All Line Rover Report

[Techniquest]

Rather enjoyed the read, it must be said. That bowling out at New Street must have been a right horrific time for you! However I will say I'm glad you added that pre-modernised New Street concourse photo, I never took such photos and regret it now. So the one in your report is a nice trip down Memory Lane, I am slowly getting used to the new concourse but we must, simply MUST, get Burger King back when the second half is finished!

You mention the fastest Euston to New Street time with London Midland is 133 minutes. Not so young man, the fastest I've found and done on a number of times (a couple of times with a few minutes delay thanks to the New Street Effect) is 124 minutes. I'm sure it happens on other services during the day too, but I know full well it happens on the 1313 London Euston to Birmingham New Street (via Northampton). If it didn't have to go through Northampton, I have no doubt it would be a much closer rival to Virgin!

 

[FQ]

Glad you enjoyed the chiltern stuff!

Shame you missed the Pretendolino.

 

[Blindtraveler]

Another vote for the reintroduction of Burger King at BHM, not the same without it.

 

[noddy1878]

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.

This was the same for me on a recent trip on the same train. I too bailed at Haymarket for my next train.

 

[Kite159]

I found Haymarket is an easier station to make a connection with than Waverley (although only having 4 platforms does help)

 

[DarloRich]

Sorry for the long delay in finishing this report off! I have been very busy at work but will be able to return to it now I am on leave!

 

[Blindtraveler]

Excillent. Look forward to it.

 

[Techniquest]

Sorry for the long delay in finishing this report off! I have been very busy at work but will be able to return to it now I am on leave!

Alright for some, a lot of us are still having to suffer with time off banned at this time of year! I'm looking forward to the final sectors of this though

 

[DarloRich]

Day 6

Another early start had me out of the house in time to catch my usual train to work, the 0703 train from Fenny Stratford. Almost on time (with the timetable on the Marston Vale line often being a suggestion rather than a promise regarding the appearance of a train!) 150105 chugged over the canal and wheezed asthmatically into the station. My work colleagues were surprised to see me and concerned about my sanity when I set out my travel plans for the day during the short ride into Bletchley.

Bletchley by DarloRich2009, on Flickr

As we rolled into platform 6 my nest train, the 0715 Bletchley to Euston, was sitting in platform 5 formed of 350245 and 350105. In the interests of science I headed for the first class compartment on the 350/2 and found…………. it identical to the 350/1 from earlier in the week, apart form the green mocquete!

This service is one of a couple that start or terminate at Bletchley rather than Milton Keynes and is, I assume, a throw back to the days when the trains used to form the commuter services now run by London Midland were based at Bletchley TMD. Today the depot is gone (the shed building has recently undergone a renaissance being used as a commissioning base for new Thameslink trains) but the carriage sidings north of the station berth several trains overnight.

After a swift run down the WCML we were into Euston on time and the suits could go to their offices while I rushed to Euston Square. I had a target of the 0830 to Norwich and with just 28 minutes between arriving at Euston and leaving Liverpool Street a quick dash along the Metropolitan Railway route under London was required.

Liverpool Street by DarloRich2009, on Flickr

The Hammersmith and City line duly delivered, just, and I was able to leap aboard the Abellio Greater Anglia train, just before the doors were locked. The first class carriages were quiet which gave me a chance to soak up the ambiance which was frankly tired and a little tatty although comfortable. They are desperate for an internal overhaul

I am not sure how long loco hauled services with proper carriages will last between London and East Anglia Surely EMU’s and portion working can’t be far away. The last time I was along this line it was in the hands of venerable class 86’s, Mkiis and DBSO. Today the service is run with class 90’s Mkiii coaches and DVTs. 90011, one of the 15 leased by GA, was propelling my train

Liverpool Street by DarloRich2009, on Flickr

First stop on the service was at the rejuvenated Stratford station (do any other intercity trains stop closer to the terminus?) and the fleeting glimpse of the Olympic Stadium offered on the way in. The Olympic Games fueled much of the recent regeneration works and the station, the 12th busiest in the country, is now a vast interchange between train, bus, underground, overground and DLR which will only get bigger when Cross Rail arrives.

Within no time we were racing through the drab Essex hinterland before calling at Chelmsford, Colchester, Manningtree, crossing into Suffolk before stopping at Ipswich, home of the 361 yd long tunnel which is the only one on the GE Main line, and then onto Stowmarket , Diss and ultimately the Norfokian capital, Norwich on time at 10:27. Just before arriving at Norwich the train has to cross the single line Trowse Swing bridge over the River Wensum, which is the only electrified swing bridge in the country.

Norwich by DarloRich2009, on Flickr

First built in 1845 as a single track structure it was rebuilt as double track bridge in 1905 and singled again when rebuilt in 1986 to allow for the electrification of the route to Norwich and is still in daily use. It is a major bottle neck to improving services on this line that Network Rail would like to replace. The problem is that by law the bridge has to open on demand to allow free passage of vessels up the river, so if fixed bridge was constructed, the law would have to be changed. Interestingly the power supply to trains is provided by an overhead conductor rail instead of a wire, and there are short lengths of overhead conductor rail either side of the bridge on the fixed approaches.

Norwich by DarloRich2009, on Flickr

Norwich station itself was fairly busy and I had about an hour to kill before boarding my next train, which was already sitting in the adjacent platform. I wandered around the 1844 built station and surrounding area, which had changed a little from the time I lived in the area. After a late breakfast I was back at the station and ready for my next journey. This would be a trip along the Wherry line to the east coasts premier seaside holiday destination: Great Yarmouth.

