Old Oak
50041
Guy Vincent
50041
Guy Vincent
Good evening Keith
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
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
50041 Old Oak Common 10th December 1983. Copyright Guy Vincent
Many thanks Guy - your reject has become a 'Gem' in the history of 50 041.
Bittaford from afar
Clive Smith
Clive Smith
A Cross Country HST with power cars 43366 and 43207 works the 1M42 11.53 Plymouth - Birmingham New Street along the southern slopes of Dartmoor as it crosses Bittaford Viaduct .Normally a Voyager, this is the second day running this train has been an HST and is the only XC HST out working at the moment during an industrial dispute. It is believed to be working for driver traction refresher purposes. This is the first time I have used this location in over twenty years living in the locality. I always thought the shot wasn't possible due to trees and electricity pylons and wires in the valley below but I recently saw a similar photo so set out to find the viewpoint. A quick recce the previous day suggested it might be down a horrendously boggy farm track and so I turned up wearing appropriate footwear and trousers. After about two hundred yards of trudging through mud I came to an opening at the top of a field that slopes down the valley with a view out across a dip in the electricity cables. I was a bit concerned the 2+7 HST might not all fit in as there are trees at either end of the gap where the track is visible but luckily it all worked.
Regards, Clive Smith.
Regards, Clive Smith.
Bittaford from afar. Fitting in the view perfectly 43366 and 43207 work the 1M42 11.53 Plym - Brum N S along the southern slopes of Dartmoor as it crosses Bittaford Viaduct 13 Jan 22. Copyright Clive Smith
A remarkable view Clive, most certainly well worth the effort especially with that dodgy ankle. Many thanks.
Test Train from Paddington
Roger Winnen
Roger Winnen
220113a A return test train runs into Penzance from Paddington, note the modifications above the bogies . One wonders the reason behind it! Copyright Roger Winnen
220113b A return test train departs Penzance. Copyright Roger Winnen
David Critchlow writes
Hi Keith,
Hope you and family keeping well. Picked up on Roger’s query about the IET modification. I’m not involved in any way but it looks like it could be a modification to overcome cracking problems, part of a Forward Repair Plan to ensure long term use. Below are extracts from bulletins and although the 1st states coaches I’m wondering if that’s what was actually meant. Up to now it has been time consuming checks on the cracks each time an IET leaves the depot.
May 8 2021. “Checks for cracks in the train’s yaw dampers, the area where the suspension system attaches to the vehicle body, resulted in the identification of cracks in the jacking point area on some coaches. Regular yaw damper inspections were prompted following the withdrawal of eight class 800s from service on April 28 after hairline cracks were discovered on two trains with suspected issues on another six.” (https://www.railjournal.com/news/hitachi-class-800-801-802-iets-withdrawn-from-service/)
Sep 2021. “An Office of Rail and Road (sic) interim report said the cracks found in the Hitachi Class 800 and 385 series lifting plates were the result of stress corrosion, and cracks in shock absorbers called yaw dampers were a result of fatigue. A full report will come in December 21.” (https://www.bbc.co.uk/news/uk-england-58494275)
“ORR's final report will establish the root cause of the cracking and will review Hitachi's plan for long term fleet recovery and management and identify any areas for improvement for the industry.” (https://www.investegate.co.uk/office-of-rail--38-road/rns/orr-interim-report-on-hitachi-train-cracks/202109090700011750L/)
Hope you and family keeping well. Picked up on Roger’s query about the IET modification. I’m not involved in any way but it looks like it could be a modification to overcome cracking problems, part of a Forward Repair Plan to ensure long term use. Below are extracts from bulletins and although the 1st states coaches I’m wondering if that’s what was actually meant. Up to now it has been time consuming checks on the cracks each time an IET leaves the depot.
May 8 2021. “Checks for cracks in the train’s yaw dampers, the area where the suspension system attaches to the vehicle body, resulted in the identification of cracks in the jacking point area on some coaches. Regular yaw damper inspections were prompted following the withdrawal of eight class 800s from service on April 28 after hairline cracks were discovered on two trains with suspected issues on another six.” (https://www.railjournal.com/news/hitachi-class-800-801-802-iets-withdrawn-from-service/)
Sep 2021. “An Office of Rail and Road (sic) interim report said the cracks found in the Hitachi Class 800 and 385 series lifting plates were the result of stress corrosion, and cracks in shock absorbers called yaw dampers were a result of fatigue. A full report will come in December 21.” (https://www.bbc.co.uk/news/uk-england-58494275)
“ORR's final report will establish the root cause of the cracking and will review Hitachi's plan for long term fleet recovery and management and identify any areas for improvement for the industry.” (https://www.investegate.co.uk/office-of-rail--38-road/rns/orr-interim-report-on-hitachi-train-cracks/202109090700011750L/)
Many thanks indeed David for your suggestions and bulletins on this subject of IET modifications
Roger Winnen
Roger Winnen
Brillant sunshine in January
Roger Winnen
Roger Winnen
This was the first day of unbroken sunshine for many weeks so I decided to use a Cornwall Rover Ticket for travel around Cornwall & West Devon
220112a The scene at Bodmin on Wednesday, The roads are blocked by bridge replacements which cover replacement bridges over two lines at the station throat. Copyright Roger Winnen
220112b The tower block on Plymouth Station is wrapped up well for the winter, now being converted to serve the Plymouth University complex. Copyright Roger Winnen
220112c Signals at Bere Ferrers. Non operational for the Gunnislake Branch. Copyright Roger Winnen
220112d A galaxy of industrial locomotives at the Tamar Belle Heritage site, Bere Ferrers. Copyright Roger Winnen
220112e The sun sets on the Royal Albert Bridge. Copyright Roger Winnen
Moreton
Ron Kosys
Ron Kosys
47540 looking very smart as it passes Moreton with a service from Paddington. 5th September 1988. Copyright Ron Kosys.
