Looe
in the Dead of night
Craig Munday
in the Dead of night
Craig Munday
Nights often throws up some interesting work. 37175 was out and about with the NR track testing train last night. Looe & Newquay were visited. I was ground frame operator for the trip. A quick picture at Looe prior to returning to Liskeard. This included a splendid 5 min ascent of the bank from Coombe, most of it on full power!
Just out of interest, I'll share the duties from picking up the train at Liskeard platform.
The train was boarded on the mainline platform with the Liskeard to Coombe token and the Looe train staff. The ground signal cleared and the train gently eased around the sharp curve to the ground frame at Liskeard branch jn.
I jumped down and walked to the Ground Frame (GF) and operated the levers for the train to proceed onto the single line section. The token is only required for this move. The DBSO (Driving trailer, converted carriage with driver's controls. Unpowered but coupled through to the class 37 on the rear) was leading the train at this point.
Once clear of the ground frame (loco and coaches), the ground frame can be restored to normal (towards the branch platform). The token then retrieved from the GF and I rejoined the train. It was downhill then all the way into Coombe platform, where I climbed down at the Coombe no1 GF to reset the points for Looe. This required BOTH the Liskeard to Coombe token and Liskeard to Looe train staff to accomplish. The Driver changed ends and the train set off, class 37 leading now. The train drew clear of the GF and I locked in the Liskeard to Coombe token, and rejoined the train in possession of the train staff to Looe only.
A brief stop to toot the horn at Lodge Farm crossing and we set off into the darkness, the class 37 snorting nicely into the starry night.
The headlight was particularly strong on 37175 and the Driver (Dave Pond) and I were treated to a brilliantly lit view ahead of the leafless trees. Occasional dwellings were lit on our journey along the single line. The intermediate station lights were on which seemed a little odd around 23.30! The railway picked up the road to our left at Sandplace, and not one moving car was spotted!
The narrow river valley opened out as we reached Terras Crossing. Dave once again stopping briefly to sound the "Goose honk" horn on the class 37. A little more power resulted in a delicious burst of activity from the loco as we headed along the river, the headlight once again picking up the water detail remarkably well as we trundled towards the destination of Looe.
On arrival, the only activity was from policemen at the small police station at Looe. A quick change of ends and the return in the relatively sterile environment of the DBSO cab. A quick check with the recording team in the coaches confirmed the probes were raised and it was a transit move (non-recorded) back to Liskeard.
The journey back was uneventful, and we were soon pulling up at the stop board at Coombe Jn once again. The ground frame operated at Coombe, we clambered back onto 37175 for the highlight of the trip, the ascent of the steep bank to Liskeard GF. Once clear of the points full power was applied for the majority of the journey, and the loco got stuck in with the traditional raucous class 37 exhaust pounding off the bridge and tunnel walls. From the cab the howl of the traction motors and blowers almost over-powers the engine sound.
On arrival at the Liskeard branch GF, I jumped down to operate the GF, and the train carried on its way to Par and later Newquay. I returned the token and train staff back to the box as I walked up I could hear 37175 pounding up the bank from Moorswater - the sound getting fainter as it topped the gradient near Dobwalls.
Just out of interest, I'll share the duties from picking up the train at Liskeard platform.
The train was boarded on the mainline platform with the Liskeard to Coombe token and the Looe train staff. The ground signal cleared and the train gently eased around the sharp curve to the ground frame at Liskeard branch jn.
I jumped down and walked to the Ground Frame (GF) and operated the levers for the train to proceed onto the single line section. The token is only required for this move. The DBSO (Driving trailer, converted carriage with driver's controls. Unpowered but coupled through to the class 37 on the rear) was leading the train at this point.
Once clear of the ground frame (loco and coaches), the ground frame can be restored to normal (towards the branch platform). The token then retrieved from the GF and I rejoined the train. It was downhill then all the way into Coombe platform, where I climbed down at the Coombe no1 GF to reset the points for Looe. This required BOTH the Liskeard to Coombe token and Liskeard to Looe train staff to accomplish. The Driver changed ends and the train set off, class 37 leading now. The train drew clear of the GF and I locked in the Liskeard to Coombe token, and rejoined the train in possession of the train staff to Looe only.
A brief stop to toot the horn at Lodge Farm crossing and we set off into the darkness, the class 37 snorting nicely into the starry night.
The headlight was particularly strong on 37175 and the Driver (Dave Pond) and I were treated to a brilliantly lit view ahead of the leafless trees. Occasional dwellings were lit on our journey along the single line. The intermediate station lights were on which seemed a little odd around 23.30! The railway picked up the road to our left at Sandplace, and not one moving car was spotted!
The narrow river valley opened out as we reached Terras Crossing. Dave once again stopping briefly to sound the "Goose honk" horn on the class 37. A little more power resulted in a delicious burst of activity from the loco as we headed along the river, the headlight once again picking up the water detail remarkably well as we trundled towards the destination of Looe.
On arrival, the only activity was from policemen at the small police station at Looe. A quick change of ends and the return in the relatively sterile environment of the DBSO cab. A quick check with the recording team in the coaches confirmed the probes were raised and it was a transit move (non-recorded) back to Liskeard.
The journey back was uneventful, and we were soon pulling up at the stop board at Coombe Jn once again. The ground frame operated at Coombe, we clambered back onto 37175 for the highlight of the trip, the ascent of the steep bank to Liskeard GF. Once clear of the points full power was applied for the majority of the journey, and the loco got stuck in with the traditional raucous class 37 exhaust pounding off the bridge and tunnel walls. From the cab the howl of the traction motors and blowers almost over-powers the engine sound.
