All Line Rover Report

[DarloRich]

Bad luck! i would try and wait unti lthe spring if you can to maximise daylight

 

[Blindtraveler]

Oo thats got me looking forward to my SHR>CDF Trip in a few weeks, complete I hope with a cooked breakfast!

 

[Techniquest]

Another excellent instalment! Glad you enjoyed your trip along my 'home' route, the Marches None of that food appeals to me, personally I'd rather a less posh and more traditional and filling meal. Sounds like the beers were good value, will have to try it next time I go on the WAG Ex!

 

[Kite159]

Bad luck! i would try and wait unti lthe spring if you can to maximise daylight

June time is a good time to do an ALR, the day is at its longest & the kids are still at school (so less busy and hence hotels will generally be cheaper)

 

[DarloRich]

Day three Part 1

After a restful night in the Travelodge at Holyhead day 3 saw me up before dawn ready to take the the first stage of a mammoth journey that would take me from North Wales to Crewe via Shrewsbury, Nottingham, London, Ashford, Brighton and the Caledonian sleeper!

Holyhead by DarloRich2009, on Flickr

Much to my surprise Holyhead station was very busy at 05:15. All 3 platforms of the strange V shaped station were occupied by trains ready to work early morning services away from the Anglesey port while the stabling roads held a Voyager and a 175 being prepared.

Holyhead by DarloRich2009, on Flickr

My train, the same as yesterday evening, was standing ready in platform 3 with DVT 82308 ready to lead the 05:33 Holyhead – Cardiff service away from the platform while 67001 powered us out on time . We slowly ran out of the station, past the giant aluminium works and over the Stanley Embankment connecting Holy Island with Anglesey, picking up speed as we travelled. We were soon passing RAF Valley which is the home of Anglesey Airport. Sadly we failed to catch a glimpse of the other heavily subsidised link between Anglesey and Cardiff – the twice daily air service dubbed “Ieuan Air”. We also speed non stop though Llanfair¬pwllgwyn¬gyllgo¬gery¬chwyrn¬drobwll¬llanty¬silio¬gogo¬goch which has two claims to fame:

1) The longest and most unpronounceable station name in the country (perhaps the world!) and
2) The only station footbridge on the Isle of Anglesey

North wales coast by DarloRich2009, on Flickr

Shortly thereafter were crossing from Anglesey to the mainland by means of the Britannia Bridge. Sadly the Robert Stephenson designed original was fatality damaged by a fire in 1970 which rendered the wrought iron tubular box sections that made up the bridge unstable. The replacement was a steel box girder double deck bridge carrying the road and railway line across the Menai straights. At Bangor the crew left the train and rushed to the buffet to buy the days papers which they then shared with the passengers. That was a nice touch.

Menai Straight by DarloRich2009, on Flickr

First class was very lightly loaded with three people including me to be served tea and coffee until the chef boarded the train at Rhyl where he immediately set to work on breakfast. The staff were even fine with me changing my plans to stay on board and enjoy the hospitality even longer.

My breakfast order was taken at Flint and I was served by Shotton . And what a wonderful breakfast it was! Bacon nicely cooked with an egg done just right and a fantastic sausage washed down with orange juice and a never ending pot of tea! The crew were even apologetic that because I was getting off at Shrewsbury there wasn’t time for me to have cereals, porridge or extra toast!

Holyhead by DarloRich2009, on Flickr

At Chester the train reversed and first class filled up with some retied roundtablers on a day out to Cardiff and what looked like some fairly senior ATW management – the service became even better thereafter! As I had eaten my fill I sat back, relaxed and watched the world go by as we travelled between Chester and Shrewsbury.

The Pontcysyllte Aqueduct by DarloRich2009, on Flickr

We passed the paper mill at Chirk where a class 56 hauled train was unloading, went through worksites involved in re doubling the line between Chester & Wrexham and we were shown a view of Pontcysyllte Aqueduct, the longest and highest in the country, in the distance. And in doing so we crossed the border between Wales and England twice in this short trip. All too quickly my time on this wonderful service was nearly up as we were approaching Shrewsbury where I would change for a service to Birmingham New Street.

Shrewsbury by DarloRich2009, on Flickr

 

[PHILIPE]

Just wondering if you were fully awake after your early start !!! Strange to have your order taken at Shotton and served by Flint. The aqueduct you saw alongside the rail would have been Chirk Aqueduct as Pontcysyllte is out of sight of the route but would have been visible if the route between Ruabon and Llangollen was still open.

 

[eastwestdivide]

Just wondering if you were fully awake after your early start !!! Strange to have your order taken at Shotton and served by Flint. The aqueduct you saw alongside the rail would have been Chirk Aqueduct as Pontcysyllte is out of sight of the route but would have been visible if the route between Ruabon and Llangollen was still open.

Are you sure? The aqueduct at Chirk is right beside the rail line - the aqueduct in DarloRich's photo is in the far distance. It looks more like Pontcysyllte to me.

 

[DarloRich]

Just wondering if you were fully awake after your early start !!! Strange to have your order taken at Shotton and served by Flint. The aqueduct you saw alongside the rail would have been Chirk Aqueduct as Pontcysyllte is out of sight of the route but would have been visible if the route between Ruabon and Llangollen was still open.

I think the issue is that i was only half awake when typing it up at 2230 -You are quite right it should, of course, be the other way around.

I am fairly sure the aqueduct in the picture is Pontcysyllte but happy to be coorected.

 

[PHILIPE]

I think the issue is that i was only half awake when typing it up at 2230 -You are quite right it should, of course, be the other way around.

I am fairly sure the aqueduct in the picture is Pontcysyllte but happy to be coorected.

The easiest way to decide is was it running alongside the line and just at a lower level in the Chirk area or did you see it in the distance because the photo seems to have been downloaded from another site. I stand to be corrected as well, of course.

 

[Minilad]

Looking at that food I have decided to do Gerald tomorrow evening!! CDF-SHR

 

[DarloRich]

The easiest way to decide is was it running alongside the line and just at a lower level in the Chirk area or did you see it in the distance because the photo seems to have been downloaded from another site. I stand to be corrected as well, of course.

it is my photo that i took on the day - it was in the distance and i dont recall seeing the aqueduct at Chirk

 

[PHILIPE]

Thanks. Me mistaken. Ooops. It was the fact that "Wilkipedia" appeared on your photo that threw me. If you go that way again, Chirk Aqueduct can be seen below you if you look to your left if travelling towards Shrewsbury.

