Features
January to March 2022
January to March 2022
Item 22 01 A visit to the Severn Valley Railway - with a Cornish connection. Guy Vincent
Item 2202 Inside Marchwood Naval Base its history and a railtour to it. An article by Mick House.
Item 22 03 Andy Dagger - the Weymouth post card man. An article by Clive Smith
Item 22 04 50 041 arrives at Paddington platform 8 on its side Several Contributors
Item 22 05 Cornish Railway Postcard Collection The Phil Hadley Collection Fascinating Material
Item 20 06 A pair of St Blazey Survivors By Neil Phllips.
Item 22 07 Laira Open Day 1991. By Bill Elston
Item 22 08 Walker Lines on the B & W By Andew and Diane Jones.
Item 2209 Junction Jaunt - Liskeard to Coombe Peter and Lyn Murnaghan
Item 22 11 The GWR's Last Resort - The direct Route to Looe by Alec Kendall
Item 22 11 Numerous Articles by Colin Burges
Item 22 12 Re-signalling the Royal Albert Bridge and Saltash.
Item 2213 Resignalling Newton Abbott - Paul Barlow
Item 2214 In memory of the late Dave Padgett
- from the collection now held by Steve Widdowson.
- from the collection now held by Steve Widdowson.
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Item 2201
A visit to the Severn Valley Rly
and a Cornish connection.
An article by Guy Vincent
A visit to the Severn Valley Rly
and a Cornish connection.
An article by Guy Vincent
We don't normally cover as far north as the SVR - however very fortunately for us and Guy and Cathy they had time to spare to visit the SVR Museum and captured a photo of the 'Camelford' running in board - the Cornish Connection and our excuse for using the article which follows which I am very sure you'll find a very interesting read.
Hello Keith / Roger and a Happy, Healthy New Year to you both.
Hello Keith / Roger and a Happy, Healthy New Year to you both.
Yesterday (Monday 3rd) we made a trip by rail to the Severn Valley Railway and enjoyed one and a half round trips over the line behind 'Green Godess' class 40 loco 40106 'Atlantic Conveyor'. Steam heating was provided by the loco's fully operational boiler and it was like stepping back in time over 40 years to when this was an everyday occurrence on BR, especially at this time of year on the many additional relief services that ran to cater for increased demand. Parked up in the yard at Bridgnorth (next to 1965 Swindon-built class 14 D9551) was SR 'West Country' 34027 'Taw Valley' which had been working trains over the weekend. At the end of the afternoon we had an hour spare due to the short-notice cancellation of our intended train from Kidderminster to Worcester. A visit to the SVR museum was greeted by the attached station running-in board, probably of L&SWR origin and definitely of interest to those in the far west of England...
With regards, Guy Vincent.
With regards, Guy Vincent.
Bridgnorth SR 34027 & D9551 3rd January 2022 Copyright Guy Vncent
Camelford for Boscastle and Tintagel L&SWR Board SVR Kiddr'r. 3rd January 2022 Copyright Guy Vincent
Hello again Keith,
Use or not as you see fit as although there is no local connection to CRS I am sure many members will have fond memories of the class 40 and this one is something special. Built in 1960 as one of just twenty constructed by Robert Stephenson and Hawthorns at Darlington (in order to release production capacity at Vulcan Foundry for the 'Deltic' fleet), 40106 twice evaded repainting into standard BR blue and in 1978 at its final classified repair received a further coat of 'deep bronze green'. 40106 was an exhibit at the 'Rainhill 150' celebrations in 1980. As one of the final members of the class to remain in traffic with vacuum-only brakes it was withdrawn in April 1983 but fortunately was purchased for preservation by the late Gerald Boden. The name 'Atlantic Conveyor' was bestowed upon the loco on 11th August 1984 to commemorate the Cunard-owned vessel and its crew lost in the Falklands campaign on May 28th 1982. Now owned by the Class 40 Preservation Society 40106 is currently on hire to the Severn Valley Railway and, by virtue of its fully operational steam-heating boiler has seen daily use over the Christmas and New Year holiday period. Who knows, maybe in the future it will reach one of the south west's heritage lines?
Cheers Guy Vincent
Use or not as you see fit as although there is no local connection to CRS I am sure many members will have fond memories of the class 40 and this one is something special. Built in 1960 as one of just twenty constructed by Robert Stephenson and Hawthorns at Darlington (in order to release production capacity at Vulcan Foundry for the 'Deltic' fleet), 40106 twice evaded repainting into standard BR blue and in 1978 at its final classified repair received a further coat of 'deep bronze green'. 40106 was an exhibit at the 'Rainhill 150' celebrations in 1980. As one of the final members of the class to remain in traffic with vacuum-only brakes it was withdrawn in April 1983 but fortunately was purchased for preservation by the late Gerald Boden. The name 'Atlantic Conveyor' was bestowed upon the loco on 11th August 1984 to commemorate the Cunard-owned vessel and its crew lost in the Falklands campaign on May 28th 1982. Now owned by the Class 40 Preservation Society 40106 is currently on hire to the Severn Valley Railway and, by virtue of its fully operational steam-heating boiler has seen daily use over the Christmas and New Year holiday period. Who knows, maybe in the future it will reach one of the south west's heritage lines?
Cheers Guy Vincent
Highley 40106 3rd January 2022. Copyright Guy Vincent
40106 Builder Plate SVR 3rd January 2022 Copyright Guy Vincent
Nameplate 40106 Kidd'r 3rd January 2022. Copyright Guy Vincent
Bridgnorth 40106 steam heating 1.35 Highley departure 3rd January 2022. Copyright Guy Vincent
Bridgnorth Filling up the steam heat boiler on 40106 3rd January 2022. Copyright Guy Vincent
Many thanks indeed Guy.
Item 2202.
Inside Marchwood Naval Base.
This comprehensive report on the history of the Base and of a railtour visiting it
is told by Mick House who also provided all the photographs.
Inside Marchwood Naval Base.
This comprehensive report on the history of the Base and of a railtour visiting it
is told by Mick House who also provided all the photographs.
From the 2nd to 5th September 2021 a number of colleagues and myself embarked on a marathon four day trip around the country, this was in aid of Prostate Cancer and was organised by GBRf and would involve travelling to the East as far as Harwich, to the North West as far as Oban and to the South as far as Marchwood and would involved a number of freight only lines.
The part of the trip that I want to tell you about was day two 3rd September 2021 and a tour of the Southern, but more importantly into Marchwood Military Port (MMP) or Marchwood Sea Mounting Centre (SMC) as it is also known, home of 17 Port & Maritime Regiment Royal Logistic Corps. The port was built in 1943 with one jetty to aid in the D-Day assault on Normandy in 1944 and has since been used to support the Falklands War. Now with three jetties, Marchwood is also the base-port for several Royal Auxiliary ships.
We departed from an unusual station to start our trip to the Southern, London Euston with two class 73 locos 73 201 Broadlands in all over BR Blue & 73 136 Mhairl in GBRf Blue & Orange, a rake of 12 Burnt Umber & Custard MK 1s and class 59 003 Yeoman Highlander at the rear (Photos 1, 2 & 3). Our journey was a very interesting one, with the two 73s only taking us the first 6.19 miles to the Willesden Relief Lines and then we reversed direction and the class 59 took us the rest of the way, but even this was not direct to Marchwood, as you will see in the attached mileage chart (Photo 4 mileage chart).
Prior to entering the base we were requested not to lean out of the windows, this obviously made it difficult to take photos, but I did manage to get some shot. Apart from one rake container wagons, all the wagons we viewed on site were ex mainline, now MOD internal user wagons.
After entering the Fawley Branch, we stopped at Marchwood Signalbox located on Marchwood station to pick up the token to take us into the Naval Base, Just after the station we turn Left and approach the Naval base gates (photos 5 & 6), one of the base staff was videoing us on his phone as we entered. Our train stopped on number 2 road of the 4 road reception sidings and 59 003 Yeoman Highlander came off the front and ran around our train, down number 1 road (photo 7), at the same time our two class 73s were being removed from the rear and also put on number 1 road, we then had the two base diesel shunters attached top and tail, they were then used to shunt us around the base. In the area adjacent to the reception sidings were a number of grounded IPA wagon bodies and a very large stockpile of flat bottomed rail (Photo 8). We started moving and to the South of us were a number of KFA and PDA wagons (Photos 9 & 10), in front of the diesel shunters shed was a WGB wagon (Photo 11), next we passed more KFA wagons some loaded with floating bridge sections, one had two floating bridge propulsion units on it (Photos 12 & 13), then we passed by a blast proof area (Photo 14), we were then taken down the centre track of the largest of the three jetties, the middle one, Falkland Jetty at 169 metres (554 ft) long and 33 metres (108 ft) wide with three tracks and two track mounted cranes (Photo 15), we spent roughly 2 hours sat at the end of the jetty, while we were there the train was replenished with water by the Fire brigade (Photo 16). As an added bonus we did see a lot of ships across the water at Southampton docks, two car carriers and three ocean liners, Sky Princess, Queen Victoria and Queen Elizabeth, then as an extra added bonus trundling along Hythe pier was the electric train (Photo 17 & 18), we headed back towards the naval base gates, looking down the side of the train you could see our diesel locos in the distance waiting to take us back to London. (Photo 19) and finally we made our way back to London with a brief stop at Southampton (Photos 20 & 21).
