Features
January to June 2020
Item 2015
THE MYSTERY of the MISSING PASSENGER Michael L. Roach
It sounds like the title of an Agatha Christie novel but its actually a true story based on a newspaper report from the same era that many of Christie's detective novels were set in; i.e. the 1930s. The actual title of the newspaper report was “Mystery of Missing Passenger on the G.W.R.” and it appeared in the Western Mail of Friday 23 December 1938. I came across the report by accident while looking for something else in December 2018 some 80 years after it first appeared. It was doubly interesting because the missing man was also a railwayman. The report was very brief because the newspaper was hitting the streets just 12 hours after the man disappeared, and went as follows:
The 7.45pm train from Paddington to Cardiff on Thursday night was stopped at Didcot when a signalman saw a carriage door open. Upon examination of the carriage a bag belonging to Mr. WTG was found. A search of the train was made but Mr. G could not be found, so the line was being searched as well. Later reports said that the train was the 7.55pm from Paddington to South Wales and that it was stopped at Highworth Junction, Swindon and not as reported earlier.
Walter Thomas Griffiths was born on 25 December 1883 at Griffithstown, Pontypool between the suburbs of Pontymoile to the north and Sebastopol to the south. The area was named after Henry Griffiths the first station master of Pontypool and New Inn station. Beginning work at the age of 13 as a baker's boy, Walter would later work at the steelworks at Panteg before joining the Great Western Railway at Pontypool Shed on 30 April 1901 as a cleaner earning 2 shillings and 4 pence a day [11.7p in decimal]. He progressed through 3rd class, 2nd class to 1st class fireman via postings at Dock Street (Newport), Ebbw Junction, Dowlais, Reading, Dock Street again and Ebbw Junction again. On 19 October 1928 WTG was granted 12 months leave without pay while he served as Mayor of Newport, and he was allowed to purchase first class privilege tickets during this period. A year later he was allowed to work in the Dock Street link so that he could continue his work as a Councillor for the County Borough of Newport.
WTG must have had a great sense of public duty as he was also rising through the ranks in the National Union of Railwaymen, and on 24 December 1936 he was granted 12 months leave of absence without pay for 1937 in order to carry out his duties as President of the NUR. Two years later he was granted an extension of 12 months covering 1939, that was on 1 December 1938. The final entry in the GWR records reads “22/12/38 Deceased – Accident off duty” So how did Walter Thomas Griffiths come to fall from the Paddington to Cardiff express two days before Christmas 1938.
Walter Griffiths body was found beside the track between Knighton Crossing and Uffington in Wiltshire at 8.40am the day after he had fallen from the train, and Uffington was where the inquest opened on Saturday 24 December 1938. The inquest was adjourned for the Coroner and the jury to inspect the coach, the door and its door fastenings, and for inquiries to be made of who had actually stopped the train. A friend confirmed that there was no reason for Mr Griffiths to take his own life. At the resumed inquest the following Friday a travelling companion called Maurice Brunnock gave evidence that Mr Griffiths was sober, in good spirits and looking forward to his birthday two days later on Christmas Day when he would be 55years old. Both Mr Griffiths and Mr Brunnock went to sleep full length on the bench seats of the compartment. When Mr Brunnock awoke it was because he was cold. The outer door was open and his travelling companion was gone; the guard was fetched and it was he who stopped the train.
The Coroner reported that he had travelled in a similar coach the day before in the dark and he found that the outer door reflected the door of the compartment. It was possible for a man just waking from sleep to open the wrong door, and they knew from their own experience that passengers did attempt to do so. The Jury suggested that the railway company should consider abolishing inside door fastenings. We know from subsequent events that passengers continued to fall from railway carriage doors until the introduction of central locking more than 50 years later. The Jury returned a verdict of “Accidental Death.” This was a sad end for a man who had risen from humble beginnings to be a major player in the public life of Newport and of the trade union movement.
I used to enjoy travelling in the same type of railway carriage that was involved in this tragedy, because they had a door to every compartment on both sides of the train. If you were travelling alone, or with other enthusiasts, you could have the windows down on both sides of the train and look out almost continuously as the train rounded the curves, by dodging from side to side, and even sit down occasionally when there was nothing to see. This style of coach was very common up to about 1960 but then disappeared rapidly as they were replaced by BR Mark 1 coaches.
MLR/ 12 November 2019
This article was first published in the Welsh Railways Research Circle's Newsletter No. 161 for Winter 2019 – website wrrc.org.uk
It sounds like the title of an Agatha Christie novel but its actually a true story based on a newspaper report from the same era that many of Christie's detective novels were set in; i.e. the 1930s. The actual title of the newspaper report was “Mystery of Missing Passenger on the G.W.R.” and it appeared in the Western Mail of Friday 23 December 1938. I came across the report by accident while looking for something else in December 2018 some 80 years after it first appeared. It was doubly interesting because the missing man was also a railwayman. The report was very brief because the newspaper was hitting the streets just 12 hours after the man disappeared, and went as follows:
The 7.45pm train from Paddington to Cardiff on Thursday night was stopped at Didcot when a signalman saw a carriage door open. Upon examination of the carriage a bag belonging to Mr. WTG was found. A search of the train was made but Mr. G could not be found, so the line was being searched as well. Later reports said that the train was the 7.55pm from Paddington to South Wales and that it was stopped at Highworth Junction, Swindon and not as reported earlier.
Walter Thomas Griffiths was born on 25 December 1883 at Griffithstown, Pontypool between the suburbs of Pontymoile to the north and Sebastopol to the south. The area was named after Henry Griffiths the first station master of Pontypool and New Inn station. Beginning work at the age of 13 as a baker's boy, Walter would later work at the steelworks at Panteg before joining the Great Western Railway at Pontypool Shed on 30 April 1901 as a cleaner earning 2 shillings and 4 pence a day [11.7p in decimal]. He progressed through 3rd class, 2nd class to 1st class fireman via postings at Dock Street (Newport), Ebbw Junction, Dowlais, Reading, Dock Street again and Ebbw Junction again. On 19 October 1928 WTG was granted 12 months leave without pay while he served as Mayor of Newport, and he was allowed to purchase first class privilege tickets during this period. A year later he was allowed to work in the Dock Street link so that he could continue his work as a Councillor for the County Borough of Newport.
WTG must have had a great sense of public duty as he was also rising through the ranks in the National Union of Railwaymen, and on 24 December 1936 he was granted 12 months leave of absence without pay for 1937 in order to carry out his duties as President of the NUR. Two years later he was granted an extension of 12 months covering 1939, that was on 1 December 1938. The final entry in the GWR records reads “22/12/38 Deceased – Accident off duty” So how did Walter Thomas Griffiths come to fall from the Paddington to Cardiff express two days before Christmas 1938.
Walter Griffiths body was found beside the track between Knighton Crossing and Uffington in Wiltshire at 8.40am the day after he had fallen from the train, and Uffington was where the inquest opened on Saturday 24 December 1938. The inquest was adjourned for the Coroner and the jury to inspect the coach, the door and its door fastenings, and for inquiries to be made of who had actually stopped the train. A friend confirmed that there was no reason for Mr Griffiths to take his own life. At the resumed inquest the following Friday a travelling companion called Maurice Brunnock gave evidence that Mr Griffiths was sober, in good spirits and looking forward to his birthday two days later on Christmas Day when he would be 55years old. Both Mr Griffiths and Mr Brunnock went to sleep full length on the bench seats of the compartment. When Mr Brunnock awoke it was because he was cold. The outer door was open and his travelling companion was gone; the guard was fetched and it was he who stopped the train.
The Coroner reported that he had travelled in a similar coach the day before in the dark and he found that the outer door reflected the door of the compartment. It was possible for a man just waking from sleep to open the wrong door, and they knew from their own experience that passengers did attempt to do so. The Jury suggested that the railway company should consider abolishing inside door fastenings. We know from subsequent events that passengers continued to fall from railway carriage doors until the introduction of central locking more than 50 years later. The Jury returned a verdict of “Accidental Death.” This was a sad end for a man who had risen from humble beginnings to be a major player in the public life of Newport and of the trade union movement.
I used to enjoy travelling in the same type of railway carriage that was involved in this tragedy, because they had a door to every compartment on both sides of the train. If you were travelling alone, or with other enthusiasts, you could have the windows down on both sides of the train and look out almost continuously as the train rounded the curves, by dodging from side to side, and even sit down occasionally when there was nothing to see. This style of coach was very common up to about 1960 but then disappeared rapidly as they were replaced by BR Mark 1 coaches.
MLR/ 12 November 2019
This article was first published in the Welsh Railways Research Circle's Newsletter No. 161 for Winter 2019 – website wrrc.org.uk
Item 2014
The Cornishman -
an article written in 2016 by David Ward
an article written in 2016 by David Ward
The local Railway Societies Annual Summer outing that year was to the Gloucester and Warwickshire Railway, so I decided to write an article on the only named train to traverse its metals,' The Cornishman'. It's about the steam hauled train from Wolverhampton Low Level to Penzance. I was unable to go on this trip as I was ill for the first time in many years with a twisted Muscle and as I was told by the Doctor Arthritis and Old Age. No problems since though a little older. Enjoy it is basically pure Great Western except for the stretch between Standish Junction and Westleigh,Yate.
Enjoy, Kind regards. David
Enjoy, Kind regards. David
N.B. Davids article appeared in two editions of the local society journal - there was a problem of 'sizing' if the second page which contains an article on a visit to Paris - a bit outside our region! Nevertheless I am sure you will enjoy this work by David Hanger.