 

[DarloRich]

Day 3 (part 2)

It was with some sadness that I watched 67001 trundle out of the station and disappear down the marches Line. The wait for my next train gave me some time to explore the station and have a look at the largest mechanical signal box in the world, at Severn Bridge Junction just outside Shrewsbury station.

Shrewsbury by DarloRich2009, on Flickr

This imposing three story brick and timber building is one of 5 remaining mechanical signal boxes in the Shrewsbury area but is by far and away the biggest and despite the closure plans for many signal boxes this one may well remain open until 2030! This is mainly due to the complex web of lines and semaphore signals that converge on Shrewsbury from 5 directions. The box was built between 1902 & 1904 is in use 24 hours a day. Now a listed building it houses a 180 lever frame, of which 90 are in use by the two duty signalmen. It is a wonderful steam age piece of equipment still crucial to the safe operation of the railway in Shropshire

Severn Bridge Junction Signal Box - As seen in Explore! by DarloRich2009, on Flickr

My next train would be the 0833 Arriva Trains Wales service to Birmingham. This train ran from Holyhead actually left before the train I had just arrived on but ran via Crewe. This service joined here with a train from Wrexham and was formed of 158830 and 158829.

There was no first class section on this train but the train seemed fresh out of a refit. The seats were of a good quality, the décor was bright, and the train was clean. There were plugs at each table and the ride was very good. The train really filled up from Telford but the hour long journey went quickly and very soon we were pulling into the stygian, subterranean joy that is Birmingham New Street. Refurbishment works are underway which may help improve the ambiance of the u boat pen alike underpass that passes for a critically important station but it is not somewhere to dwell.

Shrewsbury by DarloRich2009, on Flickr

Therefore I was very pleased to see the 0949 service to Nottingham draw up almost on time. This Cross Country train was operated by 170113 and was very busy. Or at least standard class was; I was in glorious isolation in first class with more than enough room to swing a cat!

Acceleration was quick as the train seemed to have a clear run out of the sprawl of Birmingham and very soon we were passing Kingsbury where 60001 was shunting a train of oil wagons, Three Rivers depot where the “super” voyager is maintained and Burton where Nemesis Rail have a repair facility and “tired” rolling stock storage yard. En route we passed a tube train being returned to Bombardier at Derby for attention. As this seemed somewhat out of the ordinary I decided to alight at Derby and see what was going on

Derby by DarloRich2009, on Flickr

In the station yard I found Blafour Beatty liveries 20142 and 20189 stabled along with a DRS class 37 fresh off a network Rail Monitoring train. In a short space of time the tube train hove into view top and tailed by 2 pairs of class 20’s. The leading pair (20132 and 20118 ) looked fantastic in Railfright red stripe livery and 20118 was proudly wearing Saltburn-by-the-sea name plates and the Thornaby Kingfisher emblem that was once such a common sight in the North East. The rear pair was GBRF liveried 20905 & London Underground liveried 20227. 6 class 20’s at Derby can’t happen often in the 21st century!

Derby by DarloRich2009, on Flickr

As there was some time before my next I retired to the first class lounge to avail my self of the complimentary refreshments and free papers whilst I waited for the 1140 to Nottingham. In due course this appeared, formed of 170103, and whisked me out of Derby. We passed a very busy RTC yard full of bright yellow rolling stock and locomotives built by blokes in a shed in the 1950’s and 60s.

Derby by DarloRich2009, on Flickr

In no time we arrived at a redeveloped Nottingham station where I would change for my train south. This was the first time I had visited Nottingham since the completion of a £100m refurbishment that has seen a new platform constructed, the grade II listed buildings restored, the concourse refurbished, a new ticket office built and brand new southern entrance opened, a new tram stop and access bridge built and the porte-cochère made vehicle free!

Nottingham by DarloRich2009, on Flickr

The East Midlands train to form the 1232 to St Pancras was already sitting in the platform with 43064 at the front and 43089 on the rear. The first class section of the train was quiet and very smartly set out. The seats were the original 1970,s style but were wide an supportive. The blue moquette was in good condition and was nicely offset with the beech table tops and dark grey carpet.

Nottingham by DarloRich2009, on Flickr

The wifi was free and didn’t seem to drop off, free tea and biscuits were delivered without asking and were topped up throughout the journey and a food menu was available. As I was hungry I chose a chilli and rice which arrived quickly was hot and tasty but not spicy enough for my taste. The run was swift and we pulled into St Pancras on time at 1414.

St Pancras by DarloRich2009, on Flickr

 

[Dave1954]

Keep it up Darlo enjoying photos and commentary

 

[Blindtraveler]

Nice to here EMTs First offering is good still and that the hot meals are still available. Thanks for the reports.

 

[DarloRich]

Day 3 cont!

St Pancras opened in 1868 by the Midland Railway as the southern terminus of their network of lines that linked London with the East Midlands and Yorkshire. When it opened, the William Henry Barlow designed arched train shed was the largest single-span roof in the world. To the front of the station is the imposing, Italian gothic style, Midland Grand Hotel built to a design by George Gilbert Scott. Construction started in 1868 and was completed in 1873.

St Pancras by DarloRich2009, on Flickr

Times have not always been good to this station. First the LMS chose Euston as their primary London station, then British Rail tried several times in the 1960’s to close the and demolish the station, second world war bomb damage was only partially repaired and only a concerted campaign led by the then Poet Laureate John Betjemen kept the station open but the station was still run down and neglected. In 1988 the Snow Hill tunnel was reopened to create Thameslink and many suburban services were diverted via that route. The future continued to look bleak. That was until 1996 when it was decided to change the route of HS1 to run into London through east London to a terminus at St Pancras. From 2001 to 2007 the station was restored to its former glory and extended via an extensive refurbishment to accommodate the jumbo sized Eurostar trains

St Pancras International by DarloRich2009, on Flickr

The EMT and domestic high speed platforms seem like an after thought grafted onto the magnificent monument to High Speed international travel and consumer spending that the transformation of St Pancras created and because of this they seem like two separate stations a short walk apart.

I am not sure that my ticket was actually valid on the South Eastern High Speed services but the guard on 395028 “Laura Trott” wasn’t bothered and I was soon racing along HS1 towards Ashford.

St Pancras by DarloRich2009, on Flickr

This section of high speed line opened in 2007 and begins by crossing the ECML in an enclosed bridge before diving into a 12 mile long tunnel, broken by the station box at Stratford, as far as Dagenham where the line surfaces before plunging into a another tunnel to cross the Thames before reaching Ebbsfleet international, The line then runs quickly through Kent crossing the Medway viaduct, where the UK rail speed record of 208 mph was set in 2003, before reaching Ashford.