Copyright Mick House.
The part of the trip that I want to tell you about was day two 3rd September 2021 and a tour of the Southern, but more importantly into Marchwood Military Port (MMP) or Marchwood Sea Mounting Centre (SMC) as it is also known, home of 17 Port & Maritime Regiment Royal Logistic Corps. The port was built in 1943 with one jetty to aid in the D-Day assault on Normandy in 1944 and has since been used to support the Falklands War. Now with three jetties, Marchwood is also the base-port for several Royal Auxiliary ships.
We departed from an unusual station to start our trip to the Southern, London Euston with two class 73 locos 73 201 Broadlands in all over BR Blue & 73 136 Mhairl in GBRf Blue & Orange, a rake of 12 Burnt Umber & Custard MK 1s and class 59 003 Yeoman Highlander at the rear (Photos 1, 2 & 3). Our journey was a very interesting one, with the two 73s only taking us the first 6.19 miles to the Willesden Relief Lines and then we reversed direction and the class 59 took us the rest of the way, but even this was not direct to Marchwood, as you will see in the attached mileage chart (Photo 4 mileage chart).
Prior to entering the base we were requested not to lean out of the windows, this obviously made it difficult to take photos, but I did manage to get some shot. Apart from one rake container wagons, all the wagons we viewed on site were ex mainline, now MOD internal user wagons.
After entering the Fawley Branch, we stopped at Marchwood Signalbox located on Marchwood station to pick up the token to take us into the Naval Base, Just after the station we turn Left and approach the Naval base gates (photos 5 & 6), one of the base staff was videoing us on his phone as we entered. Our train stopped on number 2 road of the 4 road reception sidings and 59 003 Yeoman Highlander came off the front and ran around our train, down number 1 road (photo 7), at the same time our two class 73s were being removed from the rear and also put on number 1 road, we then had the two base diesel shunters attached top and tail, they were then used to shunt us around the base. In the area adjacent to the reception sidings were a number of grounded IPA wagon bodies and a very large stockpile of flat bottomed rail (Photo 8). We started moving and to the South of us were a number of KFA and PDA wagons (Photos 9 & 10), in front of the diesel shunters shed was a WGB wagon (Photo 11), next we passed more KFA wagons some loaded with floating bridge sections, one had two floating bridge propulsion units on it (Photos 12 & 13), then we passed by a blast proof area (Photo 14), we were then taken down the centre track of the largest of the three jetties, the middle one, Falkland Jetty at 169 metres (554 ft) long and 33 metres (108 ft) wide with three tracks and two track mounted cranes (Photo 15), we spent roughly 2 hours sat at the end of the jetty, while we were there the train was replenished with water by the Fire brigade (Photo 16). As an added bonus we did see a lot of ships across the water at Southampton docks, two car carriers and three ocean liners, Sky Princess, Queen Victoria and Queen Elizabeth, then as an extra added bonus trundling along Hythe pier was the electric train (Photo 17 & 18), we headed back towards the naval base gates, looking down the side of the train you could see our diesel locos in the distance waiting to take us back to London. (Photo 19) and finally we made our way back to London with a brief stop at Southampton (Photos 20 & 21).
Copyright Mick House.
Photograph index
Photo 1 top left then 2 top right.
1) 73 201 Broadlands. Copyright Mick House.
2) 73 136 Mhairl. Copyright Mick House.
3) 59 003 Yeoman Highlander. Copyright Mick House.
4) Euston to Marchwood mileage chart. Copyright Mick House.
5) Just coming off the Fawley Branch. Copyright Mick House.
6) A member of the base staff was videoing us as we entered. Copyright Mick House.
7) 59 003 Yeoman Highlander runs around our train. Copyright Mick House.
8) Grounded IPA wagon bodies and Flat Bottom rail. Copyright Mick House.
9) KFA MODA 98006. Copyright Mick House.
10) PDA MODA 7459. Copyright Mick House.
11) WGB 1246 outside of the diesel shunters shed. Copyright Mick House.
12) KFA MODA 98024 with a container and two floating bridge sections. Copyright Mick House.
13) KFA MODA 98004 with two floating bridge propulsion units. Copyright Mick House.
14) Blast proof area. Copyright Mick House.
15) Falkland Jetty and its two cranes. Copyright Mick House.
16) Fire brigade water bowsers. Copyright Mick House.
17) Electric train trundling along Hythe pier. Copyright Mick House.
18) Electric train trundling along Hythe pier. Copyright Mick House.
19) Looking down the side of the train you can see our diesel locos waiting to take us back to London. Copyright Mick House.
20) 73 201 Broadlands & 73 136 Mhairl at Southampton on the front of our train. Copyright Mick House.
21) 59 003 Yeoman Highlander at Southampton on the rear of our train. Copyright Mick House.
Photo 1 top left then 2 top right.
1) 73 201 Broadlands. Copyright Mick House.
2) 73 136 Mhairl. Copyright Mick House.
3) 59 003 Yeoman Highlander. Copyright Mick House.
4) Euston to Marchwood mileage chart. Copyright Mick House.
5) Just coming off the Fawley Branch. Copyright Mick House.
6) A member of the base staff was videoing us as we entered. Copyright Mick House.
7) 59 003 Yeoman Highlander runs around our train. Copyright Mick House.
8) Grounded IPA wagon bodies and Flat Bottom rail. Copyright Mick House.
9) KFA MODA 98006. Copyright Mick House.
10) PDA MODA 7459. Copyright Mick House.
11) WGB 1246 outside of the diesel shunters shed. Copyright Mick House.
12) KFA MODA 98024 with a container and two floating bridge sections. Copyright Mick House.
13) KFA MODA 98004 with two floating bridge propulsion units. Copyright Mick House.
14) Blast proof area. Copyright Mick House.
15) Falkland Jetty and its two cranes. Copyright Mick House.
16) Fire brigade water bowsers. Copyright Mick House.
17) Electric train trundling along Hythe pier. Copyright Mick House.
18) Electric train trundling along Hythe pier. Copyright Mick House.
19) Looking down the side of the train you can see our diesel locos waiting to take us back to London. Copyright Mick House.
20) 73 201 Broadlands & 73 136 Mhairl at Southampton on the front of our train. Copyright Mick House.
21) 59 003 Yeoman Highlander at Southampton on the rear of our train. Copyright Mick House.
Item 22 03
Andy Dagger -
Weymouth post card man
Andy Dagger -
Weymouth post card man
Many of my photos of this day have appeared on the Cornwall Railway Society's web pages and and I had a very touching start to 2022 when Keith Jenkin forwarded to me an e-mail he'd received from Heidi Speed who is the daughter of Andrew Dagger the railwayman walking in front of the 33 on the Boat Train. Andrew sadly passed away in 2016 and Heidi was overjoyed to come across one of my photos on the Cornwall Railway Society web pages. She requested the one where he looks extremely cheesed off at the developing fiasco with the obstructing parked car with a brake lock. However I happily supplied all of them. She said her father was always known locally as The Postcard Man as he was immortalised in a 1980s postcard showing the boat train passing through the streets.
In this link there is an article about Andy Dagger that appeared in the Dorset Echo following his death -
https://www.dorsetecho.co.uk/news/14908520.tributes-to-weymouth-railwayman-andy-dagger-who-appeared-on-iconic-postcard/
My pictures are of 33112 at Custom House Quay on the Weymouth Tramway on the 16th August 1982 on the 09.54 Waterloo - Weymouth Quay.
Regards, Clive Smith.
In this link there is an article about Andy Dagger that appeared in the Dorset Echo following his death -
https://www.dorsetecho.co.uk/news/14908520.tributes-to-weymouth-railwayman-andy-dagger-who-appeared-on-iconic-postcard/
My pictures are of 33112 at Custom House Quay on the Weymouth Tramway on the 16th August 1982 on the 09.54 Waterloo - Weymouth Quay.
Regards, Clive Smith.
(1) Andy Dagger - the postcard man leads 33112 on route to Weymouth Harbour terminus on the 16th August 1982 on the 09.54 Waterloo - Weymouth Quay. Picture by Clive Smith Copyright
(2) All seems well as Andy Dagger strolls along at a steady 4 MPH. 16th August 1982 on the 09.54 Waterloo - Weymouth Quay. Picture by Clive Smith Copyright (2)
(3) We come to a stand - 'whats up ahead?' Andy Dagger leans nonchalantly on the buffer of 33112. 16th August 1982. Note the shining brass bell on the loco. Clive Smith Copyright.