Many thanks Ron.
Two Exeter pals at
Exhibition Road Bridge
David Tozer and Keith Turley
Exhibition Road Bridge
David Tozer and Keith Turley
On a cold frosty 13th January 2022, Ex. LNER class 43 power car now operated by Network Rail. No.43299, with classmate No.43290 on the rear pass Pinhoe, working the 1Q23
the 05:56 Reading to Salisbury via Exeter New Yard NMT.
Regards Keith Turley.
the 05:56 Reading to Salisbury via Exeter New Yard NMT.
Regards Keith Turley.
A smashing crisp and cold shot of NMT as it approaches Exhibition Way bridge. - Exeter. 13th January 2022 Copyright Keith Turley
A going away shot, of the NMT from A going away shot - it's even colder in the cutting. Exhibition Way bridge. 43299 & 43290 13th January 2022. Copyright David Tozer
Another cold shot, but some time ago.
Exeter St Davids
Paul Barlow
Exeter St Davids
Paul Barlow
An un named 50030 is on 06.31 Penzance to Paddington at Exeter. 16th February 1978,. Copyright Paul Barlow
50 030 was later named 'Repulse' and took the CRS railtour to Oxford.
Many thanks Paul - looks very chilly.
Many thanks Paul - looks very chilly.
For the record
David Cook
David Cook
Good afternoon Keith,
I hope that you are keeping well and Covid free.
My apologies for the circuitous route of getting this email to you. I have a new computer and have had issues with email addresses for some people. Some are there and some are not. Yours currently is not!
I’m not sure how I missed the article by David Hunt that you uploaded to the website on 16th September 2021, but I have only just discovered it. Being heavily into all things regarding 4566 and its pre-preservation history I was “intrigued” by some of the things that David said. Whilst I do not doubt that he was of an age to go “shed bashing” at Newton Abbot (sadly, I was too young as I was only 6 years old in 1960!) I am struggling to accept what he says, and in particular the doubt he has in relation to 4566 being the last engine overhauled at Newton Abbot Works.
He claims that inside the works was a 57xx pannier tank, No. 5775 and that was after the ceremony involving 4566. We are obviously talking about events which took place almost 62 years ago and so it could be accepted that proving the facts might be very difficult.
My approach to this was to contact the Great Western Trust at Didcot and this morning I received via email 5775’s records. They make an interesting read. They do indeed confirm that 5775 was at Newton Abbot BUT on 8.3.60 (for a Light Casual repair) and she was back at Pontypool Road on 4.4.60. She remained shedded there until 1.3.63 when she was at Swindon Factory for a Heavy General repair prior to sale to London Transport Executive on 30.4.63 as their L89. Subsequently she was purchased by the Keighley and Worth Valley Railway arriving there in January 1970.
How could 5775 be in the works in June/July 1960 when she is shown as being back at Pontypool Road by then?
My records show that 4566 entered Newton Abbot works on 15.6.60 for a Light Casual repair (ironically the same as 5775) and this was completed in time for the ceremony on 15.7.60. From information given to me by Mike Roach whilst 4566 was in the works the following engines were also recorded: 9646, 9655, 5174, 4087 Cardigan Castle, 5029 Nunney Castle. In a newspaper cutting in my collection there is a posed works photograph showing staff “finishing off” 4566 prior to the ceremony, with 1008 County of Cardigan alongside. There is no mention of 5775 being there at that time.
David says he is just being pedantic on the subject so I will have to be the same. Who is right, who is wrong? It’s a tough one to call but all of my research indicates that the last engine to be overhauled before the works closed to steam was 4566.
On a separate note, I would like to comment on the point raised by Roy Hart regarding 5775 being shedded at Pontypool Road but being sent to Newton Abbot for repair. As I have discovered, this is unusual but not impossible. 4566 was shown as being sent to Caerphilly Works for a Heavy Intermediate repair in January 1961 (16.1.51 – 15.2.51), When I first read this, I thought that it was a mistake but as it turns out it is not. When there was insufficient capacity within a works it was usual to send engines for repairs to wherever they could be fitted in.