Ashford International by DarloRich2009, on Flickr

Ashford (international?) is an odd station split in half by the HS1 flyover which runs alongside the station. The new (ish) station at Ashford seems soulless and devoid of human life and seems to have been designed by the sort of architect who specialises in public toilets. As I waited for my train I could hear Eurostars speeding past towards Europe but none stopped. This would stand in contrast to the Southern service to Brighton which would be something of a south east rarity: A diesel island in a third rail sea.

Ashford International by DarloRich2009, on Flickr

My service, formed of 171722 , was waiting patiently in platform 1 for the departure time of 1533. The interior of this train was identical to the Cross Country in all ways but for the green rather than red trim. Apparently the only difference between a 170 and a 171 is the coupler!

The Marshlink line journey was slow but passed through some peaceful Kentish countryside and through stations with wonderful names like Ham Street, Appledore, Rye and Ore, passes the landing place of William the Conqueror, follows wonderful coastline, traverses the stunning Romney Marsh, crosses the Royal Militray Canal and continues through the ‘Antient’ Towns of Rye and Winchelsea. The line is double tracked as far as Appledore, where a freight only line branches off to Dungeness Nuclear Power station. Thereafter it is single track as far as Ore, with a passing loop at Rye. The line was opened by the South Eastern Railway in 1851 and narrowly missed being closed under the Beeching cuts in 1963

Hastings by DarloRich2009, on Flickr

The train was peaceful until Rye, where a gaggle of noisy secondary school pupils joined the train and St Leonards, where lots of people got on obviously heading home after a day of work. Eastbourne lived up to stereotype as most of the passengers seemed to be OAPs but this was off set by some lovely views along the coast and the stunning Brighton station which was reached by a quick dash along the East Coastway

Brighton by DarloRich2009, on Flickr

Brighton Station was built by the London & Brighton Railway in 1840 and was designed by David Moccatta. The three story station building, in the Italianate style, incorpateed the railway company headquarters and still stands today but is sadly hidden by a canopied taxi rank. The passenger are under a large double-spanned curved glass and iron roof covering the platforms, which was substantially renovated in 1999 and 2000

Brighton by DarloRich2009, on Flickr

To fill in time I jumped on a heaving 377465 for a short hop to Hove. I planned to go further but the train was so busy I got off. Here I waited for the 1746 back to Brighton which appeared in the shape of 313206. Brighton to Portsmouth must be a LONG way on one of these!

Brighton by DarloRich2009, on Flickr

My good mood was challenged by a gateline type who refused to accept my ticket was valid, refused to let me through the barrier and tried to confiscate my ticket on the basis he hadn’t seen one before. I suggested rather bluntly he should open the gate and refrain from such sillyness. With the assistance of his supervisor we soon agreed I was right and should be allowed through!

Brighton by DarloRich2009, on Flickr

With an hour to kill I retired to the station public house for refreshment in the form of a couple of pints (not bad for Southern ale!) and a couple of pork pies. I returned to the platform in time to board the 1849 to Victoria formed of 442415. First class was deserted and my stern look persuaded a couple of chancers to return to standard class. The carriage was littered with Evening Standards and Metros which must cost the train companies a fortune to get rid of!

Brighton by DarloRich2009, on Flickr

The 442 units, based on the MKiii carriage, are very comfortable seating wise. Reflecting their former life as Gatwick Express units the moquette, fixtures and fittings were red, silver and blue and not the expected Southern green. The ride wasn’t great, perhaps due to age and maintenance paired to the bone, but the service seemed very fast and only called at East Croydon and Clapham Junction and we were into Victoria early. On the way in we passed an FCC class 377 unit marked Seaside Special – Invited guests only! Clearly a guard with a sense of humour.

Euston by DarloRich2009, on Flickr

A quick squirt down the Victoria line had me at Euston in plenty of time for the 2116 Scotrail Caledonian Sleeper to Inverness. I got my self ensconced in the first class lounge, took a shower and relaxed in comfort before my train was called. About 2100 we were called to the train, hauled by 90020 “Collingwood” and I was shown to my berth by a very efficient steward who took my breakfast order and my alarm call details.

The layout of the berth was almost identical to the FGW sleeper but without the TV but with the provision of a wash bag and flannel. I dumped by bag and quickly retied to the lounge car which is set out differently and is much more relaxed and easy going than the Night Riviera.

An on time departure and swift service from the bar had me enjoying a pint of Deuchars as we slid through Buckinghamshire. It was all but dark as we passed Bletchley and MK and it was odd to speed non stop through stations I use everyday but this evening I was heading much further north.

Euston by DarloRich2009, on Flickr

As I hadn’t had anything to eat since lunch time I ordered haggis neeps and tatties which was very nice washed down with a wee dram from the whiskey menu. There was a friendly conversation going on amongst the passengers which filled in the time until I retired to my berth somewhere between Crewe and Warrington. Day three ended with me dropping off somewhere in the North West not that far form where the day started!

Euston by DarloRich2009, on Flickr

 

[anti-pacer]

Darlo Rich,

Loving this trip report, and it's inspired me to do the same next summer.

Amazed at how far you get in a day.

Keep em' coming!

 

[James Wake]

My good mood was challenged by a gateline type who refused to accept my ticket was valid, refused to let me through the barrier and tried to confiscate my ticket on the basis he hadn’t seen one before. I suggested rather bluntly he should open the gate and refrain from such sillyness. With the assistance of his supervisor we soon agreed I was right and should be allowed through!

One of the most stupid excuses I have heard from any gateline staff, but of course ALRs are rare in some places. Glad the manager helped out.

Excellent trip report, making good reading so far.

 

[Blindtraveler]

I should think that training or at least a staff brief on what an ALR Is would be a very worthwhile piece of training on the Coastway/BML Stations in the not too distant, given the looming departure to an uncertain fate (although drink cans spring to mind sadly) sheduled for the 313s and 442s. OK the 442s will almost certainly be first but both classes will be high on the lists of enthusiasts and there Red Pens! great report again, thanks.↲

 

[PHILIPE]

One of the most stupid excuses I have heard from any gateline staff, but of course ALRs are rare in some places. Glad the manager helped out.

Excellent trip report, making good reading so far.

I once showed my Staff Travel Pass to an out-sourced gateman at Fenchurch St and he didn't know what it was !!!

 

[Techniquest]

Just caught up, brilliant report and enjoying the continued read Still envious of course!

 

[postye]

Day 3 (part 2)

It was with some sadness that I watched 67001 trundle out of the station and disappear down the marches Line. The wait for my next train gave me some time to explore the station and have a look at the largest mechanical signal box in the world, at Severn Bridge Junction just outside Shrewsbury station.

