"The Black Hat" Photography Website

Hello all

Photography is all about doing your own thing. I quite like trying to find a different photograph, whether that be dancing/balancing on top of a fencepost, trying different weather conditions or different lighting levels at times of day. It all adds to some memorable events, some brilliant photographs, and often great company.

The next two galleries show trains at work, and moving around. However, all isnt as it seems. Some of the photographs were taken well into the night, making seeing settings on the camera difficult. The ones with the headlights were focused manually, looking for detail on the tracks infront of the glare of the class 66 (the protrait one I think is best). While these break with the established convention of the classic 35-45 degree train in sun doctrine, Im pleased with the results and it offers a much more artistic feel to my interest. Close ups of the 66 in Darlington and with trains passing another also are taken in that belief. One however, I have to admit was rushed (Picture 4), but the result is striking... the light of one 66 fills the camera while another passes at Newton Aycliffe station. It made for a quick photo taken more by chance as the passing 66 was leaving me no time to prep the shot any more - I had to press and take it - but as a litteral shot in the dark, sometimes luck is needed too.

The galleries focus on trains arriving at Darlington for planned engineering work. Running round before then leaving for the worksite. I decided to call off on the way home in the hope of something dark, artistic and certainly different. This afternoon I returned to see them dropping ballast and laying track the spectacle making good viewing from the overbridges.

Pictures of the event are here:

Darlington: http://www.blackhatrailwaypictures.co.uk/p347488292

Aycliffe: http://www.blackhatrailwaypictures.co.uk/p338581137

Hope you enjoy...

 

Hello all,

Pictures here from a trip to the Highlands and the chance to see the Jacobite running between Fort William and Mallaig. Thanks to all those enthusiasts that I have the chance to chat to, as well as the support crews working on the train and the train staff that made it all a brilliant few days away.

Pictures and the report is here;
http://www.blackhatrailwaypictures.co.uk/f513765616

“If a line were to be built it would have to be by spanning the valleys with stupendous viaducts and piercing mountain heights with enormous tunnels; deep cuttings would have to be blasted through the rock; and mile after mile of high embankments would somehow have to be piled on soft peaty moors.”

So says the WCRC leaflet available in Fort William, quoting the title of “The History of the Midland Railway”,first published in 1876. While Victorian diction and flamboyance with the language might be something worth quoting, WCRC are indeed proud to have an award winning service on one of the most scenic lines in the country; indeed the world. Ian Riley’s Black 5’s were the motive power for the trains this week, the K1 that I came to see and much adore, having returned south for maintenance. 45407 and 44871 were very much up to the task, being some of the best maintained examples of steam on the network. Even the locomotive owner was there, enjoying the atmosphere and working with the team on the train; while modesty not seeking the limelight he might deserve for owning, running and maintaining such fine locomotives, the track record of which many engine groups are more than envious to have.
Having made the trip to Scotland, it was great to see such a train in action amongst such great scenery. The amount of people watching the train came from far and wide and it was obvious of the importance the service had for the tourists and the local economy. While some enjoyed the spectacle of visiting an area, renowned for featuring a Wizard and a film others enjoyed the heritage aspect of seeing a British steam train from days past.

The Jacobite is world renown – its route, setting, friendly staff and the train itself make for a brilliant combination and lifetime experience. Perhaps the author of the History of the Midland Railway writing 137 years ago was more prophetic than he realised and I am sure would be impressed to find engines of Midland lineage working the line, alongside others, all these years later.

The leaflet ends quoting the book, “However, great the obstacle, they had simply one of four courses to take – to go over it, or go under it, or to go around it, or to go through it; but go they must.” Paraphrasing that seems the greatest tribute I can give to this sense of shared history and achievement. Today they had four options to take, they went over it, they went under it, around it and went through it. But go they must, Ian Riley and the WCRC team led, and I being proud and happy of my interest; followed.

Hope you enjoy.