Thank you David for the above excellent four page article.
Item 2013
Bath Junction Accident 20th November 1929
Guy Vincent
Guy Vincent
Recently I was sorting through a box folder of old press cuttings I collected during the 1970s and 1980s, a time when local newspapers were worth reading and regularly featured items from their archives recalling incidents from the past. One such piece from the Bath & West Evening Chronicle from November 1979 looked at an accident that occurred at Bath Junction on the former Somerset and Dorset Joint Railway on 20th November 1929.
The Somerset & Dorset Railway 'Bath Extension' was a last attempt by the company to increase trade and encourage traffic to and from the Midlands to use the original line between Evercreech Junction and Bournemouth. This meant building a line 26 miles in length across the Mendips and then entering the city of Bath from the south through another substantial obstacle, the southernmost fringe of the Cotswold Hills. Two tunnels were cut through this ridge, Combe Down (1829yds) and Devonshire (440yds). Money was so short that only single bores were made, Combe Down was left mainly unlined but Devonshire required full lining with stone blocks, no doubt increasing costs. Ventilation shafts were not provided for either tunnel. Of necessity the line was steeply graded with a ruling average 1 in 100 climb from the end of double track at Midford viaduct to a point approximately 400 yards from the southern exit of Combe Down tunnel where, after a short level section it changed at the exit to a continuous 1 in 50 descent to Bath Junction where it met the Midland Railway's Mangotsfield - Bath line for the final half-mile into the terminus station, Bath Queen Square (later Green Park).
On the afternoon of Wednesday 20th November 1929 the 3.25pm Evercreech to Bath goods train consisted of loco number 89, (later 53809) running tender-first pulling 37 wagons mostly loaded with coal and a brake van. Number 89 was a Fowler-designed '7F' 2-8-0 loco with six-wheeled tender and was built by Robert Stephenson & Co at Darlington in 1925. The load of 493 tons was the maximum allowed over Masbury summit to the north of Shepton Mallet, another steep climb of up to 1 in 50. The driver, Henry Jennings, informed the guard, Christopher Wagner at Radstock that no 89 was not steaming well and as a result 13 minutes had been lost between Evercreech and Masbury summit. Wagner suggested sending a message to Wellow to hold the train there until it could be given a clear run through to Bath however in the event this did not happen and it was instead held at Midford to wait for two 'down' and one 'up' (Bath-bound) trains to pass through the single-line section from Bath. The fireman, Maurice Pearce, took advantage of the extended wait and cleared the firebox of clinker and rebuilt the fire so as to give the best chance of a good run through to Bath. The train left Midford at 613pm and by the time it reached Combe Down Tunnel, speed had dropped to around 4mph. Inside the tunnel the atmosphere was extremely unpleasant, hot and smoky and within minutes fireman Pearce was forced to wrap his coat around his head and sit down on the tender seat, coughing violently. He recalled seeing driver Jennings standing on the left side of the footplate at that point but must have soon lost consciousness as he recalled nothing more until after the incident. The guard, Wagner, realised something was wrong as speed increased on the descent towards Bath Junction and other than applying his handbrake as much as he was able there was little more he could do and as the train passed over Bath Junction at an estimated speed of about 50mph he jumped from his van.
The train derailed as it entered the goods yard with wagons soon piling up and becoming strewn across the complex. The yard inspector, John Norman, had seen the train coming in at speed and, realising a collision was inevitable had shouted a warning to other employees to get themselves clear and had then gone into the yard office. The loco derailed but ran on and struck the west end of the office resulting in the death of Inspector Norman. Also killed was a 23 year old LMS goods clerk, Sidney Jack Loder of 4 Canterbury Road, Oldfield Park. Loder had recently arrived at Green Park station by train from Gloucester where he worked and had been taking a short-cut across the yard on his way home. He was hit by a falling lamp standard that was brought down by the derailed wagons. One strange fact that later came to light was that a pencil from the office was found to have been driven for around half its length into one of the wooden sleepers.
Driver Jennings and Fireman Pearce were both removed from the wreckage alive but sadly Driver Jennings died on his way to hospital in Bath. Fireman Pearce and the guard, Wagner, were both seriously injured but fortunately survived and gave evidence to the inquiry.
On 25th November 1929 Driver Henry John Jennings (57) of 3 Lymore Avenue, Oldfield Park and the Midland Railway Goods Clerk, Sidney Jack Loder (23), were both buried in Twerton Cemetery next to the GWML west of Oldfield Park station. At the same location the S&D crosses the GWML on the brick three-arch viaduct that was rebuilt in 2016 for the now-postponed electrification project. Loder's grave is almost adjacent to the GWR spear boundary fence between the cemetery and railway line while Henry John Jennings rests behind the cemetery lodge close to the main entrance off Bellotts Road.
No 89 (53809) was soon repaired and spent the remainder of its life at work on the S&D until withdrawal from service in June 1964. With sister loco 53808 it was sold to Woodham Bros of Barry Dock, South Wales and arrived at their yard in August of that year. Preservation was to follow and it left Barry in December 1975 for its initial base, Kirk Smeaton near Doncaster. before moving in 1980 to the Midland Railway Centre, Butterley, Derbyshire.. On 16th September 1987 it came south to work special trains between Andover and Ludgershall ( Basingstoke Rail Event on 26th-27th Sept) and passed through Bath Spa, complete with support coach and bearing a Pines Express headboard. March 2006 saw it make a poignant return to Bath Green Park where it took centre-stage at an event commemorating the 40th anniversary of the closure of the S&D.
The cause of this accident was concluded as loss of control of the engine due to both crew being overcome by smoke and fumes in the exceptionally unpleasant conditions inside Combe Down tunnel. One possibility considered was that the engine running 'backwards' or tender-first, had allowed smoke already in the tunnel to collect in the enclosed cab area but this could not be proven. Consideration was given to reducing the loads of northbound goods trains, to providing banking engines or holding heavier trains back at Wellow if the single line north of Midford was already occupied and, finally, to introducing some form of ventilation in the tunnel.
The full MoT report of this accident contains much detailed information and I commend it to readers who will find it very informative and interesting. It can be downloaded as a .pdf from: railwaysarchive.co.uk MoT_Bath1929.pdf
Regards
Guy V
The Somerset & Dorset Railway 'Bath Extension' was a last attempt by the company to increase trade and encourage traffic to and from the Midlands to use the original line between Evercreech Junction and Bournemouth. This meant building a line 26 miles in length across the Mendips and then entering the city of Bath from the south through another substantial obstacle, the southernmost fringe of the Cotswold Hills. Two tunnels were cut through this ridge, Combe Down (1829yds) and Devonshire (440yds). Money was so short that only single bores were made, Combe Down was left mainly unlined but Devonshire required full lining with stone blocks, no doubt increasing costs. Ventilation shafts were not provided for either tunnel. Of necessity the line was steeply graded with a ruling average 1 in 100 climb from the end of double track at Midford viaduct to a point approximately 400 yards from the southern exit of Combe Down tunnel where, after a short level section it changed at the exit to a continuous 1 in 50 descent to Bath Junction where it met the Midland Railway's Mangotsfield - Bath line for the final half-mile into the terminus station, Bath Queen Square (later Green Park).
On the afternoon of Wednesday 20th November 1929 the 3.25pm Evercreech to Bath goods train consisted of loco number 89, (later 53809) running tender-first pulling 37 wagons mostly loaded with coal and a brake van. Number 89 was a Fowler-designed '7F' 2-8-0 loco with six-wheeled tender and was built by Robert Stephenson & Co at Darlington in 1925. The load of 493 tons was the maximum allowed over Masbury summit to the north of Shepton Mallet, another steep climb of up to 1 in 50. The driver, Henry Jennings, informed the guard, Christopher Wagner at Radstock that no 89 was not steaming well and as a result 13 minutes had been lost between Evercreech and Masbury summit. Wagner suggested sending a message to Wellow to hold the train there until it could be given a clear run through to Bath however in the event this did not happen and it was instead held at Midford to wait for two 'down' and one 'up' (Bath-bound) trains to pass through the single-line section from Bath. The fireman, Maurice Pearce, took advantage of the extended wait and cleared the firebox of clinker and rebuilt the fire so as to give the best chance of a good run through to Bath. The train left Midford at 613pm and by the time it reached Combe Down Tunnel, speed had dropped to around 4mph. Inside the tunnel the atmosphere was extremely unpleasant, hot and smoky and within minutes fireman Pearce was forced to wrap his coat around his head and sit down on the tender seat, coughing violently. He recalled seeing driver Jennings standing on the left side of the footplate at that point but must have soon lost consciousness as he recalled nothing more until after the incident. The guard, Wagner, realised something was wrong as speed increased on the descent towards Bath Junction and other than applying his handbrake as much as he was able there was little more he could do and as the train passed over Bath Junction at an estimated speed of about 50mph he jumped from his van.
The train derailed as it entered the goods yard with wagons soon piling up and becoming strewn across the complex. The yard inspector, John Norman, had seen the train coming in at speed and, realising a collision was inevitable had shouted a warning to other employees to get themselves clear and had then gone into the yard office. The loco derailed but ran on and struck the west end of the office resulting in the death of Inspector Norman. Also killed was a 23 year old LMS goods clerk, Sidney Jack Loder of 4 Canterbury Road, Oldfield Park. Loder had recently arrived at Green Park station by train from Gloucester where he worked and had been taking a short-cut across the yard on his way home. He was hit by a falling lamp standard that was brought down by the derailed wagons. One strange fact that later came to light was that a pencil from the office was found to have been driven for around half its length into one of the wooden sleepers.