I remember seeing this signal box on my ALR as I passed on the WAG to Holyhead. A very impressive structure indeed and my photos didn't do t any justice. Its one of those places I have to get back to see again.

Loving reading your report - sound like you had a fantastic time, I wish I had taken so many pics on my adventure but I do have both the memories and the reports I made to look back on.
-----------------------------
just seen that pic of St Pancras on message 46 - great photo, am so jealous of your composition skills!

 

[DarloRich]

struggling for time to finish the write up as work is mental. Will try to get back to it this week! Thanks for you kind comments!

 

[Sapphire Blue]

"I am not sure that my ticket was actually valid on the South Eastern High Speed services but the guard on 395028 “Laura Trott” wasn’t bothered and I was soon racing along HS1 towards Ashford."


Your ticket was indeed valid. I got quite addicted to HS1 with mine.

 

[DarloRich]

Day 4

Having retired to my berth somewhere near Warrington I awoke the next morning somewhere in Scotland. I am not sure there is a finer way to travel in this country, swapping the bustle of London for the quiet solitude and isolation of the highlands – all by one overnight train journey.

The Highland Mainline by DarloRich2009, on Flickr

Breakfast was served as we reached Blair Athol station and I sat in the lounge eating and watching the wonderful highland scenery roll past my window. Within no time 67001 was dragging our train up to the highest point of the British railway network at the 1480ft high Drumochter Summit.
The 104 mile long Highland Main Line, which links Inverness with Perth and the south, was built in a frankly astounding 23 months by teams of navies working under the auspices of civil engineer Joseph Mitchell. Armed with pick and shovel these men toiled in some of the toughest and most inhospitable locations in the country to build the new railway. The first part of the route opened as Pitlochry in June 1863, followed by the part of the route over Druimuachdar (or “Drumochter”), in September 1863.

The Highland Mainline by DarloRich2009, on Flickr

In the past this route must have been a fearsome climb for locomotives and their crews, especially in bad weather, but today our locomotive breasted the summit with ease and was soon running down to Dalwhinne where we paused for a few minutes giving everyone time to smell the distillery next to the station while the signal man cleared the road.

The Highland Mainline by DarloRich2009, on Flickr

Within no time we were away and coasting along nicely making stops at Newtonmore and Kingussie before rolling into Avimore where I would have to alight. Sadly the timetable would not allow me to stay on the Caledonian Sleeper all the way to Inverness in time to catch the south bound Highland Chieftain.

Aviemore by DarloRich2009, on Flickr

Aviemore was opened by the Inverness and Perth Junction Railway in 1863 and rebuilt by the Highland railway in 1898 when the “direct” route to Inverness via Schold summit was built. Today there are 3 platforms which, after a 1998 refurbishment, play host to both national rail services and the heritage services of the Strathspey Railway. The station is really smart and well looked after by the staff there although it is really two stations back to back with separate facilities and entrances linked by a footbridge.

Aviemore by DarloRich2009, on Flickr

After about 40 minutes exploration time the Chieftain rolled slowly into the station on time at 0830 led by 43272. I quickly jumped aboard, selected a wide, comfortable table seat next to the window and watched the world go by. In no time I was offered tea, toast (which was a bit rubbery) preserves and juice and an order was taken for my second breakfast of the day! Quickly delivered, the food was piping hot and of good quality but the lack of an egg was a let down. I assume East Coast doesn’t want loads of hot oil splashing about in their kitchen while moving at 125mph but you do need a good egg to round of a cooked breakfast. This unhappiness was moderated by the almost constant service of tea all the way to Edinburgh and the friendly crew who seemed pleased to meet their passengers.

East Coast First Class (HST) by DarloRich2009, on Flickr

After a prompt run back down the line through Perth that I travelled whilst asleep we arrived on time at Waverley at 11:17 which gave me some time to look around before the 12:00 East Coast departure to London Kings Cross that I would take as far as Darlington. DVT 82227 was at the front of the train while 91131 was providing power from the rear. It is best not to think that the engine is doing 125 mph in reverse for 393 miles!

Aviemore by DarloRich2009, on Flickr

We were away on time, tea was served immediately and very quickly the drinks trolley came round. The all day menu was on offer so I selected a puff pastry parcel filled with chestnut, closed cup and field mushrooms in a rich cream sauce with fresh thyme served with mixed leaf salad for my lunch which arrived promptly and was roughly the temperature of molten lava. Warm and tasty as it was I didn’t get a knife or fork and not wanting it to go cold I ate my lunch with a spoon and washed both this and the orange cake for dessert down with a large glass of white wine. Cheers!

East Coast views by DarloRich2009, on Flickr

The run down the East Coast from Edinburgh is a really glorious stretch of railway and is always a pleasure to travel. North of Berwick the line sweeps along cliffs that rise above the Northumbrian coast and the north sea, crosses the majestic Royal Border Bridge, passes spiritual Lindisfarne, historic castles and quaint fishing ports before reaching Newcastle and the dramatic crossing of the Tyne via the bridges high above the river.

Alnmouth by DarloRich2009, on Flick

However; the pièce de résistance was still to come: The view of Durham Cathedral and Castle from the viaduct high above the city.

East Coast views by DarloRich2009, on Flickr

It is a stunning sight with the Cathedral, having stood since at least 1093, and the Castle, founded in the 11th centaury, sharing a high point on a peninsula above the River Wear. The cathedral is one of the finest examples of Norman Architecture in the country and along with the adjacent castle has been declared a UNESCO World Heritage Site.

East Coast views by DarloRich2009, on Flickr

As a proud north easterner born in this very city you can not tell me that there is a finer view anywhere in the country and it meant I was back on my old familiar stomping ground. Shortly after leaving Durham we were pulling into Darlington Bank Top Station on time at 14:07 and I was “home” for the first time in a long time.

Darlington by DarloRich2009, on Flickr

 

[Bodiddly]

Sounds like you are enjoying your gastro experience Darlo!
I have to agree about the sleeper, there is nothing quite like leaving London's hustle and bustle and opening the blinds to a highland wilderness at dawn.

Time now to put that gym membership to good use!

 

[DarloRich]

Bank Top station was originally the northern terminus of the Great North of England Railway, which linked Darlington with York, and opened to passengers in March 1841. Three years late the line was extended north to Newcastle and soon after the initial modest station was unable to service demand. It was replaced in 1860 by a new building designed by the NER's architect, Thomas Prosser. This station was demolished over two years to make way for the current station which opened on 1st July 1887.

