Posted by Pip Dunn on Mar 8, 2010 in
Uncategorized At last, the 2010 gala season has started and the Nene Valley Railway put on another impressive show this weekend despite being let down on one or two of the visiting locos.
During the event, 20048 – making its return to traffic after a thorough overhaul – suffered a minor fault and it is a credit to the team behind the loco who worked late into Saturday night to get it rectified and ready for its duties the following day.
The event also saw the first appearance of my restored British Rail Bedford HA van, which the organisers put on display which was nice. It was touch and go for me to get the van there – it was ‘out of traffic’ right up to the Thursday night and even then the initial repairs seemed to have failed when it refused to start on the Friday. Luckily I now knew what the problem was, and replacing the battery with a new one did the trick and the old machine got me there in good time.
On the way home it was spluttering a bit, misfiring and struggling to take power, but another run out on the Sunday seemed to imply all was actually well. Ok, my van is far less complex than a Class 20, but the fact I was having to mess about to get this old piece of technology alive and kicking did have some parallels with the 20 boys.
I have said it before, and I’ll say it again, those who give up their time – and lots of it – to keep heritage locos, be they steam, diesel or electric, up and running for our enjoyment deserve far more credit and thanks than, perhaps, they get.
So, hats off to the preservation teams across the country, be they restoring a 1957 diesel loco or, indeed, dare I say it, a 1982 BR van! You keep the railway story alive!
Posted by Pip Dunn on Mar 1, 2010 in
Uncategorized Back in 1985, when I was just 16, my brother and I were keen haulage enthusiasts and relied a lot on our parents for lifts to get to stations to start a day traipsing round the country in search of new loco haulages. We lived in Kenilworth which had lost its station back in 1965, so it was a choice of a lift to Leamington Spa, Coventry or Tile Hill – the latter was the nearest station to us, about 3 ½ miles away.
We could get buses to Leamington and Coventry, providing it wasn’t too early or late in the day, while Tile Hill was easy to bike to. That said, it was not always that safe, so often we cycled to Berkswell which, being a bit more out in the country, was a more secure place to leave your bike. The extra couple of miles cycling wasn’t too bad, in fact was quite enjoyable (and kept me fit!). If the worse came to it, walking back from Tile Hill was an option, albeit at night was a bit of a pain as most of the walk home was in the pitch black on unlit country lanes.
But in the main, we could get to Birmingham comfortably for 0700 via a lift to Tile Hill and the first local train (a Class 310 EMU). At that time in the morning the drive was relatively quick for my dad on the traffic-free back roads.
Once or twice, we ended up having to walk back from Coventry, which was a six-mile hike, but our desire for a rare haulage was often so strong, it was a price worth paying.
Often the phone would ring and we’d be advised of some interesting traction on a relief or service train, and we’d be thumbing through the timetable and straight out on our way for another trip. May 24 1985 was nearly one such day. It was Friday and we’d been to school (well, I hadn’t, I was meant to be revising for my ‘O’ levels) when we got the call to tell us 37103 set off from York on an 1801 relief train to Birmingham. But a look at the train times revealed it was too late to get to Derby for the 37. The only way to get for it was driving. Obviously, being only 16, couldn’t drive, so it one of those that I just had to let go on the assumption “it would work again”. My mum kindly offered to drive us to Derby if really wanted to, but we felt it was not fair on her, after all the lifts here and my dad gave us for early starts and collecting us from late finishes.
Finally, this Saturday gone, I finally caught up with the loco and had my first ride behind it. Since that May 1985 day, the loco had been refurbished, and from summer 1986 was 37511 and in 1995 it changed to 37607 for a short and unproductive spell with Eurostar before being snapped up by DRS a couple of years later.
Of course, I could have had a trip behind it on several occasions since May 1985, but didn’t for whatever reason – being in a different place, on a different train or just not able to change my plans. Or mainly because the ‘desperation’ I had in the mid 1980s was stronger than it was a decade or two later. When it worked last year on a charter I was looking after my daughter for the day and as my wife is very accommodating for my gallivanting around the nation in the name of railway journalism, I wasn’t going to complain on this one occasion. “It’ll work again,” I told myself.