Driver Jennings and Fireman Pearce were both removed from the wreckage alive but sadly Driver Jennings died on his way to hospital in Bath. Fireman Pearce and the guard, Wagner, were both seriously injured but fortunately survived and gave evidence to the inquiry.
On 25th November 1929 Driver Henry John Jennings (57) of 3 Lymore Avenue, Oldfield Park and the Midland Railway Goods Clerk, Sidney Jack Loder (23), were both buried in Twerton Cemetery next to the GWML west of Oldfield Park station. At the same location the S&D crosses the GWML on the brick three-arch viaduct that was rebuilt in 2016 for the now-postponed electrification project. Loder's grave is almost adjacent to the GWR spear boundary fence between the cemetery and railway line while Henry John Jennings rests behind the cemetery lodge close to the main entrance off Bellotts Road.
No 89 (53809) was soon repaired and spent the remainder of its life at work on the S&D until withdrawal from service in June 1964. With sister loco 53808 it was sold to Woodham Bros of Barry Dock, South Wales and arrived at their yard in August of that year. Preservation was to follow and it left Barry in December 1975 for its initial base, Kirk Smeaton near Doncaster. before moving in 1980 to the Midland Railway Centre, Butterley, Derbyshire.. On 16th September 1987 it came south to work special trains between Andover and Ludgershall ( Basingstoke Rail Event on 26th-27th Sept) and passed through Bath Spa, complete with support coach and bearing a Pines Express headboard. March 2006 saw it make a poignant return to Bath Green Park where it took centre-stage at an event commemorating the 40th anniversary of the closure of the S&D.
The cause of this accident was concluded as loss of control of the engine due to both crew being overcome by smoke and fumes in the exceptionally unpleasant conditions inside Combe Down tunnel. One possibility considered was that the engine running 'backwards' or tender-first, had allowed smoke already in the tunnel to collect in the enclosed cab area but this could not be proven. Consideration was given to reducing the loads of northbound goods trains, to providing banking engines or holding heavier trains back at Wellow if the single line north of Midford was already occupied and, finally, to introducing some form of ventilation in the tunnel.
The full MoT report of this accident contains much detailed information and I commend it to readers who will find it very informative and interesting. It can be downloaded as a .pdf from: railwaysarchive.co.uk MoT_Bath1929.pdf
Regards
Guy V
1) 53809 at Andover on Sunday 27th September 1987, waiting to work the 2Z18 1435 Basingstoke-L'shall 'Ludgershall Limited' NSE special forward. This arrived at Andover behind D200 / 40122. Copyright Guy Vincent.
2) 53809 'at home' inside the train shed at Bath Green Park on March 6th 2006. Copyright Guy Vincent.
3) Twerton Cemetery, Bellotts Road Bath. Grave of Driver Henry John Jennings. Copyright Guy Vincent.
4) Twerton Cemetery, Bellotts Road Bath. Grave of LMS Goods Clerk Sidney Jack Loder. Copyright Guy Vincent.
5) GWR Turbo 166213 passing Twerton Cemetery and about to pass under Bellotts Road & S&D Bridge No 3. 12.05.2020. Copyright Guy Vincent.
5) GWR Turbo 166213 passing Twerton Cemetery and about to pass under Bellotts Road & S&D Bridge No 3. 12.05.2020. Copyright Guy Vincent.
Many thanks Guy
Item 2012
Travelling on Public Transport during the Coranavirus Pandemic
Roger Winnen
Roger Winnen
Last Saturday I was able to purchase a Day Return Ticket to Gunnislake a week after being refused stating that I needed to be a key worker to travel. This information was false as the general public were permitted to travel without any restrictions.
Travelling on the 08.50 from Penzance to Plymouth, this train carried only a few passengers none wearing face masks throughout the whole journey. Passengers were asked to occupy the window seats of the Castle Class HST for social distancing. Cleanliness was most apparent on all trains and stations which was a credit to all concerned. Most toilets in Cornwall were closed, however Plymouth remained open throughout the day.
All food outlets together with WH Smith were closed as well as the waiting rooms at Plymouth however Redruth appeared to be offering a take away service from the buffet, this being a private run establishment.
Many notices were posted up for social distancing of which I have displayed in the series of photographs below.
Travelling on the 08.50 from Penzance to Plymouth, this train carried only a few passengers none wearing face masks throughout the whole journey. Passengers were asked to occupy the window seats of the Castle Class HST for social distancing. Cleanliness was most apparent on all trains and stations which was a credit to all concerned. Most toilets in Cornwall were closed, however Plymouth remained open throughout the day.
All food outlets together with WH Smith were closed as well as the waiting rooms at Plymouth however Redruth appeared to be offering a take away service from the buffet, this being a private run establishment.
Many notices were posted up for social distancing of which I have displayed in the series of photographs below.
1 26th May 2020 A Hitachi IET stabled in the east bay of Platform 3 alongside of the closed waiting room. Copyright Roger Winnen
1 26th May 2020 A Change to the train times
2 26th May 2020 Wash your hands
3 26th May 2020 Restricted lift service.
4 26th May 2020 Restricted lift access
5 26th May 2020 Can you travel another way!
6 26th May 2020 Our waiting rooms are now closed
7 26th May 2020 Social Distancing on a Class 150
8 At Gunnislake Station 26th May 2020
9 26th May 2020 in the Parking Bays at Penzance Station.
10 26th May 2020 Seats at St Austell Station
11 26th May 2020 Restricted seating at Camborne
12 26th May 2020 A half of a seat
13 26th May 2020 One way traffic system at Redruth. Enter the station by going through the booking office but exit the station through the gate.
14 26th May 2020 First T1 bus service to Penzance
Item 2011
Plymouth Railway Circle/Great Western Society
The Bluebell Railway Tour
Sunday 16th April 1972
The Bluebell Railway Tour
Sunday 16th April 1972
Train Reporting Number 1Z64 Motive Power D810 Cockade Plymouth-Salisbury/ D821 Greyhound Salisbury to Haywards Heath and return
Timings Plymouth 07.00 Newton Abbot 07.53 Exeter St Davids 08.21/08.30 Honiton 08.52
Yeovil Junction 09.25 Salisbury 10.05 (Engine Change) Single Line working Millbrook to Southampton 10.48 Havant 11.26 Hove 12.22 Haywards Heath 12.40.
Return Haywards Heath delayed from 17.05 to 18.00 Three Bridges 18.10 Clapham Junction 18.47 Kensington Olympia 18.57 Old Oak Common 19.05 Reading 19.41 then the Berks and Hants Line to Taunton-Exeter St Davids and Plymouth. Unfortunately no timings are available from Reading to Plymouth.
Many thanks to Six Bells Junction for supplying this information
Photographs by David Tozer Peter Dale & Roger Winnen
Timings Plymouth 07.00 Newton Abbot 07.53 Exeter St Davids 08.21/08.30 Honiton 08.52
Yeovil Junction 09.25 Salisbury 10.05 (Engine Change) Single Line working Millbrook to Southampton 10.48 Havant 11.26 Hove 12.22 Haywards Heath 12.40.
Return Haywards Heath delayed from 17.05 to 18.00 Three Bridges 18.10 Clapham Junction 18.47 Kensington Olympia 18.57 Old Oak Common 19.05 Reading 19.41 then the Berks and Hants Line to Taunton-Exeter St Davids and Plymouth. Unfortunately no timings are available from Reading to Plymouth.
Many thanks to Six Bells Junction for supplying this information
Photographs by David Tozer Peter Dale & Roger Winnen
720416m Passing Exeter St David's West Box on the journey to the Bluebell Railway.. Copyright Roger Winnen
720416n A Class 33 awaits departure for the climb to Exeter Central. Copyright Roger Winnen
720416a D810 Cockade awaits departure from Exeter St David's at 08.30 for Haywards Heath. Copyright Roger Winnen
720416p D810 Cockade has run around the train at Exeter St David's. Donald Stephens from Penzance is seen photographing the engine. Copyright Peter Dale
720416b D810 Cockade approaches Salisbury on route to The Bluebell Railway. Copyright Roger Winnen
720416d D821 Greyhound takes over the train at Salisbury after D810 Cockade was running short on fuel. Copyright Roger Winnen.