(4) With the police involved Andy Dagger and a very smartly dressed gentleman observe the proceedings as 33112 waits to p 16th August 1982. Clive Smith Copyright.
(5) Andy Dagger looking decidedly distraught looks ahead while the police have a little chat and maybe more. Port officials or maybe the ships crew watch on as 33112 still waits. 16th August 1982 . Picture by Clive Smith Copyright
Many thanks to Clive Smith for the article and photographs and to Heidi Speed for reminding us of her Dad.
There seems to be quite a generous timetable with 43 minutes being allowed from Weymouth Town including the reversal than down to Weymouth Quay. 40 minutes from the timed arrival at the Quay to the ferry departure.
Item 2204
50 041 arrives at Paddington platform 8 sideways
- various contributors
50 041 arrives at Paddington platform 8 sideways
- various contributors
50041 Later Bullwark on the 07.40 Penzance to Liverpool seen at Liskeard on the 24th December 1976. Copyright Roger Geach
Extract from the Daily Mirror.
An enlarged copy from the Daily Mirror 24th November 1983. Sent in by Paul Barlow
The Inquiry at Reading - a report by Dennis Clarke
Hi Keith, I read your article about 50041 this morning. At that time, I was a Workshop Supervisor at Wembley Inter City Depot. We maintained the sleeper stock and it arrived at our depot every day, usually hauled by a Class 50. After servicing and maintenance, the 50 took the stock back to Paddington for the service to Plymouth and Penzance. After the accident, I attended an internal British Railways inquiry at Reading with all of the staff who had worked on the train when it was last on the depot the previous day. Following that, there was a public inquiry held at The Great Western Hotel at Paddington, which I also attended. I remember it was quite daunting, as a 24 year old Supervisor, being questioned by the chair, Major Rose. I was asked several questions regarding the train brakes, distributors, the possibility of water being in the pneumatics etc. The brake distributors were all removed and tested off the train and none were faulty. I also remember buying the Evening Standard on the way home from the inquiry and the headlines were “Train Brakes Failed” ! This was found to be untrue as other witnesses at Royal Oak station saw sparks flying from the brake blocks on the wheels of the tread braked coaches. The driver approached Paddington too fast, braked hard and was unable to stop in time. It was quite an experience attending and giving evidence at that inquiry, something which I will always remember. I still have a copy of the transcript somewhere, Regards, Dennis Clarke
Hi Keith, I read your article about 50041 this morning. At that time, I was a Workshop Supervisor at Wembley Inter City Depot. We maintained the sleeper stock and it arrived at our depot every day, usually hauled by a Class 50. After servicing and maintenance, the 50 took the stock back to Paddington for the service to Plymouth and Penzance. After the accident, I attended an internal British Railways inquiry at Reading with all of the staff who had worked on the train when it was last on the depot the previous day. Following that, there was a public inquiry held at The Great Western Hotel at Paddington, which I also attended. I remember it was quite daunting, as a 24 year old Supervisor, being questioned by the chair, Major Rose. I was asked several questions regarding the train brakes, distributors, the possibility of water being in the pneumatics etc. The brake distributors were all removed and tested off the train and none were faulty. I also remember buying the Evening Standard on the way home from the inquiry and the headlines were “Train Brakes Failed” ! This was found to be untrue as other witnesses at Royal Oak station saw sparks flying from the brake blocks on the wheels of the tread braked coaches. The driver approached Paddington too fast, braked hard and was unable to stop in time. It was quite an experience attending and giving evidence at that inquiry, something which I will always remember. I still have a copy of the transcript somewhere, Regards, Dennis Clarke
50041 Old Oak Common 10th December 1983. Copyright Guy Vincent
Guy Vincent who kindly sent in the above photograph tells us:- From a small number of photos classed as 'rejects' that I thought had been thrown out years ago I found the attached colour print of 50041 at the side of Old Oak Common depot on Sunday 10th December 1983. I went there in the hope of catching sight of the loco and was able to creep down and snatch this truly awful photo before quickly making a hasty exit back to the canal towpath. The damage was pretty severe but at the time with the class having just gone through a major refurbishment programme a good case could be made for repairs and 50041 was duly dispatched to Doncaster Works.
Regards. Guy Vincent.
Regards. Guy Vincent.
50041, At Doncaster 28th July 1984 - Copyright Bill Elston
Bill Elston who kindly sent in the above photograph writes:- Following on from today’s piece on 50041 BULWARK, I enclose two photos of it undergoing repairs at Doncaster Works,
after it had slid into Paddington Station. The occasion was the Works Open Day on 28th July, 1984.
I was staying with friends in Lincoln at the time, so, not too far away.
Hoping of interest. Best wishes, Bill Elston.
after it had slid into Paddington Station. The occasion was the Works Open Day on 28th July, 1984.
I was staying with friends in Lincoln at the time, so, not too far away.
Hoping of interest. Best wishes, Bill Elston.
50 041 back in service
50041 seen at Bolitho 24th April 1987. Copyright Roger Geach
50041 on the 09.10 Waterloo to Exeter - seen at Basingstoke 13th October 1988. Copyright Roger Geach.
Many thanks to all contributors. The consequences of this accident could have been far far worse.
Item 22 05
Cornish Railway Postcard Collection
The Phil Hadley Collection Fascinating Material
Cornish Railway Postcard Collection
The Phil Hadley Collection Fascinating Material
We are delighted to take up this offer from Phil Hadley and highly recommend this collection to you all. You will see various views that you recognise but amongst them there are some rarities - real gems.
There are advertisements for other of Phil's Collections which are of great interest to Railway Historians and also of life in Carnwall in general. ENJOY
There are advertisements for other of Phil's Collections which are of great interest to Railway Historians and also of life in Carnwall in general. ENJOY
Hi Cornwall Railway Society
I hope this finds you well. I have been creating a series of short videos on YouTube of my postcard collection and have done one on the railways in Cornwall which may be of interest to you and to the members of the Cornwall Railway Society. The link is below. Take a look and if you feel it is suitable feel free to either embed it or post the link on your website.
All for now,
Phil
A Cornish Postcard: On The Railways
I hope this finds you well. I have been creating a series of short videos on YouTube of my postcard collection and have done one on the railways in Cornwall which may be of interest to you and to the members of the Cornwall Railway Society. The link is below. Take a look and if you feel it is suitable feel free to either embed it or post the link on your website.
All for now,
Phil
A Cornish Postcard: On The Railways
Many thanks indeed to you Phil - keep up the good work.
Item 22 06 A pair of St Blazey Survivors
By Neil Phllips.
By Neil Phllips.
I snapped this pair of 4-wheelers during a visit to St Blazey in August 1995.
Towards the end of ‘Clayhood’ operation in early 1988 B743835 (built Swindon 1960) found itself off the track and abandoned at Coombe Junction! It was later recovered and rebuilt at St Blazey to serve as the depot’s ‘gate guardian’. It was still there in 2004 but would later move to the Gloucestershire Warwickshire Railway where it was rebuilt again and still survives.
Cowans Sheldon 6½-ton crane ADS2008 was one of a number constructed during WW2 and may have been a St Blazey resident for decades, assuming that this is the same crane buffered up to Class 08 D4009 in my photo taken in April 1969 (the black/yellow warning panel application matches – these cranes displaying no standard pattern for this). In between my own two photos it was recorded with its runner wagon, 1958-built ex-‘Conflat A’ ADB502826, at Exmouth Junction in 1979, possibly there for repairs. At that time the runner still retained its side chain pockets but evidently these had been removed by 1995. It is currently preserved on the Swanage Railway, apparently still paired with its long-term running mate! (In 1962 this type of crane was the subject of what was, for its time, a remarkably accurate model by Tri-ang Railways – due to its popularity tens of thousands were made over the years and it is still easy to find secondhand.)
Best regards,
Neil Phillips
Towards the end of ‘Clayhood’ operation in early 1988 B743835 (built Swindon 1960) found itself off the track and abandoned at Coombe Junction! It was later recovered and rebuilt at St Blazey to serve as the depot’s ‘gate guardian’. It was still there in 2004 but would later move to the Gloucestershire Warwickshire Railway where it was rebuilt again and still survives.