Darlington by DarloRich2009, on Flickr

William Bell, chief architect of the North Eastern Railway, and his colleague Thomas Elliot Harrison the chief engineer (who completed the work just 9 months before his death) revisited the designs for York and Newcastle Central stations, combining the sturdy wrought-iron ribs of the former with the elegant cast-iron arcades of the latter. The use of lattice purlins which make for a strong yet light design which gives rise to wonderful shadows now that the glazed roof has been cleaned. The supporting brackets feature the NER's symbol and the coats of arms of Darlington, Durham and Newcastle and this theme is reinforced by the casing and support for the pair of large clocks that hang above each platform. Surmounting all of this is a tall baroque style clock tower clock tower.

Darlington by DarloRich2009, on Flickr

Local legend states that in the 1850’s Queen Victoria, stretching her legs at the station on a journey from London to Edinburgh , demanded that an historical railway town such as Darlington should have a better station than it did at that time – I hope she would be pleased station we have today: An almost perfect late Victorian station unspoiled by modern convenience.

Darlington by DarloRich2009, on Flickr

Sadly I wouldn’t be staying long today as after a quick refresh in the first class lounge I was ready to board the north bound Highland Chieftain for a run back to Edinburgh which ran in on time at 14:23 with 43320 and 43208 “Lincolnshire Echo” doing the honours.

Darlington - As seen in Explore by DarloRich2009, on Flickr

Introduced in 1984, and celebrating its 30th anniversary this year, the Highland Chieftain is on of 4 named trains on the East Coast network. The almost 600 mile journey from Kings Cross to Inverness takes around 8 hours. Still powered by the same venerable HST sets as the day it was introduced the service is very popular, especially with first class passengers, as East Coast say 59% of first class seats are filled on this train rather than the usual 39% across the rest of the fleet. Soon however the HST sets will be no more and will be replaced by the new IEP. While not against change I do worry that the new trains will not be as comfortable or welcoming for passengers. I am sure they will be super efficient and reliable but wonder why as an industry we cant improve on a 40 year old design as far as passenger comfort is concerned.

Edinburgh Waverley by DarloRich2009, on Flickr

Anyway, all that is a for another time. Today I could sit back, relax and enjoy the comfort of a MKiii first class carriage on East Cast and the free refreshments that come with it! The ride back up the East Coast mainline was quick and smooth and seemingly in no time we were soon rolling past Craigentinny depot, home of our East Coast HST, through Calton Hill tunnel and into Edinburgh Waverley.

Edinburgh Waverley by DarloRich2009, on Flickr

Situated at the bottom of a steep cutting between the medieval old town and the Georgian New Town the station was built on the site of the Nor Loch which was originally an artificial moat forming part of the medieval defences of the city. By the 1800’s the water was polluted from sewage from the Old Town it was decided to drain the area and reuse the site. The land made available allowed the construction of the Princes Street Gardens and the adjacent railway station.

Edinburgh Waverley by DarloRich2009, on Flickr

There were once 3 stations in the same area as the current station: North Bridge Station, opened in 1846 by the North British Railway; the Edinburgh and Glasgow Railway General Station, also opened in 1846 and the Edinburgh, Leith and Newhaven Railway 1847 constructed Canal Street station. In1868 the North British Railway acquired them all and in attempting to bring some order to the chaos (lets not even mention the Princess Street station of the Caledonian Railway!) knocked them all down and started work on the current station which due to its success had to be rebuilt again between 1892 and 1902.

Edinburgh Waverley by DarloRich2009, on Flickr

Waverley has recently undergone a £130m transformation that has seen the 34,000 m2 roof completely re glazed, entrances from Market Street and via the Waverley steps completely rebuilt, new platforms built, the ticket office restored and redundant items removed form the platforms and concourse.

Edinburgh Waverley by DarloRich2009, on Flickr

With half an hour to kill before my next train I retired to the very grand lounge and enjoyed the facilities this station had to offer. After a cup of tea and a cake it was time to board 17:08 train to Glenrothes with Thornton where the train becomes the 18:13 service back to Edinburgh. This service is a genuine anachronism of the 21st century railway. A loco hauled service designed to meet customer demand at peak hours and free up units for use elsewhere in Scotland.

Edinburgh Waverley by DarloRich2009, on Flickr

Hauling the train today was 67026 “Diamond Jubilee” and the motley collection of MKii carriages must be something of a comedown from hauling the Royal Train. I won’t tell HM I saw the same loco hauling the Edinburgh bin train earlier in my journey if you won’t!

Edinburgh Waverley by DarloRich2009, on Flickr

The train was lightly loaded as we left Edinburgh, ran through Princess Street Gardens and into our first stop at Haymarket Station. Here the train became busier but it was at South Gyle that the train really filled up. The load became less and less as we travelled through towns that resonated with lower league Scottish football teams: Dunfermline, Cowdenbeath and Kirkcaldy (where they were sadly not dancing in the streets of Raith) and were also redolent of the works of Ian Rankin and his hard drinking, no nonsense, creation DI John Rebus

Fife Circular by DarloRich2009, on Flickr

By the time we were on the return leg the train was almost empty and this allowed me to sit back and soak up the view as we ran along the Firth of Forth. The section between Kirkcaldy and Burntisland is particularly picturesque with a great view from the Kingdom of Fife across the firth back to Edinburgh with the fantastic Forth Bridge looming in the distance. Soon we were through Inverkeithing and North Queensferry and the bridge was upon us. The train had been too full on the way out to really appreciate the view but on the way back my head was out and soaking it all up!

Forth Rail Bridge by <p&p>, on Flickr - NOT MY PICTURE

The Forth Bridge is a masterpiece of railway civil engineering, an iconic landmark, a milestone in the development of railways, the first major structure in Britain to be made of steel and its completion created a single continuous railway line from London to Aberdeen.

The Forth Bridge, 2013 by Lynn Patrick, on Flickr NOT MY PICTURE!

The first rail crossing here was made in 1850 when the Edinburgh, Leith and Granton Railway started the world’s first ‘train ferry’ - designed by Thomas Bouch - between Granton and Burntisland. In August 1873 Bouch was instructed by the North British Railway to build a suspension bridge across the Firth of Forth. Construction began in 1878 but when Bouch’s original Tay Bridge collapsed during a storm in December 1879, work immediately stopped and never restarted.

HST crossing Forth Bridge by gcat79, on Flickr NOT MY PICTURE

Designs for a new bridge to cross the Forth between South and North Queensferry were invited by the newly formed Forth Bridge Railway Company which had been formed jointly by the North British, the Midland, the North Eastern and Great Northern railways, The design had to conform to specifications from both the admiralty who stipulated that the Forth remained a navigable channel, and the Board of Trade who stipulated, following the Tay bridge collapse, that the bridge must be rigid, stiff and capable of carrying the heaviest freight trains.