3217 Earl of Berkeley awaits departure from Sheffield Park Station. Copyright Peter Dale
Crowds from the railtour which termination at Haywards Heath are in evidence on the platform at Sheffield Park. Copyright Peter Dale
720416c 3217 Earl of Berkeley attached to a Southern Class C tender arrives at Sheffield Park. Copyright David Tozer
720416cc Close up of 3217 Earl of Berkeley at Sheffield Park. Copyright David Tozer
720416d 3217 Earl of Berkeley on the Bluebell Railway Keith Jenkin is seen bottom middle of photo. Copyright Roger Winnen-
720416e 3217 at Sheffield Park.Copyright Roger Winnen
720416g 3217 Earl of Berkeley carries the PRC Crest and the GWS Crest below its funnel as it runs around the train. Copyright Roger Winnen
720416h Carrying both the Great Western Society and the PRC crest at Sheffield Park. Copyright Roger Winnen
720416i 3217 Departing Sheffield Park.for Horsted Keynes. Copyright Roger Winnen
720416u Sheffield Park Station. Copyright David Tozer
720416o USA 30064 at Sheffield Park Station. Copyriight David Tozer
720416oo 30064 at Sheffield Park. Copyright David Tozer
720416q Class P is on display at Sheffield Park, one of the smallest engines in the Former Southern Railways fleet. Copyright Peter Dale
720416k South Eastern & Chatham Railway Class P 31027. Copyright Roger Winnen
720416kk 75027 on shed at Sheffield Park Station. Copyright David Tozer
720416ll 75027 at Sheffield Park Station. Copyright David Tozer
720416v Crowds gather around 75027 which spent a few years in Cornwall when new. Copyright David Tozer
720416q Bluebell a Class P on the Bluebell. Copyright David Tozer
720416r Close up of the Class P at Sheffield Park. Copyright David Tozer
720416rr Bluebell arrives at Sheffield Park Station. Copyright David Tozer
720416s Stored Southern 4 Sub units on the approach to Horsted Keynes. Note the third rail for the branch from Horsted Keynes to Ardingley. Copyright David Tozer
720416t 3217 Earl of Berkley at Horsted Keynes. Copyright David Tozer
720416w Beware of trains as the USA prepares to move at Sheffield Park. Copyright David Tozer
Item 2010
The Royal Albert Bridge Centenary 1959 Booklet and Ephemera.
Guy Vincent/ the late David Bartlett.
Guy Vincent/ the late David Bartlett.
From the collection of the late David Bartlett of Bradford-on-Avon.
A special commemorative booklet from 1959 that was produced by British Railways to mark the centenary of the Royal Albert Bridge. Also included is a scan of the cover for a service of thanksgiving at the church of St Nicholas & Faith, Saltash, and copies of a celebratory rail ticket.
A special commemorative booklet from 1959 that was produced by British Railways to mark the centenary of the Royal Albert Bridge. Also included is a scan of the cover for a service of thanksgiving at the church of St Nicholas & Faith, Saltash, and copies of a celebratory rail ticket.
Saltash Bridge 1959 (1) From the collection of the David Bartlett of Bradford on Avon. What a superb picture.
Saltash Bridge 1959 (2) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (3) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (4) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (5) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (6) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (7) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (8) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (9) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (10) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (11) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge 1959 (12) From the collection of the David Bartlett of Bradford on Avon.
Saltash Bridge Centenary Church Service 1st May 1959.
Saltash Bridge Centenary Church Service 1st May 1959. From the collection of the late David Bartlett of Bradford on Avon.
Souvenir Ticket
From the collection of the late David Bartlett of Bradford on Avon.
From the collection of the late David Bartlett of Bradford on Avon.
Many thanks to Guy Vincent for making available to us copies of the souvenir booklet, the Church service leaflet and the ticket.
Item 2009
A Merrymaker Tour to Oxford and
Blenheim Palace on17th July 1977
Roger Winnen
Blenheim Palace on17th July 1977
Roger Winnen
Route Penzance- St Erth reversal for wrong line running to Roskear Junction Camborne- Plymouth- Exeter St Davids- Bristol Temple Meads- Bath Spa- Trowbridge- Hawkridge Junction to Heywood Road Junction avoiding - Westbury Station - joining the Berks and Hants line to Reading West- Didcot-Oxford with bus connection to Blenheim Palace returning direct via Didcot- Swindon-Chippenham and Bristol.
770717a A Peak in the down refuge siding at St Erth photographed from the Merrymaker to Blenheim Palace. At St Erth after picking up passengers the train advanced passing the signal box where the train set back using the crossover to the down platform where wrong line running to Roskear Junction Camborne was the order of the day that Sunday. Copyright Roger Winnen
770717b Wrong line running through Gwinear Road Station with a Class 50 hauling our train. Copyright Roger Winnen
770717c Seen the same day the new platform being built at Totnes Riverside for the now South Devon Railway. Copyright Roger Winnen
770717d Trowbridge Goods shed seen on the left with Trowbridge Station on the right. Copyright Roger Winnen
770717e On the approach to Westbury we turn off at Hawkridge Road Junction, avoiding Westbury Station to gain the Berks and Hants line after passing Heywood Road Junction. The signalman can be seen standing in the box. Copyright Roger Winnen
770717f Passing Didcot on route to Oxford we see a Park Royal 2 Car unit which was stabled at Penzance for a number of years to act as a Viaduct Inspection unit. Next in line with that unit is three LMS designed Sleeping Cars. Copyright Roger Winnen
770717g The same unit at Long Rock Penzance in 1975. A company known as Liftec used part of the repair shop for their business of carrying out inspections for the railway. Copyright Roger Winnen
770717h The Blenheim Palace Railway. Copyright Roger Winnen
770717hh Steam in motion on the Blenheim Palace Railway. Copyright Roger Winnen
770717i Arrival at Sir Winston Churchill birthplace Blenheim Palace on 30th November 1874. Copyright Roger Winnen
770717j Oxford Station with a Class 47 on a London bound service. Copyright Roger Winnen
The Class 52 Commemorative Tour to Oxford via Birmingham
Saturday 27th November 1976
Roger Winnen
Saturday 27th November 1976
Roger Winnen
Route Plymouth 07.45-Newton Abbot-Exeter St David's-Taunton-Bristol Temple Meads-Cheltenham via Lickey Incline-Bournville-Birmingham New Street-Solihall-Leamington Spa-Oxford (Break) Didcot East Junction- Reading West Junction-Oxford Road Junction-Basingstoke-Salisbury-Yeovil Junction-Exeter St David's and Plymouth.
Train Description no 1Z52 D1010 Western Campaigner (Now Preserved)
Organised by British Rail
Train Description no 1Z52 D1010 Western Campaigner (Now Preserved)
Organised by British Rail
761127a D1010 Western Campaigner brings in the ECS to Plymouth to form the 07.45 departure to Oxford via Birmingham. Copyright Roger Winnen
761127b D1010 Running around at Plymouth. Copyright Roger Winnen
761127c D1010a Western Campaigner 27th Nov 1976 at Newton Abbot. Copyright Roger Winnen
761127g D1010 with steam heat at Bristol Temple Meads. Copyright Roger Winnen
761127h On lookers view the trains departure from Bristol Temple Meads. Copyright Roger Winnen
761127i Departure from Bristol on a beautiful November Saturday morning. The Gasholders marked the site of Bristol Barrow Hill Shed. Copyright Roger Winnen
761127k Possibly the building of Filton Junction Station. Copyright Roger Winnen
761127m Plenty of exhaust from Western Campaigner as she opens up passing a Peak on route. Copyright Roger Winnen
761127n Passing an old Midland Railway Signal Box still in use as we head towards Gloucester. Copyright Roger Winnen
761127o This was the Tuffley loop line into Gloucester Eastgate Station which closed in 1975. This line had five road crossings causing many delays to vehicle traffic and it was therefore abandoned to route all traffic into Gloucester Central where the platforms had been extended in length. Copyright Roger Winnen
761127p The remains of the brick built Carriage & Wagon works at Bromsgrove and Bromsgrove Engine shed to the right of the tall chimney at the foot of the Lickey Incline. Copyright Roger Winnen
761127q Railway enthusiasts gather on the Lickey. Copyright Roger Winnen
761127s Running alongside the Birmingham Canal on the approaches to Birmingham New Street Station. Copyright Roger Winnen
761127u Nearing Birmingham New Street. Copyright Roger Winnen
761127v Leaving Birmingham we see the lines from Birmingham Moor Street and the Camp Hill avoiding line crossing us. Copyright Roger Winnen
761127w D1010b Western Campaigner 27th Nov 1976 at Oxford. Copyright Roger Winnen
761127ww D1010c Western Campaigner 27th Nov 1976 at Oxford. Copyright Roger Winnen
761127x D1010d Western Campaigner 27th Nov 1976 at Oxford. Note the photographers1 BT Police would have a field day today.Copyright Roger Winnen
761127za Front on photograph at Oxford. Copyright Roger Winnen
761127zc D1010 Passes the redundant Signal Box west of the Station. Copyright Roger Winnen
761127ze A Redundant Signal Box at Oxford Station. Copyright Roger Winnen
761127zf Fuel for the Western at Oxford. Copyright Roger Winnen
761127zg Oxford Rewley Road Station was part of the London & North Western Railway. Copyright Roger Winnen
761127zh Oxford Rewley Road Station was part of the London & North Western Railway. Copyright Roger Winnen
761127zi Rounding the curve at Reading West Junction. Copyright RogerWinnen
761127zj Approaching Reading West on route to Mortimer and Basingstoke. Copyright Roger Winnen
761127zk Southcote Junction Reading with the Berks and Hants going off right. Copyright Roger Winnen
761127zkk D1010e Western Campaigner 27th Nov 1976 BR Tour at Mortimer. Copyright Roger Winnen
761127zm A photgraphic stop at Mortimer. Copyright Roger Winnen
761127zo Viewed from the roadbridge at Mortimer. Copyright Roger Winnen
761127zs The sun sets at Basingstoke Station. Copyright Roger Winnen
761127zt Yeovil Junction Station with D1010. Copyright Roger Winnen
761127zuD1010 Western Campaigner at Yeovil Junction. Copyright Roger Winnen
761127zv Nightime photgraphy without a tripod at Yeovil Junction. Copyright Roger Winnen
761127zy The last photograph as D1010 Western Campaigner runs around at Exeter St David's Station. Copyright Roger Winnen
Wow, what a railtour - many thanks for your record of it Roger'
Item 2008
Paignton and Dartmouth Railway
Diesel and Steam Gala
20th June 1993
Roger Winnen
Diesel and Steam Gala
20th June 1993
Roger Winnen
Looking back to happier days.
