accounts, for which we remain grateful.
OBITUARY: KENNETH RIDER
It is with regret that we announce the death on 29th December 2008 of Kenneth Rider who
was an RPS member from 1984 to 2004. He was born and educated in Bristol and was
originally a surveyor. His changed career, and he moved into healthcare. He was a wellrespected bellringer and had many other interests; one of which was railways. Latterly he
was drawn to the ministry and was ordained in 2007, and became Parish Deacon for
Stafford Team Ministry. Kenneth died in a hospice with his family present and received the
sacraments. His requiem mass was held on 9th January 2009."
Milepost 30
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April 2009
MASS TIMING DAY 2009
Saturday 04 July
Basic Route: Paddington to Reading
This year the committee has decided to change the proposed route (St. Pancras to Leicester) to
Paddington to Reading plus ‘optional extras’.
This has been done because there is no ‘cheap’ ticket that covers the complete route from St Pancras to
Leicester except the All Lines Rover which costs £375 for 7 days!
As it is ‘credit crunch’ time the Ranger tickets offered by First Great Western are quite good value for
money.
The intention is to cover ALL services running on the Down Main Line departing Paddington from 1015 to
1145 and ALL services on the Up Main Line departing Reading from 1100ish until 1230. This will give a
good overall view how tightly timetabled services react on each other.
We also hope to include the Heathrow Express services in this exercise over the same period. As the
Piccadilly line is closed between Hammersmith and Northfields, it is hoped that the ‘usual’ arrangement of
Zone 1-6 travelcards being accepted on HX will be implemented, although at the time of writing this has not
been confirmed.
Should only two lines be available between Paddington and Reading due to engineering work then we will
concentrate on Reading – Oxford – Banbury instead.
As mentioned above if you become bored (disillusioned) by travelling all day between Paddington and
Reading then there are some other options as an ‘add on’:Reading – Oxford – Banbury/ Moreton-in-M/ Bicester
Reading – Basingstoke/Bedwyn
TICKET COSTS (34% reduction for various railcards)
Thames Branches Day Ranger (Paddington to Reading + branches) £15.50
Oxfordshire Day Ranger (Reading – Banbury/Moreton-in-M/Bicester) £13
Kennett Day Ranger (Reading – Basingstoke/Bedwyn) £12
Thames Rover (3 days) covers ALL the above plus Reading to Redhill for only £40
Zone 1 – 6 travelcard £7.50
By combining any two of the above you can have a day out FOR LESS THAN £30 (£20 with a card)
We need 12 recorders to cover the nominated 90 minutes Paddington to Reading plus 3 more for the
Heathrow Express – Total 15 (in the event we can’t cover the HX then one person located at Hayes & H
would help.
In addition it would be very desirable to have one or two people stationed at Reading during this period
recording ALL arrivals and departures (including station dwell times).
Bookings (including the ‘add ons’) open NOW: Please contact David Ashley (see inside front
cover)
Milepost 30
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April 2009
Fastest Times Updates
Martin Robertson
Welcome to another Fastest Times Update with locations from Edinburgh to Severn Tunnel
Junction featured in this article. My thanks to the usual contributors and a welcome to Andy
Clark who provided a very lively run over the Great Eastern line from London Liverpool
Street. My thanks for also to Brian Milner for a collection of runs dating back to the early
nineties, including a Glasgow-Hull service (?) with an ECML HST. However our adjudicator
of what qualifies for inclusion in the current Fastest Times listing has ruled that services over
the rural routes of Yorkshire and Humberside do not yet merit incorporation.
The southern end of the West Coast Main line features heavily again with several new
records taking advantage of the introduction of 125mph running through the Rugby area. We
start with new records between Euston and Crewe recorded in both directions by John
Heaton. Both times would appear to be capable of being improved upon if a clear run could
be obtained.
John’s comments on the northbound run are ‘A couple of best ever times here. The EustonCrewe run was remarkable in many respects, not the least of which was beating the existing
record by 10½min despite effectively being checked all the way from Rugeley by a Voyager
on the 14.30 Euston-Lancaster. The log shows the classic pattern of being signal checked
while the preceding train is on a speed restriction, then having to observe the restriction
itself. The net time was no more than 86½min on an 87min net timing so around 109.6
average, 110.2mph if an 86min net time. What a delight it is to run through Rugby at moreor-less full speed. Ten years too late though. The late start was caused by a Class 321
entering Platform 8. I suspect the speed profile of checks into Crewe indicates a driver trying
for a right time arrival.’
John raised a query with “Virgin Driver” re the easing at Colwich, to which he replied:- ‘I have
made a few trips on the WCML this week and would suggest that the 50 mph reduction in
speed at Colwich is due to the PSR over the connection from the Down Trent Valley Fast
(formerly the Down Slow) to the Down Main towards Stafford. From the log I cannot see a
reduction in speed where the train has gone from the Fast to the Slow at either Amington or
Lichfield, which means that Colwich is the only other possible location where this is able to
take place. Did time or funds run out for remodelling here?
In the up direction a 50 TSR is in force at Colwich in the area where the light aircraft made
an emergency landing.
There are a couple of other points that John has been unable to detect. The running brake
test approaching Kensal Green Tunnel also includes a long standing TSR of 85 which
starts north the tunnel and extends as far as 5m 60c. There should have been a momentary
easing of power close to mp 6¾ where a 100 emergency TSR has been in place for around
a month. This is unfortunate as it breaks up the acceleration before the neutral section at
Wembley North. The suggested 110 TSR after Carpenders Park was not seen on the same
day when I worked the 2140; it is probably a reaction to braking for the 110 PSR that starts
at mp 15 1/4. I usually coast into it from Headstone Lane neutral section, which if doing 125,
usually results in the precise speed passing the commencement board, which, due to
adjacent running lines is a ground level positioned miniature sized sign and therefore difficult
to see. The next two TSRS, under Bletchley Flyover and near Castlethorpe Troughs are
correct. I have no record of a TSR near Alderley Edge and there wasn't anything there
on Wednesday evening, so suspect that adverse signals are the most likely cause.
Milepost 30
12
April 2009
Table 1
Loco
390027
Vehicles/tare/gross tonnes
9/460/475
Train
14.40 Euston-Man. P.
Date
28/1/09
Weather
Fine
Rec/Pos/GPS?
M.
0
J. Heaton 7/9 Y
Chns
D. Mls
04
0.00
Timing Point
Sch.
Min.
Sec.
M.P.H.
Ave
Euston Pfm 5 d.
0.0
0
00
1½L -/26/tsr18
1½L
3.0
1
08
1.05
Camden S. Jct.
2
46
41
22.8
2
33
2.36
South Hampstead
4
17
64
51.9
3
01
2.96
Kilburn High Road
4
47
81
72.0
3
55
3.64
Queens Park
5
15
89/100/rbt
86.8
5
20
5.20
West London Jct.
6.0
6
18
85/84
89.3
7½
8
04
8.00
Wembley Central
9
34
9.38
South Kenton
10
25
10.26
Kenton
11
31
11.34
Harrow and W.
12
47
12.54
14
57
16
17
8
02
111
96.9
8
46
116
112.5
9
13
118
118.3
9
45
123/124
120.9
Headstone Lane
10
20
123/120
123.4
14.66
Carpenders Park
11
23
122/107 110tsr
121.4
00
15.95
Bushey
34
17.38
Watford Jct.
19
44
19.50
20
76
23
07
9½
12
04
109/110
113.0
12
51
109/108
109.1
Watford TNP
13
59
116
112.5
20.90
King's Langley
14
42
122
117.2
23.04
Apsley
15
45
123
122.1
16
26
124
122.9
17
19
123
124.0
18
06
124
122.6
19
56
125/126
124.0
21
02
124
124.8
22
04
125/124
123.4
22
44
125
124.9
24
01
124/126
124.5
27
19
90tsr 88
118.0
29
04
123/125/120
108.9
30
20
122/124
122.6
24
39
24.44
Hemel Hempstead
26
25
26.26
Bourne End
27
73
27.86
Berkhamsted
31
56
31.65
Tring
33
79
33.94
Tring Cutting
36
09
36.06
Cheddington
37
40
37.45
Ledburn Jct.
40
13
40.11
Leighton Buzzard
46
52
46.60
Bletchley
49
66
49.78
Milton Keynes C.
52
33
52.36
Wolverton
54
58
54.70
Castlethorpe
56
58
56.70
Hanslope Jct.
59
65
59.79
62
68
67
69
12½
17.0
19½
22½
27.0
28½
[1]
Milepost 30
31
30
110tsr 111
120.2
32
31
124/125
118.0
Roade o/b
34
01
122/125
123.5
62.83
Blisworth
35
29
124/123/125
124.3
00
66.98
Heyford
37
30
124
123.5
63
69.76
Weedon Jct.
39
38
52
117/125
122.4
75
20
75.23
Welton
[1]
41
33
123
122.1
76
64
76.78
Kilsby TSP
42
20
111/-
118.7
78
13
78.14
Kilsby TNP
43
05
110
109.0
80
24
80.28
Hillmorton
82
40
82.48
Rugby
83
20
83.23
Trent V. Jct.
88
00
87.98
91
29
93
97
32½
46
44
09
123/124
120.2
46½
45
13
123
123.8
47
45
35
125
122.7
Brinklow
47
53
123
123.9
91.34
Shilton
49
31
124
123.5
40
93.48
Bulkington
50
33
124/125
124.1
04
97.03
Nuneaton
52
16
124/127
124.1
53½
13
April 2009
M.
Chns
D. Mls
Timing Point
Sch.
Min.
Sec.
M.P.H.
Ave
99
36
99.43
Hartshill S.
53
25
124/99
125.2
102
23
102.26
Atherstone
54
57
100/125
111.0
106
39
106.46
Polesworth
57
05
124/123
118.1
110
00
109.98
Tamworth
58
48
120
122.8
113
41
113.49
Hademore
60
33
124
120.4
116
20
116.23
Lichfield Trent V.
121
31
121.36
Armitage Jct.
124
21
124.24
Rugeley
60½
63½
67½
[1]
70
61
52
125
124.7
64
20
125
125.0
65
47
sigs103/28
119.0
127
09
127.09
Colwich
69
27
50tsr 51/101
46.6
129
36
129.43
Milford
71
11
95/100
80.9
132
25
132.29
Queensville
73
00
85/84sigs
94.5
133
43
133.51
Stafford
73
51
87/107/sigs 81
86.5
136
69
136.84
Great Bridgeford
75
57
86/91
95.0
86.2
138
68
138.83
Norton Bridge
141
09
141.09
Badnall
143
30
143.35
Standon Bridge
147
40
147.48
Whitmore
149
74
149.90
Madeley
153
13
153.14
Betley Road
74½
77½
77
20
88/sigs 78
(½)
78
56
92/108
80
15
sigs104/103/111
103.1
83½
84.8
82
36
sigs100/95
105.3
83
58
122/126
106.5
85
32
125/sigs 60
74/sigs
40/64/38/62
124.0
156
22
156.25
Basford Hall Jct
87½
87
31
158
03
158.01
Crewe a.
90½
89
50
94.2
45.6
I don't have any unchecked runs to report on the upgraded sections of line; my personal
perception since VHF is that there is, or is very likely to be a train running a few minutes late
on the horizon, so passing through certain sections of line below the permitted speed where
the ride is lively, and extended coasting on the approach to PSRs and known TSRs has
wasted, at most, couple of minutes, saved energy and brakes, reduced the risks of SPADs
by reducing the likelihood of approaching red signals: Just using your brain really, assisted
by an extra bit awareness of what is going on ahead. The driver on John's run didn't seem
to have this approach, hence the instances of braking after Colwich. I expect that the overall
times for the two sections will soon be beaten by someone, if they haven't all ready.’
The southbound run brought the following comments from John ‘This was a pleasing run as
it demonstrated resilience in the timetable in view of the recent snowfall and the signal delay
in the Stafford area, probably following the 12.48 Liverpool-Euston due from Stafford at
13.36½ and booked in front of us on a 4min headway. If it was the Liverpool about 7/8 min
late it showed us a clean pair of heels. Arrival was 3½E by the UKTT on a schedule that has
only 4min recovery and 1min contingency allowance from Crewe. The 3min public/working
differential gives a lot more of course but the 91min 28sec run on a 91½min gross timing
was precise. The net was perhaps 87½min, so perhaps 1min over the net timing. The driver
seemed to have the working time in his sights with a fast run down from Bushey to Wembley
Central. If only we could have the equivalent down from Potters Bar. When I alighted,
though, my system did feel as if it had undertaken a rather too adventurous fairground
round. I know what Elvis meant when he sang "All shook up.’
Table 2 has a recording by David Adams between Watford Junction and Coventry. With an
absence of significant psr’s and only two minor tsr’s the section is ideal for a very fast start to
stop average. The time of 40m 34s equates to a 113.3mph average, which may be the
Fastest there is on the lists. David’s comments are ‘My first down run through Rugby at near
permitted line speed. Quite an experience and the closest thing to a fair ground ride on the
WCML to date. Plunging through the dive under beneath the down Northampton a fairly
Milepost 30
14
April 2009
Table 1b
Loco
390024
Vehicles/tare/gross tonnes
9/460/480
Train
12 55 Man. P.- Euston
Date
11/2/09
Weather
Fine
Rec/Pos/GPS?
M.
Milepost 30
J. Heaton 2/9 Yes
Chns
D. Mls
Timing Point
Sch.
Min.
Sec.
M.P.H.
158
03
0.01
Crewe a.
0
0
0
(-1/2L)
Ave
156
22
1.79
Basford Hall Jct
3
3
19
5
27
104
87.5
6½
7
18
106
105
8
36
118\125
111.9
10
38
120\80tsr\
66
31.4
153
13
4.90
Betley Road
149
74
8.14
Madeley
147
40
10.56
Whitmore
143
30
14.69
Standon Bridge
141
09
16.95
Badnall
138
68
19.21
Norton Bridge
12
13
17
136
69
21.20
Great Bridgeford
[1]
14
41
100\sigs28
133
43
24.53
Stafford
16
18
50
49
48.1
132
25
25.75
Queensville
19
54
81\101
68.9
129
36
28.61
Milford
127
09
30.95
Colwich
20½
124
21
33.80
Rugeley
22½
121
31
36.68
Armitage Jct.
122
sigs?
26½
77
85.2
21
41
100
96.3
23
21
80\77
84.1
25
9
115\126
95
26
35
123\126
120.3
116
20
41.81
Lichfield Trent V.
29
3
123\125
125
113
41
44.55
Hademore
30
22
124
124.7
110
00
48.06
Tamworth
32
4
124
124
106
39
51.58
Polesworth
33
46
124
124
102
23
55.78
Atherstone
36
2
97
111.2
106.4
99
36
58.61
Hartshill S.
37
38
112
97
04
61.01
Nuneaton
36
38
52
12\118
116.8
93
40
64.56
Bulkington
[1]
40
40
124
118.3
91
29
66.70
Shilton
41
41
127
126.1
88
00
70.06
Brinklow
43
17
124\120\125
126.1
83
20
74.81
Trent V. Jct.
82
40
75.56
Rugby
80
24
77.76
Hillmorton
78
13
79.90
Kilsby TNP
43½
45
37
123\125
122.5
44
45
59
123\125
122.7
44½
47
3
124
123.8
48
9
110
116.6
109
76
64
81.26
Kilsby TSP
48
54
109
75
20
82.81
Welton
49
43
121\127
113.9
69
63
88.28
Weedon Jct.
52
24
120\118
122.1
62
68
95.21
Blisworth
55
47
124
123.2
59
65
98.25
Roade o/b
57
18
110tsr
120.2
119.5
50½
56
58
101.34
Hanslope Jct.
58
51
124\127
54
58
103.34
Castlethorpe
57
59
48
121\110tsr/107
126.3
52
33
105.65
Wolverton
61
4
125
110.7
124
124.2
80tsr\74
112.1
49
66
108.24
Milton Keynes C.
60
62
19
46
52
111.41
Bletchley
62
64
1
40
13
117.90
Leighton Buzzard
67
36
123
108.6
37
40
120.56
Ledburn Jct.
66½
68
53
125
124.5
36
09
121.95
Cheddington
[1]
69
33
124\123
124.9
33
79
124.08
Tring Cutting
70
35
125\126
123.4
31
56
126.36
Tring
71
41
124\122
124.8
27
73
130.15
Berkhamsted
73
32
124\126
122.8
24
39
133.58
Hemel Hempstead
75
11
123
123.5
70
15
April 2009
M.
Chns
D. Mls
Timing Point
23
07
134.98
20
76
137.11
19
44
17
16
Sch.
Min.
Sec.
Apsley
75
King's Langley
76
138.51
Watford TNP
34
140.64
Watford Jct.
00
142.06
Bushey
77
M.P.H.
Ave
52
123
122.9
56
119
120.2
77
39
111
117.2
78
48
110\108
110.9
79
34
112
111.5
14
57
143.35
Carpenders Park
11
31
146.68
Harrow and W.
10
25
147.75
Kenton
82
20
127
126.9
9
34
148.64
South Kenton
82
46
125
125.3
8
04
150.01
Wembley Central
82
83
26
122\79tsr
122.2
85½
80
80
13
122\127
118.8
81
50
125
125.0
5
20
152.81
West London Jct.
85
16
91
91.6
3
55
154.38
Queens Park
86
23
80
84.0
2
33
155.65
South Hampstead
87
25
55
1
08
156.96
Camden S. Jct.
89
89
3
0
04
158.01
Euston Pfm 5 d.
91½
91
28
35\37
48.2
sharp full tilt to the left is experienced followed by another just north of the station and a
further one to join the Coventry line. The two out of course slowing cost about ½ minute’.
The final offering on the Wcml is a run from Stoke on Trent to Milton Keynes recorded by Ian
Umpleby. The run was competent effort although Ian noted that there were two minor
slowings, for which he could not identify a cause.
Table 4 is an Hst run from Edinburgh to Newcastle recorded by myself which sneaked in
under Nigel Smedley’s 1993 time. ‘A slowish start with a fairly severe brake application at
Portobello Jn, whether for running brake test or a tsr, I could not determine. Thereafter the
driver consistently ran slightly above the line limits, suggesting an under reading
speedometer. He did not press the unit unduly on the 125mph sections after Berwick but a
unchecked into entry from an excellent 94mph past Heaton South Jn just snatched the
record, for a nine minute wait in Newcastle for the southbound departure.’
Table 5 features Grand Central services between Sunderland and Eaglescliffe. Not much
opportunity for any significant speeds on either section with a line limit of 60 or 70mph. The
loco hauled service was the quicker on both sections. Brian’s comments on the runs are:‘This was my first visit to the depressing station of Sunderland for decades, to try out the
new Grand Central HST service to London. As can be seen, it was a competent run
throughout. If we had managed to avoid the obligatory signal stop before York, there could
perhaps have been a record from Thirsk. As it was, HST records from Sunderland to
Hartlepool and from Hartlepool to Eaglescliffe were set. Departure from Eaglescliffe was a
little early and this resulted in a signal stop outside Northallerton before a punctual arrival.
The train manager apologised for the delay as we were awaiting the passage of a laterunning National Express train!
The run with 47815 was good and even improved on the HST times from Sunderland to
Hartlepool and from Hartlepool to Eaglescliffe, producing record times in each case. We
reached 95 mph after Thirsk but disappointingly there was the usual signal stop before York.’
Table 6 was recorded by Andy Clark, a new name to these articles, on a Liverpool to
Norwich service. Four fastest times were recorded during the journey, with each section
shown. The running was remarkably carefree by today’s conservative standards, unless the
speedometer in the leading Dvt was seriously under reading the speeds. Andy’s comments
are:- ‘This run was in the last year but I do not want to put a date in as there seems to be a
Milepost 30
16
April 2009
Table 2
1523 Euston Sat 310109
Train/Date
390026 9,462/470,2/9
Unit/load/e/f pos
D Adams
Recorder
Distance
M.C.
Actual
MILES
17.39
0.00
Av Speed
m s
mph
WATFORD JUNCTION
0.00
2L
18.43
1.04
Watford Tunnel SP
1.34
39.8
19.45
2.06
Watford Tunnel NP
2.18
83.5
20.90
3.51
Kings Langley
3.08
104.4
23.04
5.25
Apsley
4.02½
117.1
24.40
7.06
Hemel Hempstead
4.54½
125.3
26.25
8.87
Bourne End
5.47
124.1
27.73
10.47
Berkhamsted
6.34
122.6
28.76
11.51
Northchurch Tunnel SP
7.04½
122.8
31.56
14.26
Tring
8.24½
123.7
33.79
16.55
Tring Cutting
9.30½
124.9
36.09
18.67
Cheddington
10.32
124.1
40.13
22.72
Leighton Buzzard
12.30½
123
42.20
24.81
Chelmscote Bridge
13.31
124.4
44.40
27.06
Stoke Hammond
14.36
124.6
46.52
29.21
Bletchley
15.48
107.5
49.66
32.39
MILTON KEYNES
17.37
105
18.51½
124.7
20.07
116.3
21.05½
116.9
124.3
52.33
34.97
Wolverton
54.66
37.41
Castlethorpe
56.58
39.31
Hanslope Jnc.
59.65
42.40
Roade
22.35
62.68
45.44
Blisworth
24.04
123
64.43
47.12
Banbury Lane
24.53
123.4
68.09
50.20
Stowe Hill Tunnel SP
26.37
123.9
69.40
52.09
Weedon MP 69½
27.18½
120.6
72.00
54.59
Whilton Marina
28.32½
121.6
75.20
57.44
Welton
30.07½
123.2
76.64
59.39
Kilsby Tunnel SP
30.55
117.5
78.13
60.75
Kilsby Tunnel NP
31.4
108.8
80.24
62.89
Hillmorton
32.47
115
82.40
65.09
RUGBY
33.51
123.7
84.00
66.59
MP 84
34.34½
124.1
86.00
68.59
MP 86
35.33
123.1
89.06
71.65
Brandon
37.02
123.8
90.52
73.23
Brandon Ballast Pit
37.48
123.7
93.79
76.57
113.30
COVENTRY
40.34
72.4
TSR 85
TSR 110
lot
of problems with
National Express out of
Liverpool Street with drivers
getting
warnings
when
even making up lost time
with fast acceleration and
braking and not even going
over the speed limits!!!
In the case of this run on
time throughout I think the
speedo on the DVT was
misreading as I went back
to London with the same
Driver and he only did 102
with most running at the
booked 100. I then went
back to Norwich with the
same set a different Driver
and again some very fast
running.
Shenfield to Colchester in
22.35 106 max, 104 before
Manningtree,106
onto
Ipswich,
107 before Stowmarket,108
before Diss and 108 onto
Norwich.
The signal delays were the
normal ones for the route
catching the Southend up
before Shenfield and the
Braintree up at Hatfield
Peveral. I was lucky that
the 11.38 goes to Lowestoft
and
not
Peterborough
otherwise that is always
caught up at Stowmarket
as it crawls over Haughley
Jn mind you my previous
best to Diss was 18.02.’
3E
Table 7 takes us to Wales where John Rishton was sampling the Taunton-Cardiff locals on
which some services are worked by Class 67’s hauling four MkIIf coaches and a dead Class
Milepost 30
17
April 2009
Table 3
Loco/Unit
390052
Vehicles/tare/gross tonnes
9/460/480
Train
1015 Manchester Picc-London Euston
Date
Fri 13th February 2009
Weather
Cloudy turning sunny.
Rec/Pos/GPS?
M.
Chns
IU;9/9;Y
Dec. Mls
Timing Point
Min.
Sec.
M.P.H.
