Keith Jarrett
Member
This is the long-promised thread of pure nostalgia containing bashing and other trip reports from days gone by. Ive been interested in the real railway since the early 1970s and while I started logging haulages from about 1973, it was the early months of 1978 when I first started bashing seriously. At that time I was based in Cardiff so the first report will be of a weekends bashing on a local weekend ticket. Thankfully some of my old notebooks from the 1977-80 period have survived several rounds of temporary accommodation, storage at my mothers house and a couple of house-moves of my own so I can add some flesh to the raw travel moves.
February 1978 South Wales Exploder (sorry Explorer)
Id recently moved to Cardiff from my native Bristol with the aim of continuing my studies and one evening at Cardiff Central, I got talking to a local lad who mentioned the existence of a local railway Club whose name escapes me but was run by a few local BR staff. I joined up parting with I think the princely sum of 50p for a years membership. The first newsletter arrived a week or so later and most of it seemed to contain details of the South Wales Explorer ticket and all the available bashing moves. This was a weekend ranger valid along the South Wales mainline, up the Valleys and also to the Bristol area and other exotic places such as Hereford, Worcester & Cheltenham and all points in between from 18:00 on Friday evening and all through the weekend to Sunday evening.
I had a pre-booked event at the college on the Friday night so it was 22:45 before I was able to buy my first SWE at Cardiff Central. In those days, overnight trains were as interesting as daytime ones and full of odd workings. I was about to sample the first one, the 21:25 Swansea to Bristol mail which also carried a passenger coach or two. Motive power was either a 37 or 47. Tonight we were in luck as 37191 was providing the entertainment. I made myself comfortable in a compartment at the front of the train only to be invaded about two minutes by a herd of wildebeest. There was a last minute stampede from the opposite side of Cardiff Central - about a dozen bashers had arrived behind 25055 on a late running Crewe-Cardiff service and it seemed they were all on SWE tickets. Whats more, I gathered that they had been active since the SWE curfew had been lifted at 18:00 and were hungry for whatever bashing came their way.
37191 paused at Newport for further exchange of mail and 47033 passed through on coal while its Laira stablemate 46013 was on another van train. Even though it was dark, I recorded some locos at Severn Tunnel Junction. Among the run of the mill South Wales 37s, 37129 from Tinsley stood out. Imminghams 31247 was also present no doubt needing a long rest having strayed that far from home. And even though based at Bristol, 47498 (later to become Doctor Death) was an odd visitor - it was the first time Id seen an ETH fitted 47 on the Tunnel.
37191 rolled into Bristol shortly after midnight and within seconds, postal workers began unloading the mail that37191 had brought in from all points in South Wales (the TPO carriages on the rear of the train had originated at Milford Haven some five hours previously). Temple Meads was a hive of activity with all five through platforms hosting mail trains. Apart from 37191 and its train, there were:
47264 bound for Crewe on a van train that had started out from Penzance six hours previously;
45075 on the 01:10 to Sheffield which was a lengthy mail train complete with TPOs and a couple of passenger vehicles;
50018 on the Paddington to Penzance postal; and
50004 on the corresponding London bound working.
37191 had run round its train ready to return to Milford Haven at 01:14 when Immingham-based 37020 dropped onto a parcels train for the Curzon Street depot in Birmingham that was in the middle road. 37020 left before 37191 and certainly told all of Bristol that it was working hard with about 15 vans in tow! I logged 37191 as leaving on time at 01:14.
Severn Tunnel Junction was soon upon us and most of the locos from before were still present but had been joined by 400024 which was taking on fuel and 20196+199 on a freight. Compare that to today at the Tunnel! The move was to bail of the Bristol mail at Newport and wait for the following sleeper train from Paddington which followed up about 45 minutes later. Newport was far from quiet at that early hour as I logged no less than nine movements before Crewes 47193 arrived on the Paddington Milford haven sleeper. Tinsleys 31175 on a Cardiff bound parcels and another Tinsley 37, 37124, running light broke the monotony of more locally based traction.