Cowans Sheldon 6½-ton crane ADS2008 was one of a number constructed during WW2 and may have been a St Blazey resident for decades, assuming that this is the same crane buffered up to Class 08 D4009 in my photo taken in April 1969 (the black/yellow warning panel application matches – these cranes displaying no standard pattern for this). In between my own two photos it was recorded with its runner wagon, 1958-built ex-‘Conflat A’ ADB502826, at Exmouth Junction in 1979, possibly there for repairs. At that time the runner still retained its side chain pockets but evidently these had been removed by 1995. It is currently preserved on the Swanage Railway, apparently still paired with its long-term running mate! (In 1962 this type of crane was the subject of what was, for its time, a remarkably accurate model by Tri-ang Railways – due to its popularity tens of thousands were made over the years and it is still easy to find secondhand.)
Best regards,
Neil Phillips
950800_Clayhood B743835 St Blazey. Copyright Neil Phillips
950800_DS2008_DB502826 St Blazey Copyright Neil Phillips
690400_D4009 St Blazey niesel depot at Copyright Neil Phillips.
Many thanks for your hard research Neil - its good to know that the crane lives on in model form.
Item 2207
Laira Open Day 15th September 1991
and railtours associated with it.
by Bill Elston
Laira Open Day 15th September 1991
and railtours associated with it.
by Bill Elston
33042 and sister at Plmouth on route to, Laira Open Day 15th September 1991 Copyright Bill Elston
86609, Laira Open Day 15th September 1991 Copyright Bill Elston
90132, Laira Open Day 15th September 1991 Copyright Bill Elston
D821, 'Greyhpund' Laira Open Day 15th September 1991 Copyright Bill Elston
Laira Open Day 15th September 1991 59005, Copyright Bill Elston
58041 with 58027 passing Cockwood harbour with the Tamar Tart railtour going to the Laira Open day15th September 1991.
56051 with the Plym Rose Charter on route to the Laira Open day 15th September 1991 Copyright Bill Elston
Looking extremely smart 50050 at Laira Open Day . 15th September 1991 Copyright Bill Elston.
The Western line up. D1062 nearest then 1023 Fusilier 1015 Champion, 15th September 1991 Copyright Bill Elston.
33064 leads the 33's heading back to Paddington15th September 1991 Copyright Bill Elston
58027 leads leaving Laira for Manchester. 15th September 1991 Copyright Bill Elston.
37671 leads heading for Paddington 15th September 1991 Copyright Bill Elston.
Two 59's 59102 leading leaving together with 60 024. 15th September 1991 Copyright Bill Elston.
59005 Laira Open Day 1991 15th September 1991 Copyright Bill Elston.
45133, Laira Open Day 1991 15th September 1991 Copyright Bill Elston
50015, Laira Open Day 1991 15th September 1991 Copyright Bill Elston
47975, Laira Open Day 1991 15th September 1991 Copyright Bill Elston
Plus one final item - Lucky Draw.
Hi Keith,
I attach one final photo in connection with that event.
Whilst going around the depot, my attention was drawn to the sale of draw tickets, so I duly obliged and purchased a couple
and then thought no more of it.
When I got home after a brilliant day out, my dearly beloved informed me that someone from Laira Depot had phoned to say I had won
a prize in the draw, namely a copy of the ‘Pride of Laira’ nameplate which was unveiled on HST powercar 43179 during the Open Day.
The following week it was delivered to my address in Exeter. I noticed it was without the logo plate, and on contacting the depot
I was informed that it was ‘too costly’, so I left it at that.
Six years later, the engineering workshop I worked in at the time had invested in a computerised engraving machine with scanning facility.
I was then able to scan an image of the logo and then engrave it on to a piece of polished aluminium plate of the correct size and then paint as
per the original. It was then mounted on a hardwood backing board.
The attached photo shows the fruits of my labour together with the nameplate.
A super souvenir of a great day out.
All the best, Bill
I attach one final photo in connection with that event.
Whilst going around the depot, my attention was drawn to the sale of draw tickets, so I duly obliged and purchased a couple
and then thought no more of it.
When I got home after a brilliant day out, my dearly beloved informed me that someone from Laira Depot had phoned to say I had won
a prize in the draw, namely a copy of the ‘Pride of Laira’ nameplate which was unveiled on HST powercar 43179 during the Open Day.
The following week it was delivered to my address in Exeter. I noticed it was without the logo plate, and on contacting the depot
I was informed that it was ‘too costly’, so I left it at that.
Six years later, the engineering workshop I worked in at the time had invested in a computerised engraving machine with scanning facility.
I was then able to scan an image of the logo and then engrave it on to a piece of polished aluminium plate of the correct size and then paint as
per the original. It was then mounted on a hardwood backing board.
The attached photo shows the fruits of my labour together with the nameplate.
A super souvenir of a great day out.
All the best, Bill
A very fine piece of work. Lucky Draw at Laira. Copyright Bill Elston
Many thanks Bill for your coverage of the Laira Open Day and Special Trains.
Item 2208
Walker Lines on the B & W
- a history by Andrew & Diane Jones
Walker Lines on the B & W
- a history by Andrew & Diane Jones
My expertise mainly centres around the Bodmin to Wadebridge line, but a recent set of photographs with reference the Walker Lines siding in Bodmin prompted me to delve into my archive.
During the spring of 1983, with written permission from BR, I photographed the entire GWR connection from Bodmin Road to Bodmin General. At the time there was no certainty of preservation.
I have attached a walk through from the Walker Lines points to Bodmin General Station, which had been much rationalised and housed a Bri-a-brac store under the cover of the original station canopy. The double road bridge of Victorian construction is evident and as I write this is being replaced.
Although the siding was connected during BR ownership I can find little information about when it was installed but it was there in 1983 and I would consider it was possibly constructed during the 70’s. ( any Society member with information on dates would be greatly appreciated )
The Walker Lines site was originally built for the army and named after Harold Bridgewood Walker, built as an extension to the Devon and Cornwall Light Infantry Barracks at Bodmin and eventually became the JSSL (Joint Services School for Linguists) before closure in the early 60’s.
Considering the site played an important role during World War 2 it never had a rail connection during this period.
Peter Fitzgerald, a director of Fitzgerald Lighting, a company once famous for the production of fluorescent light fittings’ who exported to all over the world, eventually was instrumental in the sidings construction and helped to provide a preservation base for the embryo organisation that exists today.
The provision of points on any railway are not something lightly undertaken, least of all because of the safety issues, but by the time of construction the daily traffic was sporadic and generally low speed. (derailments are a greater risk over connecting points and can be very expensive!)
Eventually under preservation a freight flow was inaugurated using the Walker line connection on the 2nd December 1989 and continued until 11th December 1992 and latterly between 2000 and 2001 using B&W class 20 or class 33 locomotives and VGA wagons. BR only collected the wagons at Bodmin Road exchange sidings, for forward transit.
Today the Walker Lines siding is used for storage of preservation stock and a proposed undercover facility for passenger coaches, thus the need for the new increased radius installation illustrated in the recent contribution by Roger.
Very best wishes Andrew and Diane Jones
During the spring of 1983, with written permission from BR, I photographed the entire GWR connection from Bodmin Road to Bodmin General. At the time there was no certainty of preservation.
I have attached a walk through from the Walker Lines points to Bodmin General Station, which had been much rationalised and housed a Bri-a-brac store under the cover of the original station canopy. The double road bridge of Victorian construction is evident and as I write this is being replaced.
Although the siding was connected during BR ownership I can find little information about when it was installed but it was there in 1983 and I would consider it was possibly constructed during the 70’s. ( any Society member with information on dates would be greatly appreciated )
The Walker Lines site was originally built for the army and named after Harold Bridgewood Walker, built as an extension to the Devon and Cornwall Light Infantry Barracks at Bodmin and eventually became the JSSL (Joint Services School for Linguists) before closure in the early 60’s.
Considering the site played an important role during World War 2 it never had a rail connection during this period.
Peter Fitzgerald, a director of Fitzgerald Lighting, a company once famous for the production of fluorescent light fittings’ who exported to all over the world, eventually was instrumental in the sidings construction and helped to provide a preservation base for the embryo organisation that exists today.
The provision of points on any railway are not something lightly undertaken, least of all because of the safety issues, but by the time of construction the daily traffic was sporadic and generally low speed. (derailments are a greater risk over connecting points and can be very expensive!)
Eventually under preservation a freight flow was inaugurated using the Walker line connection on the 2nd December 1989 and continued until 11th December 1992 and latterly between 2000 and 2001 using B&W class 20 or class 33 locomotives and VGA wagons. BR only collected the wagons at Bodmin Road exchange sidings, for forward transit.
Today the Walker Lines siding is used for storage of preservation stock and a proposed undercover facility for passenger coaches, thus the need for the new increased radius installation illustrated in the recent contribution by Roger.
Very best wishes Andrew and Diane Jones
Some extra information on the operations of Fitzgerald Freight on the B & W
from Guy Vincent.