Norwich by DarloRich2009, on Flickr

Sat in the platform were 3 DRS liveried Mkii’s sandwiched between 47825 and 47828 ready to form the 1036 Abellio Greater Anglia service to Yarmouth. The carriages were very comfortable, in a really good state, the train was well loaded and crewed by a very cheery guard. Although we were a minute late away the driver did his best to hide this slight technicality through some impressive use of the class 47’s famed smokescreen creation facility!

Norwich by DarloRich2009, on Flickr

The first sight on leaving the large 19th century station is Carrow Road, the home of Norwich City Football Club before swinging left at Thorpe Junction and heading for the coast and at Whittlingham Junction we say goodbye to the line to Cromer and Sheringham (which are SO much nicer than Yarmouth. Why didn’t I live there all those years ago? Oh yes - Yarmouth was cheap!) and burst out into the Norfolk Broads with some keen running along the River Yare.

Norwich by DarloRich2009, on Flickr

First stop is Brundall Gardens, which seems to have a sole purpose of serving the Howards Way esque boat yard and marina adjacent to the line. This tidy little station seemed calm and unhurried and untroubled by passengers being used by something like 5550 passengers a year.

Brundall by DarloRich2009, on Flickr

Next up was Brundall itself where the lines for Lowestoft and Great Yarmouth split. The stout, square, brick built station building is still extant as is a small, almost twee, brick crossing box was in operation with the crossing keeper ready to push the gates open after we passed. With the semaphore signal set we took the junction for the direct, single track, route to Yarmouth via Acle and chugged away into the countryside towards Lingwood. Here the 1882 station building has been converted into a holiday cottage. I guess the owners must also attend to the station as it was very neat with some colourful planters on the platforms full of flowers.

Acle by DarloRich2009, on Flickr

The level crossing barriers here are also manpowered but were recently destroyed by an errant 57 on a leaf busting train. The penultimate stop was at Acle, which is another smart small station with a station house in private hands with two platforms being the only passing loop on this section of line, before we were racing the cars along the Acle straight and powering towards the terminus of the 18 ¼ long line at Great Yarmouth.

Great Yarmouth by DarloRich2009, on Flickr

Yarmouth Vauxhall station was built in 1884 by the Yarmouth & Norwich Railway and was once one of three stations in the town. Badly damaged by German bombs during the Second World War the station was rebuilt in the 1960s in as a hideously dark brick box which offers few amenities to the passenger and is as about as welcoming as a public toilet. The station buildings themselves seem unrelated to the four long platforms that are still in use and a pointlessly small roof offers no cover over the platforms. I am sorry to say it was a dump when I lived there nearly 15 years ago and it is a dump today. It all seems so unloved and neglected.

Great Yarmouth by DarloRich2009, on Flickr

Luckily I didn’t have time to make the mile long walk from the station to the town centre and sea front as it would only depress me further but the view of the massive Asda adjacent to the station was almost as bad. It must hide a decent view of the estuary beyond. I was cheered up by the smart signal box at the end of the station which was still going strong.

Great Yarmouth by DarloRich2009, on Flickr

I was back on the train in good time for the 1117 departure, signalled by the guard waving a green flag out of the brake compartment and the driver giving a toot on the horn to acknowledge the right away. We were away on time with47828 doing the honours.

Great Yarmouth by DarloRich2009, on Flickr

On the run out of great Yarmouth we passed a number of long carriage sidings, redolent of earlier days, quietly rusting away while on the other side of the train we were presented with a view across Braydon Water, the largest protected wetland in the country and the marshes towards Berney Arms. Sadly my train would not take the left hand line at Breydon Junction towards Reedham. The last time I went that way was on board the preserved “thumper” that was hired in by a desperate TOC. It was much more comfortable than the normal 156!

Great Yarmouth by DarloRich2009, on Flickr

Instead we ran back to Norwich via Acle. This did give me a chance to sit back and enjoy the view of the boards, the marshes the windmills (both old and new) and the seemingly wild horses and shaggy ponies running free along side the line. It was pastoral in the extreme. All too soon we were running back into Norwich where I would change for my train to Peterborough.

Norwich by DarloRich2009, on Flickr

I had hoped to take the same train to Lowestoft that afternoon but a need to be in Leeds by tea time meant this wouldn’t be possible this time. Instead I was heading for the 1257 East Midlands Trains service from to Liverpool, which would transport me as far as Peterborough. 158846 was locked up in the platform so I was able to grab a butty and explore the station for a while. When the guard and driver finally appeared it was clear that I might be lucky to find somewhere to sit as every seat was reserved!

Norwich by DarloRich2009, on Flickr

It was a long time since I had last used this train. It was a 158 then and it is still a 158. They were too small then and they are too small now. If only the 47’s could be borrowed for a few days! Anyway, I found a window seat and sat back to enjoy the run through Norfolk and Cambridgeshire on this “express” service which only called at Thetford and Ely.

The Breckland line between Norwich and Ely is home to some of the least used stations in the country, such as Lakenheath, Shippea Hill, Spooner Row and Eccles Road as well as the more populous Wymondham and Attleborough.

Norwich by DarloRich2009, on Flickr

After a brief pause at Thetford we pressed on eastwards through the vast Thetford forest. The 47,000 acre pine forest was created as a national timber reserve after the First World War by out of work northern miners employed by the forestry commission and is now used mainly as a recreation area. The creation of the forest unfortunately destroyed much of the typical Breckland environment of gorse and sandy heath which was common in the area. One upshot of this work was the creation, by the Army, of the Stanford Battle Area. This is a 30,000 acre area within the forest used for battle training and as surprising as this seems this use has protected both the forest and remaining heath from damage!

