Adrock's trip reports

[Kite159]

Congrats on a successful little day

 

[Techniquest]

Congratulations on the shack scores, and that was close to not scoring anything!

 

[adrock1976]

I had my sights set on another Tyne & Tees Day Ranger a couple of months ago to make it my first proper bashing trip of 2017. I had initially 2 options in my mind, with those being either to do several runs between Newcastle Central and Darlington for the Intercity trains, or to cover the Newcastle – Thornaby via Hartlepool track (I was unable to do that in August 2015 due to being delayed on the train from Edinburgh) and the Middlesbrough – Whitby (home of Bram Stoker's Dracula) section of track as well, as both of those sections in the North East remain uncovered. It was while I had a blast out of the “British Steel” album by one of Birmingham’s finest Judas Priest that also got me thinking about things further that would make me also fit in the visit of British Steel Redcar as well. As I could not be in 2 places at once at the same time, I decided to forego the Newcastle – Darlington IC runs, alongside the visit of Chester-le-Street (from a quick memory recall and back of fag packet type calculations in my mind, this is my third highest station I have passed through with never being on a train that has called there. Second place is Polesworth, and top of the pile is Norton Bridge. Yes, it is still technically “open”, with me first passing through in 1988 on a Birmingham – Llandudno train operated by a Class 115/116).


Having settled upon doing Newcastle Central – Thornaby via Hartlepool, Middlesbrough – Whitby, and the visit of British Steel Redcar, I would get to Newcastle from Glasgow by going via Carlisle this time round, so as to be sure to make the 08:30 ex Hexham – Middlesbrough via Hartlepool at Newcastle (the 06:50 Glasgow Central – London Kings Cross that had a reasonable fare arrives NCL at 09:25, making it an hour later and also a bit too tight so as to avoid the whole day’s plans falling apart, and also while this connection is theoretically possible, it is less than the minimum interchange time required). For only the second time in my life and to avoid having a long fester at Carlisle (it is not possible to do a quick run and back anywhere that time in the morning), I decided to make use of the 04:22 Manchester Airport departure instead of the 04:28 London Euston, hoping to score another required TP Class 350 in the process too.


Furthermore, as I was winding things down and getting ready to head back up the road, disaster took its hold on me, as I must have lost my sheet of paper I had printed with the day’s action on during the walk between North Road Darlington and Bank Top stations, as before I went through the gateline, I realised that I did not have it on me. After waiting for the train to come back from Bishop Auckland, I briefly had a quick eyeball to see if I had left it on the train (I keep it in a transparent plastic folder), but was not there. It was half an hour later that I arrived back home to originally planned, and as I could remember most trains that I had for haulage, I would like to mention a big thank you to forum member postye for helping me to fill in a few missing gaps that I was uncertain about.


I was out of the door just after 03:40 for the walk to Glasgow Central arriving there at around 04:15. I first took a quick look at the 04:28 London train in Platform 1, which was dud 390138 (I only require 7 Class 390s to clear), then over to Platform 7 for the 04:22 Manchester Airport train with me being delighted that it was formed by required 350407. This was a good judgement call that I made. After pulling over at Carstairs for the London train to overtake and the 20 minute layover at Lockerbie for the driver to have their break, arrival at Carlisle was on schedule at 06:13.


It was over to Platform 5 for the 06:28 Newcastle, formed by dud 156486 calling all stations except Blaydon. Just before departure, 66011 was passing through Platform 4 hauling containers in the southbound direction towards Lancaster. During the eastbound run, the train began to get busy, with an additional member of traincrew joining at Hexham to assist the guard with revenue duties. The approach to Newcastle Central was as expected via the High Level Bridge, going quietly round the curves both sides of the Tyne as in contrast to the ear piercing squealing that is evident from 1985’s finest lean, mean, basic bare bones[haker] machines the Class 142 Pacer.


After nipping out of the station for some fresh air to wake me up, it was over to Platform 7 for the 08:30 Middlesbrough via Hartlepool, formed by dud pair 142091+142050. I had noticed on the screen that the 06:55 ex Edinburgh Waverley – London KX was slightly delayed (I think the loco may have been 91121 from what I remember, and I do not remember the DVT), with it drawing into the adjacent platform and doors released just before the 08:30 Middlesbrough was given the go-ahead to depart. Anyway, this would be not only the first bit of new track scored for me today, but also the first of 2017. Furthermore, I only require the bottom side of the triangle of the High Level Bridge on the south bank of the Tyne, and also the right hand side of the triangle of the King Edward Bridge as well.


I bailed at Thornaby so as to score that and also to see if anything required is heading to Middlesbrough (I was unable to do a run to Yarm or Allens West and back owing to the timings of the Whitby and British Steel Redcar trains, as I had built my plans around those). First up was the slightly delayed 09:51 Saltburn which was a dud 142, therefore I declined that for my next option of the 5 minutes delayed 10:03 ex Manchester Airport – Middlesbrough, which was dud 185111 that I decided to hop on (I could have got the 10:15 Saltburn, but as it leaves 5 minutes between this train and the 10:28 Whitby train, I did not want to chance it, plus I may be having an acquaintance with it later on) for the short run to Middlesbrough, and before my next move after that, I have spotted 3 required Class 142s on the Saltburn runs.


As it was chilly, I hung about in the waiting room for a short fester until the 10:23 Saltburn cleared off (a dud 142) before returning to the platform to board the 10:28 Whitby. This was formed by dud 156484, which was busy but not heavily loaded all the way. As this route passes through open countryside beyond Nunthorpe and with hardly any residential buildings near to the stations, it makes you think how on earth this line survived the Beeching axe, considering going by road is quicker. Perhaps the local residents of Whitby, Grosmont, and Battersby co-ordinated a strong campaign to ward off closure? Also, I was rather surprised that most of the track is continuous welded rail rather than the jointed track you would still expect to find on rural lines giving off the distinct clickety-clack sound, and that all of the stations have the trains calling that are scheduled to stop rather than being request stops.


Anyway, after a brief wander to the marina and back to the station, it was again onboard the 12:15 Middlesbrough and 156484 which was lightly loaded this time. I bailed at James Cook Hospital to make my way on foot to Marton. It does seem like The Krypton Factor in how to exit the station and to make the way to the footpath on the opposite side of the track via the footbridge. It seemed a lengthy walk just to access the footbridge, and furthermore, the road that passes underneath the track at Marton is not easy to get across at all when in a rush. Eventually, I made it onto the platform with 7 minutes or so to spare (partially down to me rapidly sprinting over the footbridge at James Cook Hospital) and was onboard the 13:56 ex Hexham – Nunthorpe, formed by required 156451 for a bus stop bash to Gypsy Lane.


After the train cleared the level crossing, I went up the hill and took a right turn, then through an alleyway to bring me out onto the road that runs past Nunthorpe station. Twelve minutes or so after leaving Gypsy Lane, I was on Platform 2 to reboard 156451 on the 14:18 Hexham via Hartlepool, with me bailing at Thornaby and spotting 67034 in the yard and 66044 hauling containers in the Darlington direction before arriving at Thornaby. I then boarded the 14:53 Saltburn that was formed by dud 142091 for the non stop thrashy run between Middlesbrough and Redcar Central, and onwards to Marske, then walking via Sherwood Drive back to Longbeck station with 10 minutes or so to spare before reboarding 142091 on the 15:37 ex Saltburn – Darlington with me bailing at South Bank.