 

Hello,

An update to the website tonight featuring the gathering of the A4s at Shildon for the Great Goodbye Event. While for me the main event will be the Monday evening photoshoot, here are some pictures of the line up on day 1, that will be changing during the week. The gallery on the website will be updated throughout the week.

Enjoy,

http://www.blackhatrailwaypictures.co.uk/p957206289

 

Sometimes engines don’t just define a time. They capture a sprit, an attitude and have the ability to be an integral part of the era from whence they came. So can be said about the A4. Sir Nigel Gresley’s design is one of the most iconic locomotives that graced railways. The curved front end that matched the Art-Deco era comes from a time of speed, style and success. While other engines had improvements and were rebuilt, the A4’s remained paramount and true to the idea of their basic design. To haul express trains, quickly to destinations, while their shape, power and image gave the PR departments of the day enough material to carve out flamboyant press releases that matched the imagination of enthusiast and the travelling public that saw or heard them at work. The echo or sound of the A4 chime whistle is unmistakeable and leaves a provocative impression.

Even after the post war period and nationalisation the design was altered little. Valences cleared and double chimneys were all that was pretty much done to the design that still thanks to its looks, power and reputation held the top roles and the most prestigious duties.

So, unlike many of his other designs Gresley’s A4s soon developed a cult status. Over the years the A4s have legions of followers, all who descended on Shildon to see the collection of the surviving A4s together. They travelled far and wide, from Japan, the state of California in the USA and from areas of Europe, such as Germany. All to Shildon, the birthplace of the railways and to a museum baring the name of the world’s first steam locomotive.

No doubt the forbearers of the A4 such as Stephenson and Hackworth would have approved of the celebration to mark the anniversary of Mallard reaching 125 mph. The Locomotion Museum and its staff marked the event with a brilliant display of engines, a north eastern friendly welcome and a venue that is world class. The public engine enjoyed the spectacle of seeing the engines grouped together, with 5 stood around the apron that marked the front of the Collection building, while the other gave brake van rides or platform access during the week.

The Night Photography sessions during the week also gave enthusiasts the chance to see the collection together, in a stunning line up, the like of which may not be repeated. While some enthusiasts during the day bemoaned a lack of such a sight for their minimal contribution, the fact remains that overwhelmingly the public and greater significant majority liked the engines on the apron, and seeing them in space spread out allowed them to walk freely and get up close and personal.

The week showed what can be achieved with an event that wants to bring information and experience to the public and enthusiasts alike. It also really marked a change in attitude, where railway events and line ups are now no longer the sole privilege of the watching enthusiast fraternity. Instead events will be for all, while elements cater for that demand and a price will be expected for it. I advocate that it is the best way forward to maintain and expend the hobby and interest for others to see and enjoy. No doubt that really is the testament of this week at Shildon, that it has given the interest and subject a positive image and reflection to many others. The A4s are superb examples of engineering and brilliance, of continued maintenance in nationalisation and into preservation. What better way to celebrate Mallards 125 run than not just celebrate that moment, but to enhance that to celebrate and enjoy the class of engines that were the A4s and the survivors seen at Shildon over this festival. To use them as just one example of what railways are capable of, to encourage others to find more. Should that happen, Stephenson, Hackworth, Raven, Gresley, Townsend and Cameron would unite in saying that this event would mark that occasion and idea perfectly. Thousands from all over the world agreed and they came to Shildon to see it for themselves. I was just one of over 125,000, but proud to be a part of it.

A review and pictures of the week can be seen at the following page on my Black Hat website:

http://www.blackhatrailwaypictures.co.uk/f815564053

This as well as pictures of the charter to the event here:

http://www.blackhatrailwaypictures.co.uk/p870610390

Feedback, comments on the pictures are available on the website, as are the pictures to be printed and purchased if desired.

