I too remember seeing a handful at Kings Cross working ECS, on visits in 1962/63. Also saw one (D8218) at Liverpool Street in 1963, which may have been the station pilot that day.
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Peter Sarf
Established Member
Yes it was a carriage heating unit when I saw it ADB968..... is in my head. Think I was on my way way to Stratford from Liverpool Street.
that would have been 1974 or later and I was chasing the only one left iirc.
NorthWestRover
Established Member
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Wednesday 30th November 1988
50036 Oxford to Paddington (13.00 Oxford to Paddington).
And off to see Phantom of the Opera.
50036 Oxford to Paddington (13.00 Oxford to Paddington).
And off to see Phantom of the Opera.
xotGD
Established Member
- Joined
- 4 Feb 2017
- Messages
- 6,080
Well at least you got to enjoy the Hoover!
Wednesday 30/11/77
With a day off from college, I put my Zone F Bullseye ticket to good use:
46042 1123 York – Leeds
45028 1224 Leeds – Skipton
45041 1514 Skipton – Leeds
46042 1735 Leeds – York
45019 1906 Leeds – York
… and I thought that was that, but the 1805 Newcastle – Liverpool was running late, and we made an unscheduled connection into it at York:
40151 1925 York – Leeds
DMU Leeds – York
… and this time I was sure that everything was over for the day, until I saw my pet class 40 on the 2150 to Shrewsbury:
40069 2150 York – Leeds
DMU Leeds – York
I couldn’t afford to take 40069 through to Stockport and back, as money was tight, so I had to abandon it at Leeds and come home. Still, a good way to round off the day.
Monday 30/11/81
85033 2055 Euston – Crewe
… the beginning of another overnight move …
Tuesday 30/11/82
I was at York station and the 1600 Scarborough – Liverpool was announced as delayed, and 40086 was lurking, looking as if it might be the replacement loco, so I hung around. 45007 rolled in, and was promptly removed due to a brake pipe issue (the train was running on the single pipe system). 40086 attached, and away we went:
40086 1654 York – Liverpool Lime Street, 15’ -> 22’ late.
Then the long journey home …
45136 2040 Liverpool Lime Street – York
Wednesday 30/11/88
Some kind soul in Railfreight Distribution HQ had arranged a series of office outings via Dover to Dunkerque and return on the “Nord Pas de Calais” train ferry (or the “Corporate Yacht” as it was disparagingly known in some circles). I’m sure the timing of theseduty-free purchasing opportunities educational experiences a few weeks before Christmas was entirely coincidental. It was going to be a long day …
90011 0452 Crewe – Birmingham New Street
150 133 Birmingham New Street – Sandwell & Dudley
90003 0704 Sandwell & Dudley – Euston
1555 + 1612 1020 Victoria – Dover Western Docks
“Nord Pas de Calais” Dover Western Docks – Dunkerque and return
3180 +1532 2029 Dover Western Docks – Faversham
1610 + ? 2124 Faversham – Victoria
Thankfully for our journey back to Crewe we had been booked FC sleepers on the Manchester portion of the Splitter from Euston, which even produced a Roarer:
85019 2359 Euston – Stafford
(Thursday 01/12/88)
86210 0205 Stafford – Manchester Piccadilly via Stoke
86412 0718 Manchester Piccadilly – Crewe
Saturday 30/11/96
46229 0615 Euston – Glasgow Central via Northampton
47772 was tucked inside 46229, and assisted into the loop at Beattock Summit, and thereafter intermittently to Glasgow Central.
Yes, that really is 46229 not 86229!
With a day off from college, I put my Zone F Bullseye ticket to good use:
46042 1123 York – Leeds
45028 1224 Leeds – Skipton
45041 1514 Skipton – Leeds
46042 1735 Leeds – York
45019 1906 Leeds – York
… and I thought that was that, but the 1805 Newcastle – Liverpool was running late, and we made an unscheduled connection into it at York:
40151 1925 York – Leeds
DMU Leeds – York
… and this time I was sure that everything was over for the day, until I saw my pet class 40 on the 2150 to Shrewsbury:
40069 2150 York – Leeds
DMU Leeds – York
I couldn’t afford to take 40069 through to Stockport and back, as money was tight, so I had to abandon it at Leeds and come home. Still, a good way to round off the day.