Average
19
76
0.00
Stoke on Trent
0
00
2L
20
32
0.45
Stoke Jc ub
1
24 1/2
34
22
70
2.93
Trentham ob
3
26 1/2
100/113
73.0
24
45
4.61
Barlaston bdg
4
23
105
107.1
27
08
7.15
Stone bdg
6
08 1/2
74*
86.6
28
63
8.84
Aston by Stone LC
7
21 1/2
102/123
83.2
31
56
11.75
Sandon ob
8
51
121
117.7
19.2
33
77
14.01
Weston ob
9
59
114*
119.2
35
24
15.35
Hixon ob
10
45
90*
104.6
37
36
17.50
Great Harwood ub
12
35
58
70.5
38
56
18.75
Colwich bdg
13
58 1/2
47*
54.0
127
12
124
23
21.61
Rugeley TV fb
16
13 1/2
110
76.2
120
00
25.90
MP
18
22 1/2
124
119.6
116
20
29.65
Lichfield TV bdg
20
13
123
122.6
110
02
35.88
Tamworth exit
23
14
124/115*
123.8
106
40
39.40
Polesworth MP
24
59 1/2
124
119.9
102
24
43.60
Atherstone fb
27
15 1/2
100*
111.3
100
00
45.90
MP
28
31
121/125
109.7
97
04
48.85
Nuneaton fb
29
57 1/2
122/115*
122.8
93
40
52.40
Bulkington ob
31
44 1/2
124
119.8
91
29
54.54
Shilford ob
32
46 1/2
124
123.4
88
06
57.83
Brinklow ob
34
22
123
124.0
85
20
60.65
MP
35
45
123
122.9
82
42
63.38
Rugby sub(intell. guess)
37
03
121
125.4
78
13
67.74
Kilsby Tunnel NP
39
15 1/2
108*
118.5
76
63
69.11
Kilsby Tunnel SP
40
01
?
109.4
75
20
70.65
Welton ob
40
48
124
116.9
72
13
73.74
Underbridge
42
17
125
125.2
69
52
76.25
Weedon ob
43
33 1/2
115*
118.5
68
10
77.78
Stowe Hill Tunnel SP
44
19 1/2
123
119.3
64
36
81.45
OB
46
05 1/2
125
124.4
62
69
83.04
Blisworth RR
46
52
120
123.9
59
64
86.10
Roade fb
48
24 1/2
111*
118.9
56
40
89.40
Hanslope Jc ub
50
03
124
120.6
54
56
91.20
Castlethorpe fb
50
57
110*
119.9
52
32
93.52
Wolverton fb
52
11
115
112.2
49
66
96.09
Milton Keynes Central 4
54
22
T
70.9
67 at the rear. The Patchway to Filton and Filton to Severn Tunnel Jn sections are included.
John’s comments are:-‘No chance to make a move on the first section. Cautiously away then
quickly up top line speed for a second or two, before braking for the next stop. From
Patchway a noticeably gentle start characterised this run but once off the platform end we
went. Slight over speeding down to Pilning was followed by very precise driving onwards
with a firm but smooth stop.’
Milepost 30
18
April 2009
Table 4
Milepost 30
Date
Sat 21-Feb-09
Loco
43317/43319
Train
0752 Aberdeen-KX
Load
9,305/325/470
Recorder Weather pos gps
Martin Robertson Fine 5/11 Y
Miles
m
s
mph
0
0
(-)
c
Location
0.00
m
0
15
EDINBURGH WAV d
1.25
1
35
St Margarets T'l out
2
17
3.20
3
31
Portobello Jn
3
48.5
4.99
5
14
MUSSELBURGH
5
16.5
5.89
6
06
Monktonhall Jn
5
53
95
7.50
7
50
WALLYFORD
6
52
100
9.29
9
38
PRESTONPANS
7
53.5
109/112
104.8
11.47
11
53
St Germains
9
4.5
111
110.5
13.06
13
20
LONGNIDDRY
9
55.5
113
112.2
14.56
14
60
Aberlady Jn
10
45.5
111/113/104*
108.0
17.56
17
60
DREM
12
24.5
113/121
109.1
20.51
20
56
East Fortune
13
56.5
102
115.4
21.99
22
14
Markle
14
49
97
101.5
23.17
23
29
East Linton
15
32
101
98.8
24.75
24
75
Stenton
16
25.5
112
106.3
26.81
27
00
Beltonford
17
31.5
111
112.4
28.87
19
05
DUNBAR
18
48.5
84/82
96.3
30.97
31
13
Oxwellmains
20
17
89
85.4
33.64
33
64
Innerwick
21
55
104/106
98.1
ave
32.8
br 60
76.7
73.2
88.8
98.2
35.89
36
06
Dunglass Viad
23
16
85
36.31
36
40
Cockburnspath
23
34.5
83/90
81.7
39.22
39
33
Nellies Bridge
25
40
72
83.5
39.81
40
00
Penmanshiel
26
10.5
69
69.6
41.02
41
17
Grantshouse
27
10
77
73.2
100.0
44.04
44
18
Mount Alban
29
20.5
94/92
83.3
46.10
46
23
Reston
30
39
95/98
94.5
49.30
49
39
Bone Mill
32
46
80
90.7
50.06
50
20
Aytoun
33
17.5
80
86.9
51.69
51
70
Burnmouth
34
26
92/100
85.7
53.96
54
12
Sig EG403
35
50
98
97.3
56.36
68
00
Marshall Meadows
37
21
80br
94.9
57.35
67
00
BERWICK U TWEED
38
16
54
64.8
58.34
65
77
Tweedmouth
39
18.5
70
57.0
60.77
63
46
Scremerston
41
3
95
63.51
60
67
Goswick
42
35.5
115/117
106.6
65.70
58
52
Beal
43
43.5
115
115.9
69.36
54
79
Smeafield
45
35.5
119
117.6
72.79
51
48
Belford LC
47
19.5
119/121
118.7
75.14
49
17
Lucker
48
29.5
124
120.9
76.35
48
00
Empleton's Bog
49
7
106/101
116.2
78.35
46
00
CHATHILL
50
17
108/113
102.9
81.35
43
00
Christon Bank
51
54
109/106
111.3
83.86
40
39
Stamford
53
18.5
109
106.9
84.94
39
34
Little Mill
53
52.5
111
114.4
86.85
37
40
Longhoughton
54
52
121
115.6
89.53
34
66
ALNMOUTH
56
25
86
103.7
90.46
33
71
Wooden Gate
57
3.5
90
87.0
19
83.7
April 2009
Miles
m
c
Location
m
s
mph
92.51
31
67
Warkworth
58
22
100/102
94.0
94.35
30
00
Coquet Viad.
59
30.5
88
96.7
95.85
28
40
ACKLINGTON
60
30.5
92
90.0
98.74
25
49
Chevington
62
16
106/101
98.6
101.10
23
20
WIDDRINGTON
63
39
105/112
102.4
103.70
20
52
Ugham Lane
65
4.5
110
109.5
105.80
18
44
PEGSWOOD
66
16.5
95
105.0
107.74
16
50
MORPETH
67
56
50
70.2
109.65
14
56
Clifton
69
58.5
71
56.1
110.46
13
74
Stannington
70
34.5
83
81.0
112.85
11
40
Plessy
72
12
96
88.2
114.54
9
74
CRAMLINGTON
73
9
104
106.7
116.59
7
61
Annitsford
74
21
114
102.5
118.40
5
76
Killingworth
75
19
112
112.3
120.04
4
26
Benton
76
11
103
113.5
122.40
1
77
Heaton S Jn
77
36
94
100.0
123.79
0
46
MANORS
79
0
27
59.6
124.34
0
00
NEWCASTLE a
80
51
(+7)
17.8
ave
.
Table 5
Date
Mon 17/03/2008
Sat 7-Jun-08
Loco
43084/43065
47853/47315dit
Train
1230 Sunderland-KX
1230 Sunderland York
Load
6,210,215/355
5 257 262 384
Recorder pos
B Milner 2/8
B Milner 5/6
Miles
M
C
Location
0.00
89
60
SUNDERLAND
PTT
m
s
mph
0
0
00.0
RT
m
s
0
00.0
2L
1.96
87
63
Ryhope Grange Jn
3
52.5
54
3.75
86
00
Milepost
5
54.0
49/ 25
30.4
3
12.5
58/ 59
36.7
53.0
5
02.5
49/ 26
58.5
5.18
84
46
SEAHAM
8
20.0
6.75
83
00
Milepost
10
08.5
37/ 58
35.1
7
24.5
43
36.1
56/ 60
52.3
9
06.0
60/ 68
9.11
80
51
Easington Colliery
12
36.5
55.9
57/ 61
57.5
11
19.5
60/ 62
11.43
78
26
Castle Eden Viaduct N
14
63.7
57.5
58/ 61
59.0
13
36.0
61
13.00
76
60
Horden
61.0
16
34.0
57
58.8
15
08.5
62
61.3
ave
mph
ave
14.30
75
36
Crimdon Dene Viaduct S
17
59.0
53
55.1
16
24.5
60
61.6
16.13
73
50
Cemetery North
20
05.0
52
52.1
18
28.0
46/ 48
53.2
18.06
71
55
HARTLEPOOL
23
24
25.0
1L
26.8
22
10.0
2L
31.4
0.00
71
55
HARTLEPOOL
24
25
16.0
1L
23
25.0
2L
2.24
69
36
SEATON CAREW
4
00.5
66
33.5
3
52.0
64/ 71
34.7
4.33
67
29
Greatham
5
50.5
69
68.3
5
40.5
70
69.3
6.11
65
46
Cowpen Lane
7
24.0
68/ 55
68.8
7
15.0
66
68.1
7.94
63
60
Billingham
9
15.0
57
59.2
9
09.0
52
57.6
9.80
61
71
Norton-on-Tees South
11
49.0
29/ 55
43.5
11
50.0
30/ 53
41.6
11.58
60
05
STOCKTON
14
29.5
24
39.8
14
13.5
32
44.5
16
41.0
58
46.2
16
20.0
60
48.0
18
50.0
38.4
18
32.0
13.26
58
30
Stockton Cut Jn
14.64
57
00
EAGLESCLIFFE
21
RT
RT
37.5
Finally run 8 has another run from Brian Milner between Birmingham and Derby with a Cross
Country HST powered by one of the early Hst power cars and one the first of the 433xx
series. A competent run although the Burton on Trent restriction was overdone. Brian’s
comments are:-‘ This was one of 43007’s last and 43301’s first runs before and after reengineering at Loughborough. I was seated in the coach immediately behind 43007 and
enjoyed the sound of the Valenta engine. Both locomotives were in fine form improving on
Milepost 30
20
April 2009
Table 6
Train
12.00 Liverpool Street-Norwich
Motive Power
90012
Load (tons)
9/287
Position
2/9
Recorder
Andrew Clark
Weather GPS: Y/N
Miles
1.13
Dry
M
C
location
WTT
m
s
0
00
Dep Liverpool Street
0
0
00
mph
average
1
10
Bethnal Green
3
2
45
35/64
27.2
3.00
3
00
Bow Junc
5
4
43
48 Br/t
57.6
4.00
4
00
Stratford
6
5
45
73
53.5
4.49
4
39
Maryland
6
12
74
74.4
5.26
5
21
Forest Gate
6
46
83.5
82.0
6.25
6
20
Manor Park
7
27
86
85.6
7.36
7
29
Ilford
8
15
86
86.1
8.56
8
45
Seven Kings
9
07
85
84.8
9.28
9
22
Goodmayes
9
37
85
85.5
10.00
10
00
Chadwell Heath
10
06
84
84.0
12.38
12
30
Romford
11
47
87/85
86.4
13.49
13
39
Gidea Park
12
36
86.5
85.3
14.91
14
73
Harold Wood
13
37
86
86.2
18.20
18
16
Brentwood
15
54
84
85.0
sigs
39/62.5
9
14
20.18
20
14
Arr Shenfield
22
18
27
0.00
51
52
Dep Colchester
0
0
00
46.7
av65.60
0.99
52
51
Clacton Line UB
1
32
53
53.0
4.40
56
04
Ardleigh x
4
07
102/103
82.1
6.03
57
54
Dedham OB
5
04
98
102.6
7.79
59
35
Arr Manningtree
8
6
51
0.00
59
35
Dep Manningtree
0
0
00
59.2
av68.21
0.40
59
67
Manningtree Nth Jn
1
06
34
21.8
3.65
63
07
Bentley x
3
44
95/108
74.0
6
41
64.5
99.1
7
22
29
36.2
8
22
8.53
67
77
Halifax Jn
8.94
68
30
Tunnel Ent
7
9.30
68
59
Arr Ipswich
0.00
68
59
Dep Ipswich
0
0
00
0.76
69
40
East Suffolk Jn
1.5
1
22
61
44.4
3.26
72
00
Lime Works
3
09
98
84.1
4.86
73
48
Claydon x
4
05
106
102.8
6.49
75
18
Baylham x
5
00
107
106.3
8.38
77
09
Needham Market
6
04
106
106.1
11.85
80
47
Stowmarket
10
8
20
69
91.9
14.16
82
72
Haughley Jn
11.5
9
57
93
85.3
15.25
83
79
Wassicks x
10
39
98
94.2
17.81
86
44
Finningham Bdg
12
10
106/104
101.3
22.69
91
34
Mellis x
14
55
108
106.3
25.31
94
04
Palgrave x
16
30
71.5
99.4
26.23
94
77
Arr Diss
18
00
8.5
20.5
27.0
av
66.70
37.0
av87.41
Milepost 30
21
April 2009
.
Table 7
Day/Date
Monday 26th January 2009
Train
11.02 Taunton - Cardiff Central
Motive Power
67.016 (plus 67.017 dead at rear)
Load (tons)
313/320 = 10hp/ton
Weather
Dry
Rec. Pos. GPS
J Rishton - 2/6 – No
Miles
mm
cc
location
Sch
0
mm:s
mph
00:00
1L
average
0
5
77
Patchway
0.16
5
64
Patchway Junction
00:31
18.6
0.68
5
23
Avonmouth line
01:22
36.7
1.16
4
64
Filton old station
01:57
49.4
1.57
4
31
Filton Abbey Wood
3
03:01
23.1
0
00:00
1L
0.0
0
5
77
Patchway
0.89
6
68
Old Tunnel
01:36
33.38
1.60
7
45
Old Tunnel
02:12
71.00
1.74
7
56
Short Tunnel
02:18
84.00
0.00
3.58
9
43
Pilning
03:30
92.00
5.05
11
01
Severn Tunnel
04:33
84.00
9.40
15
29
Severn Tunnel
08:06
73.52
10.52
16
40
Severn Tunnel Junction
09:24
51.69
10
.
Table 8
Date
Milepost 30
Sun 03-Aug-08
Train
1025 Plymouth-Dundee
Loco
43007,43301
Load, Recorder, position
7,235,260/400, B Milner, 2/9
Miles
HST
M
C
Location
m
s
mph
ave
0.00
42
24
BIRMINGHAM NEW ST.
0.0
0
00.0
1L
0.69
41
49
Proof House Jn
2.0
2
41.0
32
15.4
1.55
40
60
Landor Street Jn
3.0
4
06.5
40
36.3
3.81
38
39
Bromford Bridge
6
30.5
74
56.6
5.30
37
00
Castle Bromwich
7
37.5
89/ 93
79.9
7.65
34
52
WATER ORTON
9.75
31
22
Signal SY379
8.0
11.0
9
09.0
92
92.5
10
24.5
112
100.1
11.53
29
40
Kingsbury Jn
11
20.5
117
114.1
13.53
27
40
Cliffe
12
20.5
122/123
120.0
15.44
25
47
WILNECOTE
13
17.0
119/118
121.9
17.33
23
56
TAMWORTH
14
14.0
120/115
119.2
19.03
22
00
Milepost
15
07.0
118
115.5
21.60
19
34
Elford
16
25.0
120
118.8
23.43
17
48
Croxall
17
20.0
120
119.5
24.76
16
21
Wichnor Jn
18
00.0
121/122
120.4
26.33
14
56
Barton
18
46.5
117
121.0
14.0
17.0
28.78
12
20
Branston Jn
20
11.5
90
103.8
30.20
10
66
BURTON-ON-TRENT
23.0
21
32.0
44
63.7
32.35
8
54
Clay Mills Jn
26.0
23
26.0
87
67.9
33.44
7
47
Hargate
24
08.0
99
93.2
35.81
5
17
North Staffs Jn
28.0
25
30.0
111
104.3
36.40
4
50
Stenson Jn
29.0
25
48.5
114/117
114.3
38.03
3
00
Milepost
26
40.0
111
113.6
39.78
1
20
PEARTREE
27
47.5
70
93.3
41.20
128
37
DERBY
30
41.0
4E
29.6
36.0
22
April 2009
the 1986 record by over one minute. Of course, this is all thanks to the increased speed
limits from 90 mph to 125 mph. Clearly, the time can be improved on; it was relatively slow
to Water Orton and I have beaten the Peartree to Derby time in the past. The latter was very
good though with the ongoing work at Derby limiting the availability of platforms. I guess on
a Sunday, there is less congestion here. The maximum before Burton-on-Trent was 123
mph with 117 mph after the minimum of 44 mph at the latter. It still surprises me that they
did not remodel Burton-on-Trent – the 50 mph limit is a huge waste of breaking and
acceleration power. The schedule did not really reflect the speeds possible and arrival was
4 minutes early after a 1 minute late departure from Birmingham New Street.’
My thanks to all those who have contributed this month and to those whose runs have not
featured. There has been no shortage of material for this article, as the Wcml fastest times
continue to be improved upon. However the article would lose some of its interest if it was
only the Wcml which was featured, therefore runs from the lesser lines are always
welcomed.
VIRGIN’S VHF VIEWS
VIRGIN DRIVER
The introduction in December 2008 of the VHF timetable on the WCML has been heavily
previewed in the railway press, involving an increase in frequency over some of the routes
and changes to stopping patterns. The improvements have been possible with the (almost)
completion of upgrading the route after years of long week end possessions, bustitution and
extended journey times.
The first months of the timetable were disrupted by two periods of snowfall and an accident
involving a light aircraft landing on to the track formation at Colwich. The effect of
cancellations on passengers due to these events were relatively light as numbers are
seasonally lower and there have also been less journeys made as a result of the economic
downturn. Virgin staff were advised in early February that 13 sets were out of service due to
impact damage as a result of the heavy snowfall immediately followed by severe frosts.
Clumps of frozen ballast disturbed by the passage of trains, caused damage to aluminium
underframes and passenger windows. Both the apparent fragility of the underframes, along
with the tardiness in implementing a blanket maximum speed to avoid further instances of
damage have been rumoured to be issues. Happily for me, annual leave and time off
coincided with the worst of the disruption.
Perhaps as a consequence of the above incidents, the PPM punctuality and reliability figures
have declined since the start of the VHF timetable. Punctuality has dropped by between 510% while reliability by less than 5%. During February the delay attributed to inclement
weather was 6183 mins; major reasons being staff being delayed reaching work, broken
windows and underframe damage. Operating delays attributed to drivers include failures to
call, and fault-finding errors during train failure. Problems implementing emergency
timetables in response to the snowfall were larger than all others. Reliability has also
dropped, by less than 5%. Areas of concern have been the performance of class 221s (no
surprise) with a series of modifications and overhauls aiming to improve the miles per failure
figures which have varied between 6k and 10k in the last year. In comparison, 390s have
managed between 12k and 21k. The performance of the Up morning business trains has
declined since VHF, the 07.00 from Manchester and Liverpool having the worst record.
Having had some experience during this period, I have not suffered particularly heavy delay
with any of the trains worked, but have found that London Midland commuter trains slow the
overall speed of trains on the up fast. On Saturday mornings the up expresses often have a
clear run in to Euston. A further issue, concerning the premature wear on pantograph
Milepost 30
23
April 2009
carbons, requiring co operation with Network Rail and Virgin by using the test car Mentor
and an observation rig on a Pendolino. Staff have been informed that the incidence of failure
has been reduced by the actions taken after testing.
The majority of my diagrammed duties involve working Manchester services with
Pendolinos, with the occasional Birmingham and Chester trains, which are included as a
scheme quaintly described as ‘Triangular Working’. As a driver this means, that you will end
up finishing your stint of driving away from your home depot, so the final hours of your day
will be spent travelling back ‘on the cushions’. Inevitably this is usually in the late evening,
enabling you to observe the clientele travelling at that time of the evening/night.
During the 3 months from December to February there were a reasonable amount of TSRs
over the route which did not absorb all of the recovery time included in the schedule. In the
Up direction, long standing TSRs at Norton Bridge (80), Colwich (80, 50 one week after the
aircraft incident). 2x 110 TSRs, at Roade and near Castlethorpe troughs, followed by a 75 at
Bletchley (later reduced to 50), and 90 at Willesden (50 for 2 weeks). An 80 TSR appeared
near Stonebridge Park during the period discussed, and can now be added to the semi
permanent list. Emergency TSRs were in force for a short period through Watford Jn station
(20) and at the points to the entrance to platform 5 and 6 at Euston (10).
In comparison, the down trains had less TSRs to contend with, starting with 20TSRs on X
line and E line shortly after leaving Euston, terminating near Park Street tunnel. The semi
permanent 85 TSR at Willesden Jn was shortened during the period under review, while a
100 TSR near Brent sidings was also omnipresent, having the effect of requiring a
momentary easing of power to comply with during acceleration on the bowling green away
from Willesden. Corresponding with the up line under Bletchley flyover a 90 TSR was in
force. Similarly, at the site of Castlethorpe troughs was a 110 TSR. Finally, north of Rugeley
on the Down Trent Valley fast was a 100 TSR supposedly for ‘Virgin driver training
purposes’. I have been unable to ascertain who it is intended for, and if we could ignore it if
we were not training. To comply this required severe braking as soon as the warning board
was passed. On the Colwich to Cheadle Hulme section the only TSR, of 80, was at the site
of North Rode station in the up direction.
I recorded 23 up and 20 down journeys between December and February. 88% of up trains
and 87% of down trains met the PPM punctuality targets of 10 mins late or less. The
punctuality from this ‘snapshot’ suggests that the demands of the timetable are being met
reasonably well. The target for punctuality pre-upgrade work was 90%, which was never
consistently achieved. These included an overheating class 221 energising the fire alarm,
points, signals and axle counter failures, and another train occupying our platform with no
driver to shunt it, and no other platform available. Where delays occurred in the earlier parts
of the journey, 5 minutes could be recovered to achieve a punctual arrival by the publicly
advertised times.
What can be assessed is how tight the schedule is in relation to the units capabilities, how
much is in hand, and the locations where conflicting movements delay trains. As outlined
earlier, the majority of my experience is working Manchester trains, so I will examine the 3
departures in each hour in both directions. The first two down trains (xx00 and xx20) are
routed via Stoke with the xx40 via Crewe.
DEP
xx00
xx20
xx40
Milepost 30
STOPS DOWN TRAINS
Stoke, Macclesfield, Stockport
Milton Keynes, Stoke, Stockport
Crewe, Wilmslow, Stockport
DEP
xx15
xx35
xx55
24
STOPS UP TRAINS
Stockport, Stoke, Milton Keynes
Stockport, Macclesfield, Stoke
Stockport, Wilmslow, Crewe
April 2009
DEP
13.00
FREQUENT DELAYS DOWN TRAINS
Stone; XC 8½ min ahead at Stone but leaves Stoke only 5min in front and 4½min at Ch Hulme.
Edgeley No.1; TPEx class 185; 12.28 Cleethorpes-Man Air is 14.50½ at Edgeley No1 between XC and Euston trains.
ATW class 175 should follow from Cheadle Hulme but has 4min of allowances and arrives at junction within ½min of
13.00 Euston.
13.20
Tring to Ledburn Jn; LM EMU; 13.13 Euston-Northampton is 3½ min in front at Ledburn as it turns to slow line.
Rugby to Nuneaton; LM EMU; 12.36 Euston-Crewe is 14.14 FL to SL at Attleborough Jct 3½min in front of Euston.
Often passed stood in down slow platform Nuneaton station.
Colwich; 13.33 Crewe Euston LM EMU is due to arrive at Rugeley at 14.32. 13.20 is booked to pass Colwich at 14.36
Stoke to Kidsgrove; EMU(?); 13.40 Derby-Crewe is 10min ahead at Kidsgrove so should not be a problem. 14.33
Crewe-Euston crosses 9min in front branch to up main. If Derby is late will be checked approaching Stoke to
Kidsgrove- The Up EMU is usually seen between Etruria and Bradwell from xx.20
Edgeley No.1; 14.30 Buxton Manchester crosses from branch to down slow 4min before 13.20 Some times seen in
down slow platform at Stockport. From Stoke 13.20 has 3 min additional to schedule.