Enjoy,

David
aka the Black Hat

 

And so it was over. With the Great Goodbye finished, the engines were soon to separate and to their different ways. It was said they were to ‘disperse’. Terminology is important these days.
Mallard was retrace its steps back to York, this time towed by Union of South Africa, a more fitting colleague than Olton Hall in the guise of Hogwarts Castle the last time a few years previously that saw Mallard moved from Shildon to York. See here: http://www.blackhatrailwaypictures.co.uk/p92754489

With an early departure the engines escaped at Shildon, were seen at Heighington and passed the bridge over the Skerne. Finally keeping up with smoke under the bridge at Parkgate junction, it was best to head to Eaglescliffe. As expected the station was busy, Mallard had with its sisters captured the headlines. The crowds were big given it was a light engine move, and once the run round was all but complete it was time to head to Yarm to be prepared for the run over the viaduct.
An enjoyable morning, with another memorable shot, as the two made their way over the Tees, the real objective for today’s exercise.

Pictures of today’s journey can be seen here:
http://www.blackhatrailwaypictures.co.uk/p847607949

Enjoy,

David
aka the Black Hat

 

Hello all,

Pictures from the railtour of the Wansbeck, featuring K1 62005 and B1 61264.

Pictures: http://www.blackhatrailwaypictures.co.uk/p645121452

Report:

The weather over the north east proved to be dry. Dry in every sarcastic sense of the word. While the rain did hold off the wonderful panoramic views of the north east that this tour would encompass would evade most passengers thanks to fog, low cloud or mist. Each similar but giving different visions in different places.

It made photography difficult. Photographs had to be taken fairly close to the line or subject, meaning some views and locations were a right off. Despite this, some pleasant photos were taken, ones like the back streets near Blyth, over Blyth bridge and the viaduct near Crag Hall.

The one place the sun did shine was around Teesside, no smoggy reputation for Middlesbrough today, but it was short lived. Passengers with vertigo need not worry around the cliff top near Skinningrove, you probably didnt seen the edge.

Despite this, the chase was fun, the tour beat me to a few places, Kirthleatham near Redcar being one. Some shots were difficult due to the mist being too thick.

The engines performed superbly. The note between the larger wheeled B1 and the smaller K1 was noticeable. Credit must go to the two groups that turned out the machines so well. The K1 has a great reputation on the mainline, but the B1 since its overhaul has impressed many. It is indeed a sad fact that only one K1 and two B1s remain.

The chase was long, the day enjoyable and for many the novelty of top and tailed steam proved to give it an added factor. Heres hoping for the same engines next year and better weather!

Enjoy,
David
aka the Black Hat

 

Hello all,

5 galleries have been updated on the website. Links and reports on the action is below....
Something for everyone with a big update to the website of things that have been happening lately throughout the North East of England. The most recent has seen 68007 Valiant being sent to the North East on route refreshing and traction update work for drivers.

The new DRS locomotive was seen around Bowesfield box and Nunthorpe before skipping the Battersby section despite me charging over there to find it. With it recessing in Middlesbrough it gave the chance to be back in front and seen at Eaglescliffe. Pictures of this are below:

http://www.blackhatrailwaypictures.co.uk/p824017258

Staying with diesel and the Wensleydale held is annual diesel gala earlier in July. This year saw a great selection of motive power and companies support the line. The event proved a great success and hopefully has given the line a much needed boost to support its aims as it recovers from landslips which have been detrimental to the lines ambitions this year. Despite the mainline engines on the air set (60091, 66719, 37218 and 20303 with 20305) all working at various points the lines own fleet backed up by 31271 also made good on the other set, the visiting 31 being in brilliant condition, sounding great and perhaps the real star of the gala in the end.

Pictures of this event can be seen here:
http://www.blackhatrailwaypictures.co.uk/p45685052

With everything happening in July, attention turned to the mainline again, this time rather than the usual steam, but diesels working in support of the visit of the Tour de France. Here, trains were seen around Leeds, with missing the action of the Saturday having been at RAF Waddington airshow...