At Cardiff, 47193 was detached from the sleeper, giving way to a sixteen-wheeled monster bearing the identity of 46028. This was odd as 46s west of Cardiff on passenger were rather rare. I was not concerned though as the next stage of the move was back to Newport on the Fishguard to Paddington boat train which rolled in with a 47, giving way to 31175 which the Welsh had no intention of keeping too long. After all, barely an hour previously, Id seen it staggering through Newport. 11.75 miles later and we were off the train again the trusty herd of bashers all making the same move! Newport was still a hive of activity with plenty of freight moving. But our focus was the Crewe Cardiff mail. Tonight we had 47205 to add to our haulage records. While 205 waited time (and for the posties to go about their business) Old Oak Commons celebrity 47, 47500, put in an appearance on an oil tank train. The general consensus was that Old Oak 47/4s were banned from freight so what was going on here?
Arriving back at Cardiff just after 05:00, we were all pleased to see our next train, the first Crew-bound passenger was already in the Platforms. 25042s boiler was working well as there was steam everywhere and the four coaches were rather warm. At this stage, youre probably expecting another Newport bail. Wrong! Were we now in exploring mode and bound for Hereford. Chance for an hours sleep just make sure that theres not an over-doss! Thankfully, we were al awake for 25042s arrival in Hereford where the herd of bashers all bailed, straight onto 50047 and its train of goldfish bowls (thats what we called air conditioned coaches in those days).Two sixteen wheelers were on the stabling point at Hereford 40132 being far more a desirable sight than 46009. Even in the 20 minutes we were at Hereford, two freights appeared 47333 on tanks and 46024 on general freight. I managed to score track on the run up to Hereford in the form of the 3rd side of the Maindee triangle (West to North junctions) as well as a new shack, Hereford, although I was to visit many times in years to come, usually in the company of a class 50 or two.
50047 was taken as far as Worcester Foregate Street for a DMMU (TS401 with power cars 50335+50319) back to Malvern Link. After scoring the Link as a new shack, 47531 (later to become 47775) was provided for the second Hereford Paddington working of the day which we took back to Worcester but this time to Shrub Hill which allowed some more track to go in the book (Foregate Street to Shrub Hill). A few DMMUs were noted back at Worcester Shrub Hill where we bade farewell to 47531. As well as a few DMMUs, I logged four locos on Worcester shed (31251, 50005/022 and 37182). Continuing the traction variety, 45076 took us south to Bristol Parkway on the 06:39 Leeds- Paignton. At Parkway, the assembled mass alighted. Some opted for 47076 heading north on a Plymouth Leeds working but most opted to stay a while for the next train into South Wales which turn out to be 43062+43063. Passing Severn Tunnel Junction, there had been a bit of a change around in the stabled motive power with only three 47s, two peaks and two 31s stabled. The only 37 around was 37206 waiting the road with a van train. Both of the 31s were a long way from home 31247 was still in need of rest but no doubt happier now that fellow classmate 31401 from Finsbury Park was in residence. Our short spin on a HST set was soon at an end as we alighted at Newport. A quick dash to the opposite platform got us onto 25063 on the 11:30 Cardiff Crewe service. We had this as far as Hereford in order to meet the next southbound service to Cardiff with 25042. One of the party was certain that 25042 would not return as it was overdue an exam. Obviously the exam had been put in hold as 25042, still steaming well, reappeared for the jaunt back to Cardiff. The lacks of 37s at Severn Tunnel Junction seem to be explained by the hoards present at Newports Ebbw Junction depot. At Cardiff, I went back to my accommodation for a meal having survived on not a lot since the previous evening.
I did not miss a lot as it seemed my travelling companions spent the rest of the afternoon either bashing DMMUs up the Valleys or HSTs between Newport and Cardiff. Feeling refreshed, I re-emerged at Cardiff Central for the 17:45 departure for Sheffield with 45048 up front. As if Peaks were not heavy enough, this one had a nameplate to add to the weight! By now darkness had set in and it was not too easy to identify locos at either Ebbw Junction or Severn Tunnel. Gloucester was normally a good bet for a foreign loco or two and today did not disappoint with Cricklewoods 25317 being the guest.