13.40
Colwich to Stafford; LM EMU; 12.46 goes to SL at Milford at 14.48 with 13.40 Euston 14.50 at Colwich. EMU
sometimes passed by xx.40in platform at Rugeley then held before Colwich for it to precede to Milford and Brocton or
Stafford No. Four.
Stafford to Crewe; class 221; 14.20 Birmingham-Glasgow is 3min ahead down Madeley bank. Train often followed by
xx.40from Stafford then more delay inevitable as Birmingham makes slower move at Crewe South Jn to platform 11.
Approaching Wilmslow; Northern EMU; 15.46 Man P to Crewe is 16.22 from Wilmslow to up main. 13.40 is 1625 at
Alderley Edge.
In the evening peak the 17.57 Euston Liverpool and 18.00 Euston Manchester are 3min
apart at Nuneaton and 18.00 has 1min pathing allowance behind the 17.57 as it turns out to
SL for Tamworth stop. The 18.33 Euston Liverpool (stops at Rugby) is 3min in front of the
18.40 Euston Manchester at Colwich and is then passed during booked stop at Stafford.
Similarly, the late evening 20.30 departure has stops on the Trent Valley and is often passed
by the 20.40 around Lichfield but is given preference over the 20.40 at Colwich.
DEP
13.15
FREQUENT DELAYS UP TRAINS
Approaching Stockport- many signal boxes, absolute block working, some yellows inevitable.
Edgeley Jn.- 08.57 Norwich due 13.22½ Edgeley No1, 1min before 13.15 leaves Stockport. xx.15 often held at
Edgeley Jn for EMT 158.
Approaching Stoke-Northern EMU 12.41 Man-Stoke arrives 13.40 and XC 13.07 Man-BTM passes Stoke 13.43,
5min in front of 13.15. xx.15 often delayed earlier, particularly in rush hour.
Stone- 13.15 4min behind at Stone with XC train slowing to 25 for junction.
13.35
13.55
Milton Keynes to Euston- 221 ex N Wales/Chester (sometimes from Colwich) 12.24 Bangor is 6½min ahead at
Colwich 8min ahead Rugeley North Jn but leaves MKC only 5min in front of passing time for 13.35.
EMU shunt inside at Alderley Edge; 13.38 Man-AE arrives 14.06 (advertised 14.08) and shunts at say 14.09 clear,
14.11 on a bad day. 13.55 is 14.11½ from Wilmslow; advertised 14.11. Up to now signals cleared before xx.55
departs.
Norton Bridge to Stafford- 13.55 is 14.41½ Norton and 14.45½ Stafford. 13.22 Crewe LM EMU is booked SL but
13.48 Liverpool is booked to depart Stafford at 14.36½. 11.40 Glasgow-Euston 14.39½ at Stafford with pathing time
behind Liverpool. Slight late running of either will result in signal checks for other trains. Signals frequently sited at
Badnall Wharf on xx.55 trains requiring a severe reduction in speed
The period around the arrival in Crewe of the xx.40 Euston Manchester is quite busy and
delays to any of the trains is likely to affect the xx.40.
As the 1240 is behind the Birmingham Glasgow 221 any minor late running will result in a
conflict of the departure from 5 of the ATW 175 to Carmarthen. This is likely to impact most
on the 1240 as the signaller will regulate with PPM figures as a guide and is most likely to
Milepost 30
25
April 2009
allow the Carmarthen out of platform 5 between the two down trains.
PFM
1
5
11
1
6
11
4
5
1
4
11
6
5
ARR
1347
1344
1347
STRT
1354
1356
1359
1359
1401
STRT
1407
1410
1406
DEP
TERM
1349
1349
1350
1356
1357
TERM
1401
TERM
1407
1409
1411
1412
TOC
Northern
LM
VT
Northern
VT
LM
EMT
VT
Northern
EMT
VT
VT
ATW
TRAIN
1246 from Manchester
1304 Liverpool Birmingham New St
1210 Euston Chester
to Manchester
1124 Bangor Euston
1301 Birmingham New Street Liverpool
1240 from Derby
1052 Edinburgh Birmingham New St
1304 from Manchester
to Derby
1320 Birmingham New St Glasgow
1240 Euston Manchester
1330 Manchester Carmarthen
In conclusion, my experience is that when Manchester line trains are running before or right
time, signal checks will be inevitable Often on the straight sections double yellows are visible
ahead; in these circumstances it is necessary to hang back to avoid having to make a heavy
brake application somewhere and reduce the risk associated with approaching red signals.
Unlike the signalling on the ECML described by John Heaton in previous articles in Milepost
which allowed a Hull Trains 221 to follow a GNER express for many miles there are a
number of locations on the WCML where double blocking is used and this will result in the
driver of the second of two trains running close together having to reduce speed severely,
and then apply power to recover speed after passing the area where double blocking is in
force. The signaller will give preference to a train that is late but may meet the PPM target
over one that is on time. They also seem to enjoy splitting two trains running closely by
slipping a train crossing from the fast to the slow in between, so the philosophy of NUR (no
use rushing) comes in to play. Coasting at certain locations avoiding braking can dissipate a
few seconds, reduce the incidence of conflicting movements and be energy saving in the
process. The isolation of one traction pack on a class 390 does not affect timekeeping and
running with tilt isolated, it may be possible to complete the journey on time with the current
level of TSRs. Some time recovery is possible, perhaps as much as 5 minutes on a good
day. In the down direction, the line from Stockport to Manchester Piccadilly has not changed
in character with the VHF timetable, signal checks are still inevitable from the numerous
trains squeezed on to this section.
While there are other factors that determine whether a project like the VHF timetable has
been a success, I suspect that the headline figures of punctuality and reliability will be of the
greatest influence on public and political perception. The overall Virgin West Coast PPM
figures do not compare favourably to other ‘Inter City’ operators, the moving annual average
being between 5 and 10% lower. The punctuality and reliability figures for London Midland
have also suffered since the VHF timetable. Cancellations have increased, possibly as a
result of some dual voltage EMUs to another TOC. There needs to be improvements in the
spring and summer periods, as it is anticipated that during the autumn adhesion will become
an important issue, and the EMUs that are slotted into the timetable at various locations will
be less punctual than present leading to more signal checks to express trains as a result.
Milepost 30
26
April 2009
THE END OF THE YEAR SHOW
By John Heaton FCILT
A trip to Huddersfield at the end of 2008 saw me travelling Cross Country on one of Arriva’s
pleasantly refurbished Cross Country HSTs. There was a delay at Bristol Parkway attending
to an unspecified technical fault which I thought was unlikely to be a power car failure as
both the driver and train manager seemed to be involved in the rectification process The
most common fault appears to be boiler failure. One power car or no boiler then? Tough call.
An adlibbed concerto for whistle and buzzer saw us away 12L, perhaps just long enough to
have boiled the water for a tea urn? Acceleration was clearly a two-power car affair before
we leaned to the 30mph curve at Westerleigh and observed a 50mph TSR through Yate. I
began to project our late running through Birmingham against the background of a 5½min
non-advertised connection at Leeds and came up with the likelihood of missing it by
24½min. Should I alter my plans and alight at New Street for Manchester?
My ruminations were interrupted by a sudden realisation that the GPS was registering
98mph and we had not yet reached Wickwar Tunnel. The PSR was still 90mph. We plunged
into the tunnel and I waited a few seconds for the signal to be restored. 96.5mph easing
towards 93mph. A temporary aberration, I thought, only to watch the speed rise again to
96.5mph as we left the 90mph area. And it kept on climbing over the 100mph limit all the
way up to a momentary 109mph, settling at 108mph. We eased to 102mph north of Berkeley
Road and once again I suspected that was the end of the speeding but more power was
applied and speeds were consistently in the 105-107mph range, averaging 102.8mph for
18.43 miles from 95mph at Charfield to 73mph at Gloucester East Jct.
The 40mph TSR at Barnwood prevented a potential record to Cheltenham but 30min 37sec
with 2xTSRs was good. However, we had gained only ½min on a schedule that contained
1min recovery time. 1min station overtime could scarcely have encouraged the driver but he
pressed on with 107mph at Fiddingham, 105mph Ashchurch and 108mph before Defford
and 107mph Pirton. The Abbotswood 90mph PSR was taken at 91mph before another 106108mph stretch from Spetchley to Droitwich Road. The 20.3miles from Tredington, including
Abbotswood, had averaged 104.6mph.
A 60mph TSR at Stoke Works seemed as if it might affect the Lickey climb but we howled
through Bromsgrove at 84½mph, the GPS registering a minimum of 63.4mph with 64.8mph
at Blackwell in the rear passenger vehicle. I held hopes that we might find a gap in the
intensive local passenger service but 9min late at King’s Norton and a 10min frequency was
unlikely to prove a successful combination, in fact less so than being on time.
The HST was 10½min late at New Street, which might seem scant payback for such
enterprise, but it provided the platform for a 7min late departure and resulted in a 3½min late
arrival in Leeds - just enough time to make my connection.
My initial reaction was that I had encountered a 5mph under-reading speedometer in the
hands of a driver prepared to risk running 2-3mph over. But 41mph on the Barnwood TSR
and 91mph on the Abbotswood PSR were both just 1mph over the limit. Was the speedo
inaccurate only in the upper ranges? Seems unlikely. Neither does the run to Leeds give the
original theory any credence since the only real excess speed was a brief 103mph at Hare
Park Jct. The date and power car numbers have been suppressed for the purposes of this
article.
Milepost 30
27
April 2009
LOCO HAULED – 2009 STYLE.
David Ashley
Most readers will be aware that limited loco-hauled services have been introduced, and in
this article we will look at recent performance.
Starting with the WSR service, Lee Allsopp rose early for a trip on the 0645 from
Marylebone. The 75mph speed restriction (or less) all the way to High Wycombe has always
limited recent performance interest on this line, and is no exception for the 67’s. Further,
improvements north of High Wycombe are “DMU only”, so the 67’s are restricted to 60mph
onwards to Bicester and 85mph beyond. This was also the limit for Virgin “Blockbusters”
Date/day
M 16 February, 2009
Miles
M
C
location
m
s
mph
avge
Train
0645 M'bone Wrxhm
29.98
18
40
West Wycombe
31
42.0
67
53.3
Motive Power
67015 (Propelling)
32.80
21
26
SAUNDERTON
34
09.2
70
69.1
Load (tons)
4, 140
35.98
24
40
PRINCES RISBORO
38
28.5
28
44.1
Position
3/5
38.64
27
13
Ilmer
41
37.7
63/65
50.7
Recorder
L A Allsopp
41.79
30
25
HADDENHAM PKWY
44
36.6
57
63.4
Weather
Dry
45.23
33
60
Ashendon Junction
48
12.2
62
57.4
GPS: Y/N?
Y
46.54
1
16
Dorton
49
25.0
56
64.9
tsr
17
Miles
M
C
location
m
s
0.00
205
74
2.29
203
2.93
203
mph
MARYLEBONE
0
0.0
51
West Hampstead
4
01.5
49/47
00
Kilburn LUL
4
50.0
avge
48.84
3
40
Brill
53
47.7
58/62
31.5
51.60
6
21
Blackthorn
56
31.5
59
60.7
54.11
8
62
Bletchley-Oxford Lne
59
10.3
43
57.0
34.1
54.68
9
27
BICESTER NORTH
60
01.7
43/84
39.4
50/46
47.3
58.45
13
09
Ardley
63
17.7
82
69.3
60.50
15
13
Ardley Tunnel South
64
44.9
86
84.6
sigs
23
27.8
23
sigs
6
3.68
202
20
Willesden Green
5
45.2
49/51
48.9
4.43
201
40
Dollis Hill LUL
6
39.2
48
50.0
4.93
201
00
Neasden LUL
7
19.7
41
44.4
5.10
200
66
Neasden South J
7
35.0
38
41.2
6.46
5
01
WEMBLEY STADIUM
9
19.2
59/60
47.1
63.76
81
16
Aynho Junction
70
24.1
32
18.0
7.81
3
53
SUDBURY & HRW RD
10
40.0
58
60.1
65.25
82
55
KINGS SUTTON
72
25.2
50
44.3
8.73
2
60
SUDBURY HILL
11
35.9
60
58.8
66.56
84
00
Astrop
74
03.8
46
47.8
9.75
1
58
NORTHOLT PARK
12
37.1
61/41
60.3
67.60
85
03
M40
75
30.9
32/34
43.0
11.54
0
05
SOUTH RUISLIP
14
50.7
48
48.2
68.74
86
14
BANBURY
78
00.1
12.11
0
51
Ruislip Gardens LUL
15
25.2
62
60.0
78
49.5
13.34
1
69
WEST RUISLIP
16
31.3
70
66.7
1.27
87
38
River Cherwell
1
58.4
69
38.6
14.88
3
32
South Harefield
17
51.2
69/70
69.3
3.70
90
00
Cropredy
3
46.4
89/86
81.0
16.10
4
50
DENHAM
18
53.9
68
70.3
6.11
92
25
Claydon
5
20.3
91/92
92.5
16.98
5
40
DENHAM GC
19
39.9
69/71
68.5
8.77
94
78
Fenny Compton
7
11.7
86/72
85.9
18.71
7
19
GERRARDS CROSS
21
09.2
68/70
70.0
11.45
97
52
Knightscote
9
16.0
75
77.6
21.43
9
76
SEER GRN
23
30.7
69
69.0
12.89
99
07
Greaves Siding
10
16.2
89
86.1
23.00
11
42
BEACONSFIELD
24
50.9
71
70.7
13.71
99
73
Southam Road
10
50.5
87/92
86.1
16
27.84
62.88
17
43
Aynho Park
67
52.6
27.5
29
HIGH WYCOMBE
29
17.6
47
65.3
16.35
102
44
Fosse Road
12
35.4
91
90.6
18.80
105
00
MP 105
14
39.5
39
71.1
19.88
106
06
LEAMINGTON SPA
16
25.1
34
36.6
Milepost 30
28
April 2009
from Euston to
Birmingham
International, which
may be featured in
a
article.
from later
Euston
to
Signals
Birminghamaffected
the
train around
International,
which
Aynho
Junction,
may be featured
in
which
couldarticle.
have
a
later
been
caused
by a
Signals
affected
late-running
0615
the train around
SouthamptonAynho
Junction,
Manchester.
which could have
Speed
limits north
been caused
by a
of
Banbury are
in
late-running
0615
line
with
other
Southamptonforms
of traction,
Manchester.
but
not limits
particularly
Speed
north
demanding
with in
a
of Banbury are
four
load.
line coach
with
other
Progress
to the
forms of traction,
north
may
be
but not particularly
covered
in
a
future
demanding with a
article.
four coach load.
Progress to the
north
may
be
covered in a future
article.
WSR’s 67014 at Shrewsbury.
ATW’s Holyhead-Cardiff
We now turn to the newly-introduced ATW service from Holyhead to Cardiff, which
comprises a 57 with four coaches that runs M-F as the 0532 Holyhead – Cardiff and 1617
return. It is unique in that it I think it is the only loco-hauled service run by ATW and also the
only one that carries first class and provides a restaurant. Whilst not hindered by restricted
station stops imposed by being an open access operator, this train also has a strange
stopping pattern: it is routed via Crewe to avoid reversal at Chester and runs southbound
non-stop Shrewsbury to Newport and northbound non-stop Abergavenny to Shrewsbury.
This may be to avoid potential overcrowding over the southern section of the line in the rush
hours due to the limited standard class accommodation. Once again, there are restrictions
of speed, compared with the normal 158/175 speed limits, with an overall limit of 80mph
(due to braking) and further restrictions elsewhere. However, travelling through Ludlow,
Hereford, Abergavenny and Cwmbran non-stop is a novelty in 2009.
Milepost 30
29
April 2009
Table 2
Miles
Time
Date
W 11-Mar-09
15.39
Marsh Brook
Train
0532 Holyhead-Cardiff
16.75
MP 16¾
Loco
57316
19.95
Craven Arms
Load
4,139/143
22.89
Onibury
23.27
Recorder, pos, GPS
D Adams 2/4 Y
25.26
Bromfield
25.17
27.53
Ludlow
30.61
Ashford Bowler
Miles
Time
0.00
CREWE (PLAT 12)
0.70
Gresty Lane No 1
2.79
Willaston
4.46
5.78
0.00
avge
RT
avge
71.2
17.43½
72/39*tsr
71.5
21.10½
73/82
55.7
75
77.5
81
77.6
27.00½
29.21
72/83
79
79
78.9
19.2
32.14
Woofferton
30.29½
80/79/82/79
80.4
4.24
71
56.8
38.44
Leominster
35.12½
81
80.1
Nantwich
5.58
61
64
40.83
Ford Bridge
37.00½
MP 5½
7.14
69/73
62.5
42.85
Dinmore Tunnel NP
45.41
Wellington
46.83
Moreton-on-Lugg
12.30
0*
14.31
8.89
mph
72/69
30*/73
Sig.Stop
2.11½
mph
16.35
Wrenbury
79.7
70.3
40.46½
74
75.2
41.54½
76
75.2
43.56
23
23.7
49.33
Shelwick Jnc.
70
74.1
16.50½
70/71
52.5
51.10
HEREFORD
46.19½
28*
44.4
MP 12
18.26
70/72
70.9
52.25
Rotherwas Jnc.
48.10½
57/61/54*
37.3
13.83
Whitchurch
19.44
70
71.5
55.44
Red Hill Tunnel NP
65
60.3
15.24
Heath Lane
20.55
72/70
71.5
57.71
Tram Inn
53.11½
76/75
74
18.73
Prees
71/69/70
70.8
60.11
St Devereux
55.05
79/81
76.1
63.56
Pontrilas
57.51
72/71
74.8
59.57½
81/79
76.3
10.40
Marley Green Crossing
12.28
15.07
73
64/78
38.44
23.52½
8*sigs
21.94
Wem
25.45
Yorton
28.78
MP 28½
36.05½
30.64
Harlescott
37.39½
51.21
28.50
14/7*sigs
38.8
66.24
Llancillo
33.17
72/73/69
47.3
68.62
Pandy
80/74
79.7
71/72
71.1
71.00
Llanvihangel
63.37½
78/83/75/78
76.2
71
71.2
75.06
ABERGAVENNY
66.42½
73
38.2
61.45
32.26
Crewe Bank
40.12
20*
77.76
Penpergwm
78/75
76.8
32.68
SHREWSBURY
42.00
0
80.35
Nantyderry
70.51½
77/73/78
76.1
8 L /15*
82.91
Little Mill Jnc.
72.51½
76
76.8
0.00
0.00
68.49
79
0.81
Sutton Bridge Jnc.
2.34
28
18.9
84.50
Pontypool Road
74.19½
47*
1.84
Bayston Hill
4.24½
59
33.6
85.97
Panteg Jnc.
75.51½
76/80
57.5
4.33
Condover
6.47½
70/46*psr
62.7
87.44
Cwmbran
76.59
77
78.4
6.31
Dorrington
8.54½
67/72
56.1
88.56
Llantamam Jnc.
77.53
74
74.7
11.26½
70/72
71.5
91.75
Caerleon
68.4
14.22
68/74
70.4
93.62
Maindee North Jnc.
94.06
94.45
9.33
12.76
Leebotwood
Church Stretton
80.41
57*
83.15½
26*
43.6
Maindee West Jnc
84.22
21*
23.8
NEWPORT
85.33
4L
19.8
57313 at Cardiff with
1617 Cardiff to
Holyhead
Milepost 30
30
65
April 2009
Table 3
Date/day
M 02-Mar-09
Train
1617 Cardiff-Holyhead
Motive Power
57313
Load (tons)
4,139/150
Rec/Pos/GPS?
D Ashley 4/4 Y
Miles
M
C
location
m
s
mph
0.00
170
29
CARDIFF
0
00
/60/45RBT
2.11
168
20
Pengas
3
39
54/75
34.7
4.03
166
27
St Mellons
5
19
73/75
68.8
6.49
163
70
Marshfields
7
20
72
73.3
10.21
160
12
Ebbw J
10
28
57
71.3
11.75
158
49
NEWPORT
14
00
slow app
26.1
0.00
41
96
NEWPORT
0
00
/sigs
2.70
39
40
Caerleon
5
34
59/73
7.04
35
13
Cwmbran
10
09
7.04
35
13
Cwmbran
0
00
8.58
33
50
Panteg
2
20
ave
29.1
56.8
65/67/48tsr
39.5
9.95
32
20
Pontypool
3
47
51/77
56.9
11.54
30
53
Little Mill J
5
12
75
67.2
14.13
28
06
Nantyderry
7
17
75
74.5
19.41
22
63
ABERGAVENNY
15
49
slow app
37.2
FGW’s Taunton-Cardiff
Finally we turn to FGW’s Taunton to Cardiff service, and here we are not constrained by
speed limit restrictions, as John Heaton explains in his letter (page 66). The service runs MF and comprises an 11.02 train from Taunton to Cardiff returning at 14.00. Then it forms a
1613 Taunton to Cardiff and a return at 19.00, arriving in Taunton at 21.10. Whilst
intermittent speeds are faster than some DMU types, extra time at station stops compensate
for this.
It can be seen from the log that, from the speed point of view, the most interesting sections
are at the south end of the route, with speeds up to 100mph between all the intermediate
stops. David Adams, the recorder, was particularly impressed with the acceleration out to
Dunball, after the exit from platform 4 at Taunton, and thought it was as comparable with the
acceleration of a Voyager.
As the service is planned to operate until December, no doubt, this service will generate
interest from recorders, and we look forward to receiving their logs.
Milepost 30
31
April 2009
Train
1102 Taunton
DIST
Date
Th 19-Feb-09
0.00
ACTUAL
YATTON
SPEED
0.00
Loco
67017
1.07
Mud Lane
1.47
64/82
Consist
4 mk2 + 67016 dead
2.79
Claverham
3.10½
77
Load, E/f Pos/GPS
5,233/235/345, 2/6 Y
3.94
NAILSEA & B.
4.47
Recorder
David
MILES
M.S.
Adams
0.00
MPH
2.15
0.00
Flax Bourton
2.47
76/90/sig20
0.00
TAUNTON (PLAT 4)
0.00
(RT)
6.25
Parsons Street
7.28
37
2.90
Creech St M.
3.34½
83
7.10
Bedminster
8.47
38
4.75
Cogload Jnc.
4.47½
97
8.09
BRISTOL TM
11.14
5.69
Durston
5.22½
101
0.00
BRISTOL TM
0.00
Fordgate
7.11
98
0.63
Dr Days Junction
1.50½
32
BRIDGWATER
9.54
1.59
Stapleton Road
3.02
60/58
0.00
3.71
Horfield
5.07½
64
FILTON ABBEY WOOD
6.13
8.69
11.58
0.00
2.55
Dunball
2.57
85
4.34
4.58
Puriton Rd O/B
4.01½
98
0.00
6.28
Highbridge
6.12
1.33
Queens Drive O/B
1.59½
69
0.00
2.80
Brent Knoll
3.07½
87
2.03
Cattybrook
2.35
85/89
4.84
Lympsham U/B
4.25
99/sigs5
3.58
Pilning
3.38
86
7.24
Uphill Jnc.
8.34
42/57
5.05
East Portal
4.46
75*
8.90
WESTON S M
11.29
9.40
West Portal
8.20
73
0.00
10.53
SEVERN TUNNEL JNC
9.51
0.00
0.00
0.00
0.42
Filton
1.58
PATCHWAY
1.31
Weston Milton
2.35
50
0.00
2.30
Worle Jnc.
3.57
41*
2.43
2.91
WORLE
0.00
0.00
1.08½
43/58/40*
2.51
0.00
0.00
Magor
2.55½
78
5.22
4.26
Bishton
4.20
75/78
0.00
6.20
Llanwern
5.50
75/sigs
29*X M-R
0.92
M5 West
1.39
63
9.19
Maindee East RR
8.41
2.39
Huish
2.50
83
9.85
NEWPORT (PLAT 1)
10.40
4.18
YATTON
4.56
.