Class 67s, 47s were seen amongst the East Coast trains and Northern units at work.
http://www.blackhatrailwaypictures.co.uk/p7095484

Finally, something for all the steam fans out there with Locomotion turning into an embassy of the GNR. The Sterling Single was united with its original tender, while the C1 made a visit to Shildon ready for the launch of the model by Bachmann announced in July. The pair were joined by the N2 1744 in matching GNR livery. Also seen is the NER J21 65033, looking somewhat forlorn, but also a reminder that preservation is more than about engines that grab headlines.... and for me remains the Cinderella of railway preservation.

http://www.blackhatrailwaypictures.co.uk/p403508281

The last gallery update is huge, being the trip down to the Great Central Gala for action at Swithlands Sidings.

Here engines seen were the NRMs own Brit 70013 Oliver Cromwell, the 8F 48624, Lambton Tank No. 29, 78019, N2 1744, Pannier L92, 9F 92212 prior to turning green and also Southern 777 – although me true to form didn’t point the camera at that one much.
The gala proved just how versatile the arrangements on the GCR can be. That its double track means operation and activity is much her compared with other lines. The signalling also is something to enjoy, with the pegs pulled off showing trains coming and going. The line might not boast the best sincere compared with others, but for a collection of engines such as this, and the mix of types of trains, this gala surely ranks as one of the best this year. The GCR also have a great potential with the branch to Mountsorrel and the activity at Swithland, although if a halt was built at the latter, trains on the branch could call here and access the main with a feeder shuttle. It would be much quicker and easier than the bus shuttle the railway put on for this event, commendable though that was.

As such, with such activity, the gallery for this is a massive 80 photos!
http://www.blackhatrailwaypictures.co.uk/p1050096033

Hope thats enough interest for browsing tonight!

Enjoy!

David
aka the Black Hat

 

Should be 92214

 

Hello all,
News here from a trip to Whtiby and for views that will fast become the staple photographs of trains running round in Whitby's new second platform.

See here; http://www.blackhatrailwaypictures.co.uk/p760858762

The NYMR was rightly pleased to have the chance to expand its operations to Whitby when plans for the sencond platform were drawn up. For years this has been a goal and now the line has achieved it.

The route remains interesting, and today I was more curious about the new operation, and how changes to the infrastructure would result in new photographic oportunties. The day did not disappoint.

At Grosmont, the Falsgrave gantry, as it was - has been installed with working levers controlling the signal arms and bringing a new photos to be taken. One wonders why they painted the gantry white as it has soon turned black underneath given the level of activity seen underneath the NER designed structure.

While having to stop to confirm the train is in the possession of the token at both Grosmont and arrival at Whitby the opperation seemed smooth. It is a shame that this token method is not done by signal crews at Grosmont or Whitby but that can be a goal for the future. I did wonder where NYMR staff that stay at Whitby are to work from and think that the line should quickly arrange for them to have somewhere to go, as I did note a small area on the station that had a container there. If not, some arrangement needs to be made, before winter arrives.

At Whitby the station staff did grand work, detraining the passengers arriving and quing those wanting to leave due to the narrow platform. This while the engine and crew run round. New photos are soon to become the established shots. Ones in the station were taken today, while new ones will be departures next to Bog Hall sidings, and the foot crossing.

The day was quite a success and loadings were massive for the trains. It is nice to see the line and its plans being a success - long may that continue.

Enjoy,

David
aka the Black Hat

 

Hello all,
News here from a trip to Whtiby and for views that will fast become the staple photographs of trains running round in Whitby's new second platform.

See here; http://www.blackhatrailwaypictures.co.uk/p760858762

The NYMR was rightly pleased to have the chance to expand its operations to Whitby when plans for the sencond platform were drawn up. For years this has been a goal and now the line has achieved it.

The route remains interesting, and today I was more curious about the new operation, and how changes to the infrastructure would result in new photographic oportunties. The day did not disappoint.

At Grosmont, the Falsgrave gantry, as it was - has been installed with working levers controlling the signal arms and bringing a new photos to be taken. One wonders why they painted the gantry white as it has soon turned black underneath given the level of activity seen underneath the NER designed structure.

