The Leaf Train at Eastdon, near Dawlish Warren
Roger Salter
Roger Salter
08.10.2024 - Leaf train (RHTT) at Easstdon today. Copyright Roger Salter
Many thanks Roger
Memories of the North Cornwall Line
March 1977
By Roger Winnen
Part 5
02.04.1977 - Under the canopy at Wadebridge. Copyright Roger Winnen
02.04.1977 - Grogely Halt. Copyright Roger Winnen
02.04.1977 - The remains of Tower Hill Station on the North Cornwall Line. Copyright Roger Winnen
02.04.1977 - The remains of Tower Hill Station on the North Cornwall Line. Copyright Roger Winnen
02.04.1977 - Ashwater Station. Copyright Roger Winnen
02.04.1977 - Ashwater Station. Copyright Roger Winnen
02.04.1977 - Ashwater Station. Copyright Roger Winnen
Thanks Roger - more to follow.
The RHTT clearing the line
Jon Hird
The time of year has come around once again when the RHTT (Railhead Treatment Train) commences its work, travelling the south west spraying high-pressure water onto the railhead to clear the line of any leaves or leaf mulch which could be detrimental to adhesion.
The train, in our region worked by DB Cargo, is based at St. Blazey and is formed this year of 66179 and 66154.
The daily circuit seems to be a nighttime trip from St. Blazey to Penzance, then to Westbury, and then a daytime trip from Westbury back to St. Blazey, via various different lines.
The train, in our region worked by DB Cargo, is based at St. Blazey and is formed this year of 66179 and 66154.
The daily circuit seems to be a nighttime trip from St. Blazey to Penzance, then to Westbury, and then a daytime trip from Westbury back to St. Blazey, via various different lines.
66179 and 66154 top and tail the Railhead Treatment Train as 3S13 over Clinnick Viaduct on 07.10.2024. Heavy rain started shortly after the train had passed. Copyright Jon Hird.
A bonus going-away shot, the train will soon reach Pendalake Viaduct, beyond which lies the site of Onslow Sidings. The A38 road follows the line as far as Bodmin Parkway. 07.10.2024, copyright Jon Hird.
Shunting the CDA's
Jason Snow
We showed the below, excellent, photograph from Jason a few days ago, but inadvertently a low-resolution image was uploaded. Below is the same image but in a larger format - worth reposting as it's a very interesting, and now un-repeatable, image. Thanks, Jason.
08752 shunting a rake of cda's for loadeing at Rocks Dryers (Goonbarrow) prior to departure on 19th June 2023. Copyright Jason Snow. Re-uploaded in better quality.
Reflecting on the HST's
Andrew & Diane Jones
In the year that we are likely to see the premature demise of the groundbreaking intercity 125, I thought it was worth noting some known and not so well known facts about the class 253, 254 and 255.
Produced between 1975 and 1982, its widely held that 95 HST sets existed with the availability of 197 power units (43002 to 43198).
The HST was built as an interim measure, between traditional single locomotive hauled passenger stock and the introduction of the much heralded APT.
Sadly as with many new designs, APT eventually proved too costly to develop at a time when confidence in new railway technology was at an all time low and government interference, as now failed to look at the long term benefits of electrification and broader transport policy. (in my opinion).
However, fortune can sometimes benefit a seemingly hopeless situation and the more basic engineering design of placing power units at either end of a passenger set already utilised in the Midland Blue Pullman concept proved to me a master stroke.
Simplicity is a crucial part of good engineering design and this has been proven time and time again on the railways.
40 years on the HST is still returning reliable service against its rivals and the over sophistication with multiple power units and the overhead electric and diesel electric compromise will prove, in my opinion, ultimately to be a poor choice.
When discussing the merits of the HST, it is often quoted that Sir Kenneth Grange designed the initial locomotive, something that the general non railway media have promoted for years.
So to put the record straight, the design and construction was carried out by BREL at Crewe works with testing at the Railway Technical Centre in Derby.
However due to union disputes over the requirement for a second seat in the driving cab, the original deep prototype front window required widening to increase visibility and it was at this point that the prolific general designer Kenneth Grange came up with the aero dynamic and beautiful front end design.
Originally fitted with Paxman Valenta 12 cylinder High speed diesel engines at each end developing 2,250 hp, the overall axle target weight of 17.5 tonne was considered technically achievable and theoretically helped reduce track damage at high speed.