And so it did, and on a train I was planning to do anyway. So, nearly 25 years to the day that I turned down, rightly, the offer of a lift to Derby go and have a ride behind 37103, I finally caught up with, and it will be the last 37 I have on the main line for the first time. Funny how things work out.
Posted by Pip Dunn on Feb 22, 2010 in
Uncategorized I’ve been out on a train just once this year – and that wasn’t planned! A shocking admission, perhaps, but in the main it’s been because of bad weather or event cancellations,
That trip was – it won’t surprise you to discover - was on February 9 when 20304 worked local trains for National Express East Anglia. The news it was going to be working rekindled some of the memories of the old days when the phone could ring and I’d be out the house in a flash trying to track down a rare loco! On this occasion it was the night before that I got a phone call telling me the Class 20 was going to be working passenger trains the next day, so I was at least able to plan accordingly and in better time!
Having got it confirmed by NXEA, I made plans to get over to Norwich to have a couple of trips with the loco to Lowestoft and Great Yarmouth – and very enjoyable it was too.
But luckily for my otherwise empty diary, there are at last some trips coming up soon. This weekend I’m off to Stanhope on a charter from York, and then the week after is the Nene Valley diesel gala – one of my favourites (not just because it’s easy to get to!)…
A weekend off, and then there’s the little matter of a Western through Huddersfield on March 20 and I’m tempted by two 73s to Swanage on March 27, but may opt for the Glos Warks instead. Easter, and it’s off to Scotland and then April 10 I get a weekend off – unless is can face the drive to Llangollen for four trips with D5310!
And so it goes on, the diary is rammed now for several weeks, and there’s still a World Cup to enjoy in the summer, a model railway that needs building – not to mention a magazine to produce and a family to look after!
It’s all go!
Posted by Pip Dunn on Feb 1, 2010 in
Uncategorized I think I would have loved to have been a teenager on the 1960s for many reasons. First up, the railways were (in my eyes) more exciting with a real mixture of traction across the country. Then, away from the stations, music was going through a major change, and while I am more of a 1970s man when it comes to tunes, I still appreciate some of the stuff playing in the 1960s.
Football was better – well, it was more competitive, the players were footballers rather than overpaid, moody, egotistical fashion icons and media stars, and they still played matches even when the weather was bad. Oh, and we won the World Cup too!
Also back in the 1960s, Health and Safety wasn’t so much of an issue: there weren’t ambulance chasing lawyers preventing people enjoying themselves. Congestion on our roads wasn’t as bad either – because we didn’t rely on roads as much.
But yes, the trains, well, you were spoilt for choice with traction – and diesel fans could sample engines from English Electric, Maybach, Sulzer, Crossley, MAN, Paxman, Napier and Mirrlees – so there was some real variety there. And that’s without even considering that in the early part of the decade steam was still in the ascendant and there were all those much-missed lines to travel on.
Of course, I enjoy the things we have today – laptops, the internet, digital cameras, ipods, mobile phones and houses with central heating and no outside toilets, but there are some things I don’t relish recreating from that era so far as our trains are concerned. Liveries were limited – although the transition from green and maroon to blue and grey did make for some interesting mixed rakes. While more trains had buffet cars and restaurant cars than today and some trains were the right length for the journeys they were covering, the timetable was often very poor compared with today.
Anyway, I had a little wallow in nostalgia when I was sent this link to a clip form the 1960s – have a look: it’s well worth it. http://www.dailymotion.com/video/xb7vys_londons-termini-in-the-swingi
There are a couple of other videos from the same era on this link, all backed with music from the period. So sit back and enjoy the ride….
Posted by Pip Dunn on Jan 27, 2010 in
Uncategorized Apologies for not blogging for a while, and I’ll try and be a bit more regular in the new year!