Norwich by DarloRich2009, on Flickr

Soon we were clattering over Ely North Junction where sadly we wouldn’t be taking the Adelaide loop and heading straight for Peterborough. The Ely avoiding line is rarely used by passenger trains and today would be no different as we ran into the station to reverse.

One benefit of this arrangement, other than to serve the needs of the local population, is the chance to have two looks at the magnificent Ely Cathedral. Built in a gothic style on the site of a much older monastery between 1083-1375 The Cathedral Church of the Holy and Undivided Trinity of Ely has survived Danish invaders, a collapsed tower, the Reformation, Henry VIII, Oliver Cromwell and centuries of wear and tear. It towers above the surrounding flatlands and the 215 feet tall west tower can be seen for miles. I wouldn’t be surprised if you could see Holland from the top! I must go back for a proper visit.

Ely by DarloRich2009, on Flickr

We left Ely and were soon running on a dyke slightly above the level of the treeless fields over billiard table flat fenland crisscrossed by drainage channels. As this was summer the fields were a patchwork of different colours ranging from brown and green to yellow and gold. Some of the fields glistened silver under the sun and the moving of the crops made it look like the sea under a big sky.

In no time we were passing March, which I know well professionally. Here the scenery changes, more trees appear and war of the world esque windmills start to sprout for the ground. As we got closer and closer to Peterborough the clay pits and brick workings increased and soon we were running past London Road, home of Peterborough United and over the River Nene into the station.

Peterborough by DarloRich2009, on Flickr

Peterbrough Station has changed considerably recently with the opening of new platforms and passenger access points and the 30 minute plus delay impacting on my East Coast train which gave me plenty of time to explore the new station and watch a procession of freight trains pass through.

Peterborough by DarloRich2009, on Flickr

Eventually 91130 rolled into sight at the head of the delayed 14:50 service to Leeds. Force of habit put me at the wrong end of the train so, embarrassingly, I had to walk all the way along the train to find a first class seat. When I got there the service was swift and a mixed platter of egg and salmon sandwiches, a bag of crisps, a cup of tea and a cake quickly made their way to my table.

Peterborough by DarloRich2009, on Flickr

They were very welcome and I enjoyed them as we sped along the ECML. Marshgate sidings were busy with a class 60 acting as a shunter preparing various infrastructure trains and the West Yard was full of wagons awaiting works attention. For once I turned left at Doncaster rather than pressing straight on and headed for West Yorkshire. After speeding through a number of former mining towns we called briefly at Wakefield Westgate before dashing on to Leeds where I alighted to bring to an end day 6 of my adventure.

 

[Blindtraveler]

Thats wetted my appitite for a bash down that way. Excillent day again. Thanks!

 

[Iskra]

Great report. Ely looks a fantastic place, I imagine it to have good pubs!

Must get to the GEML before the 90's get retired. Are the DRS 47's there for the long haul on the Great Yarmouth run and do they do all the services to Great Yarmouth or is it pot luck?

 

[Techniquest]

A most varied and interesting day there!

 

[DarloRich]

Great report. Ely looks a fantastic place, I imagine it to have good pubs!

Must get to the GEML before the 90's get retired. Are the DRS 47's there for the long haul on the Great Yarmouth run and do they do all the services to Great Yarmouth or is it pot luck?

there is a thread on the requested workings stream about them. They have a fixed diagram but dont run every day

A most varied and interesting day there!

thanks - hopefully day 7 can be finished and posted today

 

[DarloRich]

Day 7

I started early with a trip by car to Garforth to catch the 0740 Transpennine service, formed of 185126, to Leeds. The train was packed on reaching Garforth but we all squashed on. Today, clearly, was going to be something different.

At Leeds I would change to a different TPE service which evoked memories of trains across the Pennines from day’s gone bye. For today was the Tour de France Grand Depart day in Yorkshire and special loco hauled trains were running to meet the demand.

Leeds by DarloRich2009, on Flickr

My plan was to operate for the day in a triangle between Leeds, Harrogate and Scarborough and cover as many of the loco hauled trains as I could. I expected to be flexible and change my plans at a moments notice. Clearly, a waste of a days all line rover, but 47’s were back on the Trans Pennine route for the first time in 23 years. I was on the last train in January 1991 (a grubby 47433 “North Eastern” did the honours) and I didn’t want to miss this one!

My first target was the 1Z80 0812 Leeds – Scarborough service which rolled into the station 8 minutes late top and tailed by DRS pair 47803 “Rail Express” and 47841 between a rake of mkii 6 carriages which even had first class compartments in the half brake at the rear. The passenger vehicles were Open Standards 6117, 6122, 6173, 6046, 5971 & Corridor Brake First 17159

Leeds by DarloRich2009, on Flickr

The train was heavily loaded with a mixed crowd ranging confused everyday travellers who were happy with the extra comfort, the ubiquitous courting teenagers, families having a day out to escape the crowds, rail staff, spotters, bashers, gricers, hellfireers, my lordzers et al, It was a friendly crowd and I would see many of the same faces over the next 2 days.

With a comforting slam of the doors and a shrill whistle we were away and trundling up the bank towards Neville Hill, where the driver gave the depot staff a cheery toot on the horn. The depot was deserted of Northern units with everything that could roll thrown into service and as the speed built up through the West Yorkshire suburbs it was nice to sit back an enjoy a pleasant journey.

Leeds by DarloRich2009, on Flickr

First stop was York and in no time we were cracking along the Church Fenton route like no ones business, the driver clearly enjoying try to keep his train to the unit timings. At Church Fenton we passed the Tour de France emergency train heading towards Leeds (more of this later) powered by no less than 4 class 20’s. One at the front and 3 at the rear! We flew over Colton Junction and were signalled into platform 5. Despite the brisk running we were 9 minutes late into York.