Monday 30/11/81
85033 2055 Euston – Crewe
… the beginning of another overnight move …
Tuesday 30/11/82
I was at York station and the 1600 Scarborough – Liverpool was announced as delayed, and 40086 was lurking, looking as if it might be the replacement loco, so I hung around. 45007 rolled in, and was promptly removed due to a brake pipe issue (the train was running on the single pipe system). 40086 attached, and away we went:
40086 1654 York – Liverpool Lime Street, 15’ -> 22’ late.
Then the long journey home …
45136 2040 Liverpool Lime Street – York
Wednesday 30/11/88
Some kind soul in Railfreight Distribution HQ had arranged a series of office outings via Dover to Dunkerque and return on the “Nord Pas de Calais” train ferry (or the “Corporate Yacht” as it was disparagingly known in some circles). I’m sure the timing of these
90011 0452 Crewe – Birmingham New Street
150 133 Birmingham New Street – Sandwell & Dudley
90003 0704 Sandwell & Dudley – Euston
1555 + 1612 1020 Victoria – Dover Western Docks
“Nord Pas de Calais” Dover Western Docks – Dunkerque and return
3180 +1532 2029 Dover Western Docks – Faversham
1610 + ? 2124 Faversham – Victoria
Thankfully for our journey back to Crewe we had been booked FC sleepers on the Manchester portion of the Splitter from Euston, which even produced a Roarer:
85019 2359 Euston – Stafford
(Thursday 01/12/88)
86210 0205 Stafford – Manchester Piccadilly via Stoke
86412 0718 Manchester Piccadilly – Crewe
Saturday 30/11/96
46229 0615 Euston – Glasgow Central via Northampton
47772 was tucked inside 46229, and assisted into the loop at Beattock Summit, and thereafter intermittently to Glasgow Central.
Yes, that really is 46229 not 86229!
D6130
Established Member
MONDAY 30th NOVEMBER 1981:
After an overnight in London with my girlfriend, I made my way to Euston in the afternoon to join some of my office colleagues on the eagerly anticipated free first class APT-P trip back to Glasgow....complete with a three course dinner (Staff training, don't you know?
):
16 32 Euston-Glasgow Central: 370 006+SC49003+370 002
20 24 Motherwell-Dalmuir: 303 052 Glasgow Central LL-Hyndland
An excellent trip - although sadly all in darkness. The first sitting of dinner was reserved for those alighting at Preston (the only stop), after which I and my colleagues made our way to the restaurant car. After dinner, those who wished to do so, were invited through to the cab in pairs and it was an interesting experience walking through the gangway between the tilt mechanism of the leading bogie as it snaked its way down the Clyde valley at considerably more than the maximum permitted speed for loco-hauled trains. The Polmadie driver and traction inspector were very welcoming, enthusiastic and informative, but we had a near-miss with a teenager standing on the platform edge at Carluke. At least it proved that the horn worked very loudly!
On arrival at Glasgow Central, we were all congratulating ourselves that the troublesome tilt mechanism had functioned perfectly on this occasion....until one of the stewardesses approached us in tears. Apparently the tilt mechanism on the restaurant car had failed to operate coming round the Eglinton Street curve on the approach to Glasgow Central....sending all the crockery, glasses, cutlery and staff flying across the carriage.
After an overnight in London with my girlfriend, I made my way to Euston in the afternoon to join some of my office colleagues on the eagerly anticipated free first class APT-P trip back to Glasgow....complete with a three course dinner (Staff training, don't you know?
):16 32 Euston-Glasgow Central: 370 006+SC49003+370 002
20 24 Motherwell-Dalmuir: 303 052 Glasgow Central LL-Hyndland
An excellent trip - although sadly all in darkness. The first sitting of dinner was reserved for those alighting at Preston (the only stop), after which I and my colleagues made our way to the restaurant car. After dinner, those who wished to do so, were invited through to the cab in pairs and it was an interesting experience walking through the gangway between the tilt mechanism of the leading bogie as it snaked its way down the Clyde valley at considerably more than the maximum permitted speed for loco-hauled trains. The Polmadie driver and traction inspector were very welcoming, enthusiastic and informative, but we had a near-miss with a teenager standing on the platform edge at Carluke. At least it proved that the horn worked very loudly!
On arrival at Glasgow Central, we were all congratulating ourselves that the troublesome tilt mechanism had functioned perfectly on this occasion....until one of the stewardesses approached us in tears. Apparently the tilt mechanism on the restaurant car had failed to operate coming round the Eglinton Street curve on the approach to Glasgow Central....sending all the crockery, glasses, cutlery and staff flying across the carriage.