Part of the reason for my silence has been the fact that I simply haven’t been out and about on the trains. In fact, I’m ashamed to admit I haven’t been on a train as yet this year!
The only trains I’ve seen have been those as the level crossings that frequently hold up traffic in these parts. I set a new personal record for waiting at Tallington Crossing on Monday, as on my way back from Stamford to Spalding I spent a full 12 minutes there as five trains went past! Luckily – for me - I was near the front of the queue of traffic so I got to see the ‘action’ – a 66, then an HST, two 91s and finally an EMT 158 – but I dare say those at the back of the queue didn’t get across because I bet the gates would have gone down again. It was a good job I was not in a rush! What this wait did show though was our railway is alive with freight and passenger trains, so it’s not all bad.
Despite being a quiet month – the snow beat me and scuppered my planned visits to the Great Central Railway for its January 9 diesel event – February starts to pick up, and I’m looking forward to my first visit along the Weardale Railway at the end of the month.
And then, March starts to get a bit more hectic – the Nene Valley Railway March 6/7 diesel gala, as always, promises to be a top event, and with a host of BR blue locos now pencilled in to attend, I’m looking forward to taking my Bedford British Rail van down to maybe pose alongside one or two of them.
Anyway, we finished off the bumper March issue of RI away yesterday - 116 pages for you to enjoy – and it’s on sale a week Friday, February 5.
After a morning of admin, it’s time to get cracking on the next issue. Here’s looking forward to a great 2010.
Posted by Pip Dunn on Nov 17, 2009 in
Uncategorized I had a weekend off from the railways aside from a brief visit the Spalding model railway show on Sunday.
The previous weekend was an intense one involving a three-day trip to the West Country with a visit to the remains of the Bridport branch, then onto Swanage for a 40th birthday event, a trip to my favourite preserved railway down at Buckfastleigh in South Devon, and then up to Newport for the launch of the Freightliner Class 70s. The old, the new and the deceased!
Because of logistics – there simply were no trains to suit my hectic schedule let alone trying to get rail fares at a decent price - I chose to drive for this marathon itinerary. Even though I am pro-rail, I am not ashamed to admit that.
The trip along the Swanage and South Devon railways got me thinking. Here are two main line connected branches yet they do not run all year round. And they should, with financial support from their local councils. As I was walking back to the car at Buckfastleigh, the single-car Class 122 was preparing for the last trip of the day back to Totnes, which would have connected with trains to London or Plymouth. What a great piece of kit to run an all year round service: there is no technical reason why it could not run into Totnes main station and it would benefit an awful lot of visitors.
Swanage is a slightly different case – here the railway has only just rejoined the network and indeed Dorset County Council has aspirations to run a branch line service to connect with the main line at Wareham.
Swanage and Buckfastleigh are both towns with great tourist potential. Bridport is the same but I fear the chances of the railway ever returning to this town are non-existent. The trackbed is heavily overgrown, there is at least one bridge missing, and I couldn’t actually find where the station once was – although a supermarket in the spot I thought it might have been probably was about right!
Sadly, joining the national network is fraught with paperwork, bureaucracy and difficulty. To run just that quarter-mile into Totnes on Network Rail lines, the Class 122 would need OTMR and TPWS. I dare say there would be some who would not like the Mk 1 heritage unit to be used anyway, presumably because of crashworthiness fears. If a loco-hauled substitute were needed to stand in, all that extra cost would be duplicated.
In our ‘one size fits all railway’, I doubt a derogation would be allowed. That is a shame, for once again, a truly integrated network is being prevented by pen pushers and bureaucrats.
Still, the day I had with small engines on five-coach Mk 1 trains was enjoyable – even without train heating. And had there been a way back from it, I would have even had the ride on the ‘bubble car’ in the dark.
Posted by Pip Dunn on Oct 2, 2009 in
Uncategorized Why is there a tendency to use superfluous words when writing or talking about our railways?