The 47’s sounded great under the roof we took the Scarborough line junction crossed the River Ouse and headed for the coast. Rolling into the outskirts of York we passed Bootham Crescent, home of York City and then the Rowntree Works home of the Kit Kat. Sadly there wasn’t time for a break and so some of the billion plus (!) Kit Kats made here every year would have to go uneaten, for the time being at least.

Sadly despite being feet from the railway line none of this confectionary travels today by train. This was not always the case as until 1988 the works were served by the Foss Island branch line. Until then Rowntree's sent large quantities of chocolate out by rail in a fleet of dedicated VDA vans which had white painted roofs to reflect the heat and prevent damage to the sweets en route. The trains were tripped from the works to Dringhouses Yard often by an 08, with a 20 or 31 standing in from time to time, and then sent out via the Speedlink network. The line also had a private station, Rowntree Halt, and an unadvertised passenger service to get the workers to and from the factory. It ran as a continuation of an early morning Doncaster/Selby – York train and returned in the early evening and was only available to workers between the factory and York station.

Trans Pennine at Kirkham Abbey by paul_braybrook, on Flickr NOT MY PICTURE!

With the chocolate factory receding into the distance we forged on through the North Yorkshire Countryside past Haxby and Strensall before passing into the Howardian Hills Area of Outstanding Natural Beauty where the line passes Kirkham Abbey signal box, (which still operates semaphore signals and controls it crossing gates by means of a wheel inside the box) and follows the twists and turns of the River Derwent to Malton where we paused briefly to squash on more passengers departing 12 minutes late. Away smartly we hurried on to Seamer, for another brief stop, before running into the massively long platform 1 at Scarbourgh station.

Scarborough by DarloRich2009, on Flickr

The late arrival meant the opportunity to grab more than a few hurried photos was going to be hard, not helped by the gallery keen to record the moment. Sadly there was no time for fish and chips and my stay in the Yorkshire Riviera was short. The friendly, keen, professional and very young looking guard was also keen to usher everyone returning west onto the train as quickly as possible to ensure a right time departure for 1Z85 (Scarborough – Liverpool) at 0950

Scarborough by DarloRich2009, on Flickr

He was successful as we were away almost on time and it soon became apparent that 47841 may not have been firing on all cylinders on the outward leg as 47853 seemed much closer to the timetable. As this was journey was just to retrace my steps to Leeds I took in the view and enjoyed sitting in a fabulously clean carriage turned out in superb order, right down the DRS motif on the carpet. I also chatted to some of the other passengers on the train one of whom turned out to be a work colleague I had spoken to by phone but never met! We exchanged a few tall tales and grumbles which filed in the time to Leeds where I left this TPE extra service. My plan now was to cover all of the loco hauled and HST workings between Leeds and Harrogate and try and make it back for another 47 hauled run to York. Sadly this wasn’t possible in the end as a trespass incident at Birchwood delayed the Scarborough – Liverpool train I had just alighted by over 40 minutes which meant the return working was diverted via Healey Mills and omitted Leeds

Leeds by DarloRich2009, on Flickr

With the queue for the extra trains stretching out into the station car park and almost back to the new Whitehall Bridge, and growing all the time, I decided to wait for the East Coast HST to arrive. I thought I had a better chance of actually getting on the train if I stayed on the station. I also binned the idea of actually seeing the cycling!

Instead I looked around the station and found the Tour emergency train stabled in platform 14 crewed up and ready for business. It was a strange sound to hear a pair of 20’s whistling away in a modern setting. While 20303 and 20305 were providing the sound track as 47790 pulled in at the head of the Northern Belle, offering a VIP visit to the Tour. 47818 was on the rear. Leeds was quickly turning into a DRS station for the day!

Leeds by DarloRich2009, on Flickr

I found out the East Coast train should run into platform 6 so I positioned myself at the end of the platform took some pictures of the various workings coming and going. All the trains looked very busy and many Northern services were running double or triple units. People were poring into Leeds in Leeds in vast numbers.

Leeds by DarloRich2009, on Flickr

The first extra train, hauled by DRS was very full as it left so I was pleased that I was able to board the East Coast train on arrival and get a seat. This train was an extended service that reversed in Leeds station to gain the Harrogate Line. 43212 and 43313 did the honours. The train was very full but I found myself sitting next to many of the Welcome to Yorkshire tram who had worked so hard to win and then stage Le Grand Depart. They were obviously very proud, excited and overwhelmed by the numbers of people turning out. They were going to Harrogate for the finish of the stage having seen the start in Leeds.

Harrogate by DarloRich2009, on Flickr

We arrived at Harrogate at 1316 to find a large reception committee of Northern Rail/ Network Rail employees acting as guides to help people find their way to the race and advise on connections. The customer service effort was impressive and would come in very useful later in the day. The HST soon departed back to Leeds empty but would later be pressed into service to help shift the crowds.

Harrogate by DarloRich2009, on Flickr

With a bit of time I headed for the station tap for a refreshing pint before catching the 1354 Northern Service to Leeds (1H04). However, this was a Northern service with a difference! It was top and tailed by Royal liveried 67006, DBS red 67027, part of the Virgin liveried Pretendolino rake and the DBS company train DVT – it was a colourful ensemble!

Harrogate by DarloRich2009, on Flickr

The train left 6 minutes early to clear the platforms as the timetable was changed to operate more as a cab rank system of trains turning up, being loaded and dispatched as required. It was really strange to travel on an intercity train operated by Northern and to travel through such lovely scenery in comfort with the chance to do nothing but enjoy it.