Id more than had enough of 45048 by Cheltenham so I leapt there. A short wait and I was moving again. This time with 47535 on a Glasgow Bristol Working. A mad dash at Bristol saw me go for 50040 on a Paddington working for the short distance up the Avon valley to Bath Spa. A HST with 43002+43030 providing the power whisked me back to Bristol where 45107 was waiting to head north on the Glasgow sleeper (yes, sleepers used to run on a Saturday night as well). The only way for me to get back to South Wales was to bail at Parkway and have another HST through the Severn Tunnel. 43036+43037 were recorded as officiating for what should have been an uneventful journey back to Cardiff. However, at Newport I noted the assembled masses of bashers all looking very anxious. Bashers and anxious meant only one thing something was amiss. I left the HST to make further enquiries. Evidently, a Crewe to Cardiff service had failed just north of Newport and news was awaited of an assisting engine. Cue 37230 roaring through Newport light engine. It did not take long for the collective pennies to drop! About half an hour later 37230 appeared towing an errant Rat (1970s speak for a class 25 Rat, Mechanical Rat). What a way to round off the day even though it was only a short trip from Newport to Cardiff. Every window in the front carriage was taken and wide open 37230s driver was not hanging about and definitely putting in a strong case for better power on the Cardiff Crewe service!
I had college work to attend to on Sunday morning, reporting to Cardiff Central after lunch. In order to cover all of the key loco hauled turns, one had to be at Newport by about 15:30. There were no suitable loco hauled workings so I opted for a Class 120 DMMU, set C501 with power cars 50653+50707. I was rewarded at Newport with 47083 but had to let that go as that would work again later. 47103 was behind on a Paddington Swansea working. Thatll do nicely! First score of the day. 47083 (47633 in later life) had already run round its train back at Cardiff and was next up. Newport was as far as I went as a Crewe Cardiff service was expected. Unlike the previous evening, we had a fully functioning class 25 - 25055 was another score. Back at Cardiff, 45119 was just dropping onto the Swansea Manchester service. Another hit!! Not being over familiar with the local loco hauled workings, I enquired of the locals what the move might be. The suggested destination was Cheltenham but if I was lucky, I could drop off at Gloucester for an additional loco. Thankfully Cheltenham was well within the bounds of the SWE so off I went. Electric Peaks must have been quite a rarity in South Wales as a couple of bashers did the statutory 11.75 miles to Newport before bailing but their places in the front coach were taken by others who wanted a longer ride. My information from the casual conversation at Cardiff was spot on there was indeed a chance of another loco at Gloucester. As we arrived, 46023 was in the process of running around a Plymouth York train. Within seconds, 45119 was out of favour and 46023 now the chosen one. But those of you who know me, 6.50 miles with a steaming Laira sixteen-wheeler is more than sufficient.
Cheltenham seem to arrive rather quickly although we were held outside while 45119 made its call and staggered northwards. Sitting in the sidings north of the station was a 50 the unmistakable sound gave the game away as well as eyes in the sky a reference to the roof mounted headcode boxes carried by the class. Before the Hoover could come into the platform to start work, we had to endure the sight and sounds of another sixteen-wheeled monstrosity in the shape of 45027 on the Edinburgh Plymouth. Once that tottered on its way westwards, 50044 Exeter was cleared to enter the platform to start its journey to Paddington. First stop was Gloucester which would do me nicely. The final haulage of the day turned out to be 47538 on the Manchester Swansea which I took through to Cardiff. Others were going to eke a few more miles out of their SWE by going to Neath for the Sunday equivalent of the Swansea Bristol TPO.
As a first real bashing experience, this was fun but limited finances (poor student etc.) meant that weekend moves were not a regular occurrence. 24 loco winners along with for DMMU power cars was not bad for a first weekend's bashing. But that would all change later on in the year although that's another story.......