67017 at Taunton
on FGW’s
Taunton to
Cardiff service
Photo:
David Adams
Milepost 30
32
April 2009
The Blue Pullmans
Bruce Nathan
Part 3. The Bristol Pullman
Like the Birmingham Pullman in Milepost 29¼, the Bristol Pullman commenced on 12
September 1960 and ran on Mondays to Fridays only. Initially it started from Bristol Temple
Meads at 07.45 and ran non-stop to Paddington arriving at 09.35. It then returned at 10.05
calling at Bath and arrived at Temple Meads at 12.00. At 12.30 it was off again to
Paddington via Bath arriving at 14.25 and the final journey was at 16.55 non-stop to Bristol
via Badminton arriving at 18.45. Disappointingly the time of 110 minutes via Badminton was
5 minutes slower than the ‘Bristolian’ – indeed the latter had been allowed only 100 minutes
in the summer of 1959 (and on the inaugural day the down train had made the journey in
93m 48s and the up train in 92m 52s with a maximum speed of 102mph) but this only lasted
for three months as the Warship diesels used were then temporarily restricted to 80mph.
However, within a month it was decided to divert the morning and evening Pullmans to serve
Bath and five minutes were added to the overall schedule to allow for the Bath stop.
There was a general timetable revision on the WR in September 1961 with regular departure
times and a better service to intermediate stations. The Pullmans now became integrated
into this service. The Bristol Pullman took the departure slots at 08.15 and 15.15 from
Temple Meads and 12.45 and 17.45 from Paddington. The 115 minute overall schedule
continued for the 08.15 and 17.45. A Chippenham stop was added for the mid-day trains on
an overall 2-hour schedule. Mark Warburton wrote that the mid-day services were very
uneconomic and an excursion booking was offered from Bristol – up on the 15.15 Pullman
and return on any train that evening for 24/- (£1.20) which included fare, Pullman
supplement and afternoon tea. In subsequent years the pattern of the service changed; the
mid-day services moved to 10.45 down and 13.15 up and a Reading stop was subsequently
added to the up service. Later the Chippenham was replaced by one at Swindon in the up
direction and Reading in the down. From 1964 to 1965 the mid-day Pullmans were
extended from Bristol to Weston-super-Mare.
The morning and evening workings were well patronised and in 1967 the two six-car
Pullman sets from the Midland Pullman were transferred to the Western and coupled
together for the 08.15 up and 17.45 down workings. In between, the two units split at
Paddington, one forming the 10.45 to Bristol and the other left at 12.15 non-stop to Oxford in
60 minutes returning at 16.15. In 1968 the time of the 08.15 up and 17.45 down was cut to
100 minutes with the Bath stop. The mid-day services including that to Oxford were
withdrawn in 1969, due to lack of support particularly as British Rail decided that Pullmans
were principally for first class business passengers – witness the withdrawal of second class
Pullmans from East Coast services around that time. By this time the original Pullman blue
livery had been replaced by a reversal of the BR corporate livery of overall light grey with
blue window surrounds. A Chippenham stop was added in 1972 with an extra 5 minutes on
the schedule,
Coming to the actual performance, much of the running, particularly on the relatively level
section between Swindon and Paddington was at speeds of between 80 and 90 mph, the
maximum permitted. This was a big improvement on the majority of steam runs (star turns
such as the ‘Bristolian’ excepted) at the time the Pullmans were introduced although the
2200 hp Warship diesel hydraulics were starting to appear although for a time restricted to
80mph.
Milepost 30
33
April 2009
Many of the logs which follow have been drawn from the RPS archive. Many recorders did
not state the exact points they were timing to at the various stations. The centres of several
intermediate stations that have since closed were not at exactly the same points as those on
the current RPS distance charts. I have made a few minor adjustments to the logs but in
some cases the average speeds between two points are either higher or lower that the
speeds noted at the points in question.
Dealing first with up services, table 1 is a log recorded by O.S. Nock during the short period
when the train was routed non-stop from Bristol via Badminton. This appeared in the
‘Railway Magazine’ of December 1960 when Nock commented that the start up Filton bank
was leisurely by the standards of the locomotive-hauled ‘Bristolian’ and even with the
subsequent recovery Badminton was passed a minute behind time. There was a long
sustained spell of 90 mph running thence to Wootton Bassett with the schedule kept to the
very second over this section. There was another 90 east of Swindon near Marston
Crossing after which the speed gradually tailed off until a long and severe permanent way
check near Steventon which made the train six minutes late passing Didcot. There were
further nineties at Cholsey and Maidenhead but with so much recovery time in the final
stages, the driver was able to ease off and still finish 1½ minutes ahead of schedule.
TABLE 1
Run No
1
miles
m
c
m
s
Date
Tue 20 September 1960
41.59
76
00
MP
39
11
90
87.5
Train
07.45 Bristol
46.09
71
40
Shrivenham
42
10
91
90.5
Power
8-car Pullman set
51.09
66
40
Uffington
45
29
90
90.5
Load
8c 364/379 5.3hp
O.S.
Nock
53.75
63
67
Challow
47
18
87.9
57.19
60
32
Wantage Road
49
41
87
86/tsr
10
86.5
61.09
56
40
Steventon
57
36
av
64.45
53
11
DIDCOT
61
42
78
49.2
Recorder
miles
m
c
WTT
m
s
0
mph
55½
mph
av
29.6
0.00
0
03
BRISTOL TM
0
00
69.15
48
35
Cholsey
64
59
90
85.9
0.63
0
53
Dr Day's Br J
3
12
11.7
78.94
38
52
Tilehurst
73
14
eased
71.2
1.59
1
50
Stapleton Road
5
05
30.7
81.61
35
78
READING
75
17
75/79
78.3
3.71
3
60
MP
7
56
44.7
86.55
31
03
Twyford
79
11
eased
76.0
Filton Junction
9
19
90
4.65
4
55
112
75
9
RT
WTT
42
40.7
69½
93.33
24
21
Maidenhead
80
84
10
99.15
18
35
Slough
87
88
07
81.6
88.5
7.59
110
00
Winterbourne
13
18
61
44.2
104.36
13
18
West Drayton
92
05
10.44
107
12
Westerleigh W.J
15
55
69
65.4
106.59
11
00
MP
93
49
13.03
104
45
Chip Sodbury
18
05
73
71.7
108.51
9
06
Southall
95
19
17.59
100
00
Badminton
21
42
76
75.7
110.24
7
28
Hanwell
96
23.34
94
20
Hullavington
25
40
90
87.0
111.89
5
56
Ealing Broadway
98
27.84
89
60
Little Somerford
28
40
89
90.0
113.34
4
20
Acton Main Line
99
41
60.7
30.59
87
00
Brinkworth
30
28
92
91.7
114.34
3
20
Old Oak West J
100
41
60.0
34.73
82
69
Wootton Bassett
32½
33
42
60*
76.8
116.34
1
20
Westbourne Park
105½
103
50
38.1
37
23
71.1
117.54
0
04
PADDINGTON
110
108
42
37
38
18
79.4
39.09
78
40
MP
40.30
77
23
SWINDON
20½
97
78
75
77.0
48
70
69.8
15
64
68.3
1½E
Table 2 shows three runs from Bath after the morning service was diverted via this route.
Run 2, which was on the midday service, appeared in ‘Trains Illustrated’ February 1961.
There was a sustained 88-92 mph from Uffington to Goring but then a permanent way check
intervened. There was fog in the London area and no intermediate times are shown
between Reading and Paddington. Cecil J. Allen commented that although the 88-92 mph
had certainly been equalled by Castles and Kings (and including their own weight with a
roughly equivalent load) but nothing like the same start as the Pullman made from Bath up to
Corsham and to Wootton Bassett. Runs 3 and 4 were timed by O.S.Nock who had no
particular interest in timing the Pullmans other than to comment on the rough riding and his
Milepost 30
34
78.8
77.0
April 2009
14.8
TABLE 2
Run No
2
3
Date
Late 1960
Fri 17 May 1963
Tue 16 July 1963
Train
12.30 Bristol
8.15 Bristol
8.15 Bristol
Power
8-car Pullman set
8-car Pullman set
8-car Pullman set
Load
364/380 tons
364/380 tons
364/380 tons
Recorder
Keith R.Swain
O.S. Nock
O.S. Nock
miles
0.00
m
c
106
71
WTT
m
s
mph
BATH SPA
0
0
00
6½L
3
3
42
2.33
104
45
Bathampton
5.04
101
68
Box
8.54
98
28
Corsham
12.93
93
77
CHIPPENHAM
19.14
87
60
Dauntsey
21.60
85
23
Incline Box
23.99
82
72
Wootton Bassett
22½
29.60
77
23
SWINDON
26½
35.39
71
40
Shrivenham
11½
av
4
m
s
0
00
7
20
av
7½L
37.7
41.2
9
03
80
69.7
10
26
67.7
12
10
89
84.5
13
40
81.4
16
23
88
88.4
19
50
83
84.3
21
28
23
40
88
87.8
25
53
27
38
87
87.5
32
35
tsr
m
s
0
00
av
4
19
32.3
6
52
63.8
10L
12
28
84.5
17
38
72.1
19
29
79.9
85.1
21
10
85.1
76.2
25
13
83.1
tsr 20
51.8
37.89
69
00
Knighton Crossing
32
53
64.9
40.39
66
40
Uffington
31
01
90
88.7
34
38
85.7
43.05
63
67
Challow
32
47
91
90.4
36
27
87.9
46.49
60
32
Wantage Road
35
04
90
90.3
38
48
87.8
42½
37
44
86
87.8
41
20
92.4
45
40
00
92
89.0
43
37
88.4
46
43
91.0
49
14
87.9
55
54
59
38
50.39
56
40
Steventon
53.75
53
11
DIDCOT
58.45
48
35
Cholsey
43
07
88
90.5
62.14
44
60
Goring
45
45
72/tsr 50
84.0
65.35
41
43
Pangbourne
49
02
68.24
38
52
Tilehurst
70.91
35
78
READING
75.85
31
03
Twyford
82.63
24
21
Maidenhead
85.94
20
76
Burnham
88.45
18
35
Slough
93.66
13
18
West Drayton
61
48
43
85.8
58.7
51
13
80/sigs 40
72.5
54
00
62
57.7
57
43
83.1
tsr
74
78
10
42.7
06
88.9
79.0
sigs 45
79.4
65
30
69.3
68
54
58.5
71
40
54.5
75
58
72.7
97.81
9
06
Southall
80
58
49.8
101.19
5
56
Ealing Broadway
83
45
72.8
102.64
4
20
Acton Main Line
103.64
3
20
Old Oak W Junc
87
50
36.0
105.64
1
20
Westbourne Park
106.84
0
04
PADDINGTON
88
20
83.2
sigs and stop
98
96
10
2½L
93
50
3½L
91
50
96
30
30.0
8½L
Sched 100 minutes on run 2
logs only showed passing times with no speeds stated. Run 3 made a slow start but
following a tsr near Swindon must have been running in the mid to high 80s as far as
Reading before another tsr and probably signal delays. A fast finish enabled 4 minutes of a
late start to be made up. Run 4, which left Bath 10 minutes late due to a signal failure at
Saltford has a little more detail. It was a faster start but there was probably a slight delay
before the ascent of Dauntsey bank. The tsr after Swindon was followed by speeds of
around 90 mph before checks before Maidenhead, Slough and from Southall onwards.
Such was the recovery time allowed from Reading that the train still gained 2 minutes on the
schedule.
Table 3 shows two runs on the mid-day service after the Chippenham stop was introduced.
Milepost 30
35
April 2009
15.4
On run 5 Nock did show a few speeds and despite some checks in the latter stages arrived
in Paddington 4 minutes early. On run 6, which I recorded through from Bristol, the start
from Bath was slow and a minute was dropped to Chippenham.
TABLE 3
Run No
5
Date
Tue 10 June 1963
Mon 2 June 1965
Train
15.15 Bristol
14.50 Weston-S-Mare
Power
8-car Pullman set
8-car Pullman set
Load
8 364/380 tons
8c 364/380 tons
Recorder
O.S. Nock
B.I. Nathan
miles
0.00
m
c
118
30
6
PTT
m
s
mph
av
BRISTOL TEMPLE MEADS
PTT
m
s
mph
0
0
00
RT
av
1.63
116
60
St Anne's Park
4
13
50
23.1
4.63
113
60
Keynsham
7
03
72
63.5
7.00
111
30
Saltford
8
55
83
10.46
107
73
Oldfield Park
11
26
82.5
11.49
106
71
BATH SPA
13
13
34.5
0.00
106
71
0
00
2.33
104
45
Bathampton
4
36
60
30.3
5.04
101
68
Box
7
02
75/67
66.9
8.54
98
28
Corsham
10
05
73/83
12.93
93
77
CHIPPENHAM
14
02
4.01
89
76
Christian Malford
6.21
87
60
Dauntsey
11.06
82
72
Wootton Bassett
16.68
77
23
SWINDON
22.46
71
40
Shrivenham
27.46
66
40
Uffington
30.13
63
67
33.56
60
37.46
14
0
0.00
13
0
0
00
1L
0
76.3
68.9
66.6
0
00
5
24
77
44.6
7
02
78/72
53.0
7
06
80/76
77.6
10
47
82
77.6
10
42
82
80.8
14
54
checkl
81.8
14
45
85
83.1
20
17
64.5
18
46
87
86.5
24
09
77.6
22
12
88
87.4
Challow
26
02
86
84.8
24
02
87
87.1
32
Wantage Road
28
24
89
87.1
26
24
88
87.1
56
40
Steventon
31
02
88.9
29
29
74/sigs 15
75.9
40.83
53
11
DIDCOT
33
20
87.7
33
35
15
49.2
45.53
48
35
Cholsey
36
33
87.7
39
57
78
44.3
49.21
44
60
Goring & Streatley
39
07
86.2
42
39
83
81.9
52.43
41
43
Pangbourne
41
21
86.3
45
05
76
79.2
55.31
38
52
Tilehurst
43
31
80.0
47
26
73/sigs
73.7
57.99
35
78
READING
45
59
3½L
33.7
47.4
87
65.1
tsr slight
62.93
31
03
Twyford
50
33
69.70
24
21
Maidenhead
55
38
71.51
22
36
Taplow
75.53
18
35
Slough
77.74
16
18
Langley
80.74
13
18
West Drayton
83.04
10
74
Hayes & Harlington
84.89
9
06
Southall
86.61
7
28
Hanwell
88.26
5
56
Ealing Broadway
89.71
4
20
Acton Main Line
92.71
1
20
Westbourne Park
93.91
0
04
PADDINGTON
59
84
54
50
52
12
0
0
00
64.9
6
15
75
80.0
11
04
90
84.4
12
18
83
88.2
15
14
80
82.1
16
50
84
83.0
19
00
83
83.1
20
38
86
84.5
21
59
81
82.2
23
14
83
82.8
24
27
68*
81.4
25
47
64/sigs
65.3
30
05
33
42
6½E
19.9
81.9
sigs
86
70
25
53.4
73
15
71.5
77
32
81
10
62.3
4E
19.8
42
41.9
.
Milepost 30
36
April 2009
TABLE 4
Run No
7
8
Date
Fri 13 April 1973
Fri 4 May 1973
Train
8.15 Bristol
8.15 Bristol
Power
8-car Pullman W60093/96
8-car Pullman W60093/96t
Load
8c 364/390 tons
8c 364/370 tons
Weather
miles
0.00
P Semmens Cool, w.wind, dull
m
c
118
30
PTT
BRISTOL TEMPLE MEADS
m
s
mph
av
0
m
s
mph
0
00
RT
av
1.63
116
60
St Anne's Park
3
31
53
27.7
4.63
113
60
Keynsham
6
20
71
63.9
7.00
111
30
Saltford
8
12
81
76.3
8.95
109
34
Twerton Box
9
43
79
77.1
11.49
106
71
BATH SPA
12
50
0.00
106
71
0
00
2.33
104
45
Bathampton
3
46
63
37.0
5.04
101
68
Box
6
06
77
69.8
7.89
99
00
Milepost
8
36
65
68.4
8.54
98
28
Corsham
9
10
71
68.8
10.79
96
08
Thingley Junction
10
57
82
75.7
12.93
93
77
CHIPPENHAM
13
15
0
00
4
10
70
42.7
6
45
82
75.5
8
35
76
80.6
10
24
81
78.9
14
18
86/88
86.3
12
0.00
2.96
15
91
00
0
00
5½L
MP
87
60
Dauntsey
8.68
85
23
Incline Box
11.06
82
72
Wootton Bassett
16.68
77
23
SWINDON
22.46
71
40
Shrivenham
18
18
84
86.8
27.46
66
40
Uffington
21
51
83
84.5
23
45
85
84.1
26
10
86
85.3
63
67
Challow
33.56
60
32
Wantage Road
14
23
42
11
01
83/76
55.8
6.21
30.13
6
48.9
90
93/91
55.6
83.9
91.4
37.46
56
40
Steventon
28
53
88
86.1
40.83
53
11
DIDCOT
30
01
91
91.7
31
18
81
83.5
45.53
48
35
Cholsey
33
06
92
91.5
34
59
74
76.6
49.21
44
60
Goring
35
31
92
91.6
37
55
79
75.4
52.43
41
43
Pangbourne
37
38
90
91.1
40
17
83
81.4
55.31
38
52
Tilehurst
39
35
88
88.8
42
24
83
81.9
57.99
35
78
READING
41
29
78/tsr 20
84.5
44
27
74
78.3
62.93
31
03
Twyford
48
00
53
45.5
48
10
88/92
79.7
69.70
24
21
Maidenhead
53
40
91/94
71.7
52
42
85
89.7
71.51
22
36
Taplow
54
51
91.9
54
02
80
81.6
75.53
18
35
Slough
58
39
sigs
63.4
56
54
87
84.0
79.25
14
57
Iver
61
52
69
69.5
80.73
13
19
West Drayton
62
57
87
81.7
60
33
84
85.5
83.04
10
74
Hayes & Harl'tn
62
14
80
82.4
84.89
9
06
Southall
63
41
73
76.6
86.61
7
28
Hanwell
65
10
69
69.8
88.28
5
55
Ealing Broadway
66
40
64
66.5
89.71
4
20
Acton Main Line
68
08
59
58.8
90.71
3
20
Old Oak W Junc
69
11
56
57.1
92.71
1
20
Westbourne Park
93.91
0
04
PADDINGTON
Milepost 30
65
68
78
47
00
92
90
88.1
91.7
71
25
79
77.9
71
29
74
15
1½L
25.4
74
41
37
52.2
2E
22.5
April 2009
.
TABLE 5
Run No.
9
Date/day
Tue Sept 6 1960
Train
Demonstration run
Motive Power
8-car Pullman set
Load (tons)
364/370 tons
Rec/Pos/GPS?
O.S. Nock
Miles
M
C
location
m
s
0.00
35
78
READING
0
00
mph
av
32.0
2.68
38
52
Tilehurst
5
01
65
5.56
41
43
Pangbourne
7
20
easy
8.78
44
60
Goring
10
17
68
65.3
12.46
48
35
Cholsey
13
15
83
74.6
17.16
53
11
DIDCOT
16
27
90
88.1
20.50
56
38
Steventon
18
40
90
90.3
24.43
60
32
Wantage Rd
21
17
89
90.0
27.86
63
67
Challow
23
36
89
89.0
30.53
66
40
Uffington
25
22
88
90.4
35.53
71
40
Shrivenham
28
46
88
88.2
41.31
77
23
SWINDON
32
39
90
89.4
46.93
82
72
Wootton Bassett
36
23
90
90.2
49.31
85
23
Incline Box
37
59
88
89.5
51.78
87
60
Dauntsey
39
37
91
90.5
57.99
93
77
CHIPPENHAM
43
46
90
89.8
60.13
96
08
Thingley Junction
45
11
89
90.5
62.38
98
28
Corsham
46
41
89
90.0
65.88
101
68
Box
49
07
eased
86.3
68.59
104
45
Bathampron
51
15
76.3
70.91
106
71
BATH SPA
53
59
51.0
By then a stop at Reading had been added and further time was lost on this section due to
signal checks at Didcot and outside Reading. I put this down to teething troubles with the
colour light signalling from the new Reading power box which was then being commissioned.
However, a more than adequate recovery margin saw us into Paddington 6½ minutes early.
Mark Warburton also had a run on this train on 9 December 1964 taking advantage of the
special excursion fare mentioned earlier. This is not tabulated as he did not take a log but
did record that the time from Chippenham to Reading was 48min 41sec with 76mph up
Dauntsey bank, a 38mph check at Wootton Bassett and subsequent 80-87 mph from
Swindon to Tilehurst. With the easy schedule from Reading it was not difficult to arrive at
Paddington 2 minutes early even with a signal stop before Ealing.
Table 4 brings us to the morning service in the final months of operation and considerably
faster overall times will be noted. Run 7 timed by Peter Semmens was travelling at over 90
mph from Swindon to Pangbourne and following a 20mph tsr after Reading similar speeds
were again achieved at Maidenhead and after Southall following a signal check at Slough.
Mark Warburton was on the train from Bristol on the final day of the service as shown in run
8. The running was relatively easy with virtually no checks and a 2 minute early arrival into
Paddington.
In the down direction table 5 is a demonstration run prior to the introduction of the regular
service timed by O.S. Nock which also appeared in the ‘Railway Magazine’ of December
1960. Speeds of close to 90mph were maintained for many miles with an average speed
Milepost 30
38
April 2009
TABLE 6
Run No.
10
11
12
Date/day
Wed 8 March 1961
Wed 28 June 1961
Fri 2 July 1965
Train
16.55 to Bristol
16.55 to Bristol
17.45 to Bristol
Motive Power
8-car Pullman set
8-car Pullman set
8-car Pullman set
End cars
W60098/60099
Load (tons)
364/380 tons
364/380 tons
364/380 tons
O.S. Nock
O.S. Nock
R. Howlett
Weather
Overcast but dry
Rec/Pos/GPS?
PTT
Miles
M
C
location
0.00
0
04
PADDINGTON
1.20
1
20
Westbourne Park
Sch
m
s
0
0
00
av
1½L
m
s
0
00
3
24
mph
av
1L
21.2
m
s
mph
0
00
½L
4
30
26/39
av
16.0
tsr 15
4.20
4
20
Acton Main Line
5.65
5
56
Ealing Broadway
9.03
9
06
Southall
10.88
10
74
Hayes & Harlington
13.18
13
18
West Drayton
14.66
14
57
Iver
18.39
18
35
Slough
22.40
22
36
Taplow
24.21
24
21
Maidenhead
30.99
31
03
Twyford
35.93
35
78
READING
38.60
38
52
Tilehurst
41.49
41
43
Pangbourne
44.70
44
60
Goring
48.39
48
35
Cholsey
53.09
53
11
DIDCOT
56.45
56
40
Steventon
60.35
60
32
Wantage Rd
8
06
10
55
14
18
23
57
58.2
33
76.0
tsr
36
15
55.3
18
69
26
45
29
25
33
20
32
47
29.8
12
15
55
50.7
71.9
15
09
75
69.8
16
38
75
74.8
70.8
54
23
10
56.8
77
sigs
55
03
54.8
45
44
01
47
56
51
00
78
77.4
77
77.6
22
25
78
78.4
40
72
74.1
72.1
27
10
73/75
72.5
71.7
32
34
73/77
75.3
75.6
36
28
73
76.0
38
46
68
69.8
sigs
37
25
34
25
70.0
72
18
19
75.6
66
43
43
82/84
73.9
66.1
46
22
82/84
83.5
72.0
49
43
83
84.2
65.8
tsr
62
52
10
82/84
82.3
54
59
82
83.1
63.79
63
67
Challow
57
28
83
83.1
66.45
66
40
Uffington
60
12
71
65.2
59
30
77
78.6
71.45
71
40
Shrivenham
64
13
77
74.7
63
17
81
79.3
77.24
77
23
SWINDON
68
30
81.1
67
28
84
83.0
73
06
73.2
71
40
tsr 15
80.2
75
53
50
29.9
85.6
78
23
81/90
66.0
87.0
82.85
82
72
Wootton Bassett
84.95
85
00
MP
87.70
87
60
Dauntsey
83
30
90
sigs
15
93.91
93
77
CHIPPENHAM
81
04
81.6
82
40
90
98.30
98
28
Corsham
86
58
44.6
85
40
85/89
87.7
101.80
101
68
Box
90
15
64.0
88
10
75*
84.0
104.51
104
45
Bathampton
90
20
78
75.1
106.84
106
71
BATH SPA
95
27
93
25
1E
45.2
95
92
18
76
12
86.7
1½E
1½L
from Cholsey to Corsham of 89.3mph. Three runs on the down evening service appear in
table 6. They do not show quite the same vigour as the demonstration run although run 10
did average 86.7mph from Didcot to Chippenham. Nock noted only a few passing times on
this occasion but assuming an average of 75mph had been maintained over the checked
section from Maidenhead to Didcot, some 8½ minutes would have been lost giving a net
time of 83¾ minutes compared to the 95 minute schedule. Run 11 with more detail was
again checked before Didcot and also had a tsr near Wantage Road and a 15mph signal
check at Chippenham. ½ minute was lost on the schedule with relatively moderate speeds
Milepost 30
39
April 2009
TABLE 7
Run No.