Harrogate by DarloRich2009, on Flickr

Shortly after passing Hornbeam park station in the southern suburbs of Harrogate (suburbs is a bit of a misnomer for Harrogate. It is all really rather pleasant!) and running though a verdant cutting the train burst into day light and open countryside over the Crimple Viaduct.

This really is a rather surprising structure to find on a semi rural branch line but goes to show how old this line really is. Built over the Crimple Valley in 1848 to a design by George Hudson for the York and North Midland Railway the viaduct has 31 arches stands 110ft high and is 1875ft long. It was built out of rusticated grit stone ashlar. Immediately after the viaduct the line curves sharply to the right and angles away for Leeds.

Harrogate by DarloRich2009, on Flickr

This sudden change of direction is the only clue to the varied and complicated number of lines that served (and avoided!) Harrogate up until the time of Beeching. The routes via Wetherby to Leeds and Wetherby to York closed in January 1964 while the line to Northallerton via Ripon closed in March 1967. The York branch had also scheduled for closure, but it was reprieved in 1966 and remains open.

(This page will give you more details: http://www.disused-stations.org.uk/c/crimple/)

The journey was slow because of the number of trains using the route and because, having left early, we were running close behind the Northern stopper. However, we were soon rolling past Panal and Weeton and heading for Bramhope Tunnel. Constructed between 1845 & 1849 by Thomas Grainger and James Bray this 2.1 mile long tunnel built to carry the Leeds & Thirsk Railway through the ridge of stone between Airedale and Wharfedale.

It was a difficult tunnel to construct. 20 shafts had to be sunk, of which 4 remain today for ventilation, to allow the workers to reach the “coal face”. The diggers had to cut through 3 types of earth: hard sandstone, shale and clay in a complicated and varied pattern. They came across seven major faults in the rock near the centre point alone. Some 2,300 men and 400 horses were employed and 1,600 million gallons of water had to be pumped out. Construction of the tunnel claimed the loves of 24 men mainly because the southern end of the tunnel was difficult to blast, meaning the work had to be undertaken by hand and there was frequent flooding and subsidence. The dead are commemorated in on a memorial the nearby Otley church yard which is a replica of the north portal of Tunnel.

Leeds by DarloRich2009, on Flickr

Soon we were coming into the Leeds commuter land and passing Horsforth, Headingley, which is a yorker length delivery away from the famous cricket ground (where incidentally every cricket match I have been to has involved me sitting in the rugby stand eating my sandwiches watching the rain fall!), Burley Park and within a few minutes we were pulling into Leeds City station.

Taking one look at the hordes of people descending on the train I decided to stay aboard and return to Harrogate on the 1436 Northern service (1H05). This time 67006 was hauling the train to the Yorkshire Spa town. It was decent of HM the Queen to allow “her” locomotive to help out the commoners. Very glad we were to as we cruised through the countryside heading towards the increasingly crowded spa town.

Leeds by DarloRich2009, on Flickr

We arrived in Harrogate at 1508 and I decided to hang around and wait for the DRS set to return,. My aim was to be on 1Z27, the 1550 service to Leeds. With 40 minutes to kill I retied to the station and sampled a few of their cycling themed ales before retuning to the platform in time for the train.

My service was hauled by 47810 and was formed of 8 mk ii carriages. 3 were Anglia livered standard opens (6042/5964 & 5921/) 4 ATW liveried standard opens (6137/6183/5965 & 5976) and an ATW livered standard half brake 5921 where I took up a seat. 57308 was at the rear of the lightly loaded train

Harrogate by DarloRich2009, on Flickr

With such a light load of passenger s the train was swiftly on its way with the 47 hauling us back to Leeds and trying to make up for the 4 minute delay in departing. The interior was clean but not as smart as the Pretendolino even if the seats were basically the same. The train still had bi lingual notices and documentation from its time in use of the Gerald service discussed earlier in the week.

Harrogate by DarloRich2009, on Flickr

Most of the passengers were enthusiasts and the majority of the talk was about locomotives and “gen” which suggested that 57309 should have been working these trains however despite being “bulled up” it was required by Virgin Trains and therefore freshly overhauled 47810 was used instead. There were also rumours that both sets of stock would be used on York – York (via Harrogate and Leeds) runs that evening although in the end only the MkII rake was used. A pressing engagement that evening meant I would miss this treat.

Leeds by DarloRich2009, on Flickr

In no time we were back in Leeds, the drivers changed ends and 1Z28 ( the 1629 Northern Rail Leeds to Harrogate service) was ready to leave. However as we were late in we were late away and didn’t get the road until 1634. 57308 was leading the train this time and I decided to keep my seat in the half brake behind the engine. We trundled our way back to Harrogate arriving at 17:00. I opted to get off the train here intending to have another drink but one look at the numbers of passengers waiting to go back to Leeds changed my mind.

Leeds by DarloRich2009, on Flickr

The yellow shirted platform staff were busily loading the train carriage by carriage and counting numbers on carefully and soon the 1718 service to Leeds (1Z29) was full and ready for the off. 47810 led us away, early, at 1713 when the platform staff decided the train was full. They had obviously decided not to ask anyone to stand as although all the seats were taken there were few people standing. We ran smoothly non stop back to Leeds were the train disgorged its load and I brought an end to my 7th day of travel.

Harrogate by DarloRich2009, on Flickr

All of the stock used was spotless and the locomotives had clearly been cleaned and polished. The DBS locomotives were very clean and the paintwork on them both shone. DRS went even further painting bicycle wheel spokes onto the buffers of 57308 ( the other 47’s had yellow buffers) and provided a “Taking you to the tour” head board and body side stickers.