John Fowler and Benjamin Baker were engaged to develop their cantilevered design for the bridge while the contract for the construction was let to Sir William Arrol & Co with work on the bridge starting in 1883.

Construction of the 1.6 mile long bridge took 6 years, 55,000 tonnes of steel, 173000ft³ of concrete, 50t of cement, 640,000ft³, of granite, 8 million rivets and the lives of 73 of the 4600 men who worked on the site. The bridge was built in two phases. The first, from 1882 to 1885, involved enabling works, including sinking the caissons and constructing the foundations and piers to support the superstructure. The superstructure, which weighs about 51,324t, was built from 1886 to 1890.

2014-08-15 Class 170 Forth Bridge by delticalco, on Flickr - NOT MY PICTURE

The Forth Bridge has three double cantilevers, 330ft tall & 680ft long, with two 1700ft suspended sections between them. As required by the Admiralty, the rail level is 151ft above the river. Each of the towers has four steel tubes, 12ft in diameter, which reach to a height of 361ft above the water. The foundations extend 89ft below the bridge into the river bed, making the total height from foundations to the top of the towers 450ft. Each tower rests on separate granite pier constructed by 70 ft diameter caissons which used compressed air to keep water out of the working chamber at the base

In recent years a £130m refurbishment programme has been undertaken that has seen the whole bridge repaired and repainted. The paintwork was sand blasted back to bare metal and any damaged steelwork repaired before the new paint was applied. The techniques and epoxy based paint used means that the bridge will not require a full repaint for at least 20 years, finally putting an end to the myth that “painting the Forth Bridge” is a never ending task!

Fife Circular by DarloRich2009, on Flickr

The bridge is in heavy use with around 200 train movements per day and within no time my train was rumbling over the red monster. While travelling through the delicate yet strong lattice work structure you get a good view up and down the river and can easily see the islands below the bridge and the neighbouring Forth Road bridge built in the early 1960’s by the Cleveland Bridge and Engineering Company of Darlington and Dorman Long and…….. William Arrol & Co!. Also visible is the enabling work for the second Forth Road Bridge (sadly not built by William Aroll or Cleveland Bridge)

Fife Circular by DarloRich2009, on Flickr

For some reason the conductor was anxious that I should get off at Dalmeny rather than sit on the train in the loop for 15 minutes – trade loco haulage for a rammed 170? Not a chance! Although as the 15 minutes edged past 20 I was starting to think he might have been right! This delay, while the third of 3 trains booked to pass us here finally roared by, meant I would have to alight at Haymarket rather than Waverley in order to make my train to Glasgow.

Haymarket by DarloRich2009, on Flickr

I said goodbye to my train at Haymarket and saw the taillight disappear into the tunnel before rushing over to the Glasgow bound platform to catch the 1934 service formed of 170425. The train was still heavily loaded but first class was deserted as I settled down to a 50 minute journey in another turbo star – this time with a blue moquette!

Haymarket by DarloRich2009, on Flickr

The run was swift with just 3 stops at Linlithgow, Falkirk High and Croy and in no time we were passing Haymarket depot (There were no 26/37’s stabled there this night – not even a 47!), and running down the 1:42 Cowlairs bank, through the Queen street tunnel and into the into Glasgow Queen Street. A swift trot through the streets of central Glasgow soon had me at Central station where 380008 was waiting with the 2045 train to Largs which I took as far as Johnstone and a lift to my mums house, a decent meal and a proper bed and so ended Day 4

Glasgow Central by DarloRich2009, on Flickr

 

[Blindtraveler]

I was never a fan of history at school but this report is making v interesting, enjoyable and informative entertainment. Thankyou sir!

 

[DarloRich]

I was never a fan of history at school but this report is making v interesting, enjoyable and informative entertainment. Thankyou sir!

no worries - i quite like history and railway history - as you can tell!
--- old post above --- --- new post below ---

DAY 5

Day 5 started early so that I could be at Lochwinnoch station in time for the 0615 Sctorail service to Glasgow Central. 380103 rolled into the station and the train was surprisingly busy for such an early hour. The run through Renfrewshire was swift and we were into Glasgow a minute early at 0638.

Lochwinnoch by DarloRich2009, on Flickr

I changed here for the 0650 service to Kings Cross. This is the only southbound East Coast working from Glasgow and is the rump of a once much more frequent service. Anyway it meant I didn’t have to use the Pendolino sat in platform 1 and I enjoyed more East Coast hospitality on the journey south. I am a regular user of Virgin trains and know their charms inside out!

The guard was very young and very keen and made a considerable number of text book announcements but East Coast would really benefit from teaching their staff how to pronounce Alnmouth! Tea was poured almost as I sat down and my breakfast order taken promptly. Toast was served as we slowed for Carstairs Junction with breakfast and more tea served just as we ran up to Cobbinshaw Summit.

Glasgow Central by DarloRich2009, on Flickr

Passenger wise the train was fairly quiet until Motherwell where a large number of passengers boarded for the journey to Edinburgh. At Edinburgh there was a large change over of passengers with the majority of seats in my carriage were reserved form this point.

We were promptly away from Edinburgh and rapidly picking up speed as we rushed south through the various Lothains and the borders. Booked non stop through Berwick upon Tweed we were checked down on approach and brought to a stand just north of the station. No grumbles were needed as this couldn’t have been arranged better to offer another glance at the stunning scenery in this part of the world. It also let us enjoy a sedate crossing of the Royal Border Bridge.

Royal Border Bridge, Berwick upon Tweed by Alansart, on Flickr NOT MY PICTURE

Spanning the River Tweed between this Grade I listed structure was built between 1847 and 1850 by Robert Stephenson for the York, Newcastle and Berwick Railway. With no river navigation issues to contend with Stephenson was able to design a conventional masonry viaduct on a gentle curve. The 2160ft long bridge, comprising of 28 arches stands 126ft above the river and was constructed using 8 million ft³ of stone and 2½ million bricks set in cement and faced with stone. The bridge has a central abutment pier which enabled all 15 land arches to be completed before work started on the arches over the river. Piles for foundations in the riverbed had to penetrate almost 40ft of dense gravel before reaching bedrock and were driven home by a then revoultionary steam hammer. Despite its name, the bridge stands entirely in England. The border is 2½ miles further north at Marshall Meadows

East Coast views by DarloRich2009, on Flickr

After a brief stop at the aforementioned Alnmouth we were soon cruising through the northern suburbs of Newcastle, past Heaton depot (an area I no well form my uni days) and under the castle keep into the station. This is a fantastic building in its own right but I wouldn’t be getting off to explore. After a crew change and more food and drink coming onboard we were off!

