Diesel Day at Bodmin
Plus some thoughts on the 200th Anniversary of rail
Andrew & Diane Jones
Unquestionably the class 47 is the face of archetypal 1960's diesel electric design, bringing together a standardised layout combined with the simplicity of electric transmission.
In terms of affection amongst the railway fraternity other designs such as the class 52's are more prominent, although they posed reliability problems from the start and as with most mechanical transmission systems there were more moving parts to go wrong!
Incidently talking about reliability, i cant help thinking that the class 175 dmu's are history repeating itself and I sometimes wonder that accepting hand me down infrastructure is sensible, especially as these units do not have the capacity of the hst's they are replacing and are already 25 years old and have a history of unreliability, possibly why Wales finally replaced them, only time will tell.
So it's fair to say that out of the many early diesel designs, diesel electric was always going to win in the race to replace steam.
512 class 47's were built making them the most numerous class of British main line diesel locomotives.
(To put this in context the Stanier Black Five totalled 842 and BR was responsible for the manufacture of almost 1000 steam locomotives to its own design between 1948 and 1960.)
Class 47 production spanned the mid 60's from 1962 to 1968. With a power output of 2,750, later derated to 2,580 bhp to improve reliability and a route availability of 6 or 7 the class was versatile both in its capability for freight and passenger duties.
From Wikipedia as of July 2024, 76 locomotives still exist as class 47s, 32 of which have been preserved including six maintained with mainline running certificates. A further 33 were converted to class 57s between 1998 and 2004. These statistics might well have changed recently so they are only a guide and there are many enthusiasts out there that probably have updates.
Progress has not been kind, with diminished freight traffic, especially coal, we will not see their like again and unfortunately time is not on their side, reliability is becoming an issue as we have seen with the 57s on the sleeper.
Over the years there has been much discussion about the 1955 modernisation plan with criticism of the huge waste of resources and the early scrapping of many modern steam designs and non standard diesels, some with service lives of less than 5 years, however the 47s have given sterling service and still have the potential to head turn in our rather bland and sterile railway environment.
Moving on, this being the 200th anniversary of the Stockton and Darlington railway (although wooden plateways existed in the 1600's), it is interesting to see how far technology has improved our transport options.
Michael Portillo, a champion of railways as a whole, gives a good potted history in a recent BBC documentary on the 200th anniversary and is well worth watching.
Generally in engineering terms prime movers such as steam and the internal combustion engine have not moved on since their invention, yes they have become more efficient but in reality until the intervention of electronics and new materials Stephenson and Nikolaus Otto would easily recognise many aspects of current products.
Even in the world of electric transmission, London had a fully working underground system in 1890 with the majority of services electrified by 1905 and how many of us remember the battery powered milk float!
So what of the future for our rail system?
Without freight there are many uncertainties.
HS2, even amongst die-hard railway enthusiasts, seems a colossal mistake given a fraction of the costs could improve rail connectivity throughout the UK.
Diane and I have been driving an electric car for 6 years now, and in that period even friends that thought we were raving mad are now considering embracing the new technology.
Recently I took our car for its annual service. The technician said it's embarrassing to charge a customer £200 when there is so little required to check; no oil change, regenerative breaking reducing brake wear to a minimum, no clutch, no gearbox, led lights, no coolant as we know it! Is anyone listening in the railway fraternity?
Railways certainly put Britain on the map, we led the world, but regulation and design is now impacting on its very survival.
Embracing pure electric traction has always been constrained by cost in the uk, unlike the rest of Europe, battery technology is as rare as the Bodmin beast especially as its relatively simple to retrofit in the average locomotive or powercar.
We are now seeing the next level electric road vehicles reminicent of 1920's challenging the very existence of our extensive rail network with the price of a rail ticket amounting up to six times the cost per mile of an EV.
Without a drastic reappraisal it's conceivable that we could even face another Beeching.
Railways were built to move large quantities of commodities and people from A to B cheaply at relatively slow speeds, but their vulnerability lies in the size of the UK.
It is still economic in countries like Australia and the USA to move freight over vast distances but try and transfer that concept to say moving Imeries waste sand to the south east and unbelievable as it may seem, there is no appetite to explore the options.
We desperately need victorian entrepreneurs and invention....
Returning to my original coverage of the class 47, to some extent it illustrates our love of the past, but until our railways catch up with the 21st century the vulnerability of running the sleeper with life expired locomotives poses the question - in reality is there really a future? And, will we be celebrating the 300th anniversary of our railways - or will it be the 100th anniversary of the EV!
In terms of affection amongst the railway fraternity other designs such as the class 52's are more prominent, although they posed reliability problems from the start and as with most mechanical transmission systems there were more moving parts to go wrong!