On arrival at the Liskeard branch GF, I jumped down to operate the GF, and the train carried on its way to Par and later Newquay. I returned the token and train staff back to the box as I walked up I could hear 37175 pounding up the bank from Moorswater - the sound getting fainter as it topped the gradient near Dobwalls.
37175 on the 3Q52 at Looe 12th April 2023. Copyright Craig Munday
Many many thanks Craig - up all hours.
Mangers Special
Hollicombe
David Ive
Hollicombe
David Ive
One of three late arrivals for the website collection - this one reminds us of the glorious event and will be sent along with the other two to Roger for inclusion in our coverage. Well done Roger. To see our still growing collection please click here
37521 (D6817) leads past Hollicombe with 1Z26 1634 St Austell to Kingswear. 8th April 2023, Copyright David Ive
Well done and many thanks to David and all other contributors.
https://curnowcollection.com/
Well worth a visit to this site
Exminster
Keith Turley
Keith Turley
LSL class 43 power car No. 43055 with classmate No.43046 on the rear pass Exminster in heavy rain and gale force winds on 12th April 2023, working the 1Z51 05:51 Hull to Paignton Midland Pullman charter.
Regards Keith Turley.
Regards Keith Turley.
The Paignton Midland Pulman passes Exminster in heavy rain . 12th April 2023. Copyright Keith Turley.
Many thanks to you Keith.
An additional piece from John Roberts
More interesting revelations
More interesting revelations
Adding a bit to Bryn's second post.
It takes about a year to write a timetable, so the CRE name and Summer Saturday service with selected trains not advertised at North Road weren't reintroduced until 6th May 1946. At this stage there was a 10.20 Pad advertised non-stop to Newquay, plus 08.55 ex-Perranporth, 09.40 Newquay and 09.25 St Ives not advertised to call at North Road.
Strangely, the 1947 Summer Saturdays Only service isn't much enhanced over the Summer Saturdays Excepted service, and only the retimed 08.15 Perranporth and 09.40 Newquay omit North Road. As the GWR had only three months to live, was it trying to save money or was this a political retrenchment - or did the holiday traffic expected in 1946 not materialise?
The 1947-48 Winter Sunday service was very sparse with only three through trains from London to Pz - the Sleeper, Rigor Mortis* and 10.30 Pad, all via Bristol. The 10.30 didn't carry the CRE name, even called at Grampound Road, and took 9h50. *(The Rigor Mortis was the name given by the late Peter Moore to the non-sleeper Sleeper which even in the 1970s was pretty much all stations via Bristol and took pretty much all night. Having caught it a few times I can vouch for the name.)
In 1949 only the retimed 10.15 Newquay changes engines at Laira. The 08.15 Perranporth has been discontinued but is revived later in the 1950s.
I'm not aware of loco changes at Devonport Jn so maybe this is a typo for Devonport Station (Albert Road from 1948 until after King's Road closed). If not, I'd be interested to hear how it was done. The procedure for changes at Devonport Station may have remained in the WTT even when no changes were made there.
Yes, some night trains were not advertised at North Road but I think we can infer that any loco changes were made there - perhaps the passengers were too sleepy to notice!
Maybe Bryn has misread my note on the 09.20 St Ives as yes it was advertised at North Road in some timetables (eg it called at North Road in 1947 and 1949 but not in 1946 as mentioned above - timetables continuously evolved to match supply and demand. I haven't checked every year but a rolling concordance would be an interesting if time consuming project).
Incidentally, the Operations Books are fantastic pieces of research but I guess it's inevitable in such complex works that some errors have crept in.
Thanks to Roy and Neil for their Britannia leads. John.
It takes about a year to write a timetable, so the CRE name and Summer Saturday service with selected trains not advertised at North Road weren't reintroduced until 6th May 1946. At this stage there was a 10.20 Pad advertised non-stop to Newquay, plus 08.55 ex-Perranporth, 09.40 Newquay and 09.25 St Ives not advertised to call at North Road.
Strangely, the 1947 Summer Saturdays Only service isn't much enhanced over the Summer Saturdays Excepted service, and only the retimed 08.15 Perranporth and 09.40 Newquay omit North Road. As the GWR had only three months to live, was it trying to save money or was this a political retrenchment - or did the holiday traffic expected in 1946 not materialise?
The 1947-48 Winter Sunday service was very sparse with only three through trains from London to Pz - the Sleeper, Rigor Mortis* and 10.30 Pad, all via Bristol. The 10.30 didn't carry the CRE name, even called at Grampound Road, and took 9h50. *(The Rigor Mortis was the name given by the late Peter Moore to the non-sleeper Sleeper which even in the 1970s was pretty much all stations via Bristol and took pretty much all night. Having caught it a few times I can vouch for the name.)
In 1949 only the retimed 10.15 Newquay changes engines at Laira. The 08.15 Perranporth has been discontinued but is revived later in the 1950s.
I'm not aware of loco changes at Devonport Jn so maybe this is a typo for Devonport Station (Albert Road from 1948 until after King's Road closed). If not, I'd be interested to hear how it was done. The procedure for changes at Devonport Station may have remained in the WTT even when no changes were made there.
Yes, some night trains were not advertised at North Road but I think we can infer that any loco changes were made there - perhaps the passengers were too sleepy to notice!
Maybe Bryn has misread my note on the 09.20 St Ives as yes it was advertised at North Road in some timetables (eg it called at North Road in 1947 and 1949 but not in 1946 as mentioned above - timetables continuously evolved to match supply and demand. I haven't checked every year but a rolling concordance would be an interesting if time consuming project).
Incidentally, the Operations Books are fantastic pieces of research but I guess it's inevitable in such complex works that some errors have crept in.
Thanks to Roy and Neil for their Britannia leads. John.
This all makes for very interesting reading for us all - many thanks John.