While having to stop to confirm the train is in the possession of the token at both Grosmont and arrival at Whitby the opperation seemed smooth. It is a shame that this token method is not done by signal crews at Grosmont or Whitby but that can be a goal for the future. I did wonder where NYMR staff that stay at Whitby are to work from and think that the line should quickly arrange for them to have somewhere to go, as I did note a small area on the station that had a container there. If not, some arrangement needs to be made, before winter arrives.

At Whitby the station staff did grand work, detraining the passengers arriving and quing those wanting to leave due to the narrow platform. This while the engine and crew run round. New photos are soon to become the established shots. Ones in the station were taken today, while new ones will be departures next to Bog Hall sidings, and the foot crossing.

The day was quite a success and loadings were massive for the trains. It is nice to see the line and its plans being a success - long may that continue.

Enjoy,

David
aka the Black Hat

 

Hello all,
Pictures here from the NYMR Gala where the Western Region made efforts to represent all that was good about Swindons design and thinking.
http://www.blackhatrailwaypictures.co.uk/p179097900
To be fair, thats and awful lot to think and talk about. Engines like the 28xx and the Castle were renown for being reliable and powerful. Nunny Castle put in some impressive performances on the NYMR metals. Its a shame such an engine like the Castle is not resident as its power if not its looks certainly felt right at home. However, Western pedigree being what it is, the Castle looked resplendent taking change of the various rosters asked of it.
The 28xx again proved powerful, making light work of the loads it was employed with and the light rail order 25mph speed limit being something it can handle with nonchalance rather than effort.
Pictures show the Western engines at work, while Hawksworth Pannier 1501 was found at the shed, a shame as it working would have been a personal highlight like that of the Castle.
Enjoy,
David
aka the Black Hat

 

Hello all,

Photos of the Special run to mark 50 years to the day of the line closing on what would become the NYMR.

Pictures can be seen here: http://www.blackhatrailwaypictures.co.uk/p574628012

50 years ago it all finished. Like many other routes across the network, the lines from Whitby would see many go, with just one service retained - all in the name of; progress, efficiencies, modernisation. So it was to be. For then the world was looking forwards, getting rid of old technologies, of Empire and finding a new Britain, with a new sense of itself. So it was to be – apparently.

Some saw things differently, that learning from the past and preserving what we had a right to be proud of was just as important. Within years the NYMR was formed and from its initial start, came years of toil, years of work to one of, if not the most successful preserved railways anywhere in the world. The return of the engines that hauled one of the last railtours on the line was indeed special. For me personally more so, having an interest and affection for K1, 62005 but as ever and just like that initial tour all those years ago - Gresley’s K3 again took centre stage.

The fact that this special ran today is indeed a marvellous triumph for the ideal that railway preservation has lots to offer, be that interest, friendship and enjoyment for all those that visit, share the passion, or volunteer. Indeed, today’s celebration was as much an achievement of success as it was a thank you to the service and memory of all the volunteers that have been a part up unto this day.

While the invited guests enjoyed their luncheon many others looked on as the two LNER designed moguls made ease of the train that conveyed their place into yet another NYMR milestone. Seeing the train at Whitby gave chance to follow its progress along the Esk Valley. Speed restrictions and new workings allowing a rare chance to see it again at both Grosmont and Goathland.

I’m sure in the future that the NYMR will still be the vanguard of progress and of being a fantastic tourist attraction for the region, that offers a view of yesterday, both today and tomorrow. Long many that continue, for the next 50 years and many more beyond.....
David
aka the Black Hat

 

Hello all,

Pictures from todays visit: http://www.blackhatrailwaypictures.co.uk/p433084352

The last day of the NYMR “50th Anniversary ‘closure’gala” really saw the clock put back to the mid 1960s. With motive power quite befitting the occasion the line up of engines was really quite believable –well, save for Gresley – whose presence at galas on the line is a given while in steam. The motive power and crews made splendid work of the day. The K1 and K4 were paired throughout and Black 5 Eric Tracey, and BR standard 4MT 76079 were both kinds of engines that visited the line, or were seen frequently respectively.