As I had just over a 30 minute fester here and with it being slightly chilly (the frequency of trains calling is every 60 minutes, with there being not much of an option to walk to adjacent stations either side unless if anybody fancies a near hour walk to Middlesbrough or James Cook Hospital/Marton) I went for a very gentle saunter to the main road, then back to the station and over the opposite side of the track. Both sides of the track are predominantly factories and industrial units with a large Asda store along the main road, possibly the reason being for that location was maybe to arrest some of the effects of industrial decline, Thatcherism, and Blairism (although as Tony Blair stated that Thatcher had inspired his policies, it could be said that Thatcherism and Blairism are very much alike, hence back in the second half of the 1990s, I referred to him as “Phoney Blair”). On a further note, I got thinking if any international prospective students who were going to study at London South Bank University ever purchased a railway ticket from an airport station to South Bank. They would have been disappointed upon arrival at the Teeside South Bank. No LSBU campus, no former London Weekend Television studios, and no former Thames TV studios either at this South Bank.


Anyway, before my next train was due, I had spotted 66593 pausing in the loop on the Saltburn side of the track behind the platform that was hauling empty flatbed trailers in the Darlington direction. It was onboard the slightly delayed 16:25 Saltburn train that was formed by required 142084 for a run to Redcar East to set me up for my third and final main aim for the day, arriving at Redcar East 2 minutes behind schedule and rapidly making my way to the Darlington platform via the lengthy ramp, lengthy footpath under the bridge, and up a seemingly neverending ramp. It was a minute or so later that the 16:40 Bishop Auckland train arrived and formed by dud 142025 (I was not too fussy if it was required or not) to take me 2 stops along the line. No, not South Bank again. It the one before. The one that sees a limited service provision. Yes it is indeed British Steel Redcar. Of note, as I additionally purchased a Redcar Central – British Steel single, the guard marked it for me, and was probably surprised or delighted that somebody was actually alighting or boarding there. Needless to say, my fellow passengers were probably surprised or even astounded to actually see somebody alighting there.


As the sun had gone down at this time when I alighted from the train and after it departed, I spent a few moments gazing around in the dim light and eerie silence. A few moments later, I made my way to the main road via the overgrown footpath from the platform to the roadway within the complex, then along the short road that runs to the gatehouse. It is easy to leave the site on foot, as the barriers are for vehicles with there being a footpath that runs at the side. I would imagine that it must be a graveyard type of shift for the person at the gatehouse, as it is most likely that there is very little traffic that enters or leaves the site nowadays. Once I reached the main road, it was to the bus stop along Broadway East that is marked as Wilton East Gate. After I managed to get across the roundabout junction (it is not easy to do so) and locate the bus stop, it was 10 minutes or so before the Arriva Max 62 bus arrived to take me to Regent Walk at the side of Morrisons in Redcar, then a short walk round the corner to Redcar Central station.


When I arrived at the station, my intention was to get the 17:43 Bishop Auckland train. I had identified a possible quick leap to Redcar East on the slightly delayed 17:33 Saltburn, so went over the evil footbridge by walking along to the end of the Darlington platform (the platforms are staggered here, but not each side of the level crossing as you would sometimes expect). This was a good judgement call as I was presented with required 142018 for the bus stop bash eastbound, with me being at the rear doors to be ready for another rapid sprint down, under, and up to the Darlington platform. I had just about got my breath back when the 17:40 Bishop Auckland arrived that was formed by super dud 142091 for the third time today for the run to North Road Darlington. Of note, I was intending to bail at Bank Top and hang about for 15 minutes or so for the 18:42 ex Liverpool LS – Newcastle TP, but decided to remain onboard for the hop around the corner when there was a chill that went through the train when the doors were released and opened.


After alighting at North Road, I walked back to Bank Top via North Highgate, St Cuthbert’s Way, and Parkgate. As I entered the station via the car park and drop off point and made my way to the gateline, I realised that I had something missing from my jacket pocket. It was the sheet I had printed out with today’s plan and notes of various observations during the course of the day. I decided to hang about for the Bishop Auckland train to come back, and after having a quick eyeball to see if it was on the train (which it was not), meaning that it must have fell out of my jacket pocket at some point during the walk. My intention was to see if the 19:01 ICXC Glasgow Central (this is the diagram that is operated by an IC125) was required for a run north to Newcastle, then on the 19:45 ex London KX – Edinburgh and homeward bound. I made a couple of observations while hanging about for the train to come back from Bishop Auckland.


The 19:01 Glasgow Central was formed by 43357+301. Was this required? Just 301, so half a mark I missed out on. The 19:10 (19:45 NCL) ex KGX – EDB was formed by 91121+82230. Were they required? They both were. The next 2 departures (that was not relevant as I would not have been on them anyway) were 221138 on the ICXC Birmingham NS via Doncaster, and 43295+307 (both dud anyway) were on the 19:22 ex KGX – EDB. After I had a quick eyeball on the 19:30 ex Bishop Auckland – Saltburn after it came back, I headed back home on the slightly delayed 19:32 ICXC Edinburgh Waverley, formed by dud 220002. Thinking about it now, I do not know what was worse – me losing my sheet of paper, or letting a required Class 91+DVT go (it was unknown to me that they were both required at the time). After arriving at Edinburgh Waverley, I got myself some tea before heading over to Platform 15 for the 21:50 Helensburgh Central via Airdrie to High Street, formed by (obviously dud as I have cleared the Scotrail electric fleet a while ago) 334026+032, and to Barnhill on the 23:07 What’s it called? Cumbernauld on 320301 arriving back home half an hour later than intended.


Overall, and first things first, I must say a great big thank you to forum member postye for helping me complete some missing gaps of the moves I was unsure what I had for haulage. I have achieved what I had set out to do today by covering the Newcastle Central – Thornaby via Hartlepool track, Middlesbrough – Whitby track, and the visit of British Steel Redcar. If I am going to do another Tyne & Tees Day Ranger in the future, I will concentrate mainly on the IC services between Newcastle and Darlington.

 

[rg177]

Sounds like a great day on my local patch and congratulations on Redcar British Steel. Now that I know it's fine to wander out, I'll probably have to get down there as it's one of the last shacks I need around here.

Also, the 0650 Glasgow Central to London Kings Cross arrives Newcastle at 0927 or thereabouts, so you'd have been even more disappointed had you caught it. The train you saw as you left on the Middlesbrough was the 0655 from Edinburgh Waverley which likes getting delayed by a stopper from Chathill an awful lot.

Ouch also to letting go that 91. Can agree that hopping between Newcastle and Darlington on one of those tickets is good fun though, that formed the staple of my bashing before the parents let me go further afield age 16

 

[adrock1976]

Thanks for pointing out the slight confusion that I had regarding the 06:50 Glasgow Central - London KX, as that was the train I arrived at Newcastle on back in August 2015.

PS Hope you can do British Steel soon before the evenings get noticeably lighter, so as you can capture the eeriness of the site.

 

[Kite159]

You did British Steel properly not like my fudge of my "private land" rule which only applies to that one plus the one down in Devon)

Apart from misplacing your notes, sounded like a productive day, and yes some of those shacks on the Whitby line are quite remote

 

[noddy1878]

Interesting. Congrats on British Steel. Was there any form of security or anyone about. Was it really that easy to just walk out. I've looked on Google Maps and looks pretty straight forward.

 

[FQ]

Well done at getting British Steel Redcar without cheating, like Kite and Tech

 

[Cowley]

Not an area I know at all but very interesting to read about. Thanks for sharing it.

 

[Techniquest]

We're not cheating FQ, but it is also good to know you can leave the site without issue. I daresay that was very different when the steelworks were in full swing!


An excellent day out there adrock, save for losing your notes which must have been more than frustrating. Harsh times on turning down winners on your homeward journey, even worse!

 

[185143]

We're not cheating FQ, but it is also good to know you can leave the site without issue. I daresay that was very different when the steelworks were in full swing!


An excellent day out there adrock, save for losing your notes which must have been more than frustrating. Harsh times on turning down winners on your homeward journey, even worse!