Fascinating stuff - thanks for sharing.MONDAY 30th NOVEMBER 1981:
After an overnight in London with my girlfriend, I made my way to Euston in the afternoon to join some of my office colleagues on the eagerly anticipated free first class APT-P trip back to Glasgow....complete with a three course dinner (Staff training, don't you know?
16 32 Euston-Glasgow Central: 370 006+SC49003+370 002
20 24 Motherwell-Dalmuir: 303 052 Glasgow Central LL-Hyndland
An excellent trip - although sadly all in darkness. The first sitting of dinner was reserved for those alighting at Preston (the only stop), after which I and my colleagues made our way to the restaurant car. After dinner, those who wished to do so, were invited through to the cab in pairs and it was an interesting experience walking through the gangway between the tilt mechanism of the leading bogie as it snaked its way down the Clyde valley at considerably more than the maximum permitted speed for loco-hauled trains. The Polmadie driver and traction inspector were very welcoming, enthusiastic and informative, but we had a near-miss with a teenager standing on the platform edge at Carluke. At least it proved that the horn worked very loudly!
On arrival at Glasgow Central, we were all congratulating ourselves that the troublesome tilt mechanism had functioned perfectly on this occasion....until one of the stewardesses approached us in tears. Apparently the tilt mechanism on the restaurant car had failed to operate coming round the Eglinton Street curve on the approach to Glasgow Central....sending all the crockery, glasses, cutlery and staff flying across the carriage.
I wonder what the WCML would be like now if BR had continued to develop the APT?
D6130
Established Member
225 km/h (140 mph) perhaps?
30/11/96
158xxx Norwich - Peterborough
86424 Peterborough - Edinburgh
55022 Edinburgh - Berwick-upon-Tweed
37702 Berwick-upon-Tweed - Newcastle
86430 Newcastle - Peterborough
158xxx Peterborough - Ely
RRB Ely - Norwich
The Deltic Deliverance tour which turned into the Deltic Barbecue at Berwick.
158xxx Norwich - Peterborough
86424 Peterborough - Edinburgh
55022 Edinburgh - Berwick-upon-Tweed
37702 Berwick-upon-Tweed - Newcastle
86430 Newcastle - Peterborough
158xxx Peterborough - Ely
RRB Ely - Norwich
The Deltic Deliverance tour which turned into the Deltic Barbecue at Berwick.
Techniquest
Veteran Member
If I was to hazard a guess, I'd probably suggest BR would have ended up bankrupt with continuing the development! Might we have had such a successful career for the HST if BR had continued burning money on a doomed project?
I love the concept of the APT, it would have been amazing. As the other gentleman's post confirmed though, tilting technology just wasn't meant to be for the UK at the time. I have to say that I felt sorry for the staff in the vehicle which didn't have properly functioning tilt, that sounded painful!
xotGD
Established Member
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- 4 Feb 2017
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- 6,080
Another blank day from me.
I remember when they were performing some sort of trials with the APT on the racetrack north of York. A pair of 37s gave it a good old shove then let go. Testing aerodynamics? Or brakes? Not sure.
This would happen in the early hours, then the 37s would drag the APT back to Heaton.
I remember when they were performing some sort of trials with the APT on the racetrack north of York. A pair of 37s gave it a good old shove then let go. Testing aerodynamics? Or brakes? Not sure.
This would happen in the early hours, then the 37s would drag the APT back to Heaton.
NorthWestRover
Established Member
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- 24 Aug 2018
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- 1,462
Thursday 1st December 1988
After the theatre night and then some sightseeing in London...
50030 Paddington to Oxford (16.07 Paddington to Oxford).
Tuesday 01/12/81
86240 0011 Crewe – Stockport
40068 0059 Stockport – York via Guide Bridge
47205 0410 York – Kings Cross
By this time, the York – Shrewsbury and return were usually 47/4s, so when I heard a class 40 was allocated I had to give it a go. The route via Guide Bridge is significant too, as the section between Guide Bridge and Stalybridge had until recently only been suitable for DMU use, but following track / bridge works the line was now cleared for loco hauled trains. (Can anybody put a date on when this happened?).
After that is was a snooze behind a steam heat 47 all the way to Kings Cross.