The characteristic whine from these engines gained many followers, but could be deafening on power up, if standing adjacent the power unit on the platform and I doubt would pass modern noise abatement standards, although the Australian XPT HST variant still runs with Paxman engines and is not due for decommissioning until 2027.
Mirrlees Blackstone MB190 were fitted to four units 43167 to 43170 between 1987 and 1996 but proved unsuccessful.
Today there are no power cars fitted with Paxman engines in the UK, although the 125 preservation group have fitted one to the prototype 41001 and reinstating 43044 for preservation.
Finally it is said that the introduction of the HST hastened the demise of the Westerns.
There was a proposal in the early 1980’s to produce an all electric version of the HST to be known as the HST-E, but this was superseded by the Intercity 225.
The HST holds the world speed record for a passenger carrying train achieving 144 mph north of York on the 27th September 1985.
I am sure other readers have stories to tell and hopefully I have not made too many mistakes.
For those that are interested please see below for a video I took on VHS, at St Austell station one evening in June 2000 capturing a Virgin Trains down service, complete with church bells ringing in the backgound. Please be patient, as the train arrives 3 minutes in and if you turn the sound up you will experience the Paxman Phenomena for yourself, although if you are into to this sort of thing, two class 37’s at full chat on the up 'Silver Bullets' through Bodmin Road took some beating!
Produced between 1975 and 1982, its widely held that 95 HST sets existed with the availability of 197 power units (43002 to 43198).
The HST was built as an interim measure, between traditional single locomotive hauled passenger stock and the introduction of the much heralded APT.
Sadly as with many new designs, APT eventually proved too costly to develop at a time when confidence in new railway technology was at an all time low and government interference, as now failed to look at the long term benefits of electrification and broader transport policy. (in my opinion).
However, fortune can sometimes benefit a seemingly hopeless situation and the more basic engineering design of placing power units at either end of a passenger set already utilised in the Midland Blue Pullman concept proved to me a master stroke.
Simplicity is a crucial part of good engineering design and this has been proven time and time again on the railways.
40 years on the HST is still returning reliable service against its rivals and the over sophistication with multiple power units and the overhead electric and diesel electric compromise will prove, in my opinion, ultimately to be a poor choice.
When discussing the merits of the HST, it is often quoted that Sir Kenneth Grange designed the initial locomotive, something that the general non railway media have promoted for years.
So to put the record straight, the design and construction was carried out by BREL at Crewe works with testing at the Railway Technical Centre in Derby.
However due to union disputes over the requirement for a second seat in the driving cab, the original deep prototype front window required widening to increase visibility and it was at this point that the prolific general designer Kenneth Grange came up with the aero dynamic and beautiful front end design.
Originally fitted with Paxman Valenta 12 cylinder High speed diesel engines at each end developing 2,250 hp, the overall axle target weight of 17.5 tonne was considered technically achievable and theoretically helped reduce track damage at high speed.
The characteristic whine from these engines gained many followers, but could be deafening on power up, if standing adjacent the power unit on the platform and I doubt would pass modern noise abatement standards, although the Australian XPT HST variant still runs with Paxman engines and is not due for decommissioning until 2027.
Mirrlees Blackstone MB190 were fitted to four units 43167 to 43170 between 1987 and 1996 but proved unsuccessful.
Today there are no power cars fitted with Paxman engines in the UK, although the 125 preservation group have fitted one to the prototype 41001 and reinstating 43044 for preservation.
Finally it is said that the introduction of the HST hastened the demise of the Westerns.
There was a proposal in the early 1980’s to produce an all electric version of the HST to be known as the HST-E, but this was superseded by the Intercity 225.
The HST holds the world speed record for a passenger carrying train achieving 144 mph north of York on the 27th September 1985.
I am sure other readers have stories to tell and hopefully I have not made too many mistakes.
For those that are interested please see below for a video I took on VHS, at St Austell station one evening in June 2000 capturing a Virgin Trains down service, complete with church bells ringing in the backgound. Please be patient, as the train arrives 3 minutes in and if you turn the sound up you will experience the Paxman Phenomena for yourself, although if you are into to this sort of thing, two class 37’s at full chat on the up 'Silver Bullets' through Bodmin Road took some beating!
Many thanks Andrew & Diane - an interesting and well-researched article and a wonderful video to boot. I hope that one day we can again, via a preservation effort, hear the scream of a Paxman powercar getting away from a station.