13
14
Date/day
Fri 23 February 1962
Fri 25 September 1964
Train
12.45 to Bristol
11.45 to Weston-Super-Mare
Motive Power
8-car Pullman set
8-car Pullman set
Load (tons)
364/370tons
364/370tons
Recorder
K.J. Barlow
R.A. Knight
Sch
Miles
M
C
location
WTT
0.00
0
04
PADDINGTON
0
Sch
m
s
mph
0
00
RT
3
59
av
PTT
0
m
s
0
00
4
27
7
30
mph
av
35/tsr 20
16.2
1.20
1
20
Westbourne Park
2.74
2
63
Old Oak Common
4.19
4
19
Acton Main Line
9
38
48
40.8
5.65
5
56
Ealing Broadway
10
49
69
39.1
11
11
sigs 5
56.6
9.03
9
06
Southall
13
27
82
76.9
19
42
10.88
10
74
Hayes & Harlington
21
34
62
59.5
13.18
13
18
West Drayton
25
78
74.6
14.66
14
57
Iver
16.20
16
20
tsr 5
30.2
23.8
16
22
86
85.4
23
24
29
84
83.7
Langley
18
30
84
85.1
25
33
87
86.5
20
07
80/84
81.2
27
05
85
85.6
28
49
87
86.1
18.39
18
35
Slough
20.88
20
74
Burnham
22.40
22
36
Taplow
23
02
80*
82.5
29
52
87
87.1
24.21
24
21
Maidenhead
24
23
80
80.6
31
07
87
87.0
66/72
80.2
30.99
31
03
Twyford
35.93
35
78
READING
38.60
38
52
34
29
33
70*
78.7
33
43
72
71.1
36
11
31
41
22
0
0
00
57.2
Tilehurst
36
03
68
68.8
4
22
59
36.8
41.49
41
43
Pangbourne
38
30
72
70.7
6
50
73
70.2
44.70
44
60
Goring
40
59
77.6
9
19
82
77.6
48.39
48
35
Cholsey
46
17
82
sigs
25
41.7
11
56
85
84.6
51.33
51
30
Moreton Cutting
53
23
24.8
53.09
53
11
DIDCOT
49½
56
27
sigs 2
sigs
31
34.5
15
09
88
87.7
56.45
56
40
Steventon
52
60
46
70
46.7
17
29
87
86.5
60.35
60
32
Wantage Rd
63
50
83
76.3
20
07
89
88.9
63.79
63
67
Challow
66
14
86
85.9
23
10
tsr 22
67.6
66.45
66
40
Uffington
68
05
89
86.4
27
50
57
34.2
71.45
71
40
Shrivenham
71
34
86/88
86.1
32
00
78
72.0
77.24
77
23
SWINDON
68½
75
33
86/88
87.2
36
16
84
81.4
82.85
82
72
Wootton Bassett
72½
79
22
90
88.2
40
07
88/tsr 29
87.5
87.70
87
60
Dauntsey
82
37
90
89.5
57/82
57.8
93.91
93
77
CHIPPENHAM
84
87
54
4L
70.6
0.00
45
09
52
51
01
0
0
00
63.5
2.14
96
08
Thingley Junction
3
51
57
33.3
4.39
98
28
Corsham
5
52
70/78
66.9
7.89
101
68
Box
8
40
75
75.0
10.89
104
68
Bathampton
11
07
73
73.5
12.93
106
71
BATH SPA
13
55
9½L
43.7
13
until 90mph at Dauntsey. Richard Howlett’s run 12, a few years later suffered delays in the
early stages losing about 4 minutes to Ealing but then had a clear road. Speeds rose to
slightly over 80mph until a lengthy 15mph tsr after Wootton Bassett costing a further 3
minutes. Acceleration down Dauntsey bank brought the train up to 90mph by Chippenham.
The train was 1 minute early into Bath with a net time of 86½ minutes.
Milepost 30
40
April 2009
TABLE 8
Run No.
15
16
Date/day
Wed 5 February 1969
Thu 1 October 1970
Train
17.40 to Bristol
17.35 to Bristol
Motive Power
2 x 6-car Pullman sets
2 x 6-car Pullman sets
Load (tons)
12 598/630tons
12, 598/634 tons
Recorder
Miles
O.S. Nock
M
C
location
0.00
0
04
PADDINGTON
1.20
1
20
Westbourne Park
2.74
2
63
Old Oak Common
4.19
4
19
Acton Main Line
5.65
5
56
Ealing Broadway
6.49
6
43
7.30
7
9.03
9
PTT
m
0
0
s
C.M. Taylor
m
s
0
00
3
02
47
23.7
4
41
64
55.9
5
55
75
70.5
7
04
West Ealing
7
44
84
28
Hanwell
8
18
88
86.0
06
Southall
9
29
87
87.5
10
44
90
88.8
12
17
90
89.0
13
17
89
89.3
93.9
14
19
88
89.3
85.6
15
50
86
86.5
17
36
85
84.5
00
mph
av
RT
sigs
8
46
11
19
87
79.4
14
04
93
90.5
10.88
10
74
Hayes & Harlington
13.18
13
18
West Drayton
14.66
14
57
Iver
16.20
16
20
Langley
16
00
18.39
18
35
Slough
17
32
20.88
20
74
Burnham
22.40
22
36
Taplow
24.21
24
21
Maidenhead
21
18
30.99
31
03
Twyford
25
48
35.93
35
78
READING
29
24
38.60
38
52
Tilehurst
90
mph
av
1L
76.3
75.4
18
42
86
83.2
92.8
20
01
81
82.6
90
90.3
25
00
85
81.6
eased
82.3
28
35
78*
82.7
30
37
84
78.9
41.49
41
43
Pangbourne
33
37
79.2
32
33
95
89.6
44.70
44
60
Goring
35
38
90
95.6
34
35
95
94.8
48.39
48
35
Cholsey
38
08
92
88.5
36
58
93
92.8
53.09
53
11
DIDCOT
41
11
92.5
40
00
90
93.0
56.45
56
40
Steventon
42
15
sigs 90
89.7
60.35
60
32
Wantage Rd
63.79
63
67
Challow
66.45
66
40
Uffington
71.45
71
40
Shrivenham
77.24
77
23
SWINDON
58
36
90
81.6
82.85
82
72
Wootton Bassett
62
13
95
93.1
87.70
87
60
Dauntsey
46
50
00
90.5
40
78.4
44
48
95
91.8
46
59
95
94.5
48
40
94
94.9
51
55
90
92.3
57
14
81
tsr 50*
65.3
60
50
97
93.5
64
13
95
86.0
93.91
93
77
CHIPPENHAM
69
30
91.1
68
13
94
93.2
98.30
98
28
Corsham
72
19
93.5
71
05
94/100
91.8
101.80
101
68
Box
74
40
89.4
73
20
78*/81
93.3
104.80
104
68
Bathampton
75
31
78*
82.4
106.84
106
71
BATH SPA
80
15
78
30
½E
41.0
80
RT
54.1
Table 7 shows two runs on the down midday service. Ken Barlow’s run 13 suffered a 5mph
tsr at Old Oak and after speeds in the 80s eased off after Twyford, possibly due to trains
ahead. There were more severe checks between Cholsey and Didcot costing at least 11
minutes but faster running from Wantage Road onwards brought the train into Chippenham
4 minutes late. By the time of Richard Knight’s run 14 the Reading stop had been
introduced, again with checks in the early stages with a loss of 11½ minutes on the relatively
tight 31 minute schedule. There were more tsrs before Chippenham although time was kept
Milepost 30
41
April 2009
on this section. Richard left the train at Bath where it was 9½ minutes late.
Table 8 moves on a few years to when the evening Bristol service was worked by the two
ex-Midland Pullman 6-car sets were run in multiple. With the higher power-weight ratio, the
performance had been improved and the Paddington to Bath time had by now been cut to
80 minutes. Much of the running was now at 90mph and above. O.S. Nock’s run 15 had
signal checks in the Old Oak area but then a clear road with a slight easing through
Reading. Just ¼ minute had been lost on the booking. Chris Taylor on run 16 felt that the
running as far as Reading was a little below par but west of Reading was much better.
When he arrived at Bristol he asked the driver what speed he had been doing west of
Reading and he said 90mph but Chris noted that the speedometer did not go above 90mph.
He was unable to determine the speed through Box tunnel but it was substantially above
90mph. The overall average speed of 81.7mph was good for 1970.
The Bristol Pullman ceased in May 1973. By this time the new Mark II air conditioned stock
hauled by Class 47s was in service. These trains were just as fast and gave a much
smoother ride with comparable seating for the first class passenger although the second
class was less spacious and the passenger had to walk to the buffet for his refreshment
instead of having it served at seat. Within a few years the HSTs had arrived achieving a far
superior performance although the addition of intermediate stops in recent years has meant
that the overall times between Paddington, Bath and Bristol are no faster now than the
Pullmans.
COVENTRY-EUSTON
KR Phillips.
Between 1953 and 1958 there were four non-stop trains from Coventry to Euston, these
were the 8.30am, 11.30am, 12.30pm and 4.30pm from Birmingham New Street, all
originating from Wolverhampton, and were supposed to arrive in London two hours after
departing from Birmingham. I never travelled on the 8.30am, my experiences on the others
being summarised in Table 1.
Five trains were on time, the other 17 trains were a total of 165 minutes late, but it should be
emphasised that none of the time lost was due to engine performance, not a single minute.
The 1957 Working Timetable shows that the 11.30am ex Birmingham could be delayed by
the 1.20pm arrival from Holyhead, the 12.30pm by a Liverpool Riverside boat train that
should have been at the terminus at 2.15pm, and the 4.30pm by the 11.00am from
Portmadoc that was due in London ten minutes before the Birmingham train.
The delays these Birmingham trains encountered may perhaps have been the reason why
virtually nothing was printed in magazines and books covering this period of the non-stop
trains from Coventry ?
Table 2 gives a very optimistic picture regarding punctuality. Royal Scot 46142 departed
Coventry on time and was hindered by two permanent way checks before Rugby. The
performance from there to Kings Langley was not exceptional, averaging 72.4mph on the
level track between Weedon and Blisworth, a maximum of 77mph at Castlethorpe, 59mph
minimum at Tring station after six miles of 1 – 333 against, then 80mph at Kings Langley
after ten miles of downhill gradients at 1 – 336 resulting in the Scot averaging 70mph over
the 54.4 miles to Kings Langley.
Milepost 30
42
April 2009
Before Watford signals to 54mph hindered the progress of the 4.30pm from Birmingham but
recovery was swift to 70mph at Hatch End, an excellent 86mph then occurred at Wembley
and even a final signal check before Euston did not prevent an early arrival.
Jubilee 45741 Leinster was on ‘The Midlander’ on the 10th June 1954, it departing Coventry
six minutes late. By averaging 71mph from Welton to Kings Langley nearly five minutes had
been regained from Coventry to Watford. A permanent way slack after Wembley, and
checks between there and Euston, made ‘The Midlander’ just over four minutes late in
Euston.
The performances in Table 2 give a misleading impression of the logs I recorded on the
Coventry to Euston trains, Table 3 is probably more typical of the delays that occurred over
the last 25 miles before Euston.
45647 Sturdee was, like Leinster in Table 2, on ‘The Midlander’, it departed Coventry one
minute late. The 80mph at Weedon was notable, the engine averaged 76mph from Weedon
to Blisworth, also 71mph from Castlethorpe to Tring, 23.1 miles of level or adverse gradients.
The train was probably three minutes early at Tring but delays after Hemel Hempstead made
‘The Midlander’ ten minutes late in Euston.
An evaluation of events could be said to have been ‘Great Expectations’, followed by ‘Bleak
House’!
The scheduled passing times in Tables 2 & 3 are not available and are estimated.
Table 1:
Coventry to Euston 1952 – 1958.
Schedule
Journeys
Tons/Gross
Mins
Late
Net
time
Mins
Class 6P 4-6-0
Jubilees.
Mins
103
4
403
5
98
95
8
337
8
89.6
94
5
345
12
89.9
Class 7P 4-6-0s. 3 Royal Scots. 1 Rebuilt Jubilee.
95
2
365
nil
88
94
2
365
9
92
3
89
Class 5 4-6-0 plus Class 6P Jubilee.
94
1
410
.
Milepost 30
43
April 2009
Table 2: Coventry-Euston
Date
04-May-54
10-Jun-54
Engine class
7P Royal Scot
6P Jubilee
Loco
46142
45741
York & Lancs Reg
Leinster
Load
10, 329/350
9,282/300
Miles
0.0
4.9
Coventry
sch
m s
speed
0
0 00
-
Brandon
11.4
Rugby
14
13.7
Hillmorton
18.7
Welton
24.3
Weedon
27
31.2
Blisworth
34.1
Roade
pws
35
8 05
46/62
pws
10
m s
speed
0 00
-
6 50
56/60
16 48
33
13 52
42
20 07
43
16 56
50
25 50
62
22 33
56
30 36
74
27 29
75
33
36 19
68/63
33 07
72
36
38 58
64
35 36
68
39.2
Castlethorpe
43 14
77
39 36
82
41.6
Wolverton
45 07
75/71
41 29
72/70
47.3
Bletchley
49 52
72
46 15
73
53.8
Leighton Buzzard
55 22
70/71
51 56
66/67
57.9
Cheddington
58 57
65
55 42
64
62.3
Tring
63 14
59
59 56
61
66.0
Berkhamsted
66 38
70
63 12
75
69.5
Hemel Hempstead
69 28
77
65 50
80
73.1
Kings Langley
72 06
82
68 29
81
sigs
54
76.6
Watford
71 08
75/70
80.7
Hatch End
80 03
70
74 33
71
82.6
Harrow
81 33
80
76 04
76
85.9
Wembley
83 53
86
78 39
77
88.6
Willesden
92.9
Camden No. 1
94.0
Euston
Net Time Minutes
48
63
76
87
95
76 07
85 47
-
82
pws
48
82 49
66
90 33
-
89 17
-
sigs
-
sig/stand
-
93 36
88
93 22
88
Jubilee 45676 Codrington passes northbound
through Kings Langley on 9th May 1959
Photo Bruce Nathan
Milepost 30
44
April 2009
.
Table 3: Coventry-Euston
Date
06-Jan-54
Engine class
6P Jubilee
Loco
45647
Load
9,288/310
Sturdee
miles
0.0
Coventry
4.9
Brandon
11.4
Rugby
13.7
Hillmorton
sch
m s
0
0 00
-
6 43
62
pws
30
14
mph
15 00
40
18 02
48
23 18
65
18.7
Welton
24.3
Weedon
27
27 40
80
31.2
Blisworth
33
33 07
73/67
34.1
Roade
36
39.2
Castlethorpe
41.6
Wolverton
47.3
Bletchley
48
35 39
69
39 32
83
41 20
78/72
45 55
74
53.8
Leighton Buzzard
51 18
71/72
57.9
Cheddington
54 50
66
62.3
Tring
59 02
61
66.0
Berkhamsted
62 25
72
69.5
Hemel Hempstead
65 13
79/80
63
Three separate signal
checks and one minute
stand at milepost 20-1/4
94.0
Euston
95
104 00
Depot at run
date
Highest
annual miles
1950's
Total known
Mileage at
date
withdrawn
46142
45741
45647
Camden
Bushbury
Bushbury
70,430
61,729
55,859
2,008,336 31.12.63
1,234,441 31 12.60
1,383,725 30.11.63
11. 1.64
1. 2.64
26. 4.67
Est mileage
since shops at
run date
Loco
.
30,950 4. 5.54
11,380 10. 6.54
23,680, 6. 1.54
Detail supplied by R. Townsin.
Milepost 30
45
April 2009
BETWIXT THE FIREWORKS
Michael Rowe
The few months prior to the issuance of the Revised June 1965 Southern Region Western
Section Timetable witnessed some sparkling locomotive performances. To many of us the
Revised Timetable appeared to represent the demise of interesting days out. There had
been some outstanding efforts, particularly in April and May on the Up Bournemouth Belle
and from mid May to early June during the “race to Basingstoke.” Unfortunately I was unable
to make any journeys on the 17.30 Waterloo to Bournemouth although I did manage 16
journeys on the 18.00 to Salisbury from January to June.
The best I recorded on the 18.00.were behind Rebuilt West Country 4-6-2 No.34012 on
11/3/65 and 34052 on 3/6/65. The times to the first stop at Basingstoke were 48-37 and 4737 [46¼ minutes Net], the load 368/395 tons, schedule a generous 56 minutes. Average
speeds over the mainly adversely graded 30.2 miles from Surbiton to Hook were 69.0 and
68.7 [72.1 Net] mph with maxima of 75 and 83 mph. Whilst these performances did not have
the same excitement as those produced by Drivers Hooper and Saunders with Merchant
Navy’s on the 17.30 they seemed at the time a reasonable personal farewell to Southern
Pacific performance. In practice however I, like many others, was privileged to witness the
splendid Indian Summer of Southern steam which probably commenced late 1966 with
Driver Porter’s much heralded attempts to claim the UK post War steam speed record. Many
personal excellent runs climaxed with Driver Dente’s sustained high speed running on the
evenings of June 19th to 22nd inclusive with the 17.35 ex Weymouth between Basingstoke
and Hampton Court Junction with four very different locos.
Daily performance between June 1965 and December 1966 was a real “Curate’s egg”. The
extended timetables of June 12 1965 supposedly required performance as before with the
extra time being allowed for engineering works. Some crews interpreted it accordingly others
settled for very gentle running seldom exceeding 70 mph. Personal experiences during the
Summer and early Autumn 1965 showed competent running and reasonable punctuality
despite the closure of long sections of Fast Lines between Woking and Basingstoke for reballasting.. A few experiences during the Winter 65/66 were very uninspiring particularly an
afternoon return trip to Southampton on the last day of January. A week with a Rail Rover
[May 20-26] was better performance wise, although time keeping was poor. Single Line
working between Hinton Admiral and Christchurch was the main handicap.
My next attempt at a week was July 25-30. [A Saturday trip to Southampton on the ninth had
been reasonable ie 10ML Down on time Up]. There were two long pws slacks in force in the
Down direction before Southampton, to 15mph at Oatlands and at MP63, eased to 40 mph
after Friday. Logs are attached for the 08.30 Waterloo to Weymouth from Monday to Friday
plus the Saturday 10.30 to Weymouth. Driver Hendicott on Friday received the attention of
Inspector Smith, about this time it became obvious that Inspectors were accompanying
certain Nine Elms Drivers not to assess or teach them but rather discourage adventuresome
behaviour. . Hendicott also had two extra coaches, both locked to add to the fury of those
passengers who were standing.. .
The Working Time Table for the 08.30 gave Clapham Junction 7 minutes, Hampton Court
Jct 18, Worting Jct 60, Winchester Jct 76, Eastleigh 84½, Northam Jct 90 and Southampton
93½. [Prior the June 1965 decelerations seven, 18, 52, 66½, 74, 79 and 82]
On Monday the Channel Islands Boat train left late and was presumably responsible for a
series of signal checks all the way to Bournemouth eventually reached 19 minutes late.
Performance between checks was just up to Bournemouth “two hours” standard. Driver
Milepost 30
46
April 2009
Loco
35008
35029
34077
Date
24313
24314
24315
Load
11,371/400
11,369/395
11,369/395
Driver
Jackson
Recorder
M J Rowe
M J Rowe
M J Rowe
0.0
Waterloo
00-00
00-00
00-00
1.3
Vauxhall
3-30
3-35
3-45
3.9
Clapham Jct
6-50
53/43
7-17
48/40
7-28
45/41
7.3
Wimbledon
10-39
60
11-16
64
10-38
53
New Malden
13-09
64sigs
13-40
69
14-15
64
12.0
9.8
Surbiton
15-22
59
15-34
72
16-18
65
13.3
HC Jct
16-37
64
16-29
75
17-29
68
14.4
Esher
17-35
66
17-30
79
18-24
70
17.1
Walton
20-02
67*
19-38
79*
20-47
Oatlands
21-47
pws [I]
pws
15
pws
16
pws
20
Weybridge
25-18
32
24-15
39
24-34
36
19.1
21-20
22-10
21.7
West Byfleet
28-24
57
27-29
54sigs/14
27-48
42
24.4
Woking
31-06
60
32-24
19
30-48
55
28.0
Brookwood
34-38
62
38-30
45
34-47
56/57
31.0
MP31
37-35
62
42-25
47
38-02
55
33.2
Farnborough
39-43
66/60
44-50
60
40-13
63/67
36.5
Fleet
42-48
68/71
47-57
66/65
43-15
66/68
39.8
Winchfield
45-41
69
50-52
70
46-10
66
42.2
Hook
47-48
71
52-58
66/72
48-22
60/69
47.8
Basingstoke
53-20
sig stop
57-43
66
53-21
62
50.3
Worting Jct
60-50
21
60-18
60/59
55-50
59/56
52.6
Wootton
65-25
62-32
62
58-12
58
56.3
Roundwood
69-55
57
66-04
64
61-45
64
58.1
Micheldever
74/77
67-40
75/80
63-22
74/76
Weston
71-36
sig
stop
73-39/77-53
sigs
3
sigs
10
Wallers Ash
81-03
50/56**
72-27
69-22
12
pws [II]
pws
14
pws
pws
15
64.4
Win Jct
86-43
79-04
39
73-23
66.6
Winchester
89-20
58
81-31
58
75-46
64
69.8
Shawford
92-19
67/71
84-25
73
78-28
75/76
73.6
Eastleigh
30sigs
87-32
75/74
82-56
sigs 31/45
75.8
.Swaythling
89-25
75
85-39
56
77.3
St. Denys
90-38
sig stop 52s
87-25
60sigs3
78.2
Northam Jct
96-10
90-48
sig stop
79.1
Southampton
96-52
10002
10123
10258
10718
99-50
98-23
61.8
15
*Max before braking for tsrI - ** Maximum before tsrII
Net times
Milepost 30
81
79
47
82
April 2009
Loco
34040R
34042R
34044R
Date
28-Jul-66
29-Jul-66
30/07/1966 1030 Train
Load
11,371/400
13,437/470
12,405/455
Driver
Hendicott
Hendicott plus Inspector Smith
Hooper
Recorder
M J Rowe
M J Rowe
M J Rowe
0.0
Waterloo
00-00
00-00
00-00
1.3
Vauxhall
3-30
3-30
3-24
3.9
Clapham Jct
7-20
38
7-08
7.3
Wimbledon
11-27
57
11-41
51
10-52
54
9.8
48/40
6-47
51/41
New Malden
13-59
63
14-30
60
13-15
64
12.0
Surbiton
16-02
63
16-48
58
15-27
65
13.3
HC Jct
17-10
70
18-06
63
16-36
71
14.4
Esher
18-03
75
19-08
67
17-28
71*
17.1
Walton
20-20
76*
22-18
19-42
Oatlands
22-01
24-13
21-26
pws [I]
19.1
Weybridge
pws
12
24-45
pws
15
pws
27-30
32
24-24
4
32
21.7
West Byfleet
27-47
58/56sigs
30-49
53
27-41
55
24.4
Woking
30-29
59
33-53
52
30-21
62
28.0
Brookwood
34-12
61/60
38-08
50
33-54
61
31.0
MP31
37-13
61
41-43
50
36-46
64
33.2
Farnborough
39-17
64
44-05
61
38-41
70/76
36.5
Fleet
42-26
64/69
47-11
66/69
41-24
73/75
39.8
Winchfield
45-23
66
50-06
65
44-04
69
42.2
Hook
47-30
67/70
52-12
69/71
46-08
70/69/72
47.8
Basingstoke
52-27
62sigs/12
57-08
61
50-56
63
50.3
Worting Jct
56-00
20
59-39
56/55
53-27
59
52.6
Wootton
61-13
38
62-08
56
56-19
52.8
mp 52.75
56.3
Roundwood
65-34
54
65-49
64
64-49
56
58.1
Micheldever
67-25
68
67-28
74
66-31
62
57-38/59-01
Weston
61.8
Wallers Ash
64.4
78
70-28
74
Win Jct
73-38
66.6
Winchester
69.8
85
70-16
75
41
73-49
41
72-27
75-52
60
76-14
58
74-42
66/73
Shawford
78-33
77/82
78-58
74/77
79-42
sigs 3 44
73.6
Eastleigh
81-24
76
81-58
70
83-39
75.8
Swaythling
83-13
79
84-40
sigs 20
76.8
76.5 sig stop
77.3
St.Denys
pws [II]
sig stop
27
69-14
36
-82
40
72/78
36
85-24/86-55
84-21
87-01
84-53/86-35
78.2
Northam Jct
89-30
79.1
Southampton
95-48
sig stops
89-19
89-31/92-18
92-18
90-59
96-25
94-19
*max before braking for pwsI
Nwt times
Milepost 30
76
81
75
48
April 2009
Jackson on Tuesday made an excellent start to Walton and afterwards ran well between
checks. Wednesday’s effort was free of signal checks until Micheldever and without the need
to run to the “two hour” standard was well ahead of time at this point..