Yes you are
I had no trouble just walking out just weeks after the site had closed.

 

[adrock1976]

During the present closure of the line between Carlisle and Armathwaite, I did draw up a partial draft plan during the summer of 2016 to cover the visit of some stations along the route. Fast forward to February 2017 and with the news that the steam locomotive “Tornado” would be hauling a few chartered trains between Skipton and Appleby midweek, combined with the unusual situation that normal national fares and tickets (including the Settle & Carlisle Line Day Ranger) are accepted, I decided to fit that in the plans as well. As I could not get a reservation for the steam services, I set my target on the journeys that called at Garsdale and Horton-in-Ribblesdale at the beginning and end of the day so as to avoid any potential large crowds that may or may not be around on the lunchtime/early afternoon workings. Of note, I had an alternative plan in case there was the possibility that I would not be able to be on the 08:25 ex Appleby – Skipton steam service.


It was an early rise for me, and having left the flat just before 05:10 it was a short walk to the bus stop on the main Springburn Road for the 57 that was due at 05:15 for the trip to Glasgow Central station. I made my way to Platform 2 for the 05:40 London Euston via Trent Valley Railway, formed by dud 390118 (I only require 7 Class 390s to clear) for the southbound run to Carlisle with arrival being on schedule at 06:47. The next leg was the rail replacement bus direct to Appleby departing 07:10 (this was an additional service), with the bus operator being Chris Stainton Ltd based in Crooklands (LA7 postcode). The route was via London Road to M6 Junction 42, then M6 to Junction 40 (Penrith), then A66 to Appleby. Of note, although the journey planners give a running time of 60 minutes between Carlisle and Appleby on the non-stop buses, this journey did it in 45 minutes.


After alighting the bus, there were large crowds as I expected there to be at the station. The queueing system that was in operation was that the passengers who already had reservations were allowed to proceed directly over the footbridge to the Leeds/London platform, while passengers (including myself) were held at the foot of the footbridge on the Carlisle/Glasgow platform. “Tornado” was visible in the yard, and after emitting a large head of steam soon drew into the southbound platform, with 67029 directly behind the steam locomotive. A few moments after the train drew into the platform tender first, the passengers (including myself) were able to proceed over the bridge to the southbound platform and I boarded the fifth coach. This meant that I would be sticking to my first option after all today and would not need the alternative plan I had drafted.


Departure was around 7 minutes behind schedule, and as it was a sunny morning, the shadow of steam could be seen in the fields along the route. The first stop was Kirkby Stephen, with some more passengers boarding. The next stop would be Garsdale, which is where I would bail and would have to move to the next coach due to the short platform there. After the train departed and as I had a 50 minute fester before the next move, I went for a very gentle and slow saunter partially up the hill before heading over to the northbound platform for a look at the various noticeboards. I then headed back gently to the southbound platform for the 10:02 Leeds train that was formed by required 158902 for a bus stop bash (the countryside definition) to Dent, which is the highest station above sea level in the UK. It was immediately over the barrow crossing to the northbound platform once the train had left to board the 10:16 Armathwaite that was formed by dud 158795+ required 153359 for the run to Lazonby & Kirkoswald.


It was a 20 minute fester here and during this time, I went for a wander. Although there are bus stops along the main road, it appears that there are no regular scheduled bus services at all. As the section of line between Appleby and Armathwaite is presently single line operation, it was back to the northbound platform for the 11:36 Appleby and to reboard 153359+158795 for a countryside definition of a bus stop bash southbound to Langwathby, alighting onto the northbound platform. I then made my way to the main road, and again just like the previous station, there were bus stops but no regular scheduled services. The next leg was on the rail replacement bus due at 12:01, with the operator being Shaws of Whitley. Much to my surprise, this was from the east of the Pennines, having a DN14 (Goole) postcode. There was another passenger who boarded the bus with me and while waiting, we had a discussion and it turned out that my fellow passenger was also a resident of Glasgow. It turned out that he was on the 05:50 ex Glasgow and got slightly delayed en route to Carlisle, missing the 07:10 bus to Appleby. The guard was kind enough to arrange a taxi from Penrith to Appleby so as to be on the 08:25. My fellow passenger was more or less doing similar plans to me. It got me thinking that the odds of this happening would be similar to Aston Villa winning the European Cup for the second time in their history by 2020 i.e. very long odds indeed.


Anyway, the route to Appleby was via a country lane via Culgaith, then joined the A66 for a few miles before exiting for Appleby. It was over to the southbound platform for the 12:36 Leeds departure, formed by as expected 153359+158795 for some dogbox thrash over Ais Gill to Horton-in-Ribblesdale. I went for a wander down the hill to the main road, and apart from residential buildings, there was not a great deal of public facilities nearby. It was back up the hill to the station just in time to see 66739 hauling Tarmac wagons southbound. After the freight train cleared, it was over the public footpath that runs across the tracks to the northbound platform and into the waiting room before boarding the 13:57 ex Leeds – Armathwaite, formed by a recent dud and old dud 158902+908 for the northbound run to Kirkby Stephen.


It was a gentle saunter over to the southbound platform, with the crowds gradually building up as the steam train would be due at 15:15 heading southbound to Skipton. As I already had a go on the steam train today, it was onboard the 15:00 ex Appleby – Leeds formed by dud 158791+ required 158842 for the run to Ribblehead. After alighting from the train, I then wandered over to the famous viaduct (the vantage point being the car park at the rear of the pub on the main road) where there were plenty of people around to see “Tornado” heading south soon. As I was aware that Ribblehead station has staggered platforms with the northbound platform being the furthest away, I decided to give 8 minutes before the departure time at 16:01. The time of 15:50 had been reached, and with no sign of a head of steam approaching the viaduct from the north, I decided to head back to the station. As I went up the gravel road to the station, I saw the head of steam approaching but still managed to get an image (best as can be on a mobile phone) through the gap in the hedgerow.


After the steam train passed through, there were quite a few people who were leaving the station but I managed to get onto the southbound platform so as to walk along to the London end and over the foot crossing to the northbound platform. I had just barely stepped onto the northbound platform and the 16:01 ex Leeds – Armathwaite train pulled in, formed by dud 158795 from earlier minus the dogbox that was left behind at Leeds. I took this train all the way to Armathwaite and back to Appleby on the 17:23 short working, scoring a microgrice of the crossover at Kirkby Thorne southbound. As I had a gap of an hour at Appleby, I went for a brief wander down the hill and back to the station so as to see the final northbound working of “Tornado” of the day (this would have been my alternative option picking it up from Horton-in-Ribblesdale if I was unable to be on the 08:25 Appleby – Skipton earlier on).


When the steam train arrived, it was over to the station forecourt for the 19:00 rail replacement bus direct to Carlisle, with the operator (and the vehicle) being the same that I had on the Langwathby – Appleby earlier on. The route was via the A66 to M6 Junction 40, then M6 to Junction 42 and London Road to Carlisle station. This journey was done in 40 minutes, arriving at Carlisle 20 minutes ahead of schedule. I had a couple of options to continue to Glasgow. First up was the 5 minutes delayed 19:48 ex London Euston via Trent Valley Railway, which I declined as it was dud 390049. Next up was the 20:01 ex London Euston via Birmingham which I grudgingly accepted, as it was formed by dud 390104 “Virgin Scot”/”Alstom Pendolino” for the northbound run to Glasgow Central. Arrival was much to my surprise 5 minutes ahead of schedule (due 21:17) at 21:12, then a gentle saunter over to Queen Street for the 21:34 back up the road to Barnhill on 334016.