930620a 37092 37158 & 37197 at Paignton with the 08.40 Paddington to Paignton service. Copyright Roger Winnen
930620b Class 73 Electro Diesel 'The Royal Alex at Paignton coupled with Class 73 Battle of Britain.. Copyright Roger Winnen
930620d The triple headed 08.40 Paddington to Paignton heads for Goodrington Sidings. Copyright Roger Winnen
930620e The 3 Class 37s 37092 37158 and 37197 runs around at Goodrington .Copyright Roger Winnen
930620f 50002 Superb arrives at Paignton with a service from Kingswear. Copyright Roger Winnen
930620i 37673 Approaches Goodrington Sands with a service to Kingswear. Copyright Roger Winnen
930620j 7827 Lydham Manor at Goodrington Sands. Copyright Roger Winnen
930620m The 3 Class 37s Climb Goodrington Bank. Copyright Roger Winnen
930620mm D9016 The Gordon Highlander drops down to Goodrington on a service from Kingswear. Copyright Roger Winnen
930620o 7827 Lydham Manor on the down grade to Goodrington. Copyright Roger Winnen
930620p GWR Pannier tank 64xx heads for Kingswear. Copyright Roger Winnen
930620p GWR Pannier tank 64xx heads for Kingswear. Copyright Roger Winnen
930620s D7535 Heads for Kingswear. Copyright Roger Winnen
930620s The two Class 73s 73109 and 73101 on the return working to Paignton seen from the top of the cliffs. Copyright Roger Winnen
930620t The two Class 73s on the return working to Paignton seen from the caravan site at the top of the cliffs. Copyright Roger Winnen
930620w 7827 Lydham Manor climbs the grade to Churston. Copyright Roger Winnen
930620x The three 37s on the return working to Paignton. Copyright Roger Winnen
930620z The 64xx on the return run to Paignton. Copyright Roger Winnen
930620za The Deltic 55016 The Gordon Highlander departs Paignton on a service to Kingswear. Copyright Roger Winnen
930620zd D9016 Gordon Highlander departs Paignton. Copyright Roger Winnen
930620zf The two class 73s Departs Goodrington for Kingswear. Copyright Roger Winnen
930620zg The return special for Paddington departs Paignton at 17.40 for London Paddington behind the three Class 37s. 37092 37158 and 37197. Copyright Roger Winnen
Item 2007
South Devon Railway
Two Photographic Charters
14th April & 15th Nov. 2015
Paul Barlow
Two Photographic Charters
14th April & 15th Nov. 2015
Paul Barlow
Hi Keith
A few shots of a photographic charter organized by Don Bishop. An excellent day with fantastic weather on the South Devon Railway. Collett 3205 was provided with a change of stock at lunch time.
Date was 14 April 2015
A few shots of a photographic charter organized by Don Bishop. An excellent day with fantastic weather on the South Devon Railway. Collett 3205 was provided with a change of stock at lunch time.
Date was 14 April 2015
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
South Devon Photo Charter 14th April 2015. Copyright Paul Barlow.
An excellent day out with very good light and well posed pictures - enjoy.
Here is the second photo charter of the year
15th November 2015
15th November 2015
Paul writes :- Some more shots of photographic charter at the South Devon Railway In November 2015.
As you can see the weather was not very kind to us and we has persistent heavy rain all day. The loco for the day Pannier tank 4612 and W225W auto coach working in push pull mode.
Kind regards, Paul Barlow
As you can see the weather was not very kind to us and we has persistent heavy rain all day. The loco for the day Pannier tank 4612 and W225W auto coach working in push pull mode.
Kind regards, Paul Barlow
6412 at Staverton 5th November 2015. Copyright Paul Barlow.
Driving in the Auto coach. 15th November 2015. Copyright Paul Barlow.
6412 and class 26 D5343 seen at Buckfastleigh. 15th November 2015. Copyright Paul Barlow.
6412 Bishops Bridge box 5th November 2015 Copyright Paul Barlow
6412 Seen at Caddaford 5th November 2015 Copyright Paul Barlow
6412 moves on to Staverton. 5th November 2015 Copyright Paul Barlow
6412 Still at Staverton , a low level shot past the box. 5th November 2015 Copyright Paul Barlow
6412 reaches Totnes. 5th November 2015. Copyright Paul Barlow.
Many thanks Paul two sets of excellent photographs.
Item 2006
Summer Saturday Survey - Exeter St Davids - 11th July 1981 Clive Smith
I had decided to do a 'Summer Saturday Survey' on this day which was essentially pitching up at St Davids for eleven hours to record and log every loco and DMU working including punctuality and number of coaches per formation. Spotting on steroids ! I used to do this a lot in 1977-79 as I was fascinated by a book by David St John Thomas and Simon Rocksborough-Smith called "Summer Saturdays In The West" which detailed the myriad of trains and locos in 1957 and 1971 and I was also inspired by one of the Plymouth spotting characters Robert Lord known to everyone as 'Cyril', the nickname coming from a carpet magnate called Cyril Lord who older readers may recall. Cyril used to journey from Plymouth to Exeter St Davids on summer Saturdays and log everything. In between he could be heard loudly guffawing and chortling across the station even audible above some of the diesels and tannoy. There was actually a lull of about twenty minutes in the early evening around 6.45 with no trains that allowed us to nip over to the chippy in Bonhay Road outside the station a portion of the vendor's renowned 'Ken's Farmhouse Pie' and chips and a can of something fizzy.
For the record the tally at Exeter for 11-07-81 was Class 50 : 13, Class 47 : 39, Class 46 : 2, Class 45 : 11, Class 33 : 5 and Class 31 : 4. By Exeter summer Saturday standards this was quite a boring day with no rarities or massive workings. Pick of the day was 31406 turning up on the 09.58 Bradford - Paignton and right at the death 47367 arrived from Laira light to attach to 50004 on the 20.20 Exeter - Basingstoke.
Pictures were taken on Kodak 110 film as my camera at the time was a rubbish Kodak Ektralite, the only saving grace was that the sun always brought a little better clarity on this cheap product so apologies for the graininess. On a last note the current May/June edition of Traction magazine has an interesting and extensive feature on the recording of west of England summer Saturdays workings
Regards
Clive Smith
For the record the tally at Exeter for 11-07-81 was Class 50 : 13, Class 47 : 39, Class 46 : 2, Class 45 : 11, Class 33 : 5 and Class 31 : 4. By Exeter summer Saturday standards this was quite a boring day with no rarities or massive workings. Pick of the day was 31406 turning up on the 09.58 Bradford - Paignton and right at the death 47367 arrived from Laira light to attach to 50004 on the 20.20 Exeter - Basingstoke.
Pictures were taken on Kodak 110 film as my camera at the time was a rubbish Kodak Ektralite, the only saving grace was that the sun always brought a little better clarity on this cheap product so apologies for the graininess. On a last note the current May/June edition of Traction magazine has an interesting and extensive feature on the recording of west of England summer Saturdays workings
Regards
Clive Smith
(1) 47157 has arrived with a failed 47187 on the 1V74 09.34 Leicester - Paignton. 47187 wasn't deposited on Newton Abbot depot but returned with 47157 later on 5Z30 18.15 Newton Abbot - Malago Vale ECS. I think 47187 was allocated to Crewe at the time and was a mild offering for this train which was one that spotters used to look out for. 1V74 had its fair share of 45s but could equally turn out some 47/3s usually from Toton. Every so often it would also show up with pairs of 25s. 11th July 1981. Copyright Clive Smith.
(2) 33046 & 33063 have just been uncoupled from the 09.20 from Brighton and are seen at Red Cow Crossing running round to go back at 13.40. Always a regular pair of rarer Hither Green 33 at this time and in my spotting days generally a 'cop' for a new loco. If you were very lucky a 'slim' Hastings gauge 33/2 would show up. 11th July 1981. Copyright Clive Smith.
(3) 31406 hauling load 11 leaves platform 1 with the 09.59 Bradford Exchange - Paignton. I believe this 31 worked all the way or at least from Leeds. It was an Eastern Region allocated loco. My memory recall says Holbeck but it could have been Gateshead. Why it got so far south without being replaced is anyone's guess ? 11th July 2020. Copyright Clive Smith.
(4) 45061 with domino dots split-box headcode stands at platform 1 with the 09.08 Newcastle - Paignton. The next month it was withdrawn from service. 11th July 2020. Copyright Clive Smith.
(5) Finally an excerpt from my notebook from the date. The day's notes run for eight pages but this is just a snapshot of how I used to log the services. Copyright Clive Smith.
Many thanks Clive for this record of perhaps the 'Golden Days of spotting'.
Item 2005
The last Pines Express
Guy Vincent and the late David Bartlett.
The last Pines Express
Guy Vincent and the late David Bartlett.
Saturday September 8th 1962 was a dark day in the history of the Somerset and Dorset Railway as it was the last time the famous 'Pines Express' ran over the much loved route.