Driver Hendicott on Thursday ran well, 61 mph maintained up to MP31, 82 mph after
Shawford and was only robbed of an on time arrival by the platform at Southampton being
occupied. On Friday with the heavy train and Inspector Smith’s restraining arm the running
was interesting, the start was competent and after the Oatlands pws the climb to MP31 was
taken under comparably light steam, less than the “Hendicott norm”, but then with controls
unchanged it reached 71mph after Hook and was on time at Worting. Hendicott opened up
after an over observance of the Worting restriction with speed rising on the 1/249 before
Wootton, EDHP 1,425-75. Again Hendicott was deprived of an on time arrival, this time by a
three minute stop for signals before Northam Junction.
The actual levels of lateness [L] or early running [E] during the week were:
Monday
Tuesday
Wednesday
Thursday
Friday
Clapham Jct
10 secs [E]
17 secs [L]
28 secs [L]
20 secs [L]
8 secs [L]
Hampton Ct Jct
83 secs [E]
81 secs [E]
31 secs [E]
50 secs [E]
6 secs [L]
Worting Jct
50 secs [L]
18 secs [L]
4¼min [E]
4 min [E]
20secs [E]
Winchester Jct
10¾min[L]
3 min [L]
2½min [E]
2 1/2 min [E]
2¼min E]
Eastleigh
12¼min[L]
3 min [L]
30secs [E]
3 mins E]
2½min[E]
Northam Jct
13 mins [L]
45secs [L]
30 secs [L]
2¼min [L]
Southampton
12¾min [L]
6¼min [L]
6¼min [L]
5
5 min [L]
2 1/4 min [L]
3 min [L]
It was the norm to ascribe poor punctuality to a combination of steam power, inadequate
maintenance and inferior fuel. In practice it was attributable to three junctions, Woking,
Basingstoke and Shawford and the twin track section from Worting to Shawford.
My usual policy was to take potluck [as per “CJA”] rather than follow the footplate stars,
although in practice other commitments invariably left no option. However the knowledge
that Gordon Hooper was rostered for the Saturday 10.30 and “fancied a run” seemed too
good to miss. The 12 coach train was over-flowing, I stood, squeezed against a Down door
window.. Number 34024 developed at least 1,560-1,610 EDHP from Woking to MP31, the
average from Woking to Basingstoke was 1,390-1,440 and before the Regulator was closed
for adverse signals at Wootton, 1,550-1,600. Waterloo to Wootton was a good Class 7
performance. ..
Milepost 30
49
April 2009
LOG No H1 FROM RPS ARCHIVE: Thursday 11th June 1942
STIRLING-BALQUHIDDER
Sandy Smeaton
This absolute gem of a run has been copied from the scanned page of Mr. G.J. Aston’s
notebook. The log had to be copied for the technical reason that the relevant section of the
page would not print from the Internet.
This is the first log from any of the Strathearn lines that I have come across, other than my
own juvenile early attempts. It is remarkable too that it is with an LNE engine and not a
Pickersgill, Jumbo or 0-4-4T. However in the later days of the Comrie-Gleneagles line the
early morning mail and passenger from Stirling to Crieff was booked for a Stirling engine,
usually one of their BR4MTT’s. Mr Aston’s 6.45am from Stirling would appear to be the
predecessor with 22 minutes allowed at Crieff for unloading mail and newspapers.
Log No:
H1
Date:
Thu 11.6.42
Train:
6.45am Stirling - Balquhidder
Locomotive:
402 LNE V1 2-6-2T (later 67644)
Depot:
Stirling, Shore Road
Load:
3 coaches/ 82 tons tare/ ? tons gross
Recorder:
G.J.Aston
Miles
Ms
Ch
LOCATION
Sch
Mn
Sc
Speeds
0.00
118
24
STIRLING
6.45
44
26
~
~
1.83
120
10
Cornton
48
53
43
24.6
2.90
121
16
BRIDGE OF ALLAN
6.50
50
42
~
35.5
"
"
"
2.02
123
18
"
"
"
2.65
125
70
5.84
129
7.85
6.51
59
43
~
/sigs
6.56
4
48
~
23.8
6.58
5
56
~/37½
~
Kinbuck
11
20
42/49
29.4
05
Greenloaning
15
16
48
48.6
131
06
Carsebreck
17
43
51½
49.3
10.06
133
23
Blackford
20
06
52/54
55.7
12.41
135
51
GLENEAGLES
0.00
0
00
2
37
2.46
"
"
2.51
"
Milepost 30
"
DUNBLANE
"
"
"
7.13
7.16
23
29
~
41.7
7.28
30
25
~/47
~
12.7
TULLIBARDINE
"
4
"
Av Spd
"
~
35
09
~
7.34
35
28
~/41
~
78
MUTHILL
7.40
39
48
~
34.8
"
"
7.41
41
14
~/53
~
2.50
7
38
HIGHLANDMAN
46
10
5
30.4
4.03
9
00
CRIEFF
7.50
49
37
~
26.5
"
"
"
"
8.12
8
57
~
~
5.86
14
69
COMRIE
8.24
22
40
~
25.6
"
8.25
"
"
"
3.06
17
74
Dalchonzie Halt
5.89
20
60
ST FILLANS
"
"
"
"
7.31
28
05
LOCHEARNHEAD
25
08
~
~
30
55
41
31.8
8.37
35
11
~
39.7
8.38
37
32
47/39/56 max
~
8.51
49
30
~
36.7
"
"
"
"
8.52
52
08
32/26
~
2.03
30
07
BALQUHIDDER
8.58
57
16
~
23.7
50
April 2009
Taken from RPS Archive. Mileages and average speeds added by A.Smeaton.
Historic mileages to stations are from Oakley, except Gleneagles to Balquhidder
which are from the 1907 Caledonian timetable and Dalchonzie Halt to Comrie is
from the 1937 LMS General Appendix.
402 was one of two V1’s allocated to Shore Road in 1940. Who knows they may have
worked this train regularly, but usually worked east of Stirling. The train was held at Bridge of
Allan for 8¾ minutes, which lead to a storming climb of Kinbuck, passed at 42, albeit with
only 3 on. Despite this only a ½ minute was regained by Gleneagles as speed on the easier
grades did not exceed 54.
Once on the branch 402 was allowed to run hard with maxima of 47 down the 1 in 50 to
Tullibardine and 53 down the 1 in 53 to Highlandman. In BR days the line limit from
Gleneagles to Crieff was 45. The 1937 LMS General Appendix is oddly silent on this section
but has a 40 limit from Crieff to Balquhidder. This was easily exceeded between St Fillans
and Lochearnhead, reached on time.
Mr Aston’s journey continued to Killin Jn behind 5356 on the 7.15am from Buchanan St to
Oban, the Black 5 climbing Glen Ogle’s 1 in 50 at 26 with 4 on. He then went to Killin behind
15124 falling down the hill with 2 coaches. The journey from Gleneagles to Killin being
impossible by rail now; what spectacular lines these were through some of the finest scenery
in the country; what a loss to us all!
FROM THE GERALD ASTON NOTEBOOKS
1 – Off the Beaten Tracks
Andrew James
One of the great things about delving into that veritable ‘treasure trove’ that is the Gerald
Aston collection is that one comes across lines, which have rarely or never featured in the
performance press in the past. Certainly the former cross-country branch from KetteringCambridge fits the latter category.
The line itself was in many respects an archetypal branch line of the steam-era, serving a
largely rural community with a very sparse and infrequent service with a number of stations a
long way from the communities that they purported to serve. No doubt if the former GWR
had owned the route they would have used the suffix ‘Road’ on many of the stations served
en route.
Like many lines of this nature, the rationale for building the line focused primarily on
exploiting trade and industry. The promoters hoped to tap a large number of ‘latent’ ore
beds in the area between Kettering and Thrapston. In this respect the line was largely
successful and the ore from this area was transported by rail until the early 1970’s with
eventual closure coming in 1978. The line by this time had been truncated to Twywell;
closure east of this point been completed by October 1963 for all traffic.
The passenger service was very much an afterthought: and from the line’s opening to
passenger traffic in 1866 to closure in June 1959, rarely featured more than 3-4 trains in
each direction daily. The service typically constituted 2 all- stations services (more or less)
with one limited stop service in either direction. At the time of Gerald’s visit, this ‘intense’
service had been cut to just two trains a day, Journey times were generally in the order of 1
½ to 2 hours depending upon the number of stops made en route. The log does not extend
Milepost 30
51
April 2009
east of Huntingdon as Gerald returned to Kings Cross behind a V2 on this particular
occasion.
Route Description
The branch itself diverged from the Midland Main Line about ½ mile south of Kettering
Junction and headed in a steep eastbound direction towards the village of Barton Seagrave
where a summit was located about 1½ miles east of Kettering Junction on gradients
steepening up to 1 in 70. From this point, the line descended on a meandering course
towards the Market town of Thrapston, which is situated in the heart of the Nene Valley. At
the time of Gerald’s visit on the line, the branch served a number of quarries in the CranfordTwywell area, which was connected by a labyrinth of lines of differing gauges. Thrapston in
effect marked the boundary between the industrial landscape west of this point and the
rolling farmland east of this location.
The restart from Thrapston is marked by a high ridge of ground, which necessitated a climb
of 1 in 80 for about 1 ½ miles. East of this summit the steep gradients generally favoured
traffic heading in this direction and better alignment on this section meant higher speeds
could be attained on to Huntingdon.
On the approach to Huntingdon, the line burrowed under the ECML and took the route to the
former Huntingdon East station, which was situated a few hundred yards south of the
present Huntingdon station. As I’m sure many senior members of the RPS will recall, the
ECML station was then known as ‘Huntingdon North’.
Run
1
Date
21.2.1945
Train
8.45 Kettering-Cambridge
Motive Power
3195 2F
Load
3+1/89/93(est)
Recorder
MC
G. Aston
sch
ms
72 01
Kettering
0 00
70 54
Kettering Junction
3 51
Butlin's Sidings
8 32
[10]
Cranford
11 11
[5]
Twywell
4 14
[5]
Thrapston Midland Road
4 30
0 00
3 27
5 47
11 32
5 47
7 77
4 38
7 77
11 06
5 31
[8]
Raunds
20.8
8 01
[11]
27.1
50 max
31.9
47 max
31.7
’24/41
7 43
11 06
16 11
as
22/39
2 09
3 27
m.p.h.
Kimbolton
24.2
‘/45/36/52
8 07
16 11
37.4
8 58
17 44
Longstow Goods
3 04
41
27.6
19 04
Magpie Crossing
5 02
50/52
45.8
[8]
Grafham
7 33
[6]
Buckden
5 06
20 70
20 70
23 44
8 50
23 44
26 13
5 36
[5]
Huntingdon East
43.5
50 max
32.9
39 max
6 30
24.1
Note: Restart from Thrapston Midland Road- 327 edhp-24 mph sustained 1 in 80
Milepost 30
52
April 2009
The speeds attained by the diminutive 2F very much reflected the gradient profile of the line
with the loco having something of a struggle up the 1 in 70 to Cranford and also from the
restart at Thrapston. In all fairness to the crew of 3195, however, they were keeping time
and no more exertion was called for. The running east of Thrapston needs little comment
except to mention that the minimum of 36 mph was no doubt achieved on the stretch of 1 in
87 between Raunds-Kimbolton.
I’m not sure what the line limit was at the period Gerald timed the run, but would think it was
around the 45-50 mph mark, based on a 1960 sectional appendix that I have for other
branches in the Northampton area. One feature that will be noted from the log, are the very
brief dwell times spent at various wayside stations en route; which belie the reputation such
lines had for leisurely working in this respect.
SOME MORE EARLY BRITANNIA EXPERIENCES
Mark Warburton
Michael Rowe’s “Britannia Snippets” in the October Milepost encouraged me to turn up
some of my early experiences with the Class. Like Michael, my first experience of a
Britannia was in August 1951 when I too stood on the footplate of 70004 William
Shakespeare whilst it was an exhibition at the Festival of Britain South Bank on the former
turntable site at the country end of Hungerford Bridge. Whilst in London I booked to travel
behind the class on 23rd August 1951, on an excursion advertised as 1048 Euston to Crewe
Stone Bank Yard. This turned out to be miserable 7-coach formation for which 70016 Ariel
(then of Holbeck) was given the absurdly easy schedule of 207min for the 159 miles to
Crewe Works. With no more than 68mph max, and several checks we still managed to
arrive at the Works platform 13mins ahead of time. Crewe Works contained Britannia 70024
under construction and the former turbomotive 46202 being converted to a normal Pacific the ill-feted Princess Anne. The return schedule was even slower: 223mins. We only
received 60mph once (64mph at Watford) yet still arrived 7mins early despite numerous
slowings en-route. Incidentally, this excursion cost 30s (£1.50) – train fare, reserved seat,
luncheon (outward), high tea (return) and guided Works tour.
At this time Cecil J Allen was enthusing in the Railway Magazine over Britannia’s regular
performances on the new accelerated schedules over the Great Eastern line, so on 17th
October 1951, I made a trip from Liverpool St to Norwich and back. 70001 Lord Hurcomb,
load 8 for 263½tons on the down 9.30am “Norfolkman” nowhere exceeded 75mph and
arrived Norwich 2 late. After a 5mph signal check at Needham, a little more effort could
surely have given a RT arrival?
The same engine with an even lighter load (7 for 227½ tons) returned me from Norwich on
the 2.45pm, but this time we started 11min late on a 51min schedule for the opening 46.3
miles to Ipswich. Twice, signalmen were a bit tardy in lowering their distants and brakes
checked us to 66 and 67mph- the driver certainly let them know what he thought on his
chime whistle! There was also a 56mph trs but in between we stormed away. Maximum
was 82mph at Diss and the rise to Finningham was cleared at 76mph. So Ipswich was
reached in 44m27s, or 43min net: an actual gain of 6½mins. Onwards to London we had
many checks, including a Special Stop Order for Marks Tey. The restart from here was
impressive – passing Chelmsford, 16.9miles in even time (16m40s) - but that was the end of
the excitement, and arrival at Liverpool St was nearly 20min late.
Milepost 30
53
April 2009
Date/day
17th October 1951
Train
2.45pm Norwich-Liverpool St
Motive Power
70001 Lord Hurcombe (30A)
Load (tons)
7, 227,5/240
Rec
Mark Warburton
Miles
location
Sch
m
s
0.00
NORWICH
0
1.00
2.10
5.30
mph
0
00
Trowse
3
14
Trowse Uppr J
5
39
29
Swansthorpe
9
13
62
11L
8.30
Flordon
11
53
72/76
10.90
Froncett
13
57
68/79
14.50
TIVETSHALL
16
54
66sigs
17.50
Burston
19
19
82
20.00
Diss
21
08
82/sigs67
23.60
Mellis
23
57
28.40
Finningham
27
57
29.50
Milepost 85 1/2
28
47
32.10
Haughley
35
30
50
77
34.40
STOWMARKET
37
32
42
71
37.90
Needham
36
09
56pws
41.40
Claydon
39
08
71
43.80
Bramford
46.30
IPSWICH
18
51
76
41
08
72
44
27
72
4.5 late
I never had such a good Britannia run again – certainly not on the Western Region. Had I
lived in Cardiff, I might have fared better, but a typical example was on returning to Bristol
two days later on 19th October 1951. 70020 Mercury was only loaded to 9 coaches on the
11.15am Paddington, newly christened the “Merchant Venturer”, but took an inordinate
45mins to clear Reading, a loss of 5mins on schedule. A steady 62-63mph up the Vale of
White Horse did not see any recovery by Swindon and with a mere 72mph down Dauntsey
we reached our first stop, Bath in 115m46s – 3mins late. Nothing more than 55mph along
the level to Bristol however, gave a RT arrival of 1.32pm at Temple Meads aided by a 4min
recovery margin.
In later years I enjoyed several runs with Britannias’ mostly on railtours. August 1966 saw a
round trip from Waterloo to Exeter behind A2 60532 Blue Peter, but poor steaming made us
32L by Salisbury. Britannia 70004 William Shakespeare had been brought down to
Salisbury shed as standby and was sorely needed, but Blue Peter was allowed to continue
with disastrous results. We did eventually make Exeter and returned up the WR to Westbury
by which time we were 158m late. At last, William Shakespeare took over for the return to
Waterloo via Salisbury, but being so far out of our path it was a journey of fits and starts.
However, we got away from the Basingstoke stop with tremendous vigour. Even time was
bettered within 11miles and we ran at 83-85 until a severe check at Woking brought speed
exploits to an end.
Another interesting snippet with a Britannia occurred a month later when 70004 again made
spirited runs along the North Wales coast. A consistent 75-76mph was sufficient to give
even time runs from Chester to Prestatyn outward and Rhyl to Chester No 4 on the return.
In 1967, I went to Carlisle with the SLS and 70013 Oliver Cromwell took over at Crewe
routed both ways via Blackburn and the Settle & Carlisle line. A good outward run with a
Milepost 30
54
April 2009
couple of 80mph max was rounded off with an even time start-to-stop run from Blea Moor
box to Carlisle, assisted by the long-standing restriction south of Long Marton being taken at
75mph rather than the boarded 30mph. The return descent of the long drag was thrilling as
we came down the 15miles of 1 in 100 without brakes, speed rising to 85mph as we swept
through Settle station. The sensation of thrill quickly changed to alarm as the Clapham line
hove into view on the right with no attempt to reduce speed. Only at the last minute did the
brakes come on and we passed the 60mph limit of Settle Junction at precisely 86mph. My
“trip book” states that “the riding was quite smooth in this direction but this appeared to be
rather reckless driving”
Such excitements would never happen today.
SOME COMMENTS ON MARTIN BARRETT’S IRISH TRAVELS:
J.A.CASSELLS
“Around Ireland with a stopwatch” has been a most enjoyable series of articles. Martin
Barrett invited my observations on the whole series. I trust that members who have yet to
sample performance recording in Ireland will have had their curiosity aroused, and their
appetites whetted by Martin’s travels. Here are some comments on matters arising.
NORTHERN IRELAND RAILWAYS
As Martin says, some of NIR’s route mileage, particularly between Lisburn and Portadown,
and north of Antrim, is not in good condition, although the Larne and Bangor lines have
been renewed in recent years, and work is now under way to deal with the worst parts of the
NCC main line. Between Bleach Green and Antrim, and Belfast and Lisburn, of course, CAF
sets can and do legally run up to their 90m/h maximum whilst working local services.
The 09.50 G.V.St - Portrush relief: summer 2007
Martin enjoyed this train – and so did I – during the summer of 2007. A relief train is always
an interesting prospect for the timer, and this one appeared in the 2007 timetable very much
at the last minute. Running a 6 car CAF set on the 10.38 ex G.V.St was an obvious solution
to the problem of summer overcrowding, but the operating people didn’t like the idea of a six
car set in the down platform at Coleraine with a three car set drawn up behind it for the
branch connection. The problem was solved by this 09.50 service, which in the public book
was shown non-stop to Ballymoney in 64 minutes, but in the working book was given a
demanding 29½ minutes from Central to pass Ballymena (29’05” was the best of a number
of runs I had), a nearly impossible 41½ to the crossing stop at Killagan loop (the nearest I
had to it was 42’14”) and a far more realistic 15½ minutes thence to Ballymoney. Since it
was booked non-stop through Antrim, the 09.50 could be routed via the up platform, with just
a 50m/h p.s.r., in contrast to down trains which have an approach-controlled signal into the
down platform and are thus routinely brought almost to a stand. The timetabler at Central
told me he was quite proud of the path he’d designed for this train – and only sorry that he
couldn’t have made it non-stop to Coleraine as he’d at first tried to do! A late departure from
Belfast Central usually led to a brisk run, as drivers tried to arrive at Killagan just before the
up Derry. A punctual departure often led to a much tamer run, as drivers knew they would
only be sitting in Killagan loop awaiting the up service.
The return working was 16.15 ex Portrush, and had a similarly interesting path with stops at
Coleraine, Ballymoney, Magherabeg (to cross the 15.58 ex Belfast), Ballymena, Antrim,
Templepatrick (to cross the 17.15 ex Belfast) and Central. Although I had several runs on
the down train, I only used the 16.15 up once, being rewarded with a decent run from Antrim
to Belfast non-stop in 19’52. Since we were 12 late ex-Antrim, we got a clear run through
Milepost 30
55
April 2009
Templepatrick loop! (Incidentally, the current timetable has an afternoon local service from
Ballymena which runs non-stop from Antrim to Central and can be recommended to
recorders – particularly when it is delayed to cross the 16.00 ex Belfast).
For various reasons it proved impossible to run the 09.50 this summer, and the 10.40 from
Belfast in July and August 2008 was formed of a packed 6 car CAF set which ran through to
Portrush, returning on the 13.38 Portrush – Belfast in time to take up its scheduled evening
link on the first evening commuter service to Newry. To deal with set and platform problems
at Coleraine, the 450 set which normally works the branch service sat in the old Goods Loop
until the 10.40 had left, and then came into the platform to work the 12.10 Coleraine – Derry
and 13.09 Derry – Coleraine.
Signalling Coleraine – Derry – Portrush
Coleraine – Castlerock, Coleraine - Portrush and Castlerock – Derry are still worked by
traditional Tyers tablet instruments. (The NCC used these in preference to miniature staffs,
which were almost universally used south of the border). Castlerock and Portrush are the
last two traditional semaphore signal cabins in Northern Ireland, though Castlerock is the
very last in daily use, as Portrush is usually switched out unless extra trains are running.
NIR’s view, very sensibly, is that pending full resignalling, it would make little sense to
replace perfectly adequate mechanical equipment in the short term. Two years ago, in fact,
Network Rail engineers completely overhauled and renewed the frame and interlocking at
Portrush.