Overall, this is a task I have got round to doing before the Carlisle – Armathwaite section reopens, even though I did not initially intend using steam traction. It was only due to the fact that normal fares were accepted that I decided to fit “Tornado” in, even though not necessarily for the whole route it would be working. Additionally, I was not fussy if it was tender first or not, it was just getting the haulage in. As the main aim of the day was to land the steam train for haulage, and if I land any required Sprinters, that would be a bonus. At the time of typing this report, my Sprinter family requirements were 196 required, and I have reduced that by 3 today. Still a long way to go though. Furthermore, as I did not require the alternative plan I had as I managed to get on board the 08:25 Appleby – Skipton, I completed everything that was intended.

 

[Kite159]

which is the highest station above sea level in the UK.

Might be the highest station above sea level in England, but Corrour is in the UK

Congrats on a successful session on the S&C, by my workings that be the line cleared north of Settle

 

[Techniquest]

Quite the successful visit to Cumbria! Tornado is happily dud for me, not on the mainline but that matters not.

Lots of shacks that I need there, nice work!

 

[Kite159]

Quite the successful visit to Cumbria! Tornado is happily dud for me, not on the mainline but that matters not.

Lots of shacks that I need there, nice work!

Dud for me from Bristol to Plymouth, double headed with Britannia (I think, shall have to check my pictures).

 

[adrock1976]

When looking at the UK Railtours website towards the end of 2016, I had spotted the above tour and after reading the description of the route, I had noticed that it would be routed along the Midland Railway route via Kingsbury Junction – Whitacre Junction and Sutton Park – track that I require in my former stomping grounds. Also, for the return journey, it would be doing the Lifford Curve (which I’ve been attempting to do since when I started my first spell of the hobby back in 1988), and also the Hatton West – Hatton North side of the triangle as well. Of note, I had already covered the track between Knighton South Junction and Birmingham Curve Junction via Coalville in May 2016 when on the Midland & Great Central railtour. Furthermore, I was aware that fellow forum members postye (who would be sitting at the same table) and Kite159 would also be on this tour as well.


The journey started the previous evening on the 23:40 Glasgow Central – London Euston via Trent Valley Railway and Northampton sleeper, with 86401 having hauled the set in from Polmadie depot. In the adjacent platform at Glasgow Central just as both myself and my partner boarded, 37175 was hauling the track inspection train. The following morning and according to the Real Time Trains website, arrival at Euston was at 06:17, making this ahead of schedule by 45 minutes. The loco that hauled the set from Glasgow (plus the Edinburgh portion from Carstairs) was much to my surprise required 92014, as this loco seems to behaving itself now.


After getting some tea from the Pret kiosk at the forecourt outside the station (I have recently started to boycott Cafe Nero, as I have found out that they intentionally dodge paying tax to the UK Government, despite their obscene profits) and some provisions from the nearby Sainsbury’s store, it was time for a walk over to Platform 16 for the railtour, having spotted 90042 having hauled the Inverness/Aberdeen/Fort William sleeper from Edinburgh in Platform 15. The locos for the tour were required 67029+022 that would remain with me for the rest of the day, alongside with the Riviera Mk I coaching stock that they would be hauling.


Departure was at 07:40, with the train travelling along the slow lines to Bletchley calling at Watford Junction Platform 8 and Bletchley Platform 5. 153354 was in the adjacent platform on the local Bletchley – Bedford Midland that was ahead of us. After departing at 08:43 and although still on London & Birmingham Railway/London & North Western Railway metals, the train diverged to take the Bedford line. Between Kempston Hardwick and the present site of Bedford St Johns, the train was around 12 minutes ahead of schedule and as the St Johns – Midland section is single track, we had to wait for 153354 to clear off back to Bletchley before proceeding around the curve to Bedford Midland Platform 1. At the depot, 700107, 700109, and 700008 were spotted.


Having departed more or less on schedule at 09:50, it was a switch to Midland Railway metals using the slow line northbound and scoring the PSUL move between Sharnbrook Junction and Harrowden Junction via Sharnbrook Tunnel, also spotting 66751 at Harrowden. After passing through the Wigston Junctions, the train soon diverged at Knighton Junction onto the line that runs via Coalville (this is the line that is part of the stalled Ivanhoe Project second phase), passing former sites of coal mining activity and various diverging lines etc. Arrival at Birmingham Curve Junction was slightly ahead of schedule, diverging around the left side of the triangle to Branston Junction where the train was held. Of note, I have completed all three sides of this triangular junction, as I did the right hand side in May 2016.


After a southbound Cross Country Regional had passed through (either to Birmingham or Cardiff), it was on the move again in the Birmingham direction along the main line southbound to Kingsbury Junction, where there was a slight pause as 60066 was shunting oil tanks into the yard. It was soon on the move again, taking the original route of the Birmingham & Derby Junction Railway directly south to Whitacre Junction (scoring some PSUL track in the process too), then along to Water Orton 5 minutes or so ahead of schedule having spotted 66763 at Hams Hall. Still along the original route and now the present day main route between Birmingham and Derby, the train soon diverged onto the line that runs via Sutton Park, pausing at Ryecroft Junction as the train was around 10 minutes ahead of schedule.


It was soon on the move again, switching to L&NWR metals and passing through Walsall station via the goods line next to Platform 3, scoring a microgrice as well. Of note, and if it is still there, I griced the crossover north of Walsall station between Platform 2 and 1 northbound in 1989 when the stations between Walsall and Hednesford were reopened. On the way to Bescot, 170507 was on the Rugeley Trent Valley, and after drawing into the loop beyond Bescot station after a driver change, several Class 66s were spotted at the yard. They were 66002, 181, 125, 142, 005, 050, 128, 057, 122, and 118. 323205 was on a local Walsall, and 170511 was on a Rugeley TV – Birmingham service. After this train had cleared, it was on the move again via Perry Barr North and West Junctions, and Soho East and South Junctions pausing at Soho South for 5 minutes or so. I would like to mention here that I have already done the Soho North – East side of the triangle on an additional football special from Stourbridge Junction – Bescot back in 1989/90 (I think it was either the Wolves or the Baggies (West Bromwich Albion) that were away to Walsall at Fellowes Park). I only require the Perry Barr West – South side of the triangle, which I can do on the ICXC that starts from Reading late evening at some point in the future.


Anyway, it was soon time to proceed via Birmingham New Street passing through non-stop, which for me seems rather unusual. After passing through Platform 2 non-stop, it was rather surreal in doing so, and more importantly somehow or another, managed to pull it off. Credit is due to the signallers is due here for puling off a remarkable feat. The question is could it be done on the return leg, or would that be pushing luck a bit too far? Would have to wait and see. When the train reached both Proof House Junction and Grand Junction, it was time to switch back to Midland Railway metals albeit for a short stretch, taking the diverging route onto the Birmingham & Gloucester Railway section of the Midland Railway.


Soon after passing St Andrews Stadium (home of the noisy lot i.e. the dirty Bluenoses), it was time to diverge at Bordesley Junction onto Great Western Railway metals and join the mainline (the former London Paddington – Birkenhead Woodside intercity route. Most of the original route can still be travelled along today, although between Birmingham Snow Hill and Wolverhampton via West Bromwich would involve the Midland Metro tram line, and London Paddington – West Ruislip would obviously involve the parliamentary train) at Small Heath, having spotted 66183 hauling containers in the London direction. Having weaved across to the pair of tracks closest to Tyseley depot, it was on to Stratford upon Avon via Shirley, pausing just before Whitlocks End so as to allow the local Stourbridge Junction – Stratford upon Avon to get sufficiently ahead due to the long signal sections. Arrival was on time at 15:30, with the front few coaches of the train having drew past Platform 2 (towards Cheltenham) so as for the rear coaches plus the locomotive to fit.