The railway infrastructure around Newcastle Central is quite interesting. Nowadays there is a loop around the Tyne which allows trains to come and go in two directions via either of the two railway bridges. However, originally trains could only leave and enter Newcastle Central via the High Level Bridge which involved the tedious task of reversing.

Newcastle by DarloRich2009, on Flickr

The High Level Bridge over the River Tyne in Newcastle was designed by Robert Stephenson (him again!) and built for the York, Newcastle & Berwick Railway (them again!) between 1847 and 1849. It was the first major example of a wrought iron tied arch or bow-string girder bridge and is a combined road and rail crossing. In order to keep the costs down it was decided to make the bridge a double decker with the railway running above the road.

1338ft long and with the railway sitting 120ft above the water (and 24ft above the road) the bridge sits on five masonry piers which are 50ft thick and 16ft wide. Although the river was shallow the foundations still had to be forced 30ft through mud and silt to reach firm rock. This, like at Berwick, was a job for the cutting edge steam hammer

Newcastle - High Level Bridge by DarloRich2009, on Flickr

The construction of the King Edward VII Bridge, 600 yards upstream from the high level bridge, provided a direct line through the station, enabling trains to enter or leave from either side, thus easing rail congestion.

The bridge was designed and engineered by Charles A. Harrison, the Chief Civil Engineer of the North Eastern Railway, and built by the Cleveland Bridge & Engineering Company of Darlington (good choice!). The bridge consists of four lattice steel spans resting on granite piers. The total length of the bridge is 1,150 feet and it is 112 ft high. The bridge was opened by King Edward VII and Queen Alexandra on 10 July 1906 and has been described as Britain’s last great railway bridge.

66731 crosses the King Edward VII Bridge, Newcastle, 23/10/2013 by Lee37427Stratford30A, on Flickr - NOT MY PICTURE

Soon we were rolling south through Gateshead, past the Angel of the North and south through County Durham with stops at Durham (another view of the City from the viaduct) and Darlington before crossing the River Tees into North Yorkshire and powering onwards through Northallerton and Thirsk towards York.

It was here that I made a sudden decision to leave the train as I had seen a pair of class 20’s stabled in the Scarbourgh line bays and then another pair on the parcel sidings. (of them more later!) Throwing things madly into my bag I burst off the train just before the right away was given. It then dawned on me that this wasn’t the most sensible course of action as I had to be on the 1315 from Marylebone and it was already 10:30!

York by DarloRich2009, on Flickr

I had about 20 minutes to kill before the next East Coast service south so wandered down to the Scarbouroguh Bay where 20303 & 20305 "Gresty Bridge" sandwiching 92904 is a 1956 Pressed Steel built Gangwayed Full Brake. They were standing by to act as an emergency train for the Tour de France Grand Depart over the weekend. (see days 7 &8) In the parcel sidings on the other side of the station I found 20308 & 20309 stabled between duties strategically placed to offer assistance over the Tour de France extravaganza that was about to hit Yorkshire!

York by DarloRich2009, on Flickr

This little English Electric type 1 still life took to 10 the number of choppers noted during my little trip! Class 20 ‘s were built between 1957&1968 by English Electric at the Vulcan Foundry, Newton-le-Willows or at the Robert Stephenson & Hawthorn works at Darlington (clearly the best ones – including 4 of the 10 seen on my travels!). Who would have thought that after more than 50 years these locomotives would still be in revenue earning service?

York by DarloRich2009, on Flickr

With my 1950’s throwback over I headed back to platform 3 to wait for the 1059 non stop service to Kings Cross. 43307 rounded the curve and drew to stop on time. As I knew time would be tight in London I joined the first carriage behind the locomotive and took the first table near the door. Almost immediately an efficiently friendly steward offered me a drink and took my order for brunch – a Smoked salmon muffin with hollandaise sauce. Oh and a croissant and jam. Oh and some orange juice. Oh and some biscuits and cake for my tea. Oh and some crisps. Which was nice.

York by DarloRich2009, on Flickr

Our driver clearly had a pressing engagement as he was anxious to be in Kings Cross and was not messing about and aided by the green signals we were pulling into Kings Cross at 12:48. It would have been much sooner as we ground to a halt near Finsbury Park but still 3 minutes up on the timetable. Thanks to the swift run I just about had a chance to make the 13:11 from Marylebone.

Kings Cross by DarloRich2009, on Flickr

There would be no time today to marvel at the refurbished Kings Cross as I burst off the train the moment the doors opened and walked, extremely briskly, (One doesn’t run for public transport you understand) for the underground station. Descending into the earth I was pleased to note that the sub surface line platforms were close to the Kings Cross end of the station. I dived aboard a Circle line train as it left and dashed under Euston Road to Baker Street.

Baker Street by DarloRich2009, on Flickr

Here I had to move quickly, so there was no time to enjoy the station which must be one of the more interesting ones on the underground network, to transfer from the Circle Line platforms to the deeper Bakerloo line, again just boarding as the doors closed. A quick run up the brown line had me into Marylebone and on the platform at 13:03! A 15 minute cross London transfer via two tube lines. There was even time for a hurried picture.

Marylebone by DarloRich2009, on Flickr

67020 was standing at the head of a rake of recently overhauled MKiii carriages ready to haul the 1315 north to Birmingham. Chiltern (and the chaps at Wabtec) have done a fantastic job on these carriages. They really are a delight! Nice seats, light, airy, quiet, comfortable and clean. This is how trains should be. The first class (sorry Business Zone) carriage at the back of the train was even better. Free wifi, plugs ate every seat, extra comfy large seats, lots of leg room, larger than usual tables and what seem like bigger windows. Wonderful. Hell, they had even sorted out the corridor connectors to make the train as walk through as possible AND fitted power operated doors. Plus on such a warm day the air con was set at arctic and was working well!

Marylebone by DarloRich2009, on Flickr

A very friendly stewardess came round several times offering drinks and as I was hungry I opted for a sandwich and a bottle of water. However that was quickly forgotten as I was offered fresh tea. It was Twinings Tea mind. None of your Tetley or PG rubbish for Chiltern. It’s not Yorkshire Tea but not it ain’t bad! Or I could have a choice of coffees from the espresso bar! The drinks were free and a sandwich was £3.45 and it was pretty good.