Ballymena – Antrim
Martin is correct in suggesting that 11 minutes was an almost impossible booking for this
section, and the current timetable gives a much more realistic 12 / 13 minutes. In the course
of several hundred runs on the NCC main line over the last forty years, I’ve never beaten 11
minutes, and my very best so far with the CAF sets has been 11’05”. For many years my
fastest time in this section was with a steam train! In September 1965, Driver Alan Robinson
and fireman Tom McCrum (the latter now the senior driver at Belfast Central) ran from
Ballymena to Antrim in 11’34” with the now preserved WT no. 4 and a light train of five
bogies.
Local services around Belfast
Martin had a rewarding round trip to Bangor during the evening peak, which features some
interesting workings. Each 20 minutes between 16.00 and 18.00 the through Portadown –
Bangor services run limited stop from Central to Bangor serving only Holywood and Bangor
West, followed 2 minutes later by all-stations short workings from Central to Bangor, which
return non-stop from Bangor to Belfast to take up their next shuttle. There is a similar rushhour pattern from Great Victoria St to Portadown, with trains every 20 minutes first stop
Lisburn, followed by an all-stations shuttle which returns non-stop from Lisburn to Great
Victoria Street. Unlike the non-stop Bangor – Central services, the Lisburn ‘expresses’ enjoy
a clear path and can usually guarantee a rewarding ten minutesworth (or less)! These
intelligently planned diagrams allow optimum use of a small number of CAF sets throughout
the busy evening peak. On the other hand, Belfast Central station, with only four platform
faces, is a real bottleneck, particularly since one can be occupied for up to an hour at a time
by the Dublin service. I am told the provision of a fifth platform is currently under discussion.
Belfast – Dublin
As Martin suggests, this route is currently very dreary, particularly the slack-infested Lisburn
– Moira section. The only chance of a really smart run is on the (not infrequent) occasions
Milepost 30
56
April 2009
when there is a failure, and a 6 car CAF set is substituted. Mechanically, the Die Dietrich
coaches have not been totally reliable, while the use of H.E.P. on the 201 class - rather than
a generator van to power the train - has taken the edge of performance. In the case of
failures, the worst possible scenario is if the set for the 08.00 ex Central fails at York Road
Depot. At this time of the morning there is simply nothing to spare on shed: on a recent
occasion when I was a passenger, nothing was available to cover the 08.00 until the G.M.hauled Gatwick set arrived with the 07.50 ex Portadown at 08.38! Passenger carryings
initially soared when the Die Dietrich sets were introduced in the late 1990s, but delays,
failures, motorway improvements and the advent of an hourly bus service - two hourly
through the night - from Belfast to Dublin via Dublin Airport (at much lower fares than the
train) have affected patronage. There is an additional problem in the case of a loco failure,
as only seven of the 201 class are fitted with the TWPS ‘black box’ which is now compulsory
on NIR but not on IE, thus restricting the number of engines that can be used to cover a loco
failure.
IARNROD EIREANN
Queuing
Although I’d never thought about it until I read Martin’s reference, passengers north and
south queue instinctively (except at the new Great Victoria Street station, Belfast where the
waiting area is very busy and also very cramped, and there are little scrums as each rushhour train is called.) The serpentine evening queues at Heuston station Dublin (particularly
spectacular on Friday and Sunday nights) never cease to impress me during my timing trips
on Irish Rail – as does the patience and fortitude of the customers when the inevitable
announcement begins: “We regret the late boarding of your train. This is due to the late
running of an incoming service. Iarnrod Eireann apologises…..etc.” I do remember, though,
the ‘old’ Heuston station with its five platforms and very cramped concourse. One busy
Friday night about 20 years ago when things got particularly difficult, the station announcer
was heard testily exhorting passengers for the 17.30 Cork train to “go immediately to
platform 5 and form an orderly queue”! Queueing, though, is no new phenomenon. In my
own early days as a train timer back in the early 1960s, a group of us would often arrive into
the old Belfast Great Victoria Street off the 2.45 ex Dublin on a Saturday evening (at that
time frequently worked by an ex G.N.R.I. 4-4-0) and stop for a chat on the concourse before
going our separate ways. Almost immediately the queue for the 6.20 to Dublin would form
up behind us!
Schedules and performance – particularly on the Cork line
Frequent visits to I.E. over the last twenty years certainly confirm Martin’s observations
about performance on the Cork main line, and particularly the experiences he relates in part
1. Some of my best work was timed in the early 1990s when there were fewer paths to be
squeezed into a now very densely trafficked line, and when many of the trains were still
driven by men who had either begun their service in the last days of steam, or been
educated for the driving cab by Inspectors who had. The present generation of drivers seem
to be trained rather differently, and I suspect that Irish practice may be moving in the
direction so vividly described in “Every Second Counts” in Milepost 29½ . Two other factors
affect schedules and performance. First, Heuston is now bigger and more complex than the
compact five platform terminus of the 1990s (or indeed the three platforms of the 1960s),
and the new track configuration up “The Gullet” to Inchicore can make for slow starts to
some runs. Trains starting from platforms 6-8 can take over a minute longer to Islandbridge
than those starting from platforms 2-5. Second, there is a generous margin added to the
timings between Heuston and Kildare to cover p.w. work during the line quadrupling
programme and the construction of new stations. This is understandable during a period of
prolonged and widespread engineering work, and as Martin observes, you can’t fault a driver
Milepost 30
57
April 2009
for keeping his booked time. The frustration is that, rather too often, I’ve had the experience
of ‘driving by the book’, with two or three minutes being lost on a slack booking when an
extra notch could have cancelled out the arrears. The paradox is that although line speeds
are higher than they were in the early 1990s, journey times are slower. The new hourly
service on the Cork line, for example, has a standard 79 minutes from Heuston to Thurles -,
a section for which the standard time was 69 minutes when the line limit was 90m/h and the
most powerful engines were the 071s.
Dublin – Limerick services
At the time of Martin’s visit, the Dublin – Limerick semi fast trains were probably the smartest
loco-hauled trains on the system. 071 locomotives appeared surprisingly often, schedules
were much more demanding than those of the hourly Cork expresses, and performance was
excellent. In retrospect, they provided very much an Indian summer in the last days of loco
haulage. Since the first of the Rotem railcars were based on Limerick for driver training and
mileage accumulation, these trains were among the earliest to go over to railcar operations
and at the time of writing in October 2008 only two services remain loco-hauled.
Railcars and Sligo/Rosslare services
In the final part of his article, Martin deals with the Dublin commuter area, where the major
growth over two decades has centred on Connolly station. Progressive electrification all the
way from Malahide and Howth to Greystones, track re-doubling from Clonsilla to Maynooth
and the opening of the Docklands Branch have produced near saturation, as Martin found
on his 20 August local travels. His experience of delays due to signal checks is fairly typical
– indeed fairly serious lateness can easily build up especially in the evening rush hour. At
present the long-closed Navan branch is being relayed from Clonsilla to near Dunboyne:
when this reopens in 2009, line occupancy will be even further stretched. Passenger
carryings are now quite spectacular at some times of the day: I’ve often shared Martin’s
experience of a solidly-wedged railcar where it was hard to find a window, let alone see a
milepost!
On the other hand, it’s very sad that traffic on the Rosslare route is so sparse beyond
Wexford, though custom at the intermediate stations continues to increase. I would forecast
that when the 2200 railcars are deployed on this route, passenger carryings will increase still
further, though the ferry traffic is I fear lost for good. As Martin observes, the sinuous and at
times sharply graded Rosslare line is a challenge to drivers, and recorders need not be put
off by a line speed as low as 70. The advent of GPS timing also gives a little more
opportunity to enjoy the spectacular scenery on a route which often reminds me of the West
Highland. Rosslare Europort is indeed a depressing place, but the most recent timetable
has one interesting service. The 15.45 dmu ex Limerick Junction, connecting out of the
14.00 Dublin – Cork, now offers a marathon journey via Clonmel, Waterford and Rosslare
(reversal at Europort) to Enniscorthy, connecting into the 20.05 Enniscorthy – Dublin
Connolly. 6½ hours is a very long time to spend going the long way round from The Junction
to Dublin by suburban DMU, but a cross-country route, still partly semaphore signalled, has
a charm of its own . And if you want to get to Dublin a little earlier, there is time to pause for
a snack at Waterford before the departure of the 18.25 direct service to Heuston.
The Sligo line was for many years a Cinderella service, and in the early 1990s it seemed to
be in danger of closure. Track renewal, and the cascading of 071 class locomotives from the
Cork line as the 201 class appeared, greatly improved both journey times and comfort.
When the ageing mark 2 coaches were finally replaced by suburban DMUs, as a stopgap
pending the arrival of new railcars, there were angry protests from regular passengers, and
traffic certainly suffered. Thankfully, since Martin’s 2007 visit, the 2900 railcars have been
almost completely redeployed from the Sligo services as more of the 2200 Rotem sets come
Milepost 30
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April 2009
into service. Traffic carrying has bounced back too. In terms of speed and comfort the
Rotems must be among the best vehicles ever to have run in Ireland – passed for 100m/h
running, bright, airy and with windows that actually line up with the seats! The last days of
loco-haulage on the Sligo line saw some quite spectacular running by drivers having a final
fling with the 071s. It will be interesting to see what kind of performance standards the new
railcars will set.
Summary
Events have, of course, overtaken Martin’s 2007 observations, with the delivery of almost
the complete run of 3 car Rotem units, and the arrival of the first of the 6 car intercity sets
which have first class accommodation and catering vehicles. The last of the mark 2 stock
has now gone – making Irish Rail’s passenger services now totally air-braked – and the
remaining loco-hauled main line services are shrinking fast. Irish Rail recently indicated that
all or part of their fleet of around 130 mark 3 coaches may become surplus to requirement in
the near future, though there are conflicting rumours about how many will be retained, and to
do what. It’s a sign of the times that three sets are currently stored out of use.
201-operated mark 3 push-pull sets are most often used on two Waterford turns, but can
appear elsewhere (typically on the 13.25 Heuston – Limerick and 17.10 Heuston – Athlone).
Though traditionalists like myself find them more interesting than DMUs, they have the great
drawback in being restricted to 70m/h – a consequence of the leading bogie design on the
driving trailers. When first introduced, such a speed limit was fairly academic, as the sets
were, of course, intended for suburban services, and the original motive power the rather
under-powered 121 class single cab GMs. On the other hand, at the time of writing there is
at least one set of mk 3p/p vehicles in operation without a driving trailer (and hence without
70m/h restriction), with train power supplied by a conventional mk3 generator van. Like
Martin, I have found considerable variations in speeds by push/pull sets on the Waterford
line – now the last route on which they find large-scale use as the “Rotem revolution” nears
completion. On a recent run on the 18.25 Waterford – Heuston time was comfortably kept
without exceeding 65m/h, and we still arrived a few minutes early in Dublin.
At the time of writing in October 2008, the Westport/Ballina services are now 100% DMU,
but it’s still possible to travel in a ‘traditional’ loco hauled train to Limerick, Galway, Waterford
and (just once a day) to Tralee. Additionally on the Mallow – Tralee shuttle service, Cork
based railcars in uncertain health are often covered by a 201-powered mk3 push pull set.
Amazingly, in view of a surplus of 201 class locos, 071 class locos still appear occasionally –
most often on either the 17.10 Heuston – Athlone or the 17.50 Heuston – Galway.
Visitors to Ireland, north and south, would be well advised to do some website homework on
fares. Both NIR and Irish Rail offer very good value on a range of rover tickets and day
return fares, and NIR offer a very cheap Freedom of Northern Ireland day ticket (available at
booking offices or from train conductors), as well as 1/3 off day return tickets within N.I. after
9.30a.m. As Martin suggests, the LUAS tram service is far and away the best means of
travel between Heuston and Connolly stations. If you have an interest in trams and a day to
enjoy them, a very cheap day rover can be bought from the automated ticket machines. The
Sandyford tram route is even laid on part of the former Harcourt Street – Bray railway line,
using not only part of the track formation, but some of the bridges as well.
A final word: Martin mentioned the excellence of the catering at Connolly station. Might I
suggest that “The Galway Hooker” on the concourse of Heuston station has the edge even
on Connolly? It’s carvery counter is run by a genial and extrovert chef, and it can always be
relied on to provide a quick, very substantial and reasonably priced meal before moving back
to the platforms to sample the menu of trains to time!
Milepost 30
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April 2009
Steam expresses at Rheine
by Malcolm Simister
Featuring big Pacifics on expresses, even bigger 2-10-0s double heading heavy freight
trains and mixed traffic 2-8-2s on almost anything, the Rheine – Emden and Norddeich line,
the Emslandstrecke, in northern Germany became a Mecca for some steam-starved British
railway enthusiasts in the mid-1970s.
When I first visited the line in September 1973 the wires had spread north from Műnster to
Rheine, but from there to Emden and Norddeich steam and diesel ruled with the magnificent
Class 012 three-cylinder, oil burning Pacifics hauling some of the principal expresses.
The 012s’ looks could not compare with those of, say, Merchant Navy, Duchess or A4 Class
Pacifics. Rather, they were rugged, practical and industrious, unmistakably German in
design and I found their energy, noise and presence magnetic. On my first journey behind
one I clocked 87 mph, fully five years after steam had finished on British Rail, but decline
was evident and on two subsequent visits to the line to time trains the maximum speed I
clocked dropped marginally but notably. Even so, 80 mph in Autumn 1974 on normal
service trains was worth going a long way for.
The trek from Britain was made even more worthwhile by the three-cylinder 043 oil burning
and 044 coal burning 2-10-0s double heading 4,000 tonne iron ore trains from Emden docks
en-route to the steel works of the Ruhr valley. The sight and sound of these trains was earth
moving, literally. Even the northbound empties were worth watching. I remember standing
on the road overbridge just north of Rheine station one still evening listening to an 043
gradually accelerating its train out of the freight yard about three kilometres to the south. It
passed Rheine station on the freight avoiding line working hard and thundered under the
bridge with its three-cylinder beat sending oil smoke and steam shooting skywards.
So it wasn’t just that there was steam on the Emslandstrecke, it was that there was steam
aplenty. Paradoxically, it was special because it wasn’t special. The locals didn’t bat an eye
at a steam locomotive hauling their train because it was just normal. By then in Britain the
only non-industrial steam was highly polished and trundled along branch lines at 25 mph;
nice but not real. Rheine was real steam, black, grimy and not especially loved by the
crews. Although I remember the end of steam on the Bournemouth line I never timed any
Bulleid Pacifics so, for me, Rheine was my last chance to time steam expresses in normal
service in Western Europe.
The Emslandstrecke is not a spectacular line and essentially runs flat and straight across the
north German plain. The slight grade northbound out of Rheine, I think, and the climb in
both directions out of Lathen were hardly severe tests. But mitigating against really fast
running was that German locomotives were equipped with speed recorders, so excessive
speeds such as those experienced during the final months of steam on the Bournemouth
line were unlikely. I certainly never experienced anything really extravagant, although there
are claims of speeds around 100 mph.
I have lost my original notebooks so the accompanying logs are taken from the logs I wrote
up from my notes soon after recording them when I calculated the speeds in mph.
Northbound – Table A
Run 1 was the first I made on the train of the day as far as timers were concerned,
Schnellzug (fast train) D714, a through train from Munich that left Rheine at 16.55. This
Milepost 30
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April 2009
Table A Rheine - Emden
Run
1
2
3
Locomotive
012 077-4
012 082-4
012 080-8
No. Coaches: Tare/ gross
Train No./ Time exRheine
7:261/275 tonnes
6:224/229 tonnes
10:385/402 tonnes
D714/ 16.55
D714/ 16.55
D1731/ 09.12
Sat 25 Aug 1973
vs
Sch Speed
Actual
19 Apr 1974
Sat 7 Sep 1974
vs
Sch
Actual
Date
Dist
miles
0.0
m:s
RHEINE
m:s
0:00
Actual
vs
Sch
Speed
mph
m:s
m:s
mph
18L
0:00
-
m:s
m:s
Speed
mph
0:00
1.4
Bentlage Box
2:42
48
3:29
3.4
Deves Box
5:31
60
4:51
63
5:59
54
4.9
Salzbergen
6:53
74
6:18
64
7:48
59
8.1
Mehringen Box
9:08
74
10:49
68
-
10.4
Leschede
11:17
14.4
Elbergen
15:04
16.0
Hanekenfahr Box
17:38
19.2
LINGEN
10:59
75
12:46
71/74
31
14:23
61*
16:10
65*
56/66
15:48
68/73
17:35
66
19:24
72
22:44
78
20:34
-2.34
18:58
-0.58
d
22:42
-2.42
20:16
-0.16
Holthausen
5.7
Geeste
6:43
9.5
Teglingen Box
9:39
MEPPEN
83/84
a
2.6
12.6
Sigs
4:28
40
64/78
4:22
68
76
6:32
73/74
24:47
77
84
9:48
72
27:53
77
30:34
65*
a
13:12
-0.12
13:27
-0.27
d
14:32
-0.32
15:03
1.03
3.1
Hemsen Box
4:36
64
4:49
56
33:17
68
6.4
Haren
7:29
76
7:55
70
36:08
72
11.8
Lathen
11:37
81/87
12:20
74
40:26
78
16.8
Klűse
15:19
76
16:28
74
44:20
75
19.5
Dörpen
17:32
74
18:50
68*
46:32
67*
22.7
Lehe Box
21:39
71
49:21
70
25.3
ASCHENDORF
78
23:51
71
51:54
73
28.6
PAPENBURG
54:53
80
70
22:16
a
25:40
+2.20
d
26:18
+2.42
28:09
-0.09
29:13
-0.13
3.9
Steenfelde
4:47
73
5:11
68
57:49
5.8
Ihrhove
6:22
77/84
6:42
72/73
59:24
67
Sigs
61
10.7
LEER
a
11:06
-0.06
11:32
-0.32
66:58
+1.02
d
12:42
+2.18
13:32
+1.28
71:34
-0.34
5.1
Neermoor
6:09
76
6:09
73
6:02
67
7.8
Rorichum Box
8:12
81
8:12
78
8:17
69
10.0
Oldersum
9:52
84
9:59
76
10:17
67
13.1
Petkum
12:13
83
12:35
74
13:04
68
16.7
EMDEN
17:03
16L
17:21
Sigs
-0.03
-0.21
18:56
-/34
+0.04
* Speed restriction. In the 'vs Sch' columns, '+' indicates a time better than schedule and '-' a time worse than
schedule
train’s timings were tight and 012 077-4 managed to very nearly keep all but one sectional
schedule. The one lapse was due to a signal check between Leschede and Elbergen,
caused by a southbound train clearing a single track section of line over a bridge.
Speeds higher than 80 mph were achieved on all sections with a maximum speed of 87 mph
between Lathen and Klűse. 012 077-4 romped over the 28.6 miles from Meppen to
Milepost 30
61
April 2009
Papenburg at 66.8 mph start-to-stop, partly due to only paying lip service to the speed
restriction at Dörpen. Indeed, except on the first section, the 012 nearly achieved ‘even time’
on all the other sections too: Lingen – Meppen 57.3 mph; Papenburg – Leer 57.7 mph; Leer
– Emden 58.6 mph. The run certainly whetted my appetite for more West German express
steam.
I recorded Run 2 on the same train with 012 082-4 just seven months later, but the run-down
condition of the 012s was becoming all too obvious by then and at no time did speed exceed
78 mph. The condition of the locomotive was indicated at Emden where a lot of steam was
leaking from the front of one of the cylinders. However, sectional times were not exceeded
by much despite the more modest speeds than in Run 1.
Run 3 was about a year after Run 1 on a significantly heavier summer extra train, number
D1731 leaving Rheine at 09.12. Running non-stop over 71 miles to Leer enabled 012 080-8
to achieve an average speed of 63.7 mph start-to-stop, just touching 80 mph once, in a lively
passage through Papenburg. Time was also kept to Emden, despite a signal check at
Emden Rangierbahnhof Box, thanks to the sectional timing being two minutes slower than
for D714. I witnessed another indication of the deteriorating condition of the 012s four days
later when I watched 012 080-8 leaving Emden en-route to Norddeich. There was
something wrong with valve settings or some other fault as the exhaust was two soft beats
followed by a very loud one. Clearly, minimum maintenance was being given to the
locomotives so the crews deserved credit that their steeds’ performances were still worthy.
Southbound – Table B
Run 4 was on Easter Monday 1974 when 012 061-8 had a heavier than usual load to
contend with on train D734, the 11.34 from Emden. The one-and-a-half minutes dropped to
Leer were recovered in a shorter than scheduled stop there and speeds in the mid-70 mph
range sufficed to maintain the schedule on the other sections. Two signal stops totalling
almost four minutes between Deves and Bentlage prevented an on-time arrival at Rheine.
Run 5 on the same train four days later was also quite a heavy load and 012 081-6 put up an
energetic performance, topping 80 mph before Leer. The sections from Papenburg to
Meppen (average start-to-stop speed of 64 mph) and from there to Lingen (56.8 mph) were
covered commendably faster than run 4, but a small drama followed. Recovering hard from
the pws at Hanekenfahr Box, the driver brought the train to a sudden halt straddling a level
crossing at Elbergen. Steam was pouring out from under the boiler and the driver and
fireman got down on to the track armed with a large monkey wrench to reconnect whatever
steam pipe had become disconnected. The fireman turned up the oil burner and blower to
maintain boiler pressure creating quite a spectacle of thick black smoke soaring into the air
and dense white steam enveloping the locomotive and its crew. After a few minutes, repairs
were complete and 012 081-6 roared on to Rheine at over 70 mph as though nothing had
happened!
Run 6 was my last steam hauled trip on the line on 13th September 1974, with an 042 twocylinder, oil burning 2-8-2 substituting for the usual 012. Despite being limited to 100 km/h
(62 mph), 042 113-1 maintained the 012s’ Eilzug (semi-fast) schedule by accelerating
vigorously and noisily away from stops, then cruising quietly at its maximum permitted speed
until braking for the next stop. The journey’s maximum speed of 64 mph was attained after
Hemsen and again before Teglingen. I had my head out of the open window for most of the
journey, ignoring the disapproving looks from the prim lady sitting across the aisle of the
‘silverfish’ carriage. I might not have done much for Anglo-German relations but I wanted to
experience to the full my last steam hauled run on a line that had given me so much
enjoyment.