Later that same day I was required to work a night shift at Willesden PSB. I made my way to Highbury & Islington to catch the usual North London Line EMU to Willesden Junction when I found the station awash with Liverpool football supporters, on their way home from a match against Arsenal. Sure enough, there was a footex occupying the platform. I had a word with the driver, and was invited to join him and his mate for the run to Willesden:
47007 2158 Highbury & Islington – Willesden 101 signal (City Goods Line).
As the loco change took place just outside the PSB, it saved me a walk!
Sunday 01/12/96
The previous day we had travelled with 46229 all the way from Euston to Glasgow Central. The plan for today was to run from Glasgow Central to York via the ECML:
46229 1100 Glasgow Central – York
47772 assisting Dunbar to Berwick upon Tweed, Cramlington to Manors, Boroughbridge to York.
We set off 15 minutes late, and were 190 minutes late into York. It wasn’t the finest of runs, with everything and everybody running out of puff to some degree.
At York the train was re-engined to yet another 47:
47721 1942 York – Kings Cross
I was a bit late getting home that night …
Wednesday 01/12/99
I had to make a trip to Doncaster for work. The ECML was having one of those days:
43179 + 43188 0605 Reading – Paddington
91011 0705 Kings Cross – Doncaster, 30’ -> 45’ late.
The 0615 Kings Cross - Edinburgh had been cancelled, with passengers put onto the 0700 to Edinburgh instead. That made it as far as Stevenage before failing. We overtook it (and were delayed by it) on the late-running 0705 Leeds. When I arrived at Doncaster it was shown on the screens as 112’ late.
I chose my train home carefully, as there was a required class 90 about:
90040 1310 Doncaster – Kings Cross
This was the 1240 Leeds – Kings Cross, calling additionally at Doncaster and Peterborough in lieu of the 1130 Newcastle – Kings Cross which was cancelled, the inward working (0730 Kings Cross – Newcastle) having been extended to Edinburgh in lieu of the 0615 / 0700 ex Kings Cross. I was happy to rake in a new class 90 for haulage amidst the chaos.
Now, how about a little fill-in on the Gatwicks:
73213 1530 Victoria – Gatwick Airport
73208 1605 Gatwick Airport – Victoria
73212 1645 Victoria – Gatwick Airport
73211 1720 Gatwick Airport – Victoria
I required 73211. Time to go home:
43020 + 43003 1845 Paddington – Reading
86240 0011 Crewe – Stockport
40068 0059 Stockport – York via Guide Bridge
47205 0410 York – Kings Cross
By this time, the York – Shrewsbury and return were usually 47/4s, so when I heard a class 40 was allocated I had to give it a go. The route via Guide Bridge is significant too, as the section between Guide Bridge and Stalybridge had until recently only been suitable for DMU use, but following track / bridge works the line was now cleared for loco hauled trains. (Can anybody put a date on when this happened?).
After that is was a snooze behind a steam heat 47 all the way to Kings Cross.
Later that same day I was required to work a night shift at Willesden PSB. I made my way to Highbury & Islington to catch the usual North London Line EMU to Willesden Junction when I found the station awash with Liverpool football supporters, on their way home from a match against Arsenal. Sure enough, there was a footex occupying the platform. I had a word with the driver, and was invited to join him and his mate for the run to Willesden:
47007 2158 Highbury & Islington – Willesden 101 signal (City Goods Line).
As the loco change took place just outside the PSB, it saved me a walk!
Sunday 01/12/96
The previous day we had travelled with 46229 all the way from Euston to Glasgow Central. The plan for today was to run from Glasgow Central to York via the ECML:
46229 1100 Glasgow Central – York
47772 assisting Dunbar to Berwick upon Tweed, Cramlington to Manors, Boroughbridge to York.
We set off 15 minutes late, and were 190 minutes late into York. It wasn’t the finest of runs, with everything and everybody running out of puff to some degree.
At York the train was re-engined to yet another 47:
47721 1942 York – Kings Cross
I was a bit late getting home that night …
Wednesday 01/12/99
I had to make a trip to Doncaster for work. The ECML was having one of those days:
43179 + 43188 0605 Reading – Paddington
91011 0705 Kings Cross – Doncaster, 30’ -> 45’ late.
The 0615 Kings Cross - Edinburgh had been cancelled, with passengers put onto the 0700 to Edinburgh instead. That made it as far as Stevenage before failing. We overtook it (and were delayed by it) on the late-running 0705 Leeds. When I arrived at Doncaster it was shown on the screens as 112’ late.