Good evening Keith
Bernard Mills asked for any information concerning the running of Fitzgerald Lighting freight trains over the B&W. I recommend the Bodmin Heritage Diesels website as there is a short feature on these workings with operating dates (2 Dec 1989 to 11 Dec 1992) and some photos included. Fitzgerald traffic ended as BR withdrew Speedlink from the South West as a principal user, Taunton Cider, switched to alternative transport. I looked through some old copies of TRACTION and Rail Express magazines from 2000 and 2001 and in the Nov 2000 Traction on page 13 found a photo taken 17th July 2000 of 50042 with a Fitzgerald train consisting of 2 VGA wagons. In the June issue of the same publication (P11) is mention of the possibility of loco 33110 working the Fitzgerald traffic that summer. It seems that grants were made available to bring freight back onto the mainline in 2000-01 so possibly this is how the traffic came to return. There is no mention of when the last train ran.
Hopefully this will add something to what Bernard already has.
Best regards, Guy Vincent.
from Guy Vincent.
Good evening Keith
Bernard Mills asked for any information concerning the running of Fitzgerald Lighting freight trains over the B&W. I recommend the Bodmin Heritage Diesels website as there is a short feature on these workings with operating dates (2 Dec 1989 to 11 Dec 1992) and some photos included. Fitzgerald traffic ended as BR withdrew Speedlink from the South West as a principal user, Taunton Cider, switched to alternative transport. I looked through some old copies of TRACTION and Rail Express magazines from 2000 and 2001 and in the Nov 2000 Traction on page 13 found a photo taken 17th July 2000 of 50042 with a Fitzgerald train consisting of 2 VGA wagons. In the June issue of the same publication (P11) is mention of the possibility of loco 33110 working the Fitzgerald traffic that summer. It seems that grants were made available to bring freight back onto the mainline in 2000-01 so possibly this is how the traffic came to return. There is no mention of when the last train ran.
Hopefully this will add something to what Bernard already has.
Best regards, Guy Vincent.
Walker Lines siding looking towards Bodmin General clipped out of use 1983 photograph 1 Copyright Andrew & Diane Jones
Walker lines siding looking towards Bodmin General 1983 photograph 2 Copyright Andrew & Diane Jones
Walker lines to Bodmin General approaching rail over road bridge Lostwithiel road photograph 4. Copyright Andrew & Diane Jones
Walker lines to Bodmin General rail over road bridge Lostwithiel road 1983 photograph 5 Copyright Andrew & Diane Jones
Walker lines towards Bodmin General 1983 photograph 3 Copyright Andrew & Diane Jones
Walker lines to Bodmin General approaching General station 1983 photograph 6 Copyright Andrew & Diane Jones
Walkerl ines to Bodmin General road overbridge 1983 photograph 7 Copyright Andrew & Diane Jones
Bodmin General station layout 1983 photograph 8 Copyright Andrew & Diane Jones
Many thanks for the comprehensive history Andrew and Diane
A subsequent railtour visit to Walker Lines
Our railtour penetrates as far as possible into Walker lines 24th May 1995 Copyright Roger Winnen.
Walker lines 24th May 1995 Copyright Roger Winnen.
Residents at Walker Lines
West Country 34007 Wadebridge 19th April 1992 Copyright Roger Winnen.
Walker Lines Class 08 19th April 1992 Copyright Roger Winnen
Walker Lines 33110 11th June 1994. Copyright Roger Winnen
Walker Lines Class 20 11th September 1994 Copyright Roger Winnen
Walker Lines LO618 25th September 1994 Copyright Roger Winnen
Walker Lines 20th May 1995 Copyright Roger Winnen
The freight transfer.
The Fitzgerald Freight at Bodmin Perkway on the 30th June 1997. Copyright KJ.
Western Transfer -
08444 propelling D1048 Western Lady. The train was en route from Bodmin Parkway past Walker Lines and heading towards Bodmin General.
7th August 1988, Copyright Julian Stephens.
Walker Lines D3452 18.00 Goods to Bodmin Parkway. VGA 4 axle wagons. 4th June 1992 Copyright Bernard Mills.
The new Back Tracking book covers the Bodmin lines. I am including this one of the Fitzgerald Lighting freight, seen here descending from Quarry Curve with D3452 in charge 1800 from Walker Lines 04 June 1992. There are not that many pictures around of this working, very rare for a Heritage Railway to run a commercial freight service. If picture is of any use for CRS web site, feel free to put in there somewhere appropriate.
I thought there was a column about Fitzgerald Freight on the CRS web site, but cannot see it there now. Basically all I want to say is when it started which looks like 02 Dec 1989, but when did it finish? I think there may have even a break in the operation. I certainly saw it in 2000, and I am sure it was still running in 2001. Do you know anyone who would know? Bernard
I thought there was a column about Fitzgerald Freight on the CRS web site, but cannot see it there now. Basically all I want to say is when it started which looks like 02 Dec 1989, but when did it finish? I think there may have even a break in the operation. I certainly saw it in 2000, and I am sure it was still running in 2001. Do you know anyone who would know? Bernard
Bodmin Parkway 33110 1845 ex Walker Lines Fitzgerald freight shunt 25th June 2001. Copyright Bernard Mills
Walker Lines Freight Charlies Gate 33 110 19.50 Bodmin Parkway-Bodmin General Fitzgerald freight 25th June 2001. Copyright Bernard Mills.
Walker Line Freight seen on Quarry Curve field 33 110 19.50 Bod Parkway-Bodmin General. Fitzgerald freight 25th June 2001 Copyright Bernard Mills
Many thanks to all.
2209
Junction Jaunt to Coombe
- Peter and Lyn Murnaghan
Junction Jaunt to Coombe
- Peter and Lyn Murnaghan
Junction Jaunt to Coombe
The Looe branch line has seen passenger numbers grow in recent years, until ridership fell because of Covid-19. The trend can be seen in the annual figures published by the Office of Road and Rail, see summary. But there is one station on the branch that stubbornly remains poorly used. Coombe Junction Halt sees two trains per weekday in each direction, and regularly features within the lowest ten stations nationally. With depressed passenger figures across the country because of Covid last year, perversely Coombe's position in the league table improved. But back in 2015, it was the second least used station in the country with only 26 passengers all year.
Before 1901, there was no link between the Looe branch, splendidly isolated in the valley, and the Great Western Railway main line, which passed over the Moorswater viaduct, 150 feet above. In that year, the sinuous link line was opened to connect the two lines, which benefitted trade in the town of Looe and gradually opened it up to tourism. May 2016 marked the 115th anniversary of this link line.
Local enthusiast, Peter Murnaghan, who lived in Liskeard, hit upon the idea of commemorating the anniversary and, at the same time, doing something to boost the fortunes of little Coombe Junction. With his friend, Brian Oldham of Liskeard Museum, a walk was organised from Liskeard station down to Coombe to catch one of the two trains back up the incline. The walk down is a mere 0.8 mile, but the train journey back to the starting point measures 2 miles.
The Junction Jaunt was advertised locally in Liskeard and the press and local TV were captivated by the story of this sad little station. On the day, Saturday 14th May 2016, the train crew on the single class 153 unit were forewarned that there might be a few extra passengers to accommodate on the 1052 trip. In the event, no fewer than 108 people gathered for the walk !
And sure enough, the crowd filled the platform at Coombe, when the 75 seater arrived with a good load already on board from Looe. The guard's ticket machine was unable to cope with the three figure transaction, so the merry band had to purchase their tickets retrospectively from the ticket office at Liskeard on arrival. But only after Peter had been assured that the ticket sales would be credited to Coombe Junction, rather than the main line station.
Despite the 'London rush hour' travelling conditions for the short ride, everybody had fun and were pleased to have quadrupled Coombe's annual trade in just one day. This one event propelled Coombe Junction Halt up to 18th position from the bottom of the league table for 2016/17!
The Looe branch line has seen passenger numbers grow in recent years, until ridership fell because of Covid-19. The trend can be seen in the annual figures published by the Office of Road and Rail, see summary. But there is one station on the branch that stubbornly remains poorly used. Coombe Junction Halt sees two trains per weekday in each direction, and regularly features within the lowest ten stations nationally. With depressed passenger figures across the country because of Covid last year, perversely Coombe's position in the league table improved. But back in 2015, it was the second least used station in the country with only 26 passengers all year.
Before 1901, there was no link between the Looe branch, splendidly isolated in the valley, and the Great Western Railway main line, which passed over the Moorswater viaduct, 150 feet above. In that year, the sinuous link line was opened to connect the two lines, which benefitted trade in the town of Looe and gradually opened it up to tourism. May 2016 marked the 115th anniversary of this link line.
Local enthusiast, Peter Murnaghan, who lived in Liskeard, hit upon the idea of commemorating the anniversary and, at the same time, doing something to boost the fortunes of little Coombe Junction. With his friend, Brian Oldham of Liskeard Museum, a walk was organised from Liskeard station down to Coombe to catch one of the two trains back up the incline. The walk down is a mere 0.8 mile, but the train journey back to the starting point measures 2 miles.