I hope that all of this makes sense!
Wishing all CRS members, a belated Happy and Healthy 2022,
Regards
David Cook
(4566 Group)
I hope that you are keeping well and Covid free.
My apologies for the circuitous route of getting this email to you. I have a new computer and have had issues with email addresses for some people. Some are there and some are not. Yours currently is not!
I’m not sure how I missed the article by David Hunt that you uploaded to the website on 16th September 2021, but I have only just discovered it. Being heavily into all things regarding 4566 and its pre-preservation history I was “intrigued” by some of the things that David said. Whilst I do not doubt that he was of an age to go “shed bashing” at Newton Abbot (sadly, I was too young as I was only 6 years old in 1960!) I am struggling to accept what he says, and in particular the doubt he has in relation to 4566 being the last engine overhauled at Newton Abbot Works.
He claims that inside the works was a 57xx pannier tank, No. 5775 and that was after the ceremony involving 4566. We are obviously talking about events which took place almost 62 years ago and so it could be accepted that proving the facts might be very difficult.
My approach to this was to contact the Great Western Trust at Didcot and this morning I received via email 5775’s records. They make an interesting read. They do indeed confirm that 5775 was at Newton Abbot BUT on 8.3.60 (for a Light Casual repair) and she was back at Pontypool Road on 4.4.60. She remained shedded there until 1.3.63 when she was at Swindon Factory for a Heavy General repair prior to sale to London Transport Executive on 30.4.63 as their L89. Subsequently she was purchased by the Keighley and Worth Valley Railway arriving there in January 1970.
How could 5775 be in the works in June/July 1960 when she is shown as being back at Pontypool Road by then?
My records show that 4566 entered Newton Abbot works on 15.6.60 for a Light Casual repair (ironically the same as 5775) and this was completed in time for the ceremony on 15.7.60. From information given to me by Mike Roach whilst 4566 was in the works the following engines were also recorded: 9646, 9655, 5174, 4087 Cardigan Castle, 5029 Nunney Castle. In a newspaper cutting in my collection there is a posed works photograph showing staff “finishing off” 4566 prior to the ceremony, with 1008 County of Cardigan alongside. There is no mention of 5775 being there at that time.
David says he is just being pedantic on the subject so I will have to be the same. Who is right, who is wrong? It’s a tough one to call but all of my research indicates that the last engine to be overhauled before the works closed to steam was 4566.
On a separate note, I would like to comment on the point raised by Roy Hart regarding 5775 being shedded at Pontypool Road but being sent to Newton Abbot for repair. As I have discovered, this is unusual but not impossible. 4566 was shown as being sent to Caerphilly Works for a Heavy Intermediate repair in January 1961 (16.1.51 – 15.2.51), When I first read this, I thought that it was a mistake but as it turns out it is not. When there was insufficient capacity within a works it was usual to send engines for repairs to wherever they could be fitted in.
I hope that all of this makes sense!
Wishing all CRS members, a belated Happy and Healthy 2022,
Regards
David Cook
(4566 Group)
A right puzzler - however an immediate reply from Sunny Asia - Roy Hart (Rangoon)
Dear Keith et al,
I cannot provide a solution to the 5775 conundrum, but I would suggest a possible answer on why 4566?
The issue was political. The matter would have been in the hands of the PR department, who would have made the running on orders from Paddington. Closure of the works was not exactly good news, so why not mask it by turning out a prettily painted and photogenic little tank locomotive to celebrate the local craftsmanship?
An overhauled pannier tank (if painting was approved) would have been turned out in unlined black - just not the same.
Of all the engines around the place on the given dates, it must be borne in mind that some were only there for a few hours' attention by a fitter, and none would have been very clean. A planned PR event required plenty of notice. 4566 fitted the bill, last engine to leave the works or not.
All of the above may seem rather cynical - but that's what the PR business is for.
All the best to you all from sunny Asia,
Roy
I cannot provide a solution to the 5775 conundrum, but I would suggest a possible answer on why 4566?
The issue was political. The matter would have been in the hands of the PR department, who would have made the running on orders from Paddington. Closure of the works was not exactly good news, so why not mask it by turning out a prettily painted and photogenic little tank locomotive to celebrate the local craftsmanship?
An overhauled pannier tank (if painting was approved) would have been turned out in unlined black - just not the same.
Of all the engines around the place on the given dates, it must be borne in mind that some were only there for a few hours' attention by a fitter, and none would have been very clean. A planned PR event required plenty of notice. 4566 fitted the bill, last engine to leave the works or not.
All of the above may seem rather cynical - but that's what the PR business is for.
All the best to you all from sunny Asia,
Roy
Many thanks indeed Roy, I am sure our readers will enjoy your and David Cooks post.