After having a wander round town, it was back to the station and onboard the train, departing on time at 17:36. As it was now starting to become twilight, I have not really done any observations on the return leg. The route to Birmingham was via Hatton West and North Junctions, with me scoring that side of the triangle. Passing through Solihull and Tyseley, it was time to diverge onto Midland Railway metals, being held at St Andrews Junction as the train had arrived there 10 minutes ahead of schedule. After a slight delay, it was on the move towards Birmingham NS and due to the delay, I was thinking it would really be a miracle if the train was able to pass through non-stop. Anyway, Platform 11 came into view, and the train had stopped, meaning no non-stop twice in a row today. Eventually, it was on the move again continuing along the Birmingham Western Surburban Railway section of the Midland Railway via Five Ways. At Lifford West Junction, the train diverged onto the curve to Lifford East, with me scoring that section of track. Continuing northbound along the Birmingham & Gloucester Railway (it is noted that I have scored this track between Grand Junction and Kings Norton back in 1993/94 on a Sunday diversion of local Redditch trains, which used Class 150s that day), it was to St Andrews Junction again, then via Landor Street Junction continuing northbound onto the Birmingham & Derby Junction Railway, with me scoring that section of track.


Having made up the time, it was more or less on schedule from this point while along Midland Railway metals. At Whitacre Junction, it was to Nuneaton passing through Platform 7, then scoring some more track with the crossover to Trent Valley Railway/L&NWR metals. At Rugby, the train was held for a bit and was routed via Northampton due to a broken down Class 390 (what I heard). Arrival at Milton Keynes Central (to set down passengers who boarded at Bletchley, as the slow lines were closed for engineering works this time of evening) was 20 minutes behind schedule at 20:46. However, as there was a 12 minute layover originally planned in the timetable, it clawed back half of the delay with arrival at Watford Junction being 10 minutes behind schedule. Finally, arrival at Euston in Platform 16 where the train started from was 8 minutes behind schedule at 21:38.


It was time to get some provisions from Sainsbury’s, then it was downstairs to the Underground for the Victoria Line. It was onboard required 11089+090 for the run to Victoria, then over to the London, Brighton, & South Coast Railway side of the main station to board dud 377148+ required 377457 for the run to East Croydon on the 22:32 Chichester via Horsham train. It was then to Dingwall Road to check into the accommodation, which was the Hampton by Hilton hotel and to settle down for the night.




Pottering about and homeward bound 19 and 20 February


The following day was spent with the intention of visiting the London Dungeons and Harrods, as those were the activities my partner wanted to do while in London. After a good night’s extended sleep and having had some complementary breakfast, it was a short walk to East Croydon station. As there were engineering works between Clapham Junction and Victoria, it was to London Bridge via Norwood Junction on the 12:20, formed by required pair 377314+305. It was downstairs to the Underground for the Jubilee Line and onboard required 96052+079 to Waterloo. It was then a gradual walk via York Road to the vicinity of the London Eye and to the dungeons.


After the tour around the dungeons, it was then a gradual walk along the riverbank and over Westminster Bridge to the Underground, making our way to the Jubilee Line platforms. It was onboard required 96088+071 to Green Park, then to the Piccadilly Line and onboard required 866+119 to Knightsbridge, using the exit that runs to Harrods. Later on after wandering around the store, it was back to the Underground and onboard required 133+142 to Green Park, then to the Jubilee Line and onboard required 96123+124 to London Bridge. It was then to the London, Brighton, & South Coast Railway side of the main station to board the 18:23 East Grinstead train, formed by required pair 377614+606 for the run to East Croydon. We both went for a wander to find an Indian restaurant, and found one along High Street and had the banquet menu as it was a promotional offer. After the meal, it was back to the hotel to settle for the night.


The following morning after breakfast and having checked out, it was to the Co-op to pick up some provisions. It was to East Croydon station to board the 5 minutes delayed 08:58 Victoria train formed by dud 377457, required 377441, and dud 377159 for the run to Victoria. It was then to the Underground and to the Victoria Line to board required 11052+051 to Oxford Circus, then across to the adjacent platform face to board my first recorded Bakerloo Line train since I started doing this in 2016. It was (obviously required) 3555+3239 (it was coach 4339, which according to Wikipedia if I have interpreted the cab end it belongs to, managed to work out that it was 3239) that took us both to Marylebone.


It was upstairs to the main station and to Platform 3 for the 10:10 Birmingham Moor Street train, formed by required locomotive and DVT 68011+82304 for the run to Warwick Parkway. It was then over to the London platform to board the 11:39 London Marylebone train formed by required (and my very first Clubman as they were introduced into service after I left the West Midlands) 168110 for the bus stop bash to Warwick. After a wander into town (it seemed to be the wrong day that was chosen, as most of the independent shops were shut as it was Monday), it was back to the station to board the 5 minutes delayed 14:02 ex Marylebone – Birmingham Snow Hill that was formed by required 168002 for the run to Birmingham Moor Street. We then walked along the east arm of New Street to the Tesco store at the junction of New Street and Temple Street to pick up some provisions, then to New Street station and Platform 6 to board the 7 minutes delayed 15:15 ex London Euston – Glasgow central via Preston, formed by dud pair 221113+115 for an uneventful run back to Glasgow.


Overall, the tour went well in running more or less to schedule with some early arrivals at some locations. I have managed to score several bits of new track, including Kingsbury Junction – Whitacre Junction, the Sutton Park line, and the curve at Lifford Junction. I was also lucky regarding London Underground in that all the trains I landed for haulage were required, plus I have scored my first Class 168s. I have also peeled off a very small amount of Class 377s. If it was not for the Anglia franchise ordering new fleets of trains to displace the existing fleet throwing a spanner in the works, I would have spent most of 2017’s London trips concentrating on clearing trains for haulage south of the mighty Thames, and as I still require a lot of track mainly in the Kent area.

 

[Kite159]

Sounded like a productive tour for you, both with some winners and track

 

[Techniquest]

That tour sounded LONG! I would have barely scored any of the track on that tour, a bit of microgricing yes but only that curve off the Coalville line and the Sharnbrook bit would have been required!

You sure did well in terms of scores as well

 

[adrock1976]

As I have been stuck for a while with my remaining Scotrail diesel fleet requirements (I require 2 x 170s, 5 x 156s, and 9 x 158s, with 7 of those belonging to Inverness depot), I decided to do something similar to what fellow forum member Kite159 did on Fridays in London. I would mainly be concentrating on the remaining Class 156s, as some may be leaving Scotland in the next couple of years, with the Inverness based Class 158s going nowhere. I would also attempt to see if I could land my final 2 Class 170s (456 and 471) as well. I posted the request for the 170s and 156s (except 509, as I believed it was still away for refurbishment/repairs) in the TOPS thread of the forum, and with many thanks to member 37078xotTE, I was able to work out a plan using the Real Time Trains website. Of note, I was unable to get 170456 as that was on a Glasgow QS – Inverness working, returning from Inverness at 20:15 and running non-stop between Stirling and Glasgow QS. I was also unable to land 156453 today, as that was not out.


My 4 targets for haulage were 170471, 156465, 156477, and 156493. In between the various gaps I had at Queen Street, I was also keeping a lookout on the off chance any required Class 158s would make an appearance, but they were all dud, including the ones from Inverness. For simplicity, I have listed the various moves below, similar as whenever I’ve done linear hops on London Underground.


156456+435 16:49 Glasgow QS – Croy
156477 17:14 Croy – Glasgow QS


Walk to Glasgow Central


I was intentionally targeting the 18:19 East Kilbride departure, as that was required. However, I could not believe my luck when the rear unit was required 156509 on the 18:04 EK, which I was not expecting as I believed it was still away for repair/refurbishment. What’s more, I was able to do a linear hop and pick up my intended EK that would be behind it.