I chose my train home carefully, as there was a required class 90 about:
90040 1310 Doncaster – Kings Cross
This was the 1240 Leeds – Kings Cross, calling additionally at Doncaster and Peterborough in lieu of the 1130 Newcastle – Kings Cross which was cancelled, the inward working (0730 Kings Cross – Newcastle) having been extended to Edinburgh in lieu of the 0615 / 0700 ex Kings Cross. I was happy to rake in a new class 90 for haulage amidst the chaos.
Now, how about a little fill-in on the Gatwicks:
73213 1530 Victoria – Gatwick Airport
73208 1605 Gatwick Airport – Victoria
73212 1645 Victoria – Gatwick Airport
73211 1720 Gatwick Airport – Victoria
I required 73211. Time to go home:
43020 + 43003 1845 Paddington – Reading
D6130
Established Member
Nothing from me today....still recovering from the excitement of the previous day's APT trip! More tomorrow....
D6130
Established Member
FRIDAY 2nd DECEMBER 1983:
Having recently moved to Brighton to start my guard's training, I had spent the previous night with friends in Guildford - reached by units - but had a slightly more interesting return journey:
07 16 Reading-Tonbridge: W51075/59434/51103 Guildford-Redhill
followed by a day's training at Redhill, then:
15 00 Victoria-Bognor Regis: 7726 Redhill-Gatwick Airport
10 23 Manchester Piccadilly-Brighton: 47 437 Gatwick Airport-Brighton
Having recently moved to Brighton to start my guard's training, I had spent the previous night with friends in Guildford - reached by units - but had a slightly more interesting return journey:
07 16 Reading-Tonbridge: W51075/59434/51103 Guildford-Redhill
followed by a day's training at Redhill, then:
15 00 Victoria-Bognor Regis: 7726 Redhill-Gatwick Airport
10 23 Manchester Piccadilly-Brighton: 47 437 Gatwick Airport-Brighton
NorthWestRover
Established Member
- Joined
- 24 Aug 2018
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- 1,462
Thursday 2nd December 1982
Wagons roll...
45014 Earlestown to Liverpool Lime Street
45129 Liverpool Lime Street to St Helens Junction
Wagons roll...
45014 Earlestown to Liverpool Lime Street
45129 Liverpool Lime Street to St Helens Junction
Falcon1200
Established Member
Friday 2nd December 1983 - A nice change from the boringness (as I thought of it then) of 47s and 50s, on the way home on my daily commute:
50043 0918 Didcot-Paddington (to Reading)
31408 1902 Paddington-Oxford (from Reading)
50043 0918 Didcot-Paddington (to Reading)
31408 1902 Paddington-Oxford (from Reading)
Friday 02/12/77
Another post-college Friday lunchtime trip to Skipton:
DMU Leeds – Skipton
45014 1514 Skipton – Leeds
46042 1706 Leeds – York
aah, at last, a forty …
40151 1736 York – Leeds
45077 1906 Leeds – York
Saturday 02/12/78
47405 1613 York – Selby
… hoping for a Deltic on the return from Selby …
47462 1701 Selby – York
47102 1733 York – Leeds … and for a night out with the nurses (to console me for all the unwanted Sulzer mileage)!
Saturday 02/12/89
For some reason – long since forgotten – I spent the entire day in Manchester. There’s no clue on my notebooks as to why I was there. I don’t think it was for football. Maybe it was a family visit there for some reason – I really can’t fathom it!
47606 0718 Reading – Coventry
47462 0958 Coventry – Manchester Piccadilly via Stoke
90015 2000 Manchester Piccadilly – Euston via Crewe
43128 + 43176 2345 Paddington – Reading
Monday 02/12/91
I had to attend some form of fire training / safety event being held in an hotel in Liverpool, so I made the best of it:
86244 1000 Euston – Manchester Piccadilly
(Visited Trafford Park terminal)
37426 1721 Manchester Victoria – Southport
507 017 Southport – Liverpool Central
This was the only time I ever had a 37 from Manchester Victoria to Southport (they were regular performers on the “Club Trains” at this time, but I was seldom in the area), and I think my first time from Southport to Liverpool by EMU.