The other day, at Peak Rail, there was this announcement: “This train has a buffet car facility”…a true classic - what is wrong with saying: “This train has a buffet car….”?
Another classic I heard there was: “Do not alight until this train comes to a complete standstill.” Is there any other kind of standstill? What’s an incomplete standstill? Oh yes, it’s a moving train!
A popular one on NatEx East Coast is: “This service is arriving at its final destination?” Well, firstly I thought it was the train that was arriving, and secondly, how many destinations does it have? Just one, I’d venture!
In fact, I hate this obsession with calling trains ‘services’… “Please take care when alighting this service”…? No thanks. I’ll take care alighting from the train if you don’t mind.
Liveried is another over-used word… why say a BR blue liveried Class 20 when you can simply say a BR blue 20!
And while I’m on a grammar rant, can we all stop pluralising with unnecessary apostrophes, please? It’s a pair of Class 20s, not a pair of Class 20’s…!
Trains are called often called ‘consists’ or ‘formations’ when, in fact, they are trains… Things seem to be ‘trialled’ when in fact they are ‘on trial’, and please, never ‘plinth’ a loco – just put it on a plinth!
I could go on, but please stop calling trains ‘consists’, ‘services’ or formations when they are what we all love: trains!
Posted by Pip Dunn on Sep 8, 2009 in
Uncategorized In the last few days I have travelled on two railtours promoted by new entrants into the market, and I was impressed on both occasions.
First was Retro Railtour’s trip to Carlisle via the Cumbrian coast. This was its third tour and after trips with a Class 55 and a pair of 56s, it opted for premier power with a pair of DRS 20s. All went well, and it was on time pretty much all the day, and covered some interesting track.
I have to admit, I was initially sceptical about the merits of Mk 2/3 ‘air cons’ on charters, but the Cargo-D stock was pretty good and probably right for a market which simply has to attract day trip passengers as well as enthusiasts.
Being the third 20-hauled tour of the year - albeit the first not to be devalued by a Class 37! – we 20 ‘bashers’ have been positively ‘spoilt for choice’ this year after some barren years recently when main line activity was rare if not non-existent.
A week later, I was in London for a trip with Joint Line Railtours on its first venture. I congratulate JLT for running this train, and I sympathise with its organisers who it was ‘mucked about’ a bit by its TOC in terms of the traction provided. JLT initially requested, was promised and duly advertised a 33 and a 37. Sadly, it was then told a 33 could not be guaranteed so it would be two 37s - a point again duly advised to the enthusiast market. But then, in the week running up to the train, and to suit the TOC, is was in fact 33207 and 37516 that were provided!
This continual changing had an affect on patronage with the 33 followers making other plans only to either have to change them back or miss the first main line outing by a 33 this year.
Then, just to make life harder for JLT, there was First Great Western’s decision to request – and get – a pair of DBS 37s for its last Bristol to Weymouth trip! This meant JLT’s pay on the day market was severely affected, even if the 37 used was a recent returnee to the active fleet.
Still, the train was well run, and those who did travel felt it was not only a good tour, but also excellent value for money – and I agree with both these statements. I only did the mini-tour to Claydon from Marylebone, but would have liked to have done the whole trip from Worksop.
On both trains, I was reminded why we need main line running for our heritage diesels – be they preserved or, in these cases of locos in a minority and only used by one TOC. Listening to two Type 1s working hard with their heavy load (10 coaches and a dead 47), and then a 33 with a nine coach train and a dead 37 were both very enjoyable. The drivers had to work the locos hard and not shut off when they reached 25mph! Great stuff.
I applaud both these new entrants for taking a big financial risk in the time of a recession, and I hope both will have at least broken even and be working on their next ventures.
Posted by Pip Dunn on Sep 1, 2009 in
Uncategorized Some weekends are better than others, and the Bank Holiday weekend just past certainly falls into the ‘cracking’ category!