156492+509 18:04 (5 minutes delayed) Glasgow Central – Crossmyloof
156493+439 18:26 Crossmyloof – Pollokshaws West
156499 18:39 Pollokshaws West – Glasgow Central


Walk to Glasgow QS


334029 19:02 Glasgow QS – Helensburgh Central (I could have got the 19:32, but as I had an uphill walk, it would be cutting things fine)


Walk up Sinclair Street to Helensburgh Upper


156496+465 20:37 Helensburgh Upper – Glasgow QS
156456 22:18 Glasgow QS – Croy
170396+471 22:43 Croy – Glasgow QS


I was satisfied with the day’s efforts, plus I landed 156509 which I never expected to. I now require 1 x 156 and 1 x 170, as well as the remaining 158s.

 

[Kite159]

Sounded like a productive day to score 5 local units

Hopefully that last 156 & 170 will show up for you sooner rather than later, along with how many 158s you have left

 

[FQ]

Just caught up again - A highly successful few trips, especially the one around Glasgow! One SR 156 and 170! That's really good going.

 

[Techniquest]

Wow that is a top result! 1 156 and 1 170 with ScotRail to go, that is amazing. I'm not even close to that with 156s up there, but I am only 1 170 behind you. 7 Inverness 158s remain to be done for me too!

 

[adrock1976]

Intro


As I had a meeting in London this coming weekend, I decided to take the opportunity to have a go at reducing my requirements mainly on the Anglia region and the GWR IC125s. I would also throw into the mix the attempt to reduce my requirements south of the mighty Thames and to do it some justice, as my accommodation is in the Hither Green area of Lewisham. As I require quite a lot of the electric fleet in the Anglia region (predominantly the Class 321s), I would be happy to walk away with a double digit amount (I require 100 of the electric fleet excluding the IC sets, and have included 321401, 403, and 404 that may or may not have transferred across). In regards to the GWR requirements and as I require 32 powercars, I would be happy to walk away with 8 as that would be the intention. I would also be targeting the 4 out of 5 Class 180s as I have yet to have any of the GWR fleet for haulage. Furthermore, I would also be further attempting to reduce my Class 317 requirements, as those (I believe) are the first electric trains from the 1980s that have a high probability of being scrapped in the near future. On a final point, the reason why I am having Thursday as an additional day on the rails is because the lack of doing a bashing session at the beginning of March due to me working odd hours and being called up for jury service at Glasgow High Court (the really scary stuff), which I am no longer needed nor ever got the chance to go beyond the waiting room in the court building.




Regional warm up session and outward bound to London 22 March


Anyway, I started off with a warm up (or cooling down as it was a chilly afternoon) the previous afternoon (Wednesday 22 March) by setting off just after 15:40 for the short walk along the road to Barnhill station. As I have mentioned in previous reports, all of the Scotrail electric fleet are all duds as I cleared them a while ago, and as the only Class 156 I require is 156453 which also has the RETB equipment fitted, the only possibility where I am most likely to land any winners for haulage would be both the locos on the Fort William – London Euston sleeper train. It was a short wait before the 15:53 Dumbarton Central via Yoker rolled in that was formed by dud 320309 for the run to Glasgow Queen Street. I then went upstairs to purchase the Anglia Plus Day Ranger for the following day, before boarding the 16:37 Oban formed by dud 156477 for the run to Arrochar & Tarbet, where I bailed.


As Arrochar & Tarbet station is situated halfway between the settlements of Arrochar and Tarbet, I headed off in the direction of Tarbet – a 10-15 minute walk or so. Of note, as this is the top end of Loch Lomond and as it is not summer yet, this is the quieter end compared to the more popular and southern end at Balloch. I purchased a pot of tea in the Tarbet Hotel for the fester before my next move. I then left the hotel to wait at the bus stop at the hotel car park for the 19:07 Scottish Citylink 914 ex Glasgow – Fort William to arrive. Eventually, it was onboard for the short hop (the countryside definition as I would be travelling around 8 miles or so) to Ardlui Hotel along the main A82, with the vehicle being from Shiel Buses who are based in Acharacle and Fort William. I then had a short walk from the bus stop along the A82 (caution – there are no pavements) to the station for a fester of 20 minutes or so, before boarding the 19:51 Oban and Mallaig formed by dud pair 156496 (Oban)+445 (Mallaig). Of note, I should mention here that there are only 2 buses in each direction that run directly between Tarbet and Ardlui via the A82, with the others running towards the Lochgilphead direction over the famous Rest and be Thankful. Furthermore, most trains are timetabled to pass each other in opposite directions at Ardlui and even though it is an island platform, it can be tricky to see which train would arrive first.


As I was in the Mallaig portion as intended, I bailed at Upper Tyndrum for a very gentle saunter down the hill onto the main road. It is recommended to use a torch if doing this walk in darkness as the lane that runs between the station and the main road is not lit. Once I reached the main road, I took the chance to nip to the public lavatory which to my surprise was still open at this time during low season. I then continued with a very gentle saunter along Station Road passing a small caravan park/campsite to the single platform at Tyndrum Lower for a near 30 minute fester to await the 21:38 ex Oban-Glasgow QS to roll in, formed by as expected the return of 156477 for the run to Garelochhead. It was another 30 minute fester here for the 23:11 ex Fort William-London Euston via Westerton, Glasgow QS low level, Airdrie, Edinburgh Waverley, Preston, and Trent Valley Railway. The locomotive hauling the set as far as Edinburgh was required and my very first Class 73, 73967, and after arriving in London on schedule at 07:47, it was required 92010 that hauled all three portions of the train between Edinburgh and London.


I felt that this was a gentle warm up session and although it was always unlikely I would land 156453 to clear the Scotrail Class 156 fleet, I have eliminated some tricky stations to have cleared all in the FK and G postcode areas. I have also landed 2 required locomotives that are specially dedicated to the Caledonian Sleeper fleet, of which I was expecting to do so today.


Stay tuned for the following days’ reports.

 

[Kite159]

Sounded like a good little evening spin on the West Highland Line, that 156 will pop up when you least expect it.

 

[rg177]

Sounds like a nice jaunt over for some of those harder shacks up north of Glasgow.

I had 156453 on the East Kilbride line, of all places.

Sent from my SM-A310F using Tapatalk

 

[adrock1976]

Anglia Plus Day Ranger and Southend Victoria Class 321 hunting 23 March


After my arrival in London off the sleeper train, I picked up some provisions before making my way to the Metropolitan Railway platforms at Euston Square for some linear hops along to Liverpool Street. As I had a file of what Underground trains I have already had for haulage, I could decline those if they turn up. For easy readability, I will list the linear hops below:


21056+055 Euston Square – Kings Cross
21466+465 Kings Cross – Farringdon
21023+024 Farringdon – Barbican
21384+383 Barbican – Moorgate
21541+542 Moorgate – Liverpool Street


It was upstairs to the main station and over to Platform 9 to board the 08:30 Norwich, formed by required DVT 82133+ dud 90007 for the run all the way to Norwich. I would like to mention that even if I had arrived at Euston on the 23:40 ex Glasgow Central that is scheduled to arrive at 07:07 (actual arrival according to the Real Time Trains website was 06:28) and booked myself on the slightly off-pattern 07:55 Liverpool Street-Norwich so as to make the 10:06 Lowestoft Class 68 hauled set, that would not have made any difference as I had found out that the 07:55 Norwich had been cancelled. During the course of the journey to Norwich, 66056 was spotted near the Olympic Park, 66542 at Shenfield, and 66560 at Ipswich.