Another post-college Friday lunchtime trip to Skipton:
DMU Leeds – Skipton
45014 1514 Skipton – Leeds
46042 1706 Leeds – York
aah, at last, a forty …
40151 1736 York – Leeds
45077 1906 Leeds – York
Saturday 02/12/78
47405 1613 York – Selby
… hoping for a Deltic on the return from Selby …
47462 1701 Selby – York
47102 1733 York – Leeds … and for a night out with the nurses (to console me for all the unwanted Sulzer mileage)!
Saturday 02/12/89
For some reason – long since forgotten – I spent the entire day in Manchester. There’s no clue on my notebooks as to why I was there. I don’t think it was for football. Maybe it was a family visit there for some reason – I really can’t fathom it!
47606 0718 Reading – Coventry
47462 0958 Coventry – Manchester Piccadilly via Stoke
90015 2000 Manchester Piccadilly – Euston via Crewe
43128 + 43176 2345 Paddington – Reading
Monday 02/12/91
I had to attend some form of fire training / safety event being held in an hotel in Liverpool, so I made the best of it:
86244 1000 Euston – Manchester Piccadilly
(Visited Trafford Park terminal)
37426 1721 Manchester Victoria – Southport
507 017 Southport – Liverpool Central
This was the only time I ever had a 37 from Manchester Victoria to Southport (they were regular performers on the “Club Trains” at this time, but I was seldom in the area), and I think my first time from Southport to Liverpool by EMU.
xotGD
Established Member
- Joined
- 4 Feb 2017
- Messages
- 6,080
Slightly delayed...
1st December 1984
47407 Newcastle - Durham 1M73
45134 Durham - Newcastle 1E94
31442 Newcastle - Durham 1M76
45122 Durham - Newcastle 1E08
A Goyle on a Pennine - desperate.
2nd December 1989
90013 New St - Wolves
Another of those days where I mysteriously find my way back to Brum.
1st December 1984
47407 Newcastle - Durham 1M73
45134 Durham - Newcastle 1E94
31442 Newcastle - Durham 1M76
45122 Durham - Newcastle 1E08
A Goyle on a Pennine - desperate.
2nd December 1989
90013 New St - Wolves
Another of those days where I mysteriously find my way back to Brum.
Sunday 03/12/78
After a night wining and dining with the (off-duty) nurses, it was time to go home:
47106 1115 Leeds – York
Later that day I came back out for another try:
47106 (again!) 1724 York – Leeds
40077 2006 Leeds – York (that’s better)
Thursday 03/12/81
Unusually there was a class 37 allocated to the 1625 Kings Cross – Peterborough. Under normal circumstances I would have done this throughout, but my priv card had been sent away for redating (for 1982) so I had to purchase a full fare ticket. I could only afford a day return to Stevenage:
37023 1625 Kings Cross – Stevenage
47524 1702 Stevenage – Kings Cross
Tuesday 03/12/91
After the fire safety course in Liverpool, it was time to head home:
87035 1527 Runcorn – Stafford
47836 1621 Stafford – Reading via Coventry
Wednesday 03/12/97
I was on my way home when I stumbled across required 31466 on the 1647 Reading – Liverpool. It would be rude to refuse it:
31466 1647 Reading – Didcot
43141 + 43006 1743 Didcot – Reading
After a night wining and dining with the (off-duty) nurses, it was time to go home:
47106 1115 Leeds – York
Later that day I came back out for another try:
47106 (again!) 1724 York – Leeds
40077 2006 Leeds – York (that’s better)
Thursday 03/12/81
Unusually there was a class 37 allocated to the 1625 Kings Cross – Peterborough. Under normal circumstances I would have done this throughout, but my priv card had been sent away for redating (for 1982) so I had to purchase a full fare ticket. I could only afford a day return to Stevenage:
37023 1625 Kings Cross – Stevenage
47524 1702 Stevenage – Kings Cross
Tuesday 03/12/91
After the fire safety course in Liverpool, it was time to head home:
87035 1527 Runcorn – Stafford
47836 1621 Stafford – Reading via Coventry
Wednesday 03/12/97
I was on my way home when I stumbled across required 31466 on the 1647 Reading – Liverpool. It would be rude to refuse it:
31466 1647 Reading – Didcot
43141 + 43006 1743 Didcot – Reading
D6130
Established Member
SATURDAY 3rd DECEMBER 1983:
Up to town for a quick lunch and a couple of pints with a schoolfriend from Scotland who had recently moved to London:
08 47 Brighton - Manchester Piccadilly: 47 437 Brighton - East Croydon via Quarry
09 18 Gatwick Airport - Victoria: 7810 East Croydon - Victoria via Norbury
16 04 Victoria - Brighton: 7310/7045/7384 Victoria - Brighton via Quarry
Up to town for a quick lunch and a couple of pints with a schoolfriend from Scotland who had recently moved to London:
08 47 Brighton - Manchester Piccadilly: 47 437 Brighton - East Croydon via Quarry
09 18 Gatwick Airport - Victoria: 7810 East Croydon - Victoria via Norbury
16 04 Victoria - Brighton: 7310/7045/7384 Victoria - Brighton via Quarry
CW2, I remember the 46229 Duchess of Hamilton trip, from Euston to Glasgow, as was on it too. It was lets say, a record breaking run speed wise, which was only fairly recently beaten by Tornado, The second day was definitely a bit subdued, after the antics the day before, and was very late into London, though 46229, near Dunbar, reached a fairly decent speed briefly, just an amazing trip, which wont be beaten in my opinion.