Incidently talking about reliability, i cant help thinking that the class 175 dmu's are history repeating itself and I sometimes wonder that accepting hand me down infrastructure is sensible, especially as these units do not have the capacity of the hst's they are replacing and are already 25 years old and have a history of unreliability, possibly why Wales finally replaced them, only time will tell.
So it's fair to say that out of the many early diesel designs, diesel electric was always going to win in the race to replace steam.
512 class 47's were built making them the most numerous class of British main line diesel locomotives.
(To put this in context the Stanier Black Five totalled 842 and BR was responsible for the manufacture of almost 1000 steam locomotives to its own design between 1948 and 1960.)
Class 47 production spanned the mid 60's from 1962 to 1968. With a power output of 2,750, later derated to 2,580 bhp to improve reliability and a route availability of 6 or 7 the class was versatile both in its capability for freight and passenger duties.
From Wikipedia as of July 2024, 76 locomotives still exist as class 47s, 32 of which have been preserved including six maintained with mainline running certificates. A further 33 were converted to class 57s between 1998 and 2004. These statistics might well have changed recently so they are only a guide and there are many enthusiasts out there that probably have updates.
Progress has not been kind, with diminished freight traffic, especially coal, we will not see their like again and unfortunately time is not on their side, reliability is becoming an issue as we have seen with the 57s on the sleeper.
Over the years there has been much discussion about the 1955 modernisation plan with criticism of the huge waste of resources and the early scrapping of many modern steam designs and non standard diesels, some with service lives of less than 5 years, however the 47s have given sterling service and still have the potential to head turn in our rather bland and sterile railway environment.
Moving on, this being the 200th anniversary of the Stockton and Darlington railway (although wooden plateways existed in the 1600's), it is interesting to see how far technology has improved our transport options.
Michael Portillo, a champion of railways as a whole, gives a good potted history in a recent BBC documentary on the 200th anniversary and is well worth watching.
Generally in engineering terms prime movers such as steam and the internal combustion engine have not moved on since their invention, yes they have become more efficient but in reality until the intervention of electronics and new materials Stephenson and Nikolaus Otto would easily recognise many aspects of current products.
Even in the world of electric transmission, London had a fully working underground system in 1890 with the majority of services electrified by 1905 and how many of us remember the battery powered milk float!
So what of the future for our rail system?
Without freight there are many uncertainties.
HS2, even amongst die-hard railway enthusiasts, seems a colossal mistake given a fraction of the costs could improve rail connectivity throughout the UK.
Diane and I have been driving an electric car for 6 years now, and in that period even friends that thought we were raving mad are now considering embracing the new technology.
Recently I took our car for its annual service. The technician said it's embarrassing to charge a customer £200 when there is so little required to check; no oil change, regenerative breaking reducing brake wear to a minimum, no clutch, no gearbox, led lights, no coolant as we know it! Is anyone listening in the railway fraternity?
Railways certainly put Britain on the map, we led the world, but regulation and design is now impacting on its very survival.
Embracing pure electric traction has always been constrained by cost in the uk, unlike the rest of Europe, battery technology is as rare as the Bodmin beast especially as its relatively simple to retrofit in the average locomotive or powercar.
We are now seeing the next level electric road vehicles reminicent of 1920's challenging the very existence of our extensive rail network with the price of a rail ticket amounting up to six times the cost per mile of an EV.
Without a drastic reappraisal it's conceivable that we could even face another Beeching.
Railways were built to move large quantities of commodities and people from A to B cheaply at relatively slow speeds, but their vulnerability lies in the size of the UK.
It is still economic in countries like Australia and the USA to move freight over vast distances but try and transfer that concept to say moving Imeries waste sand to the south east and unbelievable as it may seem, there is no appetite to explore the options.
We desperately need victorian entrepreneurs and invention....
Returning to my original coverage of the class 47, to some extent it illustrates our love of the past, but until our railways catch up with the 21st century the vulnerability of running the sleeper with life expired locomotives poses the question - in reality is there really a future? And, will we be celebrating the 300th anniversary of our railways - or will it be the 100th anniversary of the EV!
47306 runs round its train at Bodmin General during the Bodmin Railway diesel gala. 27.09.2025, copyright Andrew & Diane Jones.
The last train of the day is led up the hill by 50042 'Triumph' with 47306 adding some weight on the rear at Charlies Gate. 27.09.2025, copyright Andrew & Diane Jones.
Many thanks Andrew & Diane - some interesting thoughts and valid points, and some nice photos too.
A trip to Torbay
Guy Vincent
One of our occasional visits to Dartmouth this week was blessed with plenty of sunshine and plenty of railway interest.