Note that locos etc. in bold type are brand new winners. I was not doing mileage then except on Class 50s whereas now, I have the 10 mile minimum standard for anything and everything.
February 1978 South Wales Exploder (sorry Explorer)
Id recently moved to Cardiff from my native Bristol with the aim of continuing my studies and one evening at Cardiff Central, I got talking to a local lad who mentioned the existence of a local railway Club whose name escapes me but was run by a few local BR staff. I joined up parting with I think the princely sum of 50p for a years membership. The first newsletter arrived a week or so later and most of it seemed to contain details of the South Wales Explorer ticket and all the available bashing moves. This was a weekend ranger valid along the South Wales mainline, up the Valleys and also to the Bristol area and other exotic places such as Hereford, Worcester & Cheltenham and all points in between from 18:00 on Friday evening and all through the weekend to Sunday evening.
I had a pre-booked event at the college on the Friday night so it was 22:45 before I was able to buy my first SWE at Cardiff Central. In those days, overnight trains were as interesting as daytime ones and full of odd workings. I was about to sample the first one, the 21:25 Swansea to Bristol mail which also carried a passenger coach or two. Motive power was either a 37 or 47. Tonight we were in luck as 37191 was providing the entertainment. I made myself comfortable in a compartment at the front of the train only to be invaded about two minutes by a herd of wildebeest. There was a last minute stampede from the opposite side of Cardiff Central - about a dozen bashers had arrived behind 25055 on a late running Crewe-Cardiff service and it seemed they were all on SWE tickets. Whats more, I gathered that they had been active since the SWE curfew had been lifted at 18:00 and were hungry for whatever bashing came their way.
37191 paused at Newport for further exchange of mail and 47033 passed through on coal while its Laira stablemate 46013 was on another van train. Even though it was dark, I recorded some locos at Severn Tunnel Junction. Among the run of the mill South Wales 37s, 37129 from Tinsley stood out. Imminghams 31247 was also present no doubt needing a long rest having strayed that far from home. And even though based at Bristol, 47498 (later to become Doctor Death) was an odd visitor - it was the first time Id seen an ETH fitted 47 on the Tunnel.
37191 rolled into Bristol shortly after midnight and within seconds, postal workers began unloading the mail that37191 had brought in from all points in South Wales (the TPO carriages on the rear of the train had originated at Milford Haven some five hours previously). Temple Meads was a hive of activity with all five through platforms hosting mail trains. Apart from 37191 and its train, there were:
47264 bound for Crewe on a van train that had started out from Penzance six hours previously;
45075 on the 01:10 to Sheffield which was a lengthy mail train complete with TPOs and a couple of passenger vehicles;
50018 on the Paddington to Penzance postal; and
50004 on the corresponding London bound working.
37191 had run round its train ready to return to Milford Haven at 01:14 when Immingham-based 37020 dropped onto a parcels train for the Curzon Street depot in Birmingham that was in the middle road. 37020 left before 37191 and certainly told all of Bristol that it was working hard with about 15 vans in tow! I logged 37191 as leaving on time at 01:14.
Severn Tunnel Junction was soon upon us and most of the locos from before were still present but had been joined by 400024 which was taking on fuel and 20196+199 on a freight. Compare that to today at the Tunnel! The move was to bail of the Bristol mail at Newport and wait for the following sleeper train from Paddington which followed up about 45 minutes later. Newport was far from quiet at that early hour as I logged no less than nine movements before Crewes 47193 arrived on the Paddington Milford haven sleeper. Tinsleys 31175 on a Cardiff bound parcels and another Tinsley 37, 37124, running light broke the monotony of more locally based traction.