xotGD
Established Member
- Joined
- 4 Feb 2017
- Messages
- 6,080
3rd December 1986
81020 New St - Wolves 1S71
87025 Wolves - New ST 1O11
Nice to get a run behind an 81. I suspect I deckchaired at New St until it turned up.
81020 New St - Wolves 1S71
87025 Wolves - New ST 1O11
Nice to get a run behind an 81. I suspect I deckchaired at New St until it turned up.
Yes, perhaps 46229 was pretending to be 86229 after all ...
The whole reason for the very high speeds, was that driver Les Jackson, doing the Crewe-Carlisle section, was retiring after the run, so was looking to go out with the preserved steam, speed record of 95mph, achieved by an A4 down Whiteball bank, the fun started after the water stop at Broughton loop, north of Preston, where 46229 had water stop, which left a bit late, which gave even more impetus for the fast run, with 85mph achieved even before Lancaster, then came a hard run up Grayrigg and shap, then some fast running up to 90mph, down to Penrith, then the real fireworks started with 96mph achieved between Penrith and Carlisle, and good few miles at 90mph.
46229 on this run, equalled the timing of the Caledonian, between Lancaster and Carlisle, with double the load, 500 tons plus, also was supposedly restricted to 60mph as had no AWS fitted, and the poor driver in the 47, tucked in behind 46229, was rather shocked by it all. Frank santrian, the fireman on this section, who himself was a fast driver, after Penrith, had asked Les if he should stop firing, and Les said no, as was determined to get the record and reach Carlisle on time, which we did. So was lucky enough to witness this highly memorable, and somewhat illegal run, by a top rate footplate crew, which in todays climate could never be repeated again.
46229 on this run, equalled the timing of the Caledonian, between Lancaster and Carlisle, with double the load, 500 tons plus, also was supposedly restricted to 60mph as had no AWS fitted, and the poor driver in the 47, tucked in behind 46229, was rather shocked by it all. Frank santrian, the fireman on this section, who himself was a fast driver, after Penrith, had asked Les if he should stop firing, and Les said no, as was determined to get the record and reach Carlisle on time, which we did. So was lucky enough to witness this highly memorable, and somewhat illegal run, by a top rate footplate crew, which in todays climate could never be repeated again.
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I remember Steam Railway magazine trying to say what had happened on that run without actually saying what had happened.
They’d had to make do with writing things like “96 reasons why Duchess of Hamilton is the best loco on the mainline!”
Some similarities with Bill Hoole’s run on A4 60007 just prior to his retirement in 1959. There was an inspector on 60007 who stopped the firing at around 112mph, surprised there wasn’t one on 46229.
It was well known before this run, that something special was hopefully going to take place, if things turned out right, which they certainly did, with driver Les Jackson doing his final run, before retirement, so no come back for speeding etc, the traction inspector, turning a blind eye, a top notch steam engine, and late running, so a reason to run very fast. I also had, a high speed run, a few weeks before, behind 46229, on a Shrewsbury-Hereford-Maindee Curve-Bristol Parkway-Reading trip, where between Swindon and Didcot, 86mph was reached, so knew that 46229 was a steam engine that could really fly, and was in fine fettle, back then there was quite a few, fast steam runs, but nothing to top the 46229 Glasgow run.
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And of course at a time when steam was officially restricted to 60mph from what I remember?
I think the raise to 75mph (depending on the driving wheel size if I remember correctly) came about later on and was only applied to certain locomotives.
Great memories everyone.