As the train was on the approach to the platform at Norwich, I was keeping a lookout of what was on the 10:36 Great Yarmouth via Lingwood Class 37 hauled set, but both locomotives were dud 37425+405. My attention immediately switched to the 10:30 Liverpool Street departure, so I crossed over to the adjacent platform face to board this train that had required 90011+ dud DVT 82105 for a run to Diss. After alighting, it was over the footbridge to the Norwich platform with the intention of getting the 11:08, but had noticed from the screen that the 10:29 ex Liverpool Street was delayed by 30 minutes due to a signalling fault. The screen was showing that my intended 11:08 was running on time, so I decided to see what was on the delayed 10:29 as this would be the 11:30 from Norwich. This was dud DVT 82114+ required loco 90004, so targeted that one and hung about for the 11:08. Much to my frustration after the delayed 10:29 departed, there was another update that the 11:08 is delayed by 5 minutes, then 7, then 10, then 12, and finally 15 minutes. When the delayed 11:08 eventually arrived and knowing that I would not be able to get the 11:30 ex Norwich, I was left tearing my hair out when the train had turned up with dud DVT 82105+ dud loco 90010 with that decision I made to let the previous delayed Norwich train go having backfired on me.


Having arrived back at Norwich and with the guard having made the announcement to passengers requiring the 11:45 Sheringham from Platform 5 to make their way to the front of the train, I decided to see what was on that departure. Having made my way across to Platform 5, I hopped on required 156419 for the run to West Runton and back, spotting 66727 in the yard at North Walsham and dud 156409 at the station on the 11:4x ex Sheringham. On the way back to Norwich, I had spotted required 156418 in the loop just north of North Walsham station, with me thinking that if I held off for another hour, that would have been another of the Anglia diesel fleet as well as another Sprinter less to chase after.


After nipping to the Co-op store on the station concourse, it was to Platforms 1 and 2 to make some observations before boarding the 14:00 Liverpool Street. 68016 and a Class 57 were in the yard next to Platform 1, 68019+003 were on the Lowestoft workings today (the next departure being the 16:40), 158858 on the 13:57 Liverpool Lime Street departure, 153335 (required) sitting on the centre track between Platforms 4 and 5, and 90006+82143 was on the 14:30 Liverpool Street departure. I boarded my booked 14:00 that was formed by required 90012+82132, spotting at Ipswich 66570 hauling containers towards Felixstowe, 66538 in the depot adjacent the station, 170272 on a Lowestoft departure, and 360105 on a local all stations to Shenfield, then Stratford and Liverpool Street. At Manningtree, 321423 (dud) was on the Harwich Town shuttle, at Colchester 321353+330, 321432+314+407, 321423, and 66548 were spotted at the depot while at Shenfield, 66885 and 66528 were spotted on the London mainline side of the station. As I had information that my final 2 TfL Rail Class 315s were out today, I bailed at Stratford and made a quick dash from Platform 9 to Platform 5 for the 15:49 ex Brentwood-Liverpool Street that was formed by 315847+ required 850 for the run to Liverpool Street.


It was time for me to switch to linear hops along to Southend Victoria as the frequency is increased from the standard 20 minutes to every 15 minutes for a short while, then every 10 minutes during Monday to Friday peaks. As there are double and triple Class 321 sets, this would help me out a lot in terms of reducing my haulage requirements. Before all of that though, I had specifically targeted the Class 317 Witham diagram that departs Liverpool Street at 16:17. My luck was in as it was formed by dud 317502+ required 653 for a linear hop to Stratford, arriving into Platform 10. It was over to Platform 8 for the 16:31 Southend Victoria to continue linear hopping along the way. For easy readability and simplicity, I have listed the moves below with required 321s in bold.


321402+447 16:31 Stratford-Shenfield
321345+328 17:04 Shenfield-Billericay
321329+333 17:37 Billericay-Wickford (the 2 previous departures were dud pairs each)
321344+441+440 17:53 Wickford-Rayleigh
321410+315+358 18:38 Rayleigh-Hockley (the previous 3 departures were dud triple, dud pair, and dud triple)
321334+406+418 18:55 Hockley-Rochford
321347+318+437 19:07 Rochford-Southend Airport


As I was needing the lavatory and as there were some delays, I made my way back to the Southend platform and was surprised to see a 19:35 departure formed by required 321312 having very rapidly departed, which had been diverted away from the Southminster branch as an additional service to Southend. Next was the standard 19:39, which had a dud 321 and required 431 which I let go thinking that it would be on the 20:10 Southend Victoria-Liverpool Street departure. Anyway, it was on the 19:49 to SOV so as to make the 20:10 departure, formed by dud pair 321360+438, and on recently fresh dud 321437 on the 20:10 as far as Shenfield.


My intention was to see what was on the 20:53 ex Ipswich Class 317 diagram, but declined that when it was the same pair that I had on the Witham diagram earlier (there is no return working from Witham, so must be an ECS move back to Liverpool Street to do the Ipswich working). It was onboard the 21:08 ex Clacton-on-Sea to Liverpool Street formed by required 360106+ dud 117. Having briefly wandered over to Platform 9 to check what would be on the 21:55 Southend Victoria departure as this is the triple Class 321 set that was on the Norwich working earlier, I declined that as it was 2 duds and 1 required as I was starting to feel exhausted and was yet to get south of the mighty Thames to my accommodation.


I rapidly made my way over to Platform 16 to get my final TfL Rail Class 315 that would be on the 21:40 Brentwood departure. This was formed of required 315846+ dud 831 for a run to Stratford. It was over to Platform 9 to see if anything required would turn up, and after the 22:01 ex Southend Victoria was as expected dud, it was back to Liverpool Street on the 22:05 ex Harwich International/Parkeston Quay that was formed by dud 321330+ required 353. I then made my way to the Underground for some linear hops along to Embankment, but with me missing the next station if the next train I am waiting for is dud so as to save some time. Once again, I have listed the Underground moves below.


21397+398 Liverpool Street-Tower Hill
21400+399 Tower Hill-Monument
21554+553 Monument-Mansion House (the previous train at Monument was dud, so skipped Cannon Street)
21338+337 Mansion House-Blackfriars
21340+339 Blackfriars-Temple
21557+558 Temple-Embankment


It was then a walk along Villiers Street to Charing Cross station. As I had a chance here for a linear hop along to Waterloo East, I hopped onboard the 23:32 Hayes (Kent) via Lewisham that was formed by required 376021+ dud 017. Remaining on the same platform, it was on the 23:39 Sevenoaks via Grove Park and avoiding Lewisham formed by required pair 465035+188 for the run to Hither Green to bring the day’s action to an end and to check in and put my head down for the night.


On reflection, although I did not really get much done around the Norwich area, it is 2 DVTs and Class 90 locomotives, and 1 Sprinter less to chase after in the future. In regards to the Class 321s, I am aware that it will take me several attempts to clear those, of which I am confident I will do so as I believe that those along with the Class 379s will be the last of the classes to leave the Anglia region.


Stay tuned for further installments.

 

[Kite159]

Sounded like a productive day to Norwich & back.

You are right in the 321s being particularly hard to clear due that some only come out to play during the peaks working one way trips to Southend/Clacton (etc)

(BTW I think you would have spotted 170272 in Ipswich rather than 172272 )

 

[alexf380]

A good couple of days there Andy, and I see we're joining the club of "people who've had a 73 working on the Sleeper".

 

[Techniquest]

I had a 73 from Inverkeithing to Edinburgh for a 90 forward months ago! I was right at the back sadly so it wasn't exciting!

An epic clearout there adrock, I need to do that Southend peak time to get my 321s down, and that's a good point on the 317s. Getting them sorted needs to be a higher priority!