However, the gala allowed frequent use of the line to Whitby, with no Northern winter Sunday service, allowing the sight of two steam trains in the seaside terminus at once – sadly a photograph that escaped. The NYMR now has the issue of its sheer size. Given its length the ability to see all the action now means more than one day consecutively, perhaps even more, especially if travel is included. White this is indeed a cause for celebration, developments on how it continues will be interesting although the rewards of running to Whitby are clear given the obvious increase in passengers.
With the increase in service to Whitby, I spent most of the day off the NYMR proper. I found vantage points that I had hitherto not tried or for many others were rare. There is no doubt that some of these in time will become as iconic as the rest of the NYMR, particularly ones between Grosmont and Goathland. Whitby station given the way trains run round is already seeing the reverse into the headshunt and the run round view from the car park as favourites.

2015 marks a turning point for the NYMR. 50 years since it was due for closure but also marks its return to Whitby and a full season with the increased service into its own second platform. What a year it will be...
Enjoy

David
aka the Black Hat

 

Built by the North British Railway between 1849 and 1862, the Waverley Route between Edinburgh and Carlisle was one of the more memorable lines lamented when it was controversially closed in 1969. No one at the time expected it to return. In the decades since the narrative was that buses and cars would be the mode of transport. The train had had its day.

Few thought it would return, but the case was won and the re-named Borders Railway will aspire to emulate the interest and service its ancestors worked so hard to achieve and in the end built a reputation so respected that the lines closure marked scenes of defiance and hostility to a service they wanted to keep. Today the mantle for such a reputation to be rebuilt is passed to the care of Scotrail, who run the units and crews that carry the new passengers back and forth. Thanks to Network Rail, the line is very well built, its single line sections easily able to cope with the regular and punctual nature of the service. Its impressive infrastructure allows for trains to reach speeds far higher than the nearby road and allow quick and efficient service.

The opening Borders Railway of the borders railway was a fitting occasion for HM Queen Elizabeth II to celebrate passing the milestone of becoming the longest serving Monarch in British History and that of its founding nations, England and Scotland. It was a case of a railway being restored to its local community; of a traditional method being the best way of going forward to serve its local population. So like the railway being reinstated, so the Monarch reaffirmed her place as Head of State, of serving the people that she is dutifully placed to govern over.

The occasion saw the attention of two Queens on the day. One of mettle, the other of metal, for while Her Majesty was conveyed along the length of the journey to view the railways return for herself, the other Queen on display was none other than the locomotive 60009 Union of South Africa which could easily display the qualities required of a Monarch, having a grace, majesty, presence and reputation that few others can match. Not since the 8th June 1961 had an A4 locomotive been roistered to head the Royal Train, conveying the Queen, with the honour on that occasion falling to 60028 Walter K. Wigham. On this occasion, the Royal Train itself was made up of a collection of different stock, for the short turn to Tweedback from Edinburgh Waverley, rather than the standard set. Even despite railway tradition being as steeped in protocol as that of events for Heads of State, the A4 was given a special headboard to carry atop of its number rather than the traditional four lamps that befits a train for the Monarch. Still, the event proved to be one of great significance of a railway reopening a full line again, the likes have not been seen for close to a century.

The following day, Union of South Africa returned to more traditional duties on the following day of the Borders Railway reopening. Here the engine was at the head of a service to allow the public to experience the lines return by means of heritage traction. The services, organised and supported by Scotrail are a part of the new Franchise offering steam services and heritage operations to bring more tourism to Scotland and build on successful operations elsewhere. The charter also showed the complexities of modern operation, with some regular Scotrail services suspended to allow the charter to pass through. Speeds compared with regular traffic were reduced, although in places, the charter seemed to be running well. Union of South Africa was supported on the day by Class 67 67026 Diamond Jubilee which was needed to haul the charter back to Edinburgh owing to no run round facility at Tweedbank.

Picture of all these events can be found in the gallery below:

http://www.blackhatrailwaypictures.co.uk/f553066263

 

Flying Scotsman is an engine that instantly is recognised by its name. Its fully history is often overlooked by many enthusiasts and public alike, due to the amount of information and stories attributed to the engine. This is the one that many think anyone who works on a railway, or did has been near, seen, touched or driven.