Paignton Queen's Park. GWR 2-8-0 4247 stabled next to the car parking area with a modern classic Royal Enfield Himalayan E5 motorcycle close by for company. 24.09.2025, copyright Guy Vincent.
7827 Lydham Manor which was working trains to and from Kingswear. 24.09.2025, copyright Guy Vincent.
Shunter 03371 in Paignton yard. 'Built Swindon 1958' so as good a pedigree as any of the steam locos on the line! 24.09.2025, copyright Guy Vincent.
37703 receiving fitter's attention inside the maintenance shed with 37275 behind. 24.09.2025, copyright Guy Vincent.
D3014 Samson with coaching stock. 24.09.2025, copyright Guy Vincent.
Many thanks Guy - looks like you picked a good day for a visit!
'Triumph' in action
Jon Hird
With this weekends diesel gala reportedly marking the end of 50042's time in traffic at Bodmin for the foreseeable future, it seemed important to capture some photographs of 'The Beast of Bodmin' before she is stopped for an overhaul.
Super power on the Wenford goods! 50042 leads the 1420 Bodmin General - Boscarne Junction demonstration freight away from Bodmin General on 27.09.2025. This section of line has recently been cleared by the railway and offers the passengers aboard a great view of the landscape. 27.09.2025, copyright Jon Hird.
The goods arrive back at Bodmin General at 1457. 27.09.2025, copyright Jon Hird.
With the light starting to fade, 50042 rounds Quarry Curve with the 1620 Bodmin Parkway - Bodmin General. 27.09.2025, copyright Jon Hird.
The same service from 'on high' as the train passes Walker Lines industrial estate. The Boscarne branch, namely the recently cleared spot where the first photograph in this article was taken, can be seen in the background. 27.09.2025, copyright Jon Hird.
The driver applies full power as 50042 lifts the final train of the day away from Charlies Gate, the 1725 Bodmin Parkway - Bodmin General. On the lane, Andrew Jones is taking his photograph of 47306 and I am stood alongside keeping out of his shot! 27.09.2025, copyright Jon Hird.
The Bodmin Railway diesel gala continues today, Sunday 28th September.
If you'd like to hear the hills of Mid Cornwall reverberating with the sound of a 2700bhp English Electric 16CVST this is likely your last chance for a while.
For more details, click here.
If you'd like to hear the hills of Mid Cornwall reverberating with the sound of a 2700bhp English Electric 16CVST this is likely your last chance for a while.
For more details, click here.
Swindon Sulzers & Freight
Ken Mumford & Colin Pidgeon
33025 and 33207 lead an empty coaching stock move through Swindon en route to Bristol to be used in tomorrows 'Royal Duchy' railtour. Seen passing Highworth Junction near Swindon Station. 27.09.2025, copyright Ken Mumford.
47812 on the rear of the train. 27.09.2025, copyright Ken Mumford.
Over at Swindon Station, Colin catches 66021 on 6W04 Hinksey Yard to Llanelli. 27.09.2025, copyright Colin Pidgeon.
66051 t&t 66097 on 6W05 Hinksey Yard to Llanelli. 27.09.2025, copyright Colin Pidgeon.
Many thanks once again to 'The Swindon Duo'!
The class 33's in Kens photographs are heading to Cornwall today (28.09) - times etc. available in our Railtour Calendar.
The class 33's in Kens photographs are heading to Cornwall today (28.09) - times etc. available in our Railtour Calendar.
Exeter St. Davids
Guy Vincent
150246 & 150233 on the 1640 Paignton-Exmouth standing where, in years long gone classes 42, 45, 46., 47, 50 and 52 used to wait daily on expresses bound for the south west. 24.09.2025, copyright Guy Vincent.
66054 arrived unexpectedly with china clay tankers bound for the adjacent Exeter Riverside yard. After dropping these off it returned west to Par. 24.09.2025, copyright Guy Vincent.
66054 waits to run into Exeter Riverside Yard to drop off the loaded JIA wagons. 24.09.2025, copyright Guy Vincent.
66054 waits to run into Exeter Riverside Yard to drop off the loaded JIA wagons. 24.09.2025, copyright Guy Vincent.
The contents of the loaded wagons, from Par Harbour. 24.09.2025, copyright Guy Vincent.
An Edinburgh - Plymouth Voyager, ex Avanti West Coast, arriving at P4. 24.09.2025, copyright Guy Vincent.
Many thanks Guy - you timed it well to catch the freight.
Class 56 at Westbury
Guy Vincent
56051 back at Westbury again, currently stabled next to P3. No idea what it will be used for (yet). 26.09.2025, copyright Guy Vincent.
56051 back at Westbury again, currently stabled next to P3. No idea what it will be used for (yet). 26.09.2025, copyright Guy Vincent.
Thanks again Guy. Always good to see these out and about.