 

[adrock1976]

Thames Branches Day Ranger – Class 180s, IC125s, and Thames Turbos 24 March


The main aims and objectives of the day was for me to land the 4 out of the 5 Class 180s that work the London Paddington-Oxford/Worcester/Great Malvern/Hereford services (historically, it was 3 diagrams for a while, but there is now an additional fourth diagram on a Paddington-Oxford short limited stop workings that replaced a Thames Turbo that has left to go to Bristol for driver training), and to reduce the powercar requirements (mainly the Old Oak Common and Laira allocations as I believe all 44 from OOC and 10 out of the 30 at Laira will be heading to Scotland in the near future – I’m not too fussed about the Landore allocations at this moment in time as those have slightly different engines) of the IC125s, of which at the start of today I am needing 32 of the GWR fleet. I would also be intentionally switching to the Class 165/166 Thames Turbos when necessary, so as to break up some of the monotony of doing straight Paddington-Reading and return runs.


After a good night’s sleep and an early rise, it was out of the door not long after 07:50 for a 12 minute or so walk to Hither Green station and to Platform 5. The 08:12 ex Crayford-Cannon Street via Lewisham arrived first, which I let go for my intended 08:15 ex Dartford-Charing Cross via Sidcup and avoiding Lewisham. This was formed of required pair 376030+012 that took me on the run all the way to Charing Cross. As there are renovation works going on along part of the Underground passageways, it was to the Bakerloo Line northbound platform via street level and the Trafalgar Square entrance. As I would be doing linear hops along to Paddington, I have listed the moves below.


3557+3234 Charing Cross-Piccadilly Circus
3553+3256 Piccadilly Circus-Oxford Circus
3549+3237 Oxford Circus-Regents Park
3545+3251 Regents Park-Baker Street
3563+3250 Baker Street-Marylebone
3532+3242 Marylebone-Edgware Road
3550+3261 Edgware Road-Paddington


It was then upstairs to the mainline station and over to Platform 11 for the 09:21 Worcester FS that was formed by a busy 180102 for the run to Reading, spotting 66168 at West Drayton hauling wagons that looked like earthworks westbound. As I had a little over 30 minutes or so before my next intended move for the second Class 180, I made a note of any IC125 powercars that were required, and also some required Thames Turbos as well. After purchasing some tea from the Ritazza kiosk on Platforms 10/11, it was onboard the 10:27 ex Worcester FS-Paddington that was formed of 180108 for the eastbound run to Slough. As the Windsor & Eton Central shuttle was due in soon, I had a look to see what was on that, but declined as it was dud 166221. However, I did spot 66x81 hauling what appeared to be oil tankers westbound.


It was eventually back to Reading on the 8 minutes delayed 11:06 ex Paddington-Oxford formed by 180103 (this is the fourth diagram that an additional Class 180 has substituted for a Thames Turbo recently), with the delays having been caused by signalling problems near the Ealing Broadway area. During the slightly reduced fester of just under 30 minutes at Reading and continuing to make notes of any IC125 powercars required, which included a required pair on the 11:53 Great Malvern. 66145 was spotted having passed through Platform 12 hauling cement eastbound. There were a couple of announcements that some trains via Westbury and Castle Cary would be diverted due to a derailed freight train in the Westbury area. It was onboard the final Class 180 diagram that was on the 11:56 ex Great Malvern-Paddington, formed by 180106. This means that I only require 180104 which I can get some time in the future. I decided to remain onboard the whole way to Paddington rather than bailing at Slough, having spotted dud 165122 on the standard pattern Twyford-Henley-on-Thames shuttle.


Having arrived into Platform 4, it was simply across to the opposite face of the island platform to board the 12:30 Bristol TM, my first IC125 of the day which had dud 43020+ required 171 for a run to Reading. The 13:04 ex Swansea were a dud pair, so declined that for my next option as I had spotted a required powercar that would be on the 13:45 Paddington-Swansea earlier on, having worked it out from the Real Time Trains website. Yes, you read that right. I have internet access on my phone now. It was back to Paddington on the 13:13 ex Penzance via Bristol TM and Chippenham on required 43002+ dud 158. Arrival was on Platform 4 at 13:40, so it was a rapid dash via the gateline to Platform 8 for the 13:45 Swansea, formed of required 43190+ dud 197 for another run to Reading. It was over to Platform 15 for the next non-stop departure to Paddington, which was required 166209 on the 14:16 ex Bedwyn-Paddington and switching to a Thames Turbo.


It was over to Platform 2 for the 15:06 Penzance normally via Castle Cary, but diverted via Trowbridge, Bath Spa, and Bristol TM due to the earlier freight train derailment at Westbury. This was formed of dud 43129+ required 097 for another non-stop run to Reading. As I was starting to feel peckish and as I was wanting to target the required pair of powercars that I saw on the 11:53 Great Malvern, I left the station to go along to the Sainsbury’s store (as I did not feel like or have had the time to walk to either of the Tesco stores at Kings Meadow or along the main Oxford Road). After picking up some provisions, it was back to the station to to attempt to get as many of the required trains I had earlier made a note of. For simplicity as there are not so many big festers, I have listed the moves below, with requirements highlighted in bold.


43191+029 16:27 (ex Great Malvern) Reading-Slough
165123+165109 16:43 (delayed 9 minutes) Slough-Taplow
165209+165117 17:05 Taplow-Langley
166206+165132 17:28 Langley-Burnham
165111+165134 17:41 Burnham-Shiplake and 18:21 Shiplake-Twyford (gricing the crossover from the westbound relief into Platform 4 at Twyford, and the link to the Henley-on-Thames branchline)


43147+133 18:29 (delayed 8 minutes) Twyford-Reading (this train continues to Frome)
43016+023 19:05 Reading-Paddington (from Swansea). Arrival at PAD was 20 minutes behind schedule due to a track defect near West Drayton.


43037+022 19:45 Paddington-Reading (continues to Plymouth normally via Castle Cary, but diverted via Trowbridge and Bristol TM. Departed PAD 25 minutes behind schedule)
43194+188 20:58 (delayed 15 minutes) Reading-Paddington (from Penzance)
165131 21:56 Paddington-Ealing Broadway
360201 22:11 Ealing Broadway-West Ealing
165137 22:27 West Ealing-Paddington (spotting 70006 hauling containers westbound before this train arrived).


I then headed to the Bakerloo Line for a quick linear hopping session to Kilburn Park before heading south to Charing Cross or Embankment. Again, the moves are listed below.


3541+3235 Paddington-Warwick Avenue
3549+3237 Warwick Avenue-Maida Vale (I had these earlier)
3557+3234 Maida Vale-Kilburn Park (again, I had these earlier)
3248+3535 Kilburn Park-Maida Vale
3247+3538 Maida Vale-Embankment (my previous duds were terminating at Queens Park and Stonebridge Park respectively, and as the frequency is starting to drop slightly, I did not want to land those for a third time today)


It was then a walk along Villiers Street to Charing Cross Southeastern Railway station, and hopped on the 23:30 Tunbridge Wells via Orpington limited stop for a linear hop to Waterloo East, formed of required trio 465906+921+466035. It was over to Platform A (yes, A for Alpha) for the 23:39 Sevenoaks via Grove Park and avoiding Lewisham, formed by required 465171+ dud 465177 to take me back to Hither Green and rest for the evening.


Overall, I am happy with my efforts today as I had achieved what I had set out to do. I have got off the mark with the GWR Class 180s and have landed 80% of the fleet. I have landed 10 required IC125 powercars even though I had targeted a minimum of 8. Even better, only 2 of those were the Landore allocation, with my requirements now down to 22 – 3 from Laira, 8 from Old Oak Common, and the other 11 from Landore. I have also reduced my Thames Turbo requirements by 8 from 26 to 18, plus I have now got 40% of the HC Class 360 fleet. I will be back for some more GWR IC125 hunting with some Thames Turbos in the mix as well, hopefully before they all transfer west in the near future.


Stay tuned for Saturday and Sunday.