Leeds by DarloRich2009, on Flickr

TPE, East Coast (whose HST was press ganged into service with little notice) Network Rail and the much maligned Northern deserve a great deal of credit for the way they responded to the challenge of moving so many people and the flexible way they dealt with any problems that arose. This was a great advert for the Railways and for Yorkshire!

Leeds by DarloRich2009, on Flickr

 

[Techniquest]

Sounds like it was an action packed day in Yorkshire! This talk of Harrogate on here (and the area mentioned so many times in that programme Last Tango in Halifax - the women of the house were watching it earlier!) is really making me want to get up to Yorkshire again!

 

[Blindtraveler]

Thanks for a great report, painstakingly put together. Now gunna read it from the start again to get the bigger picture!

 

[DarloRich]

there is another day to come yet

 

[Techniquest]

And I'm rather looking forward to seeing the final part! Of course I will have another trip report too, just got the photos done and I intend to make a fair bit of progress on the write-up this evening, if I don't finish it! Determined to make 2015 a year in which I don't fall miles behind with these things!

 

[55013]

Excellent write-up, thanks for that.

Myself and a couple of mates did 47841/853 from Huddersfield to Liverpool and back on the day of the Tour De France.
I couldn't face the crowds, though, so that was all I did
Like everyone else in the world (well, it seemed like it), I too did 47443 on the last Westbound Trans-Pennine loco hauled in 1991 - 24 years ago!!!

 

[Techniquest]

I didn't do that 47 in 1991, although to be fair I'd have only been 6 at the time!

 

[DarloRich]

FINALLY got day 8 knocked together so i am editing and sorting out the pictures then it can go up. Sorry about the delay - January has been a crazy month!

 

[Techniquest]

Fantastic! I'm rather looking forward to seeing the last part

 

[DarloRich]

Day 8

Day 8 of All Line Rover started with an early taxi to Leeds for a day of racing around trying to cover as many loco hauled Tour de France extras as possible.

Hang on - Day 8 of a 7 day rover you say? Well almost! I bought a South Pennines Day Ranger at Harrogate the previous day to cover my journey and after a little bit of “flexing” the validity of the ticket and an unused Manchester to Milton Keynes return I was able to extend my travel!

Leeds by DarloRich2009, on Flickr

First up was the 0829 Northern Rail service from Leeds to Hebden Bridge. The Pretendolino was waiting in platform 1 with a very bright and shiny DBS red liveried 67027 on the stops while royal train locomotive 67027 would lead the colourful cavalcade towards Bradford. The lightly loaded train was away on time and we were soon chugging up the Clader Valley line in lightly loaded regal splendour. As we passed Pudsey a family of horses galloped from the train, perhaps shocked by the sight of a real train on a line that is usually the preserve of pacers or Sprinters.

Leeds by DarloRich2009, on Flickr

Sadly, the increasing industrial decline and dereliction spoke of the arrival of the once thriving wool & textile weaving city of Bradford. Because of local geography Bradford Interchange station was built as a terminus, with the lines in a 'Y'-formation, so our train had to reverse to continue the journey. Here we got a slight of one of the loco hauled trains on the itinerary which was a DRS hauled extra that would run from Bradford to Blackburn hauled by 47810 & 57308

Bradford by DarloRich2009, on Flickr

After a swift change of ends we were soon rolling up the bank past Mill Lane Junction and on towards Halifax with 67027 now in charge with DBS executive liveried 82126 DVT tucked in behind. Running was slow from here onwards and we lost time as the journey progressed.

We were due into Hebden Bridge at 0913 but arrived at 0927 and it soon became clear why. The small yet wonderful station was very busy and the signal man was working his lever like crazy in the adjacent box. Trains were arriving from Manchester and shunting across the station before leaving, trains form Leeds ran in and the ecs of the loco hauled service ran back to Bradford – I doubt the station has ever been so busy

Hebden Bridge by DarloRich2009, on Flickr

The crowds were also building up at the station and with a few minutes to spare before my next train I headed for the buffet, the owners of which must have thought all their Christmases had come at once. A tea and a bacon and sausage roll soon fortified me for the the trip on the 0948 Northern service to Halifax. This train was formed by 158796 and 158790 which I assume was strengthen for the day.

Much needed was the strengthening as it took ages to unload all the passengers at Hebden Bridge and load those on heading further down the course. Because of the congestion the train left at 10:03 The train was rammed but at Mytholmroyd most left the train, however the numbers involved meant the train was very late away.

Halifax by DarloRich2009, on Flickr

At Halifax I had intended to take a bus over to Huddersfield and pick up a DRS working on the TPE route but the delays meant this was too tight to risk as it meant I might not make the Sheffield train later in the day so instead I made a last minutes decision to bail out and pick up the DRS hauled Blackburn working.

After a few minutes the sound of 47810 could be heard erupting out of Beacon Hill Tunnel hauling the 8 coach rake of mkii’s used the previous day on the Harrogate line. This service was the 1033 Northern Rail service but due to congestion on the line we left at 1041 and powered away towards Hall Royd Junction and perhaps the least well known Trans Pennine line, the Copy Pit route.

Halifax by DarloRich2009, on Flickr

The line was opened by the Manchester and Leeds Railway (later Lancashire & Yorkshire Railway) in November 1849 and rises to a summit of 749 feet. Over time services decreased and freight reduced to such a level that by the early 80’s the line was used by one passenger train a day. When the heavy oil trains stopped taking the line in 1982 the perennially cash-strapped British Rail planned to close the route. Curiously a building society merger may have saved the line.

About To Fail? by neilh156, on Flickr NOT MY IMAGE

The Burnley Building Society merged with the Bradford Permanent Building Society in 1984 and moved from Lancashire to Yorkshire. Their directors decided to sponsor two trains a day for office workers commuting to Bradford, an eastbound train in the morning and a westbound service at teatime. BR called it the Roses Rail Link and soon the service increased to 6 trains per day including the now familiar through running from Blackpool and the line was saved.