The Junction Jaunt was advertised locally in Liskeard and the press and local TV were captivated by the story of this sad little station. On the day, Saturday 14th May 2016, the train crew on the single class 153 unit were forewarned that there might be a few extra passengers to accommodate on the 1052 trip. In the event, no fewer than 108 people gathered for the walk !
And sure enough, the crowd filled the platform at Coombe, when the 75 seater arrived with a good load already on board from Looe. The guard's ticket machine was unable to cope with the three figure transaction, so the merry band had to purchase their tickets retrospectively from the ticket office at Liskeard on arrival. But only after Peter had been assured that the ticket sales would be credited to Coombe Junction, rather than the main line station.
Despite the 'London rush hour' travelling conditions for the short ride, everybody had fun and were pleased to have quadrupled Coombe's annual trade in just one day. This one event propelled Coombe Junction Halt up to 18th position from the bottom of the league table for 2016/17!
Note the Coombe Junction Halt Figures. Especially for 2016.
Participants make their way to the platorm. Coombe 14th May 2016. Copyright Peter and Lyn Murnaghan
Here comes the 11.52 but most eys are on the TV cameraman. 14th May 2016. Copyright Peter and Lyn Murnaghan
Time to pile on board. 14th May 2016. Copyright Peter and Lyn Murnaghan
Record numbers board at Coombe. 14th May 2016. Copyright Peter and Lyn Murnaghan .
Perhaps we'll try this end ! 14th May 2016. Copyright Peter and Lyn Murnaghan
All 75 seats taken and some still standing, 14th May 2016. Copyright Peter and Lyn Murnaghan
Exhausted after their long journey the travellers make their happy way home.14th May 2016. Copyright Peter and Lyn Murnaghan
A wad of tickets. Copyright Peter and Lyn Murnaghan
Chuckle Brothers Brian Oldham on the left and Peter Murnaghan. 14th May 2016. Copyright Lyn Murngahan
Many thanks to Peter and Lyn Murnaghan for organising a smashing half day out.
2210
Numerous articles by Colin Burges
Numerous articles by Colin Burges
Colin is a prolific writer of numerous articles on railway topics - you are highly recommended to click on the links below to discover a wealth of material written and illustrated by Colin who not only puts pen to page but has a very practical side owning and running the Exeter and Teign Valley Railway base at Christow.
For his articles :-
https://www.teignrail.co.uk/scouting/1450-2/
For info on the Exeter and Reign Valley base at Christow
Exeter and Teign Valley Railway - Christow Stationhttps://www.teignrail.co.uk
https://www.teignrail.co.uk/scouting/1450-2/
For info on the Exeter and Reign Valley base at Christow
Exeter and Teign Valley Railway - Christow Stationhttps://www.teignrail.co.uk
2211
The GWR's Last Resort
- the proposed direct route to Looe.
by Alec Kendall
The GWR's Last Resort
- the proposed direct route to Looe.
by Alec Kendall
2212
Re - signalling The Royal Albert Bridge & Saltash
Re - signalling The Royal Albert Bridge & Saltash
Chris Bellett - Retired S&T Engineer and CRS Member has been looking through his collection of old notices these in particular make very interesting reading. To add to the interest we have several pictures taken during the re-signalling.
Saltash with the milk siding and the goods shed on 2nd September 1990. Copyright Roger Winnen
The Signal Box at Saltash closed once the line was re-signaled on 2nd July 1973. Here the coloured light signal is turned around prior to being activated. Copyright Roger Winnen.
A Swindon Cross Country Unit crosses the Royal Albert Bridge. 6th June 1973 Copyright Roger Winnen
A Western crosses the RAB into Devon. Copyright Roger Winnen. Once the line was singled the former down main became very rusty.
The Royal Albert Bridge Signal Box still stands to this day and is now used by the S & T etc. 9th February 1974 Copyright Roger Winnen
Looking east from the tTamar bridge on the 10th August 1972 we see the 11. 30 Paddington to Penzance approaching.Copyright Ron Kosys The down passenger loop was still in existence at the time.
Very many thanks to Chris Bellett and other worthy contributors
Item 2213
Newton Abbot Resignalling
Paul Barlow
Newton Abbot Resignalling
Paul Barlow
Our very regular and much appreciated contributor Paul Barlow has supplied a number of most interesting pictures taken during the period when the glorious old semaphore signals were removed and the West Signalbox demolished. Very many thanks Paul.
The disconnected up through road and platform 4 Newton Abbot 20th April 1987. Copyright Paul Barlow
43002 and 43031 power the 09.30 Paignton to Paddington seen arriving at Newton Abbot 20th April 1987. Copyright Paul Barlow.
50024 Vanguard on the 07.50 Bristol to Penzance at Newton Abbot. 20th April 1987. Copyright Paul Barlow.
142019 on a Paignton to Exmouth leaves Newton Abbot. 20th April 1987 Copyright Paul Barlow
Newton Abbot West signal box demolition is progressing. 2nd May 1987. Copyright Paul Barlow.
Newton Abbot West signal box demolition - no health and safety. 2nd May 1987. Copyright Paul Barlow.
Newton Abbot West signal box demolition. 2nd May 1987. Copyright Paul Barlow
Newton Abbot West signal box demolition 50047 Swiftsure passes on a Paddington to Penzance train. 2nd May 1987. Copyright Paul Barlow.
Newton Abbot platform 3 signal arm removal. 2nd May 1987. Copyright Paul Barlow.
Newton Abbot platform no 3 signal arm removal 1 2nd May 1987. Copyright Paul Barlow.
Newton Abbot platform no 3 signal arm removal 2nd May 1987. Copyright Paul Barlow.
Many thanks Paul, we remember the good old days when trains for the Far West were divided from the Paignton Portions and in the reverse direction additional coaching stock from Paignton added to journey east.
Item 2214
In memory of the late Dave Padgett
- from the collection now held by Steve Widdowson.
In memory of the late Dave Padgett
- from the collection now held by Steve Widdowson.
A task for us.
Hi Keith,
Some years ago, a good friend & local signalman Dave Pagett at Worcester passed away.
He left me in his will his railway photo collection, which is a lot of images. The other day in the box of his images I found a disc which had over 1000 scanned images on.
I have attached some of the West Country images which I am sure you will find interesting. Unfortunately there are no dates, so any extra info will be most welcome if anyone knows more.
There will be more. Regards, Stephen.
Neil Phillips took up the challenge and his comments are added - many thanks Neil
Hi Keith,
Some years ago, a good friend & local signalman Dave Pagett at Worcester passed away.
He left me in his will his railway photo collection, which is a lot of images. The other day in the box of his images I found a disc which had over 1000 scanned images on.
I have attached some of the West Country images which I am sure you will find interesting. Unfortunately there are no dates, so any extra info will be most welcome if anyone knows more.
There will be more. Regards, Stephen.
Neil Phillips took up the challenge and his comments are added - many thanks Neil
By the way - additional information concerning David Padgett. Did I read that someone asked where David lived ?
He came from around Kidderminster. His first Box was Hartlebury, then went to various boxes including Worcester Station, Malvern Wells.
Dave later lived in Malvern.
Regards, Steve.
He came from around Kidderminster. His first Box was Hartlebury, then went to various boxes including Worcester Station, Malvern Wells.
Dave later lived in Malvern.
Regards, Steve.
Picture 1) Class 45 No 12 at Torquay – this loco ran in this condition from some point in 1969 until renumbered 45011 in February 1974. However it’s looking a little untidy here and the nearest half of the long side grille has been replaced by an unpainted grille or possibly blanking panel – was this left unpainted because that Feb 74 works overhaul was pending? I have been unable to confirm this, but 1973 looks likely. The headcode appears to be 1B01 but I suspect this is incorrect and the panel may be unserviceable. Peak 12 worked 1E70 14.35 Paignton-York on both 24th February and 30th November 1973, also 1V67 06.23 Leeds – Paignton on 30th March 1973 (info courtesy of the ‘derbysulzers’ website), however the trees in leaf suggest a damp summer day somewhere between these! Best I can do with this one. Additional Comment by Neil Phillips.
Picture 2) 45108 at Bristol Bath Road is easier. Additional comment by Neil Phillips. This Peak was renumbered from D120 in June 1973 and its still very clean condition suggests the photo was taken that month or maybe early July. Note the newly-fitted orange Electric Train Heating jumper cable on the nearest corner. During the summer of 1973 Peaks were the only diesels to be seen running with the new TOPS numbers and Derby Works erroneously renumbered 45001-3 and 45101-12 on all four corners, as illustrated by 45108 which incidentally survives in preservation on the East Lancashire Railway.