The Pines Express first ran in 1910 (unnamed) and with the title for the first time on 26th September 1927. It is thought to have acquired its name from the proliferation of Pine trees growing in the Chines area of Bournemouth. (Chines are steep-sided coastal gorges created by rivers flowing through soft sandstone cliffs into the sea). The train ran from Manchester to Bournemouth in each direction and was jointly operated by the Midland Railway and London and North Western Railway. The route taken took the train into Bath Queen Square (from 1951 renamed Green Park) where it reversed for the 71.5 mile journey across the Mendips towards Evercreech Junction, Blandford Forum and Poole to terminate at Bournemouth West.
I have included scans of Table 73 from the BR public timetable dated 15 September1958 - 14 June 1959 that show the complete service over the S&D at that time. I believe the following years up to closure in 1966 saw little change although extra trains, not shown here would have run during each high summer period. The Pines Express (northbound) left Bournemouth West at 945am and called at Poole, Blandford Forum, Evercreech Junction and Shepton Mallet (Charlton Road) before arriving at Bath Green Park at 1156am. Following reversal and detachment / attachment of locomotives departure from Bath was just 5 minutes later at 1201pm with arrival in Manchester (Mayfield) M-F or London Road (SO) at 451pm. In addition through carriages were conveyed for Liverpool and Sheffield. The southbound train also conveyed through carriages from Liverpool and Sheffield and started from Manchester London Road at 1015am, reaching Bath Green Park at 300pm. Again, after detaching the inbound locomotive and attaching a fresh one to the rear the train was off again just five minutes later at 305pm, first stop Evercreech Junction 402-405pm. Further calls were made at Blandford Forum and Poole before reaching the final destination, Bournemouth West, at 532pm.
The attached pictures came to me from the collection of a very dear friend, David Bartlett of Bradford-on-Avon. David, a lifelong rail enthusiast, died in 2010 and his wife Marian kindly passed onto me some of his prints and slides. A GWR seat in the waiting room at Bradford on Avon station carries a plaque in his memory and there is a small selection of photographs on display taken by him that date from the 1950s when the goods yard was still in operation.
1) 9F 92245 and an unidentified GWR Collett 0-6-0 passing Midford Goods Yard on what according to David's notes was ''The train preceding the 'Pines Express' (presumably a summer extra? GV). This train stopped at Evercreech Junction to pick up the 0-6-0 to assist 92245 and delayed 'the Pines' because the driver allegedly insisted the 0-6-0 was coupled inside instead of to the front of the 9F''. Note the down signals above the train in this and the next picture. These were located high up and beyond Long Arch bridge due to poor visibility.
2) Bearing a 82F Bath Green Park shed plate celebrity 9F 2-10-0 92220 'Evening Star' at the same location, just to the north of 'Long Arch Bridge' with the small hut housing the goods yard ground frame to the left of the loco which is heading the last northbound 'Pines Express'. David's notes say "92220 Evening Star hauling the Pines Express. This was the last 'Pines' from Bournemouth on the S&D. The train comprised 12 coaches, 426 tons and was the heaviest unassisted train on the S&D. Driver Peter Smith, Fireman Aubrey Punter. Midford 8th September 1962"
3) 75073 complete with a 82F Bath Green Park shed plate at the same spot with an unidentified up working, possibly the 1200pm Templecombe-Bath.
4) 92220 returns south with the last ever down 'Pines Express', headcode 1O95, crewed by driver Peter Guy and fireman Ron Hyde, both of Branksome. The train is passing the entrance to Midford Goods Yard, looking north from the road crossing Long Arch bridge. Is the driver preparing to hand over the single line tablet to the Midford signalman or not? I can't decide.
Of course, Evening Star was the last steam loco built for British Railways in 1960 at Swindon works and received its name there exactly 60 years prior to the day that I prepared this feature (18 March 2020). 92220 was withdrawn in March 1965 following a collision that damaged its buffer beam at its home depot, Cardiff East Dock. It was moved to Severn Tunnel Junction shed for storage pending disposal then early in 1967 and in derelict condition it moved to Crewe works for a full restoration. Some years ago there were unsubstantiated rumours that the original loco had been too badly damaged to be economically repaired so a swap was done with an example in better condition but I don't know whether or not that is the case.
Guy Vincent 18th March 2020
The Pines Express first ran in 1910 (unnamed) and with the title for the first time on 26th September 1927. It is thought to have acquired its name from the proliferation of Pine trees growing in the Chines area of Bournemouth. (Chines are steep-sided coastal gorges created by rivers flowing through soft sandstone cliffs into the sea). The train ran from Manchester to Bournemouth in each direction and was jointly operated by the Midland Railway and London and North Western Railway. The route taken took the train into Bath Queen Square (from 1951 renamed Green Park) where it reversed for the 71.5 mile journey across the Mendips towards Evercreech Junction, Blandford Forum and Poole to terminate at Bournemouth West.
I have included scans of Table 73 from the BR public timetable dated 15 September1958 - 14 June 1959 that show the complete service over the S&D at that time. I believe the following years up to closure in 1966 saw little change although extra trains, not shown here would have run during each high summer period. The Pines Express (northbound) left Bournemouth West at 945am and called at Poole, Blandford Forum, Evercreech Junction and Shepton Mallet (Charlton Road) before arriving at Bath Green Park at 1156am. Following reversal and detachment / attachment of locomotives departure from Bath was just 5 minutes later at 1201pm with arrival in Manchester (Mayfield) M-F or London Road (SO) at 451pm. In addition through carriages were conveyed for Liverpool and Sheffield. The southbound train also conveyed through carriages from Liverpool and Sheffield and started from Manchester London Road at 1015am, reaching Bath Green Park at 300pm. Again, after detaching the inbound locomotive and attaching a fresh one to the rear the train was off again just five minutes later at 305pm, first stop Evercreech Junction 402-405pm. Further calls were made at Blandford Forum and Poole before reaching the final destination, Bournemouth West, at 532pm.
The attached pictures came to me from the collection of a very dear friend, David Bartlett of Bradford-on-Avon. David, a lifelong rail enthusiast, died in 2010 and his wife Marian kindly passed onto me some of his prints and slides. A GWR seat in the waiting room at Bradford on Avon station carries a plaque in his memory and there is a small selection of photographs on display taken by him that date from the 1950s when the goods yard was still in operation.
1) 9F 92245 and an unidentified GWR Collett 0-6-0 passing Midford Goods Yard on what according to David's notes was ''The train preceding the 'Pines Express' (presumably a summer extra? GV). This train stopped at Evercreech Junction to pick up the 0-6-0 to assist 92245 and delayed 'the Pines' because the driver allegedly insisted the 0-6-0 was coupled inside instead of to the front of the 9F''. Note the down signals above the train in this and the next picture. These were located high up and beyond Long Arch bridge due to poor visibility.
2) Bearing a 82F Bath Green Park shed plate celebrity 9F 2-10-0 92220 'Evening Star' at the same location, just to the north of 'Long Arch Bridge' with the small hut housing the goods yard ground frame to the left of the loco which is heading the last northbound 'Pines Express'. David's notes say "92220 Evening Star hauling the Pines Express. This was the last 'Pines' from Bournemouth on the S&D. The train comprised 12 coaches, 426 tons and was the heaviest unassisted train on the S&D. Driver Peter Smith, Fireman Aubrey Punter. Midford 8th September 1962"
3) 75073 complete with a 82F Bath Green Park shed plate at the same spot with an unidentified up working, possibly the 1200pm Templecombe-Bath.
4) 92220 returns south with the last ever down 'Pines Express', headcode 1O95, crewed by driver Peter Guy and fireman Ron Hyde, both of Branksome. The train is passing the entrance to Midford Goods Yard, looking north from the road crossing Long Arch bridge. Is the driver preparing to hand over the single line tablet to the Midford signalman or not? I can't decide.
Of course, Evening Star was the last steam loco built for British Railways in 1960 at Swindon works and received its name there exactly 60 years prior to the day that I prepared this feature (18 March 2020). 92220 was withdrawn in March 1965 following a collision that damaged its buffer beam at its home depot, Cardiff East Dock. It was moved to Severn Tunnel Junction shed for storage pending disposal then early in 1967 and in derelict condition it moved to Crewe works for a full restoration. Some years ago there were unsubstantiated rumours that the original loco had been too badly damaged to be economically repaired so a swap was done with an example in better condition but I don't know whether or not that is the case.
Guy Vincent 18th March 2020
Midford 1) Midford North 92245 & a Collett 0-6-0 on preceding train 8th September1962 Copyright the late David Bartlett of Bradford-on-Avon.
Midford 2) Midford North 92220 on last Up Pines Express 8th September1962 Copyright the late David Bartlett of Bradford-on-Avon.
Midford 3) Midford North 75073 on up (Bath) bound train 8th September1962 Copyright the late David Bartlett of Bradford-on-Avon.
Midford 4) Midford Goods Yard 92220 on last Southbound (down) Pines Express 8th September1962. Copyright the late David Bartlett of Bradford-on-Avon.
BR Passenger Timetable 15.09.1958-14.06.1959 Cover (1)
BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (2)
BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (3) Pines South
BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (4)
BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (5) Pines North
BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (6)
BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (7)
Many thanks Guy for your, as usual, very well researched and precise article.