I was able to sit back and alternate between my book and the view as we zoomed through the north west London suburbia and out into leafy Buckinghamshire and Oxfordshire. First stop was Banbury which was reached inside 50 minutes, really showing the benefit of the track improvement works to allow faster running. Stops at Leamington Spa, Warwick Parkway and Solihull followed before we glided to a halt in the bay platform at Birmingham Moor Street at 14:56.

Moor Street by DarloRich2009, on Flickr

The fastest Chiltern trains do this run in 90 minutes against a Virgin journey time between London and Birmingham of 85 minutes and a London Midland time of 133 minutes. I know which train I would use given the choice. It isn’t the red one. Sorry.

My plan now was to return south on the next service and try to catch some of the other loco hauled trains and perhaps the Chiltern bubble and cover the line south from Aylesbury, but I enjoyed the trip from Marylebone so much I decided to go back, which gave me an hour to look around the nicely restored Moor Street station.

Moor Street by DarloRich2009, on Flickr

Moor Street is a success story for Chiltern who have rescued it from an almost moribund state, bringing back into use the old terminating platforms, overseeing a restoration to a 1930’s GWR style as well as reuniting the old station with the 1980’s station on the through lines, in such a way that it looks seamless and original. Passenger numbers have increased and the demand for services continues to grow, aided by the smart mainline train.

With the 1555 departure time looming I boarded the train and got comfortable for the run back to Marylebone. My plan now was to return to Marylebone, pick up the Banbury commuter train, then another mainline service to Moor Street giving me enough time to hot foot it to New Street for the Pretendolino back home. What do they say about the best aid plans of mice and men………..

Anyway, the run back south, led by 82304 with 67020 pushing from the back, was swift and we arrived into Marylebone 3 minutes early at 1742 giving me plenty of time to find 67010 and a train of blue/grey carriages, with ATW liveried 82306 at the rear, ready to take a load of weary workers home on the 1750 to Banbury.

Marylebone by DarloRich2009, on Flickr

Suits were prevalent and the train was full but I found a seat in the front carriage as no first class was available. This set was un-refurbished and the contrasts were clear. The mk iii is a fine railway carriage but the 70’s seats and fittings (fixed arm rests?) and the slam doors contrast starkly with the silver trains. The seats were all lined up with the windows and situated around tables so it was still a nice way to get to and from work! Soon we were off and heading towards our first stop at High Wycombe, before further calls at Princes Risborough, Haddenham & Thame Parkway and Bicester North. The train steadily emptied but loadings to Banbury were good and we pulled in the now standard 3 minutes early.

Banbury by DarloRich2009, on Flickr

I had 45 minutes to kill so I sat on a bench in the evening sun and watched the world go by. 67010 was busy shunting its train from the down side of the station to the sidings on the up, the signal man were busy in the boxes at each end of the station as the semaphore signals were busily going up and down as a coupe of freights and Chiltern trains passed through including our old friend 67020.

Banbury by DarloRich2009, on Flickr

Sadly a Cross Country train from Southampton to York was late and getting later and this was beginning to eat into my transfer time across Birmingham. Once the recalcitrant XC train rolled out of Banbury the 1945 service to Kidderminster, which I would take as far as Moor Street, pulled in hauled by 67013 (with 82302 on the rear) pulled in.

Banbury by DarloRich2009, on Flickr

This was another power door fitted silver set and was actually quite busy with people returning from a day on London. Unfortunately time keeping wasn’t great as we were following the preceding Voyager and it was not until we left Leamington that we were bale to start eating into the 10 minutes plus delay. The driver did his best but the delay got worse due to being slow away from Warwick and adverse signalling at Dorridge and Tysley meant we were late into Moor Street at 2001. I rushed off the train, and tore through the streets of Birmigham towards the concrete u boat pen alike, stygian, subterranean hell hole that is New Street.

Stabled by Maff1961, on Flickr - NOT MY PICTURE

I arrived on the platform with a minute to spare. The doors of the 2010 to Euston were locked and the guard wouldn’t let me on. As the Pretendolino disappeared into the distance (sped on its way by a few colourful phrases!) I resigned myself to festering at my least favourite station for an hour and using my first Pendolino of the week. Oh joy.

The original New Street station was constructed in June 1854, was extended in 1885, and used to boast the largest iron and glass roof in the world. The author George Borrow wrote in 1854 how "that station alone is enough to make one proud of being a modern Englishman" I am not sure you can say that today!

90034, Birmingham New Street by JH Stokes, on Flickr - NOT MY PICTURE

The station was explosively redeveloped by the Luftwaffe during the Second World War which led to the roof being removed. The station needed work but the resulting 1960’s concrete rebuild of the station was criticised at the time for being ugly and this curt summary of the station's aesthetic appeal is one that is seemingly shared by all of the 140000 people who use the station every day. The main problem is the dingy sub surface nature of the station which is covered by a 7 acre concrete deck which lets in roughly no natural light

In fairness New Street handles more than double the number of passengers and trains it was designed to and is the bottom level of a massive concrete structure including the station concourse, a car park, a shopping centre and an office block. To try and fix this Network Rail (and others) have poured £650m into an effort to make it nicer.

Birmingham New Street - just before the half-time switch-over by Kevin R Boyd, on Flickr - NOT MY PICTURE

This project will see the current station transformed into a bright, modern 21st century transport hub with a new station facade, a new shopping centre above, better facilities and more comfort for passengers. The station will also be more accessible with better pedestrians access, a new tram stop, new entrances, the platforms served by 30 new escalators and 15 new lifts, a new concourse which will be three and a half times bigger than the current one and atop all of this will be giant glass atrium that will funnel natural light into the station. All of this work should be completed by September 2015.

Half of the new concourse is open and it is much better than what went before. I killed time by wandering around and looking for a cup of tea. There are now many more retail outlets and a much wider choice of shops to help you fill your time and empty your wallet.

Birmingham New Street Station - new concourse by ell brown, on Flickr NOT MY PICTURE

Despite this the hour did drag as the platforms at New Street are still not a place to spend any time but luckily 390109 arrived very early and I was able to board in plenty of time for the 21:10 departure. The first class host was very friendly and quickly offered me a bottle of water, crisps and a cake, She was most apologetic that the only sandwich she had left was beef. The guard, on the other hand, was intensely suspicious of my ticket but eventually accepted it was valid and wished me a pleasant journey. We arrived back into Milton Keynes 3 minutes late at 2201 having never made up the delay in departing Birmingham.

Birmingham New Street by DarloRich2009, on Flickr

A short cab ride home had me home in no time to bring to an end day 5. What would day 6 bring?

 

[Blindtraveler]

Nothing like getting bowled like that is there? Great day again, look forward to the final 2!