Picture 3 Exeter SD June 1972 ~ Dave Pagett # S Widdowson collection[3805]
Picture 4 Peak 163 Exeter SD 1E70 June 1972 This locomotive was outshopped by Derby in Blue Livery 8th June 1972 this information supplied by Neil Philips. The Dave Pagett ~ S Widdowson collection[3806]
Picture 5 Newton Abbot 1V62 June 1972 ~ Dave Pagett # S Widdowson collection[3807]
Picture 6 Hymeck D7005 at Newton Abbot most probably June 1972. This engine was withdrawn from service on 9th July 1972. Additional information by Neil Philips Dave Pagett # S Widdowson collection.
Picture 7) D7005 Peak 110 possible failed headcodes 6B65 6Z65 Newton Abbot ~ Late Dave Pagett # SW collection
Picture 8 Exeter St Davids Hymeck D7005 returning from Newton Abbot with a ballast train displaying the headcode 6Z65 most probably June 1972. This additional information by Neil Philips Dave Pagett # S Widdowson collection
Picture 9 W51078 + W59436 + W51106 P587 Barnstaple It seems like Dave took a ride to Barnstaple on that day with unit P587 most probably June 1972. Additional information by Neil Philips. Dave Pagett # S Widdowson collection[3824]
Picture 10 W51078 + W59436 + W51106 P587 Newton Abbot Most probably June 1972. Additional information supplied by Neil Philips. Dave Pagett # S Widdowson collection. (pp those lovely semaphores)
Picture 11 DMU departing Exeter SD June 1972 Dave Pagett ~ S Widdowson collection[3815]
Picture 12) Class 103 set P201 50414 + 56169 Kingswear ~ Late Dave Pagett # S Widdowson collection
Picture 13) D8xx Dawlish ~ Late Dave Pagett # S Widdowson Collection
Picture 14) Dawlish freight 7B36 ~ Late Dave Pagett # S Widdowson collection
Picture 15) D1021 Western Cavalier @ Exeter SD most probably taken April 1973 ~Late Dave Pagett ~ S Widdowson collection
Picture 16) D1050 Western Ruler at Laira ~ Most probably taken April 1973 Late Dave Pagett # S Widdowson collection
Picture 17) D2134 Laira most probably taken April 1973 ~ Late Dave Pagett # S Widdowson collection
Picture 18) D7068 & D1032 Laira together with either D818 or D821. D821 Greyhound set off under its own power on 24th May 1973 for a new life in preservation. Additional information by Neil Philips ~ Late Dave Pagett # S Widdowson collection
Hi Keith,
I have now had a good look through the 26 images you sent over and drawn some conclusions, even if ‘haven’t got a clue’ is one of them! I seem to recall that Dave lived in Somerset? – so I’ve assumed that many of these photos were taken on a day’s outing to a specific location, supported by the weather conditions. Of course he undoubtedly visited some places more than once but there’s usually some telltale somewhere which separate the dates – e.g. paneled-over side steps on Peaks, style of depot sticker, headcodes in use and of course TOPS or pre-TOPS numbering. I’ve never possessed Working Timetables of any kind so I have no means of identifying trains from the headcodes on display.
These nine photos appear to me to have been taken on a day trip to Exeter and Newton Abbot (again, the cloudy weather was very similar at both locations) in June 1972. The two clues to the date are Peak D163, clearly very recently ex-works from Derby (still green in April it was outshopped by Derby in blue livery on 8th June 1972), and green Hymek D7005 which was withdrawn from service on 9th July 1972, so Dave did well to capture this one with just a couple of weeks left in traffic – not only that, it was the penultimate green Hymek still running by then, its withdrawal leaving only D7054 displaying green livery until later that year. The green Hymek approaching Exeter St Davids on a ballast train (6Z65 being the usual headcode for such workings in the South West at the time) can only be D7005 returning from Newton Abbot where Dave photographed it light engine earlier in the day (no headboard brackets and OHLE flashes on the outer corners of the yellow panel mean it can’t be D7054, and there were no other candidates!) It would also appear that Dave enjoyed a ride to Barnstaple, as his own photos show that unit P587 was active in the area that day and that is surely where the cab close-up at the “unknown location” was taken. Unfortunately I have been unable to identify the Western backing onto Exeter Stabling Point – looks like Crewe-built (driver’s name card holder appears to be there, Swindon-built locos didn’t have these) but its lack of modification to the left-hand lamp bracket to take a standard BR oil lamp would support this pic being taken in 1972 as well.
More to follow (of course!)
Best regards,
Neil
Sent from Mail for Windows
I have now had a good look through the 26 images you sent over and drawn some conclusions, even if ‘haven’t got a clue’ is one of them! I seem to recall that Dave lived in Somerset? – so I’ve assumed that many of these photos were taken on a day’s outing to a specific location, supported by the weather conditions. Of course he undoubtedly visited some places more than once but there’s usually some telltale somewhere which separate the dates – e.g. paneled-over side steps on Peaks, style of depot sticker, headcodes in use and of course TOPS or pre-TOPS numbering. I’ve never possessed Working Timetables of any kind so I have no means of identifying trains from the headcodes on display.
These nine photos appear to me to have been taken on a day trip to Exeter and Newton Abbot (again, the cloudy weather was very similar at both locations) in June 1972. The two clues to the date are Peak D163, clearly very recently ex-works from Derby (still green in April it was outshopped by Derby in blue livery on 8th June 1972), and green Hymek D7005 which was withdrawn from service on 9th July 1972, so Dave did well to capture this one with just a couple of weeks left in traffic – not only that, it was the penultimate green Hymek still running by then, its withdrawal leaving only D7054 displaying green livery until later that year. The green Hymek approaching Exeter St Davids on a ballast train (6Z65 being the usual headcode for such workings in the South West at the time) can only be D7005 returning from Newton Abbot where Dave photographed it light engine earlier in the day (no headboard brackets and OHLE flashes on the outer corners of the yellow panel mean it can’t be D7054, and there were no other candidates!) It would also appear that Dave enjoyed a ride to Barnstaple, as his own photos show that unit P587 was active in the area that day and that is surely where the cab close-up at the “unknown location” was taken. Unfortunately I have been unable to identify the Western backing onto Exeter Stabling Point – looks like Crewe-built (driver’s name card holder appears to be there, Swindon-built locos didn’t have these) but its lack of modification to the left-hand lamp bracket to take a standard BR oil lamp would support this pic being taken in 1972 as well.
More to follow (of course!)
Best regards,
Neil
Sent from Mail for Windows
Picture 19) SW02.26 31x2 + Pullman Newton Abbot Dave Pagett # S Widdowson collection
Picture 20) 184 + D1061 Western Envoy Plymouth North Road ~ Dave Pagett # S Widdowson collection
Picture 21) 4130 Plymouth North Road ~ Dave Pagett # S Widdowson collection
Picture 22) D1031 Western Rifleman Newton Abbot {Milktrain} ~ Dave Pagett ~~ SW collection
Picture 23) D1032 Western Marksman Laira ~ Dave Pagett # S Widdowson collection
Picture 24) D1068 Western Reliance Laira Jn ~ Dave Pagett # S Widdowson collection
Picture 25 D706 D7074 7054 together with D1032 Western Marksman. Laira Additional information by Neil Philips.~ Dave Pagett # S Widdowson collection
Picture 26) Laira Junction with Laira Diesel Depot in the background Dave Pagett ~ S Widdowson collection
Picture 27 Peak Laira Jn awaits the road to Plymouth North Road Station. ~ Dave Pagett ~ S Widdowson collection (2)
Picture 28 The Peak now returns with its train to go up country. ~ Dave Pagett ~ S Widdowson collection (1)
Picture 29) SW02.41 Peak Laira Jn ~ Dave Pagett ~ S Widdowson collection
Picture 30) SW02.42 Peak possible Teignmouth ~ Dave Pagett ~ S Widdowson collection
Picture 31) SW02.45 W51078 + W59436 + W51106 P587 Departs Teignmouth Dave Pagett # S Widdowson collection
Picture 32) SW02.46 Western at Truro Yd Dave Pagett # S Widdowson collection
Picture 33) SW02.47 Western @ Bristol TM ~ Dave Pagett ~ S Widdowson collection
Picture 34) SW02.48 Western @ Laira ~ Dave Pagett ~ S Widdowson collection
Picture 35) Western @ Plymouth ~ Dave Pagett ~ S Widdowson collection
Picture 36) Western EXETER SD ~ Dave Pagett # S Widdowson collection
HI Keith,
While I’m sitting here and having already made notes on all 26 I thought I might as well get the next batch done, since I believe I’ve nailed the month. Again I’ve assumed that all of these were taken during one day trip, there is nothing I can see to suggest otherwise and again the weather looks settled – nice and sunny.