At Cardiff, 47193 was detached from the sleeper, giving way to a sixteen-wheeled monster bearing the identity of 46028. This was odd as 46s west of Cardiff on passenger were rather rare. I was not concerned though as the next stage of the move was back to Newport on the Fishguard to Paddington boat train which rolled in with a 47, giving way to 31175 which the Welsh had no intention of keeping too long. After all, barely an hour previously, Id seen it staggering through Newport. 11.75 miles later and we were off the train again the trusty herd of bashers all making the same move! Newport was still a hive of activity with plenty of freight moving. But our focus was the Crewe Cardiff mail. Tonight we had 47205 to add to our haulage records. While 205 waited time (and for the posties to go about their business) Old Oak Commons celebrity 47, 47500, put in an appearance on an oil tank train. The general consensus was that Old Oak 47/4s were banned from freight so what was going on here?
Arriving back at Cardiff just after 05:00, we were all pleased to see our next train, the first Crew-bound passenger was already in the Platforms. 25042s boiler was working well as there was steam everywhere and the four coaches were rather warm. At this stage, youre probably expecting another Newport bail. Wrong! Were we now in exploring mode and bound for Hereford. Chance for an hours sleep just make sure that theres not an over-doss! Thankfully, we were al awake for 25042s arrival in Hereford where the herd of bashers all bailed, straight onto 50047 and its train of goldfish bowls (thats what we called air conditioned coaches in those days).Two sixteen wheelers were on the stabling point at Hereford 40132 being far more a desirable sight than 46009. Even in the 20 minutes we were at Hereford, two freights appeared 47333 on tanks and 46024 on general freight. I managed to score track on the run up to Hereford in the form of the 3rd side of the Maindee triangle (West to North junctions) as well as a new shack, Hereford, although I was to visit many times in years to come, usually in the company of a class 50 or two.
50047 was taken as far as Worcester Foregate Street for a DMMU (TS401 with power cars 50335+50319) back to Malvern Link. After scoring the Link as a new shack, 47531 (later to become 47775) was provided for the second Hereford Paddington working of the day which we took back to Worcester but this time to Shrub Hill which allowed some more track to go in the book (Foregate Street to Shrub Hill). A few DMMUs were noted back at Worcester Shrub Hill where we bade farewell to 47531. As well as a few DMMUs, I logged four locos on Worcester shed (31251, 50005/022 and 37182). Continuing the traction variety, 45076 took us south to Bristol Parkway on the 06:39 Leeds- Paignton. At Parkway, the assembled mass alighted. Some opted for 47076 heading north on a Plymouth Leeds working but most opted to stay a while for the next train into South Wales which turn out to be 43062+43063. Passing Severn Tunnel Junction, there had been a bit of a change around in the stabled motive power with only three 47s, two peaks and two 31s stabled. The only 37 around was 37206 waiting the road with a van train. Both of the 31s were a long way from home 31247 was still in need of rest but no doubt happier now that fellow classmate 31401 from Finsbury Park was in residence. Our short spin on a HST set was soon at an end as we alighted at Newport. A quick dash to the opposite platform got us onto 25063 on the 11:30 Cardiff Crewe service. We had this as far as Hereford in order to meet the next southbound service to Cardiff with 25042. One of the party was certain that 25042 would not return as it was overdue an exam. Obviously the exam had been put in hold as 25042, still steaming well, reappeared for the jaunt back to Cardiff. The lacks of 37s at Severn Tunnel Junction seem to be explained by the hoards present at Newports Ebbw Junction depot. At Cardiff, I went back to my accommodation for a meal having survived on not a lot since the previous evening.
I did not miss a lot as it seemed my travelling companions spent the rest of the afternoon either bashing DMMUs up the Valleys or HSTs between Newport and Cardiff. Feeling refreshed, I re-emerged at Cardiff Central for the 17:45 departure for Sheffield with 45048 up front. As if Peaks were not heavy enough, this one had a nameplate to add to the weight! By now darkness had set in and it was not too easy to identify locos at either Ebbw Junction or Severn Tunnel. Gloucester was normally a good bet for a foreign loco or two and today did not disappoint with Cricklewoods 25317 being the guest.