Item 2004
The Devon Crompton Railtour
Sunday 8th March 2020
The Devon Crompton Railtour
Sunday 8th March 2020
Photographs by Bill Elstone, Paul Barlow, Andrew Triggs, Roger Salter, and Roger Winnen
D6515 arrives at Chard Jct Devon with the 'Devon Crompton' 8th March 2020 Bill Elston
Again at Chard Junction. 33207 brings up the rear. 8th March 2020 Copyright Bill Elston
A few shots today of the 'Devon Crompton' tour from Victoria to Coleford Junction. The weather was good when we arrived at the Kilmington bridge which is partway up Honiton bank, as can be seen in the photo of the late running 1325 Exeter to Waterloo. The tour was over half an hour late and by that time the rain came and was torrential while the tour passed. 10 minutes later on the drive back to Exeter we were in bright sunshine again! Such is life!
Tour locomotives were preserved 33012 on the front and powering at the rear West Coast Railways 33207. It was great to hear these locomotives on full power on this route after so many years absence.
kind regards, Paul Barlow
Tour locomotives were preserved 33012 on the front and powering at the rear West Coast Railways 33207. It was great to hear these locomotives on full power on this route after so many years absence.
kind regards, Paul Barlow
1325 Exeter to Waterloo Kilmington bridge 8th March 2020. Copyright Paul Barlow
Devon Crompton Railtour at Kilmington Bridge. 33207 8th March 2020. Copyright Paul Barlow
Devon Crompton Railtour at Kilmington Bridge. 33012 and 33207 Wilmington. Copyright Paul Barlow
.33012 leading on approach to Honiton Copyright Andrew Triggs
33207 trailing the tour as it arrives at Honiton. Copyright Andrew Triggs
200308a Arriving at Honiton passing the 14.25 service from Exeter St Davids to London Waterloo
200308b D6515 The Branch Line Society Devon Crompton Railtour arrives at Honiton. Copyright Roger Winnen
200308d Another Class 33207 tails the tail out of Honiton. Copyright Roger Winnen
200308n D6515 Arrives at Exeter St David's on its run from London. Copyright Roger Salter
200308o D6515 Awaits departure from Exeter St David's to Coleford Junction. Copyright Roger Salter
200308e The Railtour arrives back from Coleford Junction at 16.41 behind 33207 for a photographic stop at Crediton. Copyright Roger Winnen
Arriving back at Crediton from Coleford 33207 now leading. Copyright Andrew Triggs
200308g The rear of the train illuminated by the winter sunlight. Copyright Roger Winnen
200308h D6515 adhorned with the Branch Line Society headboard. Copyright Roger Winnen
200308i Lt Jenny Lewis R.N looks smart in the green livery. Copyright Roger Winnen
200308j Crediton Signal Box. Copyright Roger Winnen
200308k Viewed from the level crossing at Crediton. Copyright Roger Winnen
200308m a zoomed in photograph of 33012 from the level crossing of Crediton of the train awaiting departure. Copyright Roger Winnen
Departing Crediton with 33012 now at the rear of the formation Copyright Andrew Triggs
Item 2003 Plymouth station developments - Clive Smith takes a look at the current state of the station in 2020.
For official publicity please try this link.
/www.plymouthherald.co.uk/news/plymouth-news/grand-entrance-plymouths-futuristic-new-3739337
/www.plymouthherald.co.uk/news/plymouth-news/grand-entrance-plymouths-futuristic-new-3739337
(1) The nine storey tower block is to remain but the exterior will look different following refurbishment and occupation by the University Of Plymouth medical sciences faculty. The station concourse at the front of the photo will receive a facelift too. Copyright Clive Smith.
(2) This is the view from North Road East behind the three floor multi storey car park which will be demolished to make way for a four star hotel, a second university building and a new escalator access from the city centre to the station.. Copyright Clive Smith.
(3) This photo is taken from the multi storey car park and shows Inter City House and in the foreground the RISC (Rail Incident Safety Centre) building which contains driver training simulators. When this is demolished the new multi storey car park will be built here in 2021. Copyright Clive Smith.
(4) A view from the top floor of the multi storey car park of the side of Inter City House. The car park will be demolished and replaced by a 4-star hotel, second university building and escalator access to the city centre. Copyright Clive Smith.
(5) This view shows the end of the RISC building and platforms 2 through to 8 at the eastern end of the station. The new multi storey car park will be built here in 2021 but I don't know the complete plans for how far it will extend. High security gates restrict all access to the station here, a far cry from when it was the Royal Mail loading and unloading area and I used to bunk in to the station to avoid buying platform tickets in my early teen trainspotting era in the 1970s. The MOT and Tyre Centre was formerly called John Major's Garage. Didn't he used to be Prime Minister ? Copyright Clive Smith.
(6) This is the view from the multi storey car park of the western approach to Plymouth station with the offices between the concourse and signal box to be demolished. This houses the Transport Police and Rail Gourmet catering amongst others. The site will become The Brunel Plaza. Copyright Clive Smith.
(7) This is the view from North Road East which will become the 'gateway' to Plymouth station. These buildings will disappear and everything behind will be transformed. Copyright Clive Smith.
Many thanks to Clive for providing the above pictures - it is hoped to continue this series as the scheme develops.
Item 2002
Cornwall Central Railway
Very interesting material researched by Peter Murnaghan
Cornwall Central Railway
Very interesting material researched by Peter Murnaghan
An old document has recently come into my possession which I thought might be of interest to your members and readers. It is a Prospectus for the Central Cornwall Railway, which was trying to raise funds to avoid the change of gauge and link the standard gauge West Cornwall Railway at Truro with the (under contruction) Okehampton Railway, by way of the Bodmin & Wadebridge Railway between Ruthern Bridge and Wenford Bridge. The document is undated, but the Okehampton Railway is shown as under construction; this opened on 3 October 1871. The line from Launceston to Lydford was the broad gauge Launceston and South Devon Railway, which was to be dual gauged; the LSWR line to Launceston didn't arrive until 21 July 1886.
The railway's proposers envisaged direct links from Penzance and Falmouth to Waterloo by avoiding the change of gauge. The projected line would have gone across open country, populated only by villages, with Camelford being the single significant town. But much was made of the minerals and mines that could have been served. Having traced the alignment on a map, I reckon that it would have crossed Davidstow Moor, later the site of the airfield. In an uncanny reflection of today's debate, the prospectus makes much of the benefits of avoiding the South Devon line with its gradients and curves, by boasting that it could connect with London "..at a saving of 30 miles and with improved gradients".
I have established that the Central Cornwall Railway Act was passed in 1867, but the project was abandoned by the Board of Trade on 16 March 1870. Only later, on 18 August 1882, was the North Cornwall Railway Act passed, but it could be argued that the later railway was even more remote, opening between Halwill Junction and Launceston on 21 July 1886, with Wadebridge to Padstow not opening until 27 March 1899. Interestingly, the Engineer for the North Cornwall line was WR Galbraith, who had been intended as the engineer for the Central Cornwall. As we know, the Withered Arm closed to Wadebridge on 3 October 1966, with the link to Padstow closing on 30 Jan 1967.
It is interested to read the optimistic forecasts for the railway in the prospectus and one can only wonder how many people were prepared to commit to buying £2 share in the endeavour. Clearly not enough !
I hope this is of interest.
Very best wishes, Peter Murnaghan.
Many thanks for your research and report Peter.
Ref - Peters letter by E Mail received 20th December 2019
The railway's proposers envisaged direct links from Penzance and Falmouth to Waterloo by avoiding the change of gauge. The projected line would have gone across open country, populated only by villages, with Camelford being the single significant town. But much was made of the minerals and mines that could have been served. Having traced the alignment on a map, I reckon that it would have crossed Davidstow Moor, later the site of the airfield. In an uncanny reflection of today's debate, the prospectus makes much of the benefits of avoiding the South Devon line with its gradients and curves, by boasting that it could connect with London "..at a saving of 30 miles and with improved gradients".
I have established that the Central Cornwall Railway Act was passed in 1867, but the project was abandoned by the Board of Trade on 16 March 1870. Only later, on 18 August 1882, was the North Cornwall Railway Act passed, but it could be argued that the later railway was even more remote, opening between Halwill Junction and Launceston on 21 July 1886, with Wadebridge to Padstow not opening until 27 March 1899. Interestingly, the Engineer for the North Cornwall line was WR Galbraith, who had been intended as the engineer for the Central Cornwall. As we know, the Withered Arm closed to Wadebridge on 3 October 1966, with the link to Padstow closing on 30 Jan 1967.
It is interested to read the optimistic forecasts for the railway in the prospectus and one can only wonder how many people were prepared to commit to buying £2 share in the endeavour. Clearly not enough !
I hope this is of interest.
Very best wishes, Peter Murnaghan.
Many thanks for your research and report Peter.
Ref - Peters letter by E Mail received 20th December 2019
Central Cornwall Railway Prospectus Page 1
Central Cornwall Railway Prospectus Page 2
Central Cornwall Railway Prospectus Page 3
Central Cornwall Authorized Map
Central Cornwall Through Route Map.
Item 2001
Railtour to the Isle of Wight May 1983
The story of an early CRS Railtour to the Isle of Wight
and the CRS headboard on an Underground train.
In the early days of the Cornwall Railway Society participated in several rail tours under the banner of Merrymakers . BR operated special trips to places of interest such as to Wilton House at Salisbury, On ‘Merrymakers’ carriages were reserved for parties in some case in more than one train and on reaching the railway destination road coaches were laid on to convey the party to the place of interest The late Reg James was then the Travel Centre Manager based at Penzance – a very likeable gentleman with whom we had several meetings. At first we merely advertised amongst CRS members information concerning these trains which were sometimes simply reserved coaches on scheduled trains. Later on some of these we sold the tickets.