So if they were all taken on the same day all I need to do is find an image or two to identify when – and in this case it’s the photos of D1032 Western Marksman and Hymeks on the Laira dump. It’s well known that this was the first Western to be withdrawn (actually D1019 was also withdrawn on the same day – 6th May 1973 – but D1032 had not turned a wheel since being stopped on 6th January for an F Exam which threw up a flawed axle, replacement of which was not authorized due to budgets already being exceeded). When I passed Laira heading west on 1V12 behind Peak 42 on 19th April 1973 (incidentally my 20th birthday!!) I logged Warships 818 & 821, D1032 (which I marked as withdrawn with a question mark, simply because of where it was parked) and the three Hymeks – these were D7068/74/54 (the latter having been the last green survivor) and had been moved from Bristol Bath Road to Laira in January 1973. They remained there until 26th April when Class 31 5824 towed them away to Swindon Works for scrapping, along with Warship 818 (which, as we know, was eventually scrapped 12 years later!) So Dave’s photo must have been taken before the Hymeks were towed away but judging from the clearly unserviceable headcodes panels and general rundown appearance D1032 had been standing there for a while, presumably since it became obvious to Laira that it was doomed. So I’d say this was early to mid April 1973. Official withdrawal on 6th May would then have prompted removal of the name and number plates.
The Warship seen behind D1032 was either 818 or 821 – 818 departed 26th April and 821 set off (remarkably under its own power) on 24th May for a new life in preservation.
Having said all that, unfortunately I can’t identify any of the other unidentified locomotives (although I know somebody who’d have a go at the Westerns, simply by nameplate length and dirt & rust patterns!) The ‘.E02’ headcode displayed in two views of the ‘Class 46’ (there’s a chance it could be a Class 45, the battery box doors would tell them apart but they’re not 100% clear) at Laira Junction confirms it’s the same loco, departing light engine then returning with an up working.
But I’m reasonably certain these were all taken in April 1973 – could be March but the weather looks like April (and the clocks would have already gone forward…….not sure if that would have made much of a difference though!!)
Best regards,
Neil
While I’m sitting here and having already made notes on all 26 I thought I might as well get the next batch done, since I believe I’ve nailed the month. Again I’ve assumed that all of these were taken during one day trip, there is nothing I can see to suggest otherwise and again the weather looks settled – nice and sunny.
So if they were all taken on the same day all I need to do is find an image or two to identify when – and in this case it’s the photos of D1032 Western Marksman and Hymeks on the Laira dump. It’s well known that this was the first Western to be withdrawn (actually D1019 was also withdrawn on the same day – 6th May 1973 – but D1032 had not turned a wheel since being stopped on 6th January for an F Exam which threw up a flawed axle, replacement of which was not authorized due to budgets already being exceeded). When I passed Laira heading west on 1V12 behind Peak 42 on 19th April 1973 (incidentally my 20th birthday!!) I logged Warships 818 & 821, D1032 (which I marked as withdrawn with a question mark, simply because of where it was parked) and the three Hymeks – these were D7068/74/54 (the latter having been the last green survivor) and had been moved from Bristol Bath Road to Laira in January 1973. They remained there until 26th April when Class 31 5824 towed them away to Swindon Works for scrapping, along with Warship 818 (which, as we know, was eventually scrapped 12 years later!) So Dave’s photo must have been taken before the Hymeks were towed away but judging from the clearly unserviceable headcodes panels and general rundown appearance D1032 had been standing there for a while, presumably since it became obvious to Laira that it was doomed. So I’d say this was early to mid April 1973. Official withdrawal on 6th May would then have prompted removal of the name and number plates.
The Warship seen behind D1032 was either 818 or 821 – 818 departed 26th April and 821 set off (remarkably under its own power) on 24th May for a new life in preservation.
Having said all that, unfortunately I can’t identify any of the other unidentified locomotives (although I know somebody who’d have a go at the Westerns, simply by nameplate length and dirt & rust patterns!) The ‘.E02’ headcode displayed in two views of the ‘Class 46’ (there’s a chance it could be a Class 45, the battery box doors would tell them apart but they’re not 100% clear) at Laira Junction confirms it’s the same loco, departing light engine then returning with an up working.
But I’m reasonably certain these were all taken in April 1973 – could be March but the weather looks like April (and the clocks would have already gone forward…….not sure if that would have made much of a difference though!!)
Best regards,
Neil
HI Keith,
While I’m sitting here and having already made notes on all 26 I thought I might as well get the next batch done, since I believe I’ve nailed the month. Again I’ve assumed that all of these were taken during one day trip, there is nothing I can see to suggest otherwise and again the weather looks settled – nice and sunny.
So if they were all taken on the same day all I need to do is find an image or two to identify when – and in this case it’s the photos of D1032 Western Marksman and Hymeks on the Laira dump. It’s well known that this was the first Western to be withdrawn (actually D1019 was also withdrawn on the same day – 6th May 1973 – but D1032 had not turned a wheel since being stopped on 6th January for an F Exam which threw up a flawed axle, replacement of which was not authorized due to budgets already being exceeded). When I passed Laira heading west on 1V12 behind Peak 42 on 19th April 1973 (incidentally my 20th birthday!!) I logged Warships 818 & 821, D1032 (which I marked as withdrawn with a question mark, simply because of where it was parked) and the three Hymeks – these were D7068/74/54 (the latter having been the last green survivor) and had been moved from Bristol Bath Road to Laira in January 1973. They remained there until 26th April when Class 31 5824 towed them away to Swindon Works for scrapping, along with Warship 818 (which, as we know, was eventually scrapped 12 years later!) So Dave’s photo must have been taken before the Hymeks were towed away but judging from the clearly unserviceable headcodes panels and general rundown appearance D1032 had been standing there for a while, presumably since it became obvious to Laira that it was doomed. So I’d say this was early to mid April 1973. Official withdrawal on 6th May would then have prompted removal of the name and number plates.
The Warship seen behind D1032 was either 818 or 821 – 818 departed 26th April and 821 set off (remarkably under its own power) on 24th May for a new life in preservation.
Having said all that, unfortunately I can’t identify any of the other unidentified locomotives (although I know somebody who’d have a go at the Westerns, simply by nameplate length and dirt & rust patterns!) The ‘.E02’ headcode displayed in two views of the ‘Class 46’ (there’s a chance it could be a Class 45, the battery box doors would tell them apart but they’re not 100% clear) at Laira Junction confirms it’s the same loco, departing light engine then returning with an up working.
But I’m reasonably certain these were all taken in April 1973 – could be March but the weather looks like April (and the clocks would have already gone forward…….not sure if that would have made much of a difference though!!)
Best regards,
Neil
While I’m sitting here and having already made notes on all 26 I thought I might as well get the next batch done, since I believe I’ve nailed the month. Again I’ve assumed that all of these were taken during one day trip, there is nothing I can see to suggest otherwise and again the weather looks settled – nice and sunny.
So if they were all taken on the same day all I need to do is find an image or two to identify when – and in this case it’s the photos of D1032 Western Marksman and Hymeks on the Laira dump. It’s well known that this was the first Western to be withdrawn (actually D1019 was also withdrawn on the same day – 6th May 1973 – but D1032 had not turned a wheel since being stopped on 6th January for an F Exam which threw up a flawed axle, replacement of which was not authorized due to budgets already being exceeded). When I passed Laira heading west on 1V12 behind Peak 42 on 19th April 1973 (incidentally my 20th birthday!!) I logged Warships 818 & 821, D1032 (which I marked as withdrawn with a question mark, simply because of where it was parked) and the three Hymeks – these were D7068/74/54 (the latter having been the last green survivor) and had been moved from Bristol Bath Road to Laira in January 1973. They remained there until 26th April when Class 31 5824 towed them away to Swindon Works for scrapping, along with Warship 818 (which, as we know, was eventually scrapped 12 years later!) So Dave’s photo must have been taken before the Hymeks were towed away but judging from the clearly unserviceable headcodes panels and general rundown appearance D1032 had been standing there for a while, presumably since it became obvious to Laira that it was doomed. So I’d say this was early to mid April 1973. Official withdrawal on 6th May would then have prompted removal of the name and number plates.
The Warship seen behind D1032 was either 818 or 821 – 818 departed 26th April and 821 set off (remarkably under its own power) on 24th May for a new life in preservation.
Having said all that, unfortunately I can’t identify any of the other unidentified locomotives (although I know somebody who’d have a go at the Westerns, simply by nameplate length and dirt & rust patterns!) The ‘.E02’ headcode displayed in two views of the ‘Class 46’ (there’s a chance it could be a Class 45, the battery box doors would tell them apart but they’re not 100% clear) at Laira Junction confirms it’s the same loco, departing light engine then returning with an up working.
But I’m reasonably certain these were all taken in April 1973 – could be March but the weather looks like April (and the clocks would have already gone forward…….not sure if that would have made much of a difference though!!)
Best regards,
Neil