Tour De France Special On Lydgate Viaduct. by neilh156, on Flickr - NOT MY IMAGE

In recent times the route hit the headlines when problems at Holme Tunnel led to a 20 week closure to allow the 265 yard long structure to be rebuilt at a cost of £16.3m. The tunnel had become distorted, with the portal almost egg shaped in appearance, due to several rotation landslips and ground movement related to the instability of the bed rock and mining activities in the area.

East Portal, Holme Tunnel. by Lawrence Peregrine-Trousers, on Flickr - NOT MY IMAGE

The repair work consumed over 400 tonnes of new steel fabricated arches, 2,400 tonnes of fibre reinforced concrete, 650 tonnes of precast concrete products, 2000 new sleepers, 2800 tonnes of new ballast and the rebuilding of 2.6km of new railway the tunnel reopened to traffic with a 45mph speed limit and provision to increase that to 75mph.

47810 by SNAPPER60809, on Flickr - NOT MY IMAGE

47810 was, at this stage, in fine fettle and charged up the bank and through the tunnel in no time. Later in the day the locomotive would be declared a failure with a defective traction motor. Soon we were running through Lancashire and past solid northern mill towns like Burnley and Accrington before arriving at Blackburn.

Blackburn by DarloRich2009, on Flickr

After a swift changes of ends 57308 led the 11:43 Northern Rail Blackburn – Bradford service away 6 minutes late. The guard didn’t seem bothered that I was a little way outside of the valid area of my ticket and we were soon rumbling back over the Pennines for Yorkshire.

On the way back we were able to get a look at the work undertaken to rebuild the Todmorden Curve which will allow trains from Blackburn to access Manchester Victoria and cut journey times. However, despite the 500m of line having been installed there are no trains to run the services until the electrification works around Manchester release some and the services can’t run until those trains are able to train the drivers on the route. Oh and the signals aren’t working yet as Northern wont allow Network Rail access until some time in 2015! As you can imagine this is not popular locally! Also not popular is the fact that a DRS hauled special trundled round the curve soon after completion but no service trains have followed suit!

The Topper Chopper successfully christens the new curve at Todmorden. by delticfan, on Flickr - NOT MY IMAGE

Quite full on departure from Blackburn we called en route at Accrington and Burnley and the train began to fill up with even more passengers, all of whom seemed to be heading to Hebden Bridge for the cycling. I decided to alight there and take a train into Manchester to pick up my next loco hauled service. We pulled in to Hebden bridge at 1237 which was about 9 minutes late as we had been held at the junction and before the station.

Hebden Bridge by DarloRich2009, on Flickr

It was soon clear why as a stream of eastbound double strength units trundled through disgorging even more people keen to see the big race. 20308 and 20309 were stabled, engine running, in the siding in next to the signal box, ready to drag clear any train that failed. Soon 150203 & 150277 ran into the opposite platform with a terminating service which then shunted across to form the 1248 Northern service to Manchester Victoria. This was an all stations service and meant things would be tight getting across Manchester to Piccadilly.

Hebden Bridge by DarloRich2009, on Flickr

The highlight of this route into Manchester must be the 1.6 mile long Summit Tunnel. Built beneath the Pennines between 1838 and 1841 by hand for the Manchester and Leeds Railway. When it was opened it was the longest railway tunnel in the world and completed the first trans pennine railway line. It contains 23 million bricks and 8,000 tons of Roman cement. The total cost of the tunnel was £251,000 and it claimed 28 human lives. It even includes an aqueduct to take the railway over the Rochdale Canal!

Although perhaps more impressive is the fire on 20th December 1984 caused by the derailment of the 13 tanker long 01.40 a.m. fuel service from Haverton Hill to Glazebrook. The train was carrying around a million (!) litres of petrol and caught fire at around 05:50 am when the 4th vehicle in the consist suffered a catastrophic failure of an axle box bearing causing it and the vehicles behind to leave the tracks. One tank wagon overturned releasing petroleum vapour into the tunnel which then exploded thanks to the heat from the damaged axle box. The 3 man train crew who thankfully were unhurt ran a mile out of the tunnel ahead of the flames to raise the alarm.

Summit Tunnel, 20th December 1984 by Manchesterfire, on Flickr - NOT MY IMAGE

The crew were persuaded to return to their train, hauled by 47125, and drive the undamaged wagons out of the danger zone while fire crews, who used track trollies to push their equipment into the tunnel, tackled the blaze from both ends. However the heat and pressure were too much and another tank began to vent vapour which promptly exploded. Despite the fire becoming so hot as to vitrify the brickwork and melt two of the tank wagons, no one was hurt as the firemen were driven back by the immense heat and the blast from the second explosion was carried away by the ventilation shafts. There is video of this on U Tube showing vast towers of flame erupting from the shafts and raining fire on the hillside like some demented volcano

Summit Tunnel, 20th December 1984 by Manchesterfire, on Flickr - NOT MY IMAGE

What is remarkable is that despite such an intense fire the damage to the fabric of the tunnel was fairly limited. Approximately half a mile of track had to be replaced, as did all the S&T services yet despite some bricks melting the majority had survived in decent, if scorched, shape and quite quickly the railway was reopen.

Hebden Bridge by DarloRich2009, on Flickr

Today there were no such dramas and luckily I fell into conversation with two lads heading the same way as me who it turned out were fellow railway workers and members of this forum. The chat about our various work travails and how we could fix the railway system filled in the time to Manchester and we pulled into Victoria at 1339.As time was tight we shared a taxi across town and made our connection with time to spare.