Milepost 30
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April 2009
Table B Emden - Rheine
Run
4
5
6
Locomotive
012 061-8
012 081-6
042 113-1
No. Coaches: Tare/ gross
Train No./ Time exEmden
11:389/409 tonnes
9:330/341 tonnes
8:242/248 tonnes
Date
Dist
miles
0.0
D734/ 11.34
D734/ 11.34
E2738/ 18.36 ex-Leer
Easter Mon 15 Apr 1974
vs
Sch Speed
Actual
19 Apr 1974
13 Sep 1974
m:s
m:s
Actual
vs
Sch
Speed
Actual
vs
Sch
Speed
m:s
m:s
mph
m:s
m:s
mph
mph
EMDEN
0:00
3.5
Petkum
6:39
59
5:51
6.6
Oldersum
9:51
62
8:35
76
8.9
Rorichum Box
10:16
80
11.6
Neermoor
16.7
LEER
0:00
14:19
70/75
a
19:31
-1.31
d
20:50
+0.10
64
12:16
80/82
17:02
+0.52
19:15
+1.45
0:00
4.8
Ihrhove
6:18
66
6:27
70
5:56
57
6.8
Steenfelde
8:00
72/75
8:03
74/78
8:00
56/58
10.7
3.3
PAPENBURG
a
11:40
+1.20
d
13:08
+0.52
ASCHENDORF
a
5:36
59
11:36
+1.24
14:00
0
12:36
15:14
4:51
67
d
5:21
60 max
+0.39
5.9
Lehe Box
7:08
58*
3:34
62
9.1
Dörpen
10:57
72
10:01
71
6:40
61/63
Klűse
13:15
72
12:13
75
9:21
61/59/62
Sigs
33
11.8
16.8
Lathen
22.2
-
-1.14
4:49
a
17:16
73
16:20
74/78
Haren
21:38
75/77
20:43
75
6:14
66
25.5
Hemsen Box
24:22
72
23:26
74/77
8:29
60/64
28.6
MEPPEN
d
3.1
Teglingen Box
6.9
Geeste
10.1
Holthausen
12.6
LINGEN
3.2
16:23
a
28:07
+0.53
26:50
+2.10
d
29:09
+1.51
31:02
-0.02
+1.11
64 max/
57
5:06
8:49
68
7:54
70
8:53
62
67
10:06
71
11:26
60
a
14:36
+2.24
13:19
+3.41
d
18:26
+0.34
19:03
-0.03
5:50
pws
5:15
pws
42
Elbergen
7:46
58
#
8.8
Leschede
11:25
71
22:15
11.1
Mehringen Box
14.4
Salzbergen
16:00
15.8
Deves Box
Sig stop 3m 56s
17.8
Bentlage Box
RHEINE
14:49
11:04
4.9
19.2
-0.23
13:25
71
max
-
Hanekenfahr Box
15:31
-
48
Stop 9m 15s
66/71
59/64
28:03
64/71
-
-4.50
33:12
15:42
+1.18
4:25
pws
68
10.12
-/60 max
6:06
56/63
9:57
62
12:22
31:04
27:50
14:05
60
16:02
pws
25
18:08
pws
53
20:09
Sigs
63
22:36
-0.36
* Speed restriction. In the 'vs Sch' columns, '+' indicates a time better than schedule and '-' a time worse than schedule
# Train halted to repair locomotive
I last visited the line in 1976 when 042s, 043s and 044s were still working some freights,
including double-heading on some iron trains. They were still impressive but a sad sight was
Milepost 30
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April 2009
two 012s stored and going rusty in Rheine depot. The 012s were magnificent machines that
gave me enormous pleasure and I can still hear their fabulous three-cylinder roar as they
hurried D714 along to Emden. Happy memories!
Malcolm
Simister,
3
Goodwin
Street,
Glen
Iris,
Vic
3146,
Australia
msimister@netspace.net.au
Defensive Driving: a cross-channel view
Alan Varley
All European railway operators have adopted some form of train protection system,
from ERTMS downwards, and in many countries a higher level of safety-consciousness,
often linked to the constraints of the ATP systems used, has led to modifications in driving
technique. This is particularly true in France.
Concerning the observation of speed limits French drivers have historically been
subjected to tighter control than their British counterparts. Speedometers with paper-roll
speed recorders (the Flaman device) were fitted to French main-line locomotives right from
the beginning of the 20th century, and strict observation of speed limits has always been a
feature of running in France – with the corollary that limits on curves in particular could be
fixed less conservatively than in Britain. But at the same time, French drivers have always
enjoyed the benefits of effective air brakes, used in the past to good effect to cut braking
distances to a minimum. When I moved from (then) vacuum-braked Britain to air-braked
France, this was one of the features of French running that most struck me, and my early
French logs are peppered with comments like “Excellent stop - 59 secs brakes from 84
mph”.
However, all that has changed – and the name of the change is KVB
KVB stands for “Contrôle de Vitesse par Balise” – Speed Check by Beacon – and refers to a
system introduced at the beginning of the 1990s, following a series of three serious
accidents, one caused by a SPAD and one by failure to observe a TSR. KVB beacons are
installed at distant signals, 100 metres before home signals and buffer stops, and at the
warning boards and execution boards for PSRs. Temporary beacons are also installed for
TSRs. The KVB beacon sends a signal to a computer on board the train into which
information concerning train composition, overall speed limit, braking coefficient and length
has been loaded before the start of the journey. When a speed restriction warning board is
passed the computer calculates a braking curve to the start of the restriction. If the train
speed exceeds the calculated speed by more than 5 km/h the driver is given an audible
reminder, followed by emergency braking if he fails to react. Excesses over MPS trigger the
same sequence. When the train passes a yellow signal the procedure is slightly different.
Whereas in Britain a single yellow means “Next signal at danger – be prepared to stop
there”, in France it means “Approach the next signal at no more than 30 km/h so as to be
able to stop there”, or, on the case of a “Carré” (a double red signal which can in no
circumstances be passed, unlike the single red of a permissive block signal), “Approach the
next signal at no more than 10 km/h so as to be able to stop there”. So the beacon installed
in rear of the signal triggers a speed check by the on-board computer, with a warning if
speed is above 35 or 12 km/h at this point. (Quite separate from KVB, and very similar to the
20:10:0 system described by Virgin Driver is VISA: “Vitesse Sécuritaire d’Approche” – Safe
Approach Speed. This is a recommendation based on a 30/20/10 mnemonic: on approach to
a signal at danger speed should be reduced to 30 km/h at 300 metres, 20 at 200, 10 at 100.
More restrictive, therefore, than the 20/10/0, and much more severe than the mandatory 30
of the rule book and KVB.) A final refinement built into the KVB system is designed to
Milepost 30
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April 2009
counter the “Ding-ding and away” syndrome: whenever a train is at a stand for more than 3
minutes the KVB reverts to the yellow aspect situation, meaning that the next signal (even if
has been green all along) must be approached at no more than 30 km/h.
The introduction of KVB has had both a direct and an indirect impact on performance.
Directly, the 30 km/h approach to the next signal after a yellow can magnify the impact of a
signal check, for the on-board computer retains the “yellow” information even if in the
meantime the next signal clears. One can thus be treated to the frustrating experience of a
30 km/h crawl through a long section towards a visibly green signal. (On some busy
suburban lines a modification, KVBP, is being introduced; this uses coded signals
transmitted to the train through the running rails to update the on-board information and
allow the driver to accelerate when the signal clears). Similarly, the “yellow” status adopted
after a 3-minute stop can mean a long slow run out to a (green) signal positioned some way
from the platform end.
The indirect impact of KVB is due to the general “defensive” message linked to its
implementation, and perhaps to a carry-over in drivers’ minds from the way the system
works on the approach to signals and its application to speed restrictions. For the general
trend now is to brake very early for speed restrictions, and to come down to the prescribed
speed well before the start of the restricted zone – as if there was a speed check on the
approach, as for a signal. A Marseille driver of my acquaintance commented that adjusting to
KVB had been difficult for the “old-timers” (meaning the generation of drivers trained in preKVB days) because instead of braking at the last moment and releasing the brakes spot on
the start of the restriction they now had to slow down 200 metres earlier. In fact KVB for
speed restrictions does not impose such a cautious attitude; what is significant, though, is
that my driver friend and his colleagues believe that it does and act accordingly. There is
also a tendency for drivers to run slowly out to the first signal even when the KVB does not
show a restrictive aspect – just in case. In fact a few days before writing this I travelled on a
local train from Cannes to Nice on which each acceleration was marked by easings at 10
and 30 km/h, as if the driver was checking his KVB display before venturing into the next
speed range!
Running brake tests are now unknown in France, although in steam days (until the late 60s
and the generalization of electro-pneumatic brakes) they were obligatory, and caused some
puzzled/amused comments in British performance articles at the time. Now the boot is on
the other foot, for when RPS member Reinhard Douté circulated Virgin Driver’s text to some
EFF and SNCF colleagues it was the RBT that gave rise to most comment. One
correspondent found the RBT requirements “incredible”, while another offered an interesting
comparison with the situation in other European countries.
“The running brake test is not applicable in France. Here, it is simply recommended
that when the brakes are first used they should be applied sufficiently early. In Switzerland
on the other hand a RBT is mandatory (only for loco-hauled trains) in certain circumstances:
after departure from the originating station or after a change of direction, after modification of
the train’s composition, after driver relief, and also before a steep descent, before a terminal
station, and sometimes in conditions of powdery snow for trains formed with a majority of
disk-braked or composite-brake vehicles. In practice I have not seen this done often,
sometimes just a brief drop in train-pipe pressure, immediately restored. It is more
systematic only for steep descents – but here you have to brake sooner or later anyway.”
The same correspondent suggested that if the brakes had been tested by an RBT,
drivers were then justified in making full use of braking capacity, and quoted a recent
experience in Britain:
“Last spring I made a Sheffield-Manchester trip with my nose glued to the window. 75
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mph with a Pacer (a sort of bus on bogies, it’s rough and brakes badly), and a single yellow.
The driver ran a good 500 metres past the signal before braking, and stopped on the dot at
the home signal. He knew the road, he gave himself a sufficient braking distance, but without
much margin. In other words, once you’ve tested the brake in all possible situations, you
have the right to assume it works properly.”
He contrasted this with recent French trends:
“Fixing clear landmarks is quite useful, (provided it doesn’t level performance down
too much). Just now in Austerlitz, a modernised Corail train with 14 coaches: the train wasn’t
yet half-way into the platform and we were already down to 10 km/h. And it wasn’t the KVB
that prevented us from doing better.”
His conclusion:
“There would be a lot more to say about the chapter on brake tests! I’m happy to
know we are not the worst.
But we should pay tribute to the efforts made in Britain to combat the SPAD risk
(about 330 incidents annually); these brake tests are the wrong answer to the right
question.”
The other aspects of “defensive driving” struck a chord, and one French railwayman
viewed developments in Britain as an export from France.
“Early braking and very slow approaches to signals at danger (and also slow starts
from stations up to starter signals) seem to have spread outside our frontiers (VISA reviewed
– British style). Luckily Eastern Europe (broadly defined) has held out against this, so far at
least.
The extension of defensive driving techniques was generally seen as a worrying
trend that would have a negative impact on overall system performance (though no doubt
the people who saw this text were a group likely to share a dynamic approach to railway
operation). One conclusion was a tribute to British achievements and a plea, that most RPS
members would surely support, for more positive attitudes.
“If even the British rail system is downgrading its operating performance levels (which
were still very reasonable in the context of a dense network with a lot of flat junctions) there
is really cause for concern. When will those involved develop a collective awareness and try
to stop this disquieting trend? … I believe the rail operator and infrastructure authority have
common interests in this field (even though their motivations may be fundamentally
different).”
LETTERS
Dear Editor,
I have just returned from my first trip from Taunton to Cardiff and back with FGW's Top and
Tail Class 67s. The load is 4Mk2 air con and a dead 67.
A conductor trainer was on board, who was a train manager in my days at Exeter, so I asked
him for the definitive reason why short formation (6 coaches and fewer) speed restrictions do
not apply to these trains, a question I had posed in my Milepost article concerning Dawlish
Carnival Class 67s. He took me to the rear Class 67 and showed me the statistical panel.
Weight 90tonnes. Brake Force 78. This is in far higher proportion than a Class 47 and
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April 2009
indeed in a higher proportion than normal coaches, so '4+dead 67' is a genuine 'equal to
seven'.
For the record, the running was entertaining with a few 92s with eleven intermediate station
stops each way, on Class 142 timings I think. Station stops were excruciatingly slow,
although understandable for EWS drivers in the second week of operation calling at
unfamiliar stations.
Yours sincerely
John Heaton
Dear David,
Back numbers of Milepost can sometimes be interesting reading: the fast 91 run logged by
David Adams was also timed by me and appeared in my summary of the early days of Class
91 operation on the ECML in Milepost 12¾ , January 1992, where it was presented in the
context of the rather chaotic conditions that prevailed in those first months, with lots of late
starts, short formations, and high speeds. I quite agree with David that the loco probably had
a speedo over-reading by 7, but our speed recordings don't always precisely agree: I think
the driver was working to 125 most of the way but did a burst at 130 up Stoke, as I recorded
steady 131/132 speeds between Hitchin and Holme, Offord excepted (in fact I noted on the
log that it was probably 131.5-132.5 on the basis of the averages), and I then had an
average of over 136 from Greatford to Little Bytham, with a possible 138 max on the easing
after Essendine. An exceptional run, certainly, but not entirely untypical of what could
happen at that time.
On another note, I did record a couple of 90 max with the Scotch sleeper on the Bristol line but in the northbound direction, where the gradient down from Rangeworthy provides better
opportunities. I only travelled southbound on it once, but had 7 or 8 runs northbound, with
Peaks, 47s and even a 50 on one occasion. On 16/9/81 45142 with 15 on just touched 90 at
Charfield, and a couple of years later (9/9/83) 50039 on 15 got up to 93 at MP 110.
Best wishes
Alan
Many thanks to Alan for pointing out that these runs were being published at the time. For
those interested, limited copies of Milepost 12¾ are available - Ed
David,
We should be grateful to Network Rail for erecting the 'Access Point Information' boards as
they give valuable distances and therefore additional timing points. I presume their
purpose is to eliminate ambiguity for track and telecoms workers. Since I noticed their
existence, I have tried to list those which provided readily identifiable locations for timing
purposes. The timing points with asterisks in my two logs on Page 240 of Milepost 29¾
which Martin printed are from these boards. I have however no knowledge how accurate the
distances given are, other than that the calculated average speeds appear consistent. On
the WCML the boards give distances in miles and yards. The revised, very detailed, mileage
charts being produced largely provide all this information anyway.
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April 2009
It is ironic that the TOC's have removed mileages from the WTT's on the grounds that it is
commercially sensitive information, but it can now be read by anyone on the ground who
cares to bother!
Please note that the time at Blackford Crossing on the down run with 390049 is wrong, as
the high average speed illustrates. The error was spotted after I sent the log to Martin. There
is a more prominent farm road to the south which was taken in error.
Regards,
Sandy Smeaton
Readers may have noted that there was a discrepancy between the RPS mileage charts and
the sign at Fernhill Heath.
Ian Umpleby comments:
First of all 123m 13ch appears in the current Sectional Appendix as an un-named telephone
location. My personal chart has the FB at 123m 14ch so unless the access point is by the FB
the mileage may well be correct. The asterisked entries in Sandy's Carlisle-Glasgow log do
not appear in the Sectional Appendix.
I have never seen any of these signs so was a bit open-mouthed when seeing the photo in
MP. I shall now be on the lookout but whether they will be of any use remains to be seen.
The suspect distances on the Carlisle-Glasgow line are bad enough without more signs
potentially clouding the issue.
Best wishes
Ian Umpleby.
Dear David,
I am always delighted to see steam logs from the Bournemouth area, where I was born and
lived for many years, until almost the end of steam. If I may be allowed a little "nit picking",
my eyes fell on run 1, and immediately noticed that either the number of coaches or the
tonnage was wrong. I suspect that there were the usual 12 coaches. From my knowledge
of the route, I would put the net times for the first 3 runs to Southampton as 76, 76¾ and
78½ minutes respectively, all very good figures, with excellent climbs to M.P. 31 and fast
downhill running. On to Bournemouth I estimate the net times for the first two runs as 31¼
and 30½ minutes. I was surprised to see that there was a 15m.p.h. t.s.r. at Brockenhurst on
the first run, as I was on the 7.30p.m. ex Waterloo that day and, with Driver Ron Rabbetts
we had my fastest time to Brockenhurst, 3 seconds under 15 minutes, with only 6 coaches,
and a fast start was made. I am surprised if the slack was only through the station, most
unusual. Although Ron turned a 6½ minute late departure from Southampton, where the
train was divided, into a minute early into Bournemouth, he did not ignore restrictions,
braking from the line limit of 85 after Hinton to exactly the prescribed 60 through
Christchurch. The time of 1 minute 21 seconds from Beaulieu Road to Woodfidley Gates on
Mr. Dunkley's log looks suspect. I never recorded a time there, but did, of course, at
Brockenhurst. All Mr. Dunkley's down speeds through Christchurch look high. On one of
my runs in David Winkworth's Bulleid book I see that 83 is quoted, but I have checked my
log, and find that speed fell from 83 to 78 at Christchurch. I recall, but haven't found the log
recently, passing Christchurch at 82. It was a summer Saturday, probably on the 6.30 ex
Waterloo, including an ex L.N.E.R. coach in which I travelled, and it was very comfortable!
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April 2009
Going up, the runs to Southampton were nothing special, with net times of 32¾ and 34½
minutes, but from Southampton they were quite good. On run 5 it looks as if the time at
Vauxhall should be 79m. 28s. - 2 minutes into the terminus would be hair-raising! The
Belle's net time was 81 minutes.
On the West of England runs, just 2 coaches were detached at Sidmouth Jct. on the down
run but over 40% of the weight of passengers and luggage was lost there! In commenting
on the 2 locos going up, 35030 had just been rebuilt and so would have been in fine fettle,
but the condition of 35003 might not have been quite so good. Anyway, a sample of one,
and with different crews, is meaningless! (I do have a statistical qualification.)
Yours sincerely,
Michael Hedges
Martin Barrett replies:
Run 1 - definitely 12 coaches - typing error on my part
- 15mph at Brockenhurst - original rather vague here. after 75 mph at Woodfidley,
says max 62mph followed by 15mph Brockenhurst. I suspect 15mph was sig check before
Brockenhurst, but what 62mph max refers to I am not sure.
the time Beaulieu Road to Woodfidley probably a few seconds out as av =75.5mph - far too
high, but that's what the log says.
In the up direction agree that Vauxhall 1 minute out - I miscalculated averages when
checking log, but that is what the log says again.
As regards West of England, the loads put down exactly as stated - as MH says almost
definitely incorrect.
As I mention in the last article in the series it is more Sherlock Holmes than CJA.
Martin
Thanks to Mark Warburton and David Lloyd Roberts for pointing out that the gradient south
to Wickwar Tunnel is 1in281, and not 1in181 as stated in the South Wales Explorer article. I
deliberately chose the GW profile, rather than the LM one, as that was the route taken by the
trains. The LM profile clearly showed 1in281, but was less distinct in the GW version.
Perhaps gradients were always more dramatic on the GWR! ..... Ed
NEWS ALERT
A train timing column has been introduced into Modern Locomotives Illustrated. The
magazine is published every two months by Ian Allan and is edited by Colin Marsden to
Colin's usual high standard of pictorial and technical content. Costing £3.95, the current
edition features Class 58s and the next two will cover APT/Blue Pullmans and Class 24/25s.
The column is written by an RPS member under the nom-de-plume Neville Hill and contains
references to the RPS, especially the archive. Under the present arrangements, the fee will
be payable to the society.
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April 2009
NETWORK DEVELOPMENTS – IAN UMPLEBY
Work on the WCML south of the border is virtually complete for the time being with Bletchley
(southbound) still awaiting attention. Weekend closures continue in Scotland so maybe
some further speed relaxations will take place. One almost unbelievable aspect of the Route
Modernisation is the need for all northbound expresses using the Fast Line to slow to 50
mph over the Fast/Slow connection at Colwich whereas the Slow Lines are passed for 90
mph! One welcome development is the large signs appearing at such locations as Lichfield
North Junction detailing the distances in miles/yards.
In the South of England it appears that the 1/30 ascent from Folkestone Harbour has seen
its last train. In complete contrast trains have returned to the slow level tracks of
Southampton East Docks for cruise passengers. Expansion of the Falmouth branch service
will take place in May with the commissioning of Penryn loop just outside the station.
Another attempt is to be made to construct the “Tesco” tunnel at Gerrards Cross following its
partial collapse a year or two back. The work to close Statford Low Level and transfer
services to new platforms on the Tottenham Line was cancelled at the last minute at
Christmas and should now be done at Easter. Moorgate to Farringdon and Blackfriar’s
terminal platforms have closed as work resumes on the Thameslink 2000 project. The
Cotswold line will see a lengthy closure through the Summer period to enable re-doubling
work to take place. Work has started on the 1½ mile passing loop at Axminster.
In the Midlands closure of the gap in the three track section between Harrowden Junction
and Kettering is now underway. Corby has had a token reopening with one train each way
daily; hopefully enough the stock to provide the hourly service to St Pancras will be available
by the time this Milepost is received. East Midlands Parkway opened in January.
In Wales a start on the resignalling scheme in the Newport area is due shortly. One major
aspect of this is the complete remodelling of Severn Tunnel Junction this Christmas, with the
Gloucester/Paddington junction being relocated to the west side of the station, thereby
allowing higher speeds for Paddington services. Merthyr Vale loop should be fully
commissioned in May to allow a half-hourly service over the Merthyr branch. The Welsh
Highland Railway’s reopening in full has had to be deferred to Autumn, although Beddgelert
will be reached on April 7th and a temporary terminus at the foot of the Aberglaslyn Pass in
May.
In the North of England a new station at Buckshaw, between Chorley and Euxton Junction is
said to be opening in May; Lostock Junction has been remodelled for higher speeds. After
decades of neglect the humble milepost is seeing a resurgence in West/South Yorkshire.
Sheffield to Leeds via Barnsley now has virtually every quarter milepost installed. The best
of the old have been kept but any dilapidated posts have been duplicated with new ones and
gaps filled. Series junction mileposts have also been erected. The mish-mash of mileposts
between Penistone and Barnsley has been removed and brand new mileposts erected on
the north side; the line has been completely remeasured from Barnsley Junction, Penistone
and the former adjustment east of Dodworth (1970s M1 deviation) eliminated. Other lines
have had gaps filled, sometimes with home-made wooden posts.
In Scotland doubling work around the Stewarton area of the Glasgow to Kilmarnock is
currently underway. The junction with the Ladybank line at Hilton Junction, Perth was
upgraded to allow higher speeds in January.
Over the Irish Sea the Dumboyne Commuter line from Clonsilla, Dublin is now under
construction. The opening of the (Cork)- Midleton line is now deferred to “Summer” with the
Ennis to Athenry reopening at a similar time. The Interconnector scheme from Dublin
Heuston to the DART lines near Connolly is to go ahead despite the financial situation. In
Northern Ireland authority was given in February for the complete relaying of the track
between Coleraine and Londonderry.
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April 2009
SWT DESIROS - Baard Covington
It has come light that the SWT Desiro classes 444 and 450 are based on an original design
that can produce 1500Kw at the rail with a current draw of around 2700A per unit. The AC
versions - classes 350 and 360 produce 1550Kw with the same current consumption.
Gearing - motors -gearboxes are identical to all variants.
However, SWT specification requested that current draw be limited to 2000A per 444 or 450
unit due to the inadequate 3rd rail power supplies. This lowered power at rail (Siemens best
estimate) to 1200-1300KW. However, following testing, SWT and network rail requested that
current draw be lowered to a minimum level.
Class 444 are capped at 1800A current draw, whilts Class 450 are capped at 1500A. The
traction system has been reprogrammed to draw what is considered to be the minimum
required for each class to maintain their respective timetables.
Therefore Siemens best estimate of power at rail for Class 450 is only 1000KW, while a 444
somewhere between 1100 to 1200KW.
It appears the lighter 450 units have a higher power to weight ratio than 444, explaining
their slightly superior lower speed acceleration over 444's
However the 444's have higher installed power, which may go some way to explaining why
they appear to perform better in the higher speed range than the 450's.
Siemens says it is aware that similar limitations apply to Electrostar stock operating on the
3rd rail DC network.
This explains why AC versions of Desiro are far quicker than DC versions , even though we
were originally told that they have the same 1500KW power rating.
TOO MUCH INFORMATION?: 2
Ideal for the recorder who uses GPS and sundials, this useful information is located on the
northbound platform at Church Stretton.
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April 2009
SATURDAY 9TH MAY 2009
ANNUAL GENERAL MEETING
CREWE
Speaker: David Stannard
A performance study of a decade of change on the Crewe to Manchester line
THURSDAY 25TH JUNE 2009
BRISTOL MEETING
1700 in GWRSA club
SATURDAY 4th JULY 2009
MASS TIMING DAY
Paddington to Reading
Plus
Reading to Banbury/Moreton-in-the Marsh OR Reading to Bedwyn/Basingstoke
See Page 11 for further details
TUESDAY 28TH JULY 2009
LEEDS MEETING
1700 in the Grove Inn
SATURDAY 3RD OCTOBER 2009
RPS OPEN DAY AND TIMING WORKSHOP
LONDON
Including GPS for starters and improvers
STILL WANTED!!!!
Meetings Organiser
Wanted for 2010 AGM – still no offers
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April 2009