It was at the suggestion of Reg James that perhaps BR would run trains to destinations we suggested and that we should completely take over ticket sales. These trains ran at BR’s financial risk – an excellent situation.
The first combined tour we were involved in was to the Isle of Wight. The date was Saturday May 2nd 1983. . We departed from Penzance at 05.50 hauled by 50 009 Conqueror the train calling at and picking up passengers at principle stations in Cornwall. The railtour which went outwards via Exeter and Gillingham where we were booked for a lengthy stop and then on via Salisbury. At Salisbury Reg James was concerned that during to a station stop to change crews we took on some free riders – stowaways. Whether they made it to the Isle of Wight is not known. From Salisbury we took to the then freight only line to Eastleigh and Fareham.
At Portsmouth Harbour rain set in as we made a change on to the BR operated Sealink ferry for the twenty five minute journey to Ryde. From Ryde Pierhead we travelled the length of the pier to Ryde Esplanade, from there we travelled in booked road coaches to Haven Street for the Isle of Wight Steam Railway. This was, at the time a very short one and three quarter mile line line operating from Haven Street to Wootten, where a new station was to be set up at the point where the former line to Cowes had been severed. From here we returned to Haven Street where, to be honest there was little to be seen or do on this embryo railway, a few members went on a short conducted tour of the works.
As we had come so far and the weather was not at all ‘grand’ it was felt that it would be better to increase the railway experience on the I.O.W. by travelling the BR line from Ryde Esplanade to Shanklin. Quite how we managed to get the whole of our party together at such short notice to cope with this change of plan was amazing,
Courtesy Wikipedia The Island Line is a railway line on the Isle of Wight, running 8 1⁄2 miles fromRyde Pier Head to Shanklin on the Island's east coast. The line was electrified 630 volt DC third rail in 1967. Trains connect with passenger ferries to Portsmouth Harbour at Ryde Pier Head, and these ferries in turn connect with the rest of the National Rail network via the Portsmouth Direct Line. The line also connects to the Isle of Wight Steam Railway at Smallbrook Junction.. For much of its length the line runs alongside the A3055 , criss-crossing this road by means of the Ryde Tunnel and bridges at Rowborough, Morton Common, Lake Hill and Littlestairs.
By the this time the eight and a half mile B.R. line from Ryde to Shanklin had been converted from steam to electric traction. Transport on the railway was in ex London Transport rolling stock. At the terminus of the line which once ran to Ventnor but had been cut back to Shanklin on the 18th April 1966. The majority of our party of our party gathered around the buffer stops at the far end of the train causing quite considerable concern amongst the staff on duty who were worried that somebody would stray onto the very dangerous electric rails – as if we would! Meantime a few of our party walked the platform to the Ryde end of the train where our headboard which had already experienced the journey from Penzance to Portsmouth Harbour and also two trips on the Isle of Wight Steam Railway was placed on the front of the Underground train unit 045 for a few minutes. This was a one off and unique photo opportunity. (Luckily the lamp bracket was close to the platform and could be reached in complete safety). The headboard was removed before the BR driver took up his position!
Back at Portsmouth Harbour we re-joined our train and headed for Salisbury via the Netley route which took us back along the coastal route through Southampton Central. At Romsey we re-joined our outward route and continued back to Kernow via Salisbury, Honiton and Exeter.
A copy of the CRS Report prepared by our then editor - Chris Clark.
The poster advertising our day out, a rare and welcome joint effort between B.R. and the C.R.S.
Poster prepared by Peter Butt.
The return half of Rogers Ticket. Luckily for him Roger being our main contact with BR he had a 'Free' ticket.
Sadly due to a rare problem with his camera our usual photographer Roger Winnen only have a few pictures taken by him on our rare day out- the weather was dreadful anyway. However we do have a few to patch together in this report.
The journey up :-
50 009 stands at Exeter St Davids awaiting a run round. The lady facing the camera is Mrs. Valerie Jenkin. Further down the platform again facing the camera is Chris Clark, a former magazine editor. The ship lap timber building alongside platform 6 was destroyed by fire some years ago. This view 2nd May 1983. Copyright Keith Jenkin.
Another closer view of 50 009 Conqueror at Exeter St Davids 2nd May 1983. As can be seen the wooden building destroyed in a later fire was occupied by 'National. Carriers'.
Copyright Kevin Jenkin
On the way up we made booked stop at Gillingham for twenty minutes or so to allow a down service train to pass. This picture was not taken on the day of our railtour but four years earlier on the 13th June 1979. Copyright Roger Winnen.
We are close to our destination as our train climbs the 1 in 62 gradient to pass through Portsmouth and Southsea station. The terminal platforms of the same station are to the right.. Having passed through the upper station the line carried on over a series of bridges and embankments falling on a gentle grade to Portsmouth Harbour. 2nd May 1983. Copyright Roger Winnen.
Looking down on the approach to Portsmouth Harbour station taken from the Spinnaker Tower 170 metres tall - the line crosses a series of embankments and bridges before arriving at the terminus station. .2nd August 2008, Copyright Roger Winnen
At Portsmouth Harbour Station and on the ferry :-
Our party assembled at the end of the platform to file down the gangways of the waiting Sealink Ferry.
A modern vessel stands at the location where our Sealink ferrys left from. The ramp leads down from the platform ends to the landing stage. 2nd August 2008. Copyright Roger Winnen.
On board the sealink ferry before setting sail for Ryde Pier. The masts of HMS Victory are in the centre of this picture. 2nd May 1983.
A view from the ferry. Portsmouth 2nd May 1983. Copyright Roger Winnen.
Moored nearby were D95 HMS Manchester and D19 HMS Glamorgan at Portsmouth Navel Base. 2nd May 1983. Copyright Roger Winnen
At Ryde Pierhead:-
These former London Transport units were built by Metropolitain Cammel from 1923. Copyright Roger Winnen. 2nd May 1983.
Ryde Esplanade station,
The party step off the Island Line train and head for the exit and the waiting coaches, 2nd May 1983. Copyright Kevin Jenkin, Note that the participants are well dressed for the inclement weather.
The Isle of Wight Steam Railway - Haven Street:-
A general view across the platform towards the station building - 'Freshwater' stands at the platform.. 2nd May 1983. Copyright Keith Jenkin..
The rain stopped for this picture - a fine view of 'Freshwater' at Haven Street. 2nd May 1983. Copyright Roger Winnen.
The Terrier arrives back from Wootton, 2nD May 1983, Copyright Roger Winnen.
The station at Haven Street lies on the south side of the formation access to the island platform being by means of a level crossing. Freshwater approaches. 2nd May 1983. Copyright Kevin Jenkin.
Haven Street building as 'Freshwater' runs past. 2nd May 1983. Copyright Kevin Jenkin.
The headboard on 'Freshwater' 2nd May 1983. Copyright Kevin Jenkin.
A train arrives from Wootton. 2nd May 1983. Copyright Kevin Jenkin.
We journey out on the line to Wootton:-
A train leaves Haven Street for Wootton.. 2nd May 1983 Copyright Kevin Jenkin.
The view departing Haven Street for Wooton. 2nd May 1983.Copyrigh Kevin Jenkin/
The journey out from Haven Street. 2nd May 1983 Copyright Keith Jenkin.
The end of the line at Wootten The former route carried on to Cowes from here. In 1982 there was no station here - this was to come later. 2nd May 1983. Copyright Roger Winnen.
Inside the Signal Box at Havenstreet. Copyright Roger Winnen. 2nd May 1983
'The island Line', Shanklin :-
As reported in the text the weather was so poor that we returned to Ryde Esplanade early and for a modest fare of £1 joined the train to ride to Shanklin. Here Unit 032 approaches Ryde Esplanade at the rear of this formation is Unit 045. Copyright Kevin Jenkin. 2nd may 1983..
Shanklin. Most of the party are sheltering from the rain either on the train or in the station building on the left. Meantime the CRS headboard has been quietly slipped on a spare bracket on unit 045. 2nd May 1983 Copyright Keith Jenkin.
A rare moment to savour - the first and only time the headboard has been on an Underground Train (Even if its ex-underground). 2nd May 1983. Copyright Kevin Jenkin.
At the back of our train was unit 032 the very substantial buffer stop making sure that no progress is possible in the Ventnor direction! 2nd May 1983. Copyright Kevin Jenkin..
Another view of unit 032. 2nd May 1983. Copyright Keith Jenkin.
En route was spotted the only then remaining Hunslet Class 05 shunter.
The journey home :-
50 009 Conqueror attracts some attention at Portsmouth Harbour prior to departure for Penzance. Copyright Kevin Jenkin.
And Finally, if you have any pictures taken on that day all those 36 years ago we'd like to see them.
P.S. 1 If you'd like to see the Isle of Wight Steam Railway and the Island line nowadays please try out these links;
P.S. 2 A former Isle of Wight steam loco visits
the Bodmin and Wenford,
the Bodmin and Wenford,
W24 Calbourne departs Bodmin Parkway on the 22nd April 2012 Copyright Roger Winnen
W24 Calbourne at Bodmin General on the 22nd April 2012 Copyright Roger Winnen
The Itinerary for the joint B.R. and C.R.S railtour to the Isle of Wight. 2nd May 1983