Id more than had enough of 45048 by Cheltenham so I leapt there. A short wait and I was moving again. This time with 47535 on a Glasgow Bristol Working. A mad dash at Bristol saw me go for 50040 on a Paddington working for the short distance up the Avon valley to Bath Spa. A HST with 43002+43030 providing the power whisked me back to Bristol where 45107 was waiting to head north on the Glasgow sleeper (yes, sleepers used to run on a Saturday night as well). The only way for me to get back to South Wales was to bail at Parkway and have another HST through the Severn Tunnel. 43036+43037 were recorded as officiating for what should have been an uneventful journey back to Cardiff. However, at Newport I noted the assembled masses of bashers all looking very anxious. Bashers and anxious meant only one thing something was amiss. I left the HST to make further enquiries. Evidently, a Crewe to Cardiff service had failed just north of Newport and news was awaited of an assisting engine. Cue 37230 roaring through Newport light engine. It did not take long for the collective pennies to drop! About half an hour later 37230 appeared towing an errant Rat (1970s speak for a class 25 Rat, Mechanical Rat). What a way to round off the day even though it was only a short trip from Newport to Cardiff. Every window in the front carriage was taken and wide open 37230s driver was not hanging about and definitely putting in a strong case for better power on the Cardiff Crewe service!
I had college work to attend to on Sunday morning, reporting to Cardiff Central after lunch. In order to cover all of the key loco hauled turns, one had to be at Newport by about 15:30. There were no suitable loco hauled workings so I opted for a Class 120 DMMU, set C501 with power cars 50653+50707. I was rewarded at Newport with 47083 but had to let that go as that would work again later. 47103 was behind on a Paddington Swansea working. Thatll do nicely! First score of the day. 47083 (47633 in later life) had already run round its train back at Cardiff and was next up. Newport was as far as I went as a Crewe Cardiff service was expected. Unlike the previous evening, we had a fully functioning class 25 - 25055 was another score. Back at Cardiff, 45119 was just dropping onto the Swansea Manchester service. Another hit!! Not being over familiar with the local loco hauled workings, I enquired of the locals what the move might be. The suggested destination was Cheltenham but if I was lucky, I could drop off at Gloucester for an additional loco. Thankfully Cheltenham was well within the bounds of the SWE so off I went. Electric Peaks must have been quite a rarity in South Wales as a couple of bashers did the statutory 11.75 miles to Newport before bailing but their places in the front coach were taken by others who wanted a longer ride. My information from the casual conversation at Cardiff was spot on there was indeed a chance of another loco at Gloucester. As we arrived, 46023 was in the process of running around a Plymouth York train. Within seconds, 45119 was out of favour and 46023 now the chosen one. But those of you who know me, 6.50 miles with a steaming Laira sixteen-wheeler is more than sufficient.
Cheltenham seem to arrive rather quickly although we were held outside while 45119 made its call and staggered northwards. Sitting in the sidings north of the station was a 50 the unmistakable sound gave the game away as well as eyes in the sky a reference to the roof mounted headcode boxes carried by the class. Before the Hoover could come into the platform to start work, we had to endure the sight and sounds of another sixteen-wheeled monstrosity in the shape of 45027 on the Edinburgh Plymouth. Once that tottered on its way westwards, 50044 Exeter was cleared to enter the platform to start its journey to Paddington. First stop was Gloucester which would do me nicely. The final haulage of the day turned out to be 47538 on the Manchester Swansea which I took through to Cardiff. Others were going to eke a few more miles out of their SWE by going to Neath for the Sunday equivalent of the Swansea Bristol TPO.
As a first real bashing experience, this was fun but limited finances (poor student etc.) meant that weekend moves were not a regular occurrence. 24 loco winners along with for DMMU power cars was not bad for a first weekend's bashing. But that would all change later on in the year although that's another story.......
Note that locos etc. in bold type are brand new winners. I was not doing mileage then except on Class 50s whereas now, I have the 10 mile minimum standard for anything and everything.