The protracted overhaul has been a source of some controversy in the recent past, however, its control and management from Ian Riley and his engineering company have brought development, success and conclusion. Gresley himself would be proud of how the engine has been returned to traffic and the decision by the NRM to fit the engine with its A3 boiler, and brief for it to be returned as an A3 in its purest form has been a masterstroke. Now, rather than forcing the design to its maximum power and stress, Ian Riley and the team have restored an engine that was seen to be in excellent condition and prepared as such. The engine seemed to be perfectly balanced, powering easily and running free. Riley and the team are rightly proud of their achievement and this will not be the only post and topic this year that ventures admiration and praise for what the company and this man have done.

On the day, with Scotsman in black, the weather seemed equally dark. Driving rain, spray and cold blotted many photographs and caused blur on some. The chase started at Carnforth before venturing to Tebay, where the photo is cropped and not brilliant. Its included more as a token for the day and its place shows that even good photographers (to which I have modestly been described as one) have days where conditions make it very difficult. Really I was too far away, going into rain with Scotsman at speed. The A3 charging north could have been seen at Penrith only to be bowled by a stopping train in the station. Scotsman screamed through charging north.

I caught the train again at Culcaith seeing Victorian signalling in action as trains were brought through from one line working. Finally a charge for Ais Gill was more in hope than reason as it was dark and again things went blurred. End score, very much in favour of the A3. Scotsman 3 v Black Hat 2. But what a day…

http://www.blackhatrailwaypictures.co.uk/p177584721

 

The Great Central offers a unique perspective on preservation for the viewer. With having two tracks it is able to give the visitor an insight into a by gone era. Here the infrastructure and stations are as important as the trains many think of first. Seeing sections clear, signal arms raise and dip in orchestrated diligence was a sight to behold and enjoy. The detail of this work really pays dividends by allowing more trains, to run but also safely and in a way that is fast disappearing from the modern railway today. Indeed, the sight of two passing and of stations where trains come frequently means that it can be a faster pace of action, of interest compared with many other railways that have become as established as this.

Great Centrals staff were by and large friendly, and welcoming. I found those responsible for getting my paperwork processed to join the friends and go lineside most helpful. Equally, some of the crews both on engines, stations and stock were more than welcoming and offered great company.

It was brilliant to see the line from various other vantage points. I took safety and the instructions most seriously, but also found other great enthusiasts happy to share their knowledge of the area and interest when venturing trackside.

The four days allowed me the chance to explore and get various other photographs. I tried to survey the line and get photos from different areas. Leicester North was tried on day two, before other areas around Quorn, Rothley, and Swithland across the weekend. Highlights of the engine roster were the appearance of 70013 Oliver Cromwell as well as 78018 which was a regular engine from my own home turf of the North East and entering steam for the first time in preservation.

Pictures of the event can be seen at the following link;

http://www.blackhatrailwaypictures.co.uk/f719456636

 

My report and link to my photographs taken:

http://www.blackhatrailwaypictures.co.uk/f393251402

The Great Central railway often is an excellent example of the sights and sound of a railway running as they used to, years ago. The railway does have a nice character and quality to it, but on gala events, with TPOs and freights running too, the railway takes on yet another dimension.

Photos in these two galleries taken over the Weekend of the 28th and 29th January 2017 show the railways winter gala in all its splendour. In many ways, the weather added to the atmosphere, with sunny spells allowing glorious photos mixed with challenging conditions for lighting, but then sometimes gave an excellent backdrop.

The railways home fleet has quite an impressive line-up. The mix of midland region engines like the Black 5, 8F and Ivatt 2 gives of a nice midland feel. The other elements like the BR standards such as Cromwell and the BR Standard 2MT add to put the fleet in the right general period and context, and while the resident Hall on the line might not be in keeping with geography the matching rake of chocolate and cream coaching stock makes the engine fit in well. Indeed, these also go nicely with Cromwell and the Ivatt 