Manchester Piccadilly by DarloRich2009, on Flickr

We were all aiming for the 14:00 TPE service form Piccadilly to Doncaster and soon enough 47813 rolled into the station with a working from York. This locomotive was a replacement for 47841 which performed poorly the previous day. The platform was crawling with bashers and we all jumped aboard ready for 47853 to haul us via the Hope Valley line towards Yorkshire. The driver was away quickly as we were 7 down and we were soon bowling past Longsight and heading for our first stop at Stockport where, after a brief pause, we branched off towards Sheffield.

Manchester Piccadilly by DarloRich2009, on Flickr

We must have been close behind a Buxton stopper as progress to Hazel Grove seemed slow but we quickly picked up speed as the houses thin out, the views open up and we ran towards the 2 mile plus long Disley Tunnel. Soon we were passing the small station at Chinley and attacking the 1:90 climb to Chinley North Junction, where the line to Peak Forest diverges, and onto the summit at Cowburn Tunnel.

The Hope Valley Line by DarloRich2009, on Flickr

After the tunnel the line drops downhill to the station at Edale and the branch line for the Blue Circle cement works at Earles sidings and the rural stations at Hope & Bamford where the line begins to climb again towards Grindleford station which stands sentinel at the entrance to the 3.5 mile long Totley Tunnel. In no time were entering the single line section past Dore station and, ignoring the south facing connection via Dore south curve, we pressed on towards Sheffield

Sheffield by DarloRich2009, on Flickr

Here we called to pick up more passengers. Here I said goodby to my new companions who were heading back to York but I stayed on hoping to see something of the actual cycle race at Meadowhall, our next stop.

Sadly as we slowed to a stop I saw the peloton stream past the station so I decided to stay on for the rest of the journey to Doncaster. Once again the guard didn’t seem to mind that my rover wasn’t technically valid as far as Doncaster! We arrived at 1541 which gave me around two hours to kill before the same train worked back to Manchester.The station was surprisingly busy for a Sunday and the pint form the pub next to the station went down rather well on a warm day.

Doncaster by DarloRich2009, on Flickr

It was while killing time at the station the grapevine sprung into action with rumours coming through that 47810 had failed at Blackburn and was rescued by 20308 & 20309 from Hebden Bridge who took the train back to Bradford. It was then stated that control had decided to send the train from Bradford to Sheffield to work as required there! Cue a mad dash by many to Sheffield. As I had a train to catch in Manchester I stuck it out as tempting a a pair of 20’s on a service train in 2014 sounded!

(This turned out to be almost true as 20308/309 ran from Bradford towards Sheffield in passenger service before getting stopped at Healy Mills for a while and eventually being sent, via a stop at Brighouse for any actual Sheffield passengers, back to Hebden Bridge)

Choppy Pit by RF100, on Flickr - NOT MY IMAGE

I was back on the station in plenty of time for the 1750 departure of the service to Liverpool with 47813 doing the honours. We were held for about 4 minutes to allow another TPE service to run ahead of us but soon we were retracing our steps towards the Meadowhell where large numbers boarded and then Sheffield where despite large crowds few joined us. The platform staff seemed to be herding everyone towards the EMT train to Manchester stood in platform 8 while we stood in platform 7.

Sheffield by DarloRich2009, on Flickr

We were held another 3 minutes here to allow the EMT service a head start on the run to Manchester but it may not have been enough as we seemed to run very slowly back along the Hope Valley. With the sun beginning to dip below the horizon the stunning scenery and landscapes were starting to be dipped in red and gold. This route really is superb and gives you a superb view of Kinder Scout, Lose Hill, Win Hill and the rest of the Peak District National Park.

The Hope Valley Line by DarloRich2009, on Flickr

We checked to a crawl at Edale but as the route was cleared the train quickly picked up speed as the engine driver set out to demonstrate his veteran machine could still turn in a decent performance when asked. I was determined to enjoy this last loco hauled run of my rover and spent most of the return journey with my head out of the window. Sadly, and all to quickly, we seemed to be running into platform 14 at Piccadilly and the end of my trip on proper trains.

Manchester Piccadilly by DarloRich2009, on Flickr

I stood and watched the train rumble along the Manchester elevated railway towards Oxford Road with a mixture of sadness and nostalgia before returning to the modern railway an the 2021 Virgin Trains service, formed of 390119, for the run back to Milton Keynes.

Manchester Piccadilly by DarloRich2009, on Flickr

I upgraded my ticket, contemplated the contents of my frankly disappointing snack box and sat in splendid isolation in first class as the train ate up the miles south. We arrived on time into an almost deserted Milton Keynes at 22:04 and a taxi was waiting to whisk me home at the end of an incredible week of travel.

 

[Techniquest]

An amazing last day there! Thoroughly enjoyed the read and the history behind things like Summit Tunnel was fascinating.

 

[DarloRich]

An amazing last day there! Thoroughly enjoyed the read and the history behind things like Summit Tunnel was fascinating.

thanks - glad you enjoyed reading it. I will have to do more!

 

[FQ]

Brilliant report!

Glad you had a great time!

 

[Kite159]

Lots of locos

 

[Blindtraveler]

Thanks again for All this. Amazing read

 

[DarloRich]

glad you all enjoyed it - it was a great trip! Only 2 Virgin trains and no voyagers!

 

[55013]

Only 2 Virgin trains and no voyagers!

Always a bonus

As a local lad, I found your last day particularly interesting.
I travel between Interchange, Halifax, Hebden Bridge and Todmorden regularly, usually on 158757 (7 times this year up to now!), so I relished the shot of the 47 coming into Halifax.