After a Saturday spent enjoying my beloved Class 20s on a main line railtour, Bank Holiday Monday saw me return to Yorkshire for a first visit to the Elsecar Railway. Its first bespoke diesel gala saw new arrival 31162 line up alongside recently revived ex-BR Class 14 D9524 and three industrial locos.
Now, this line is not very long, in fact its is spot on a mile to the stop block, but the staff were friendly and welcoming. Shed tours were arranged on a frequent basis and the staff were very accommodating when you wanted to get a picture. Also, the stock – four Mk 1s - was in relatively decent nick given its age.
As well as being a railway, it forms part of the Elsecar Heritage Centre, so after one trip with two industrial locos, I opted for a break from the trains and an hour or so wandering round the shops and craft centres on what was fine day. For all you parents, there is a great traditional toy shop while a fanatic large antiques warehouse has all sorts of bric a brac and odds and sods – including some railway stuff – that might tempt you to try your hand at ‘Bargain Hunt’.
There are cafes, a pub and plenty of art shops as well, so it was well worth taking the time out form the trains for a relaxing mozey round.
Back at the railway there was a good turn out – D9524 was a ‘line in the book’ for most of the haulage men, and the Class 31 ‘roadshow’ had also turned out in some numbers, so the railway enjoyed its best day ever (I was told) in terms of takings in the booking office.
They were on a bit of a learning curve – loco swaps were unnecessarily complicated and it would have been easier to have kept one loco (the 31?) on the Elsecar end all day and just swapped the tail end loco every now and then. Given the length of the line, more trips could have duly been accommodated – no bad thing given this is not a line for the mileage men.
Unlike many diesel galas where you start at 0830 and finish at 1900, this was a less intense affair, but nevertheless an equally rewarding experience. I left at a civilised hour – 1530 - with a warm feeling of fulfilment having enjoyed a different type of diesel gala, but one that was still well worth the effort attending. Oh, and five locos for haulage!
Shame the A1 traffic made my journey home longer than it should have been!
Posted by Pip Dunn on Aug 26, 2009 in
Uncategorized I’m heading over to Germany in December not just for the Christmas shopping, but mainly for some interesting loco-hauled trips on special trains run for the many markets held.
If all goes to plan I’ll be sampling the UK angle with a trip behind a Maybach-powered V200 – the ancestor of our own Class 42 Warship, and then a trip with the unique twin-engined V320 C-C diesel hydraulic which pumps out some serious power! Should be a good weekend, and I’ll be writing about it!
Foreign railways still provoke much debate among British enthusiasts. Many have headed abroad since the late 80s/early 90s when many loco-hauled trains and classes departed from everyday main line running at home.
A few UK enthusiasts headed across the Channel much earlier – in the 1970s and early 1980s - and enjoyed a rich and varied loco scene comparable to our own at the time. As the Berlin Wall came down 20 years ago, and more countries became accessible, the 1990s have seen opened up even more places to explore, trains to photograph or locos to ‘bash’.
Things we have long lost – roundhouses, loco-hauled local trains, steam heat and pick-up freights have lasted much longer in Europe than in the UK. Some of these still survive today!
Some still refuse to take their heads out of the sand and refer to it as ‘Foreign muck’. I tend to find those who are reluctant to pick up on European railways are those who have not sampled them. I have always been a fan of German Railways, and while I partly lament that I only, possibly, ‘scratched at the surface’ of this fascinating system, I console myself that it was due to other circumstances – such as being at University and not having the funds to make the trips I’d have liked to have done.
Now fatherhood means again I am not enjoying new countries as much as I’d like to, but you cannot do everything in life!
But if you haven’t tried foreign railways, then I suggest you do. The scenery is great, the food fascinating and the people, on the whole, very welcoming.
Places to go? Well the Czech Republic is very popular, Croatia is gaining a growing following and Germany still has plenty of interest – and albeit not quite what it was 10, 15 or 20 years ago, it is still fascinating.
With cheap flights and cheap rover tickets for non-nationals, now is as good as time as any other to plan a trip, be it a weekend, a week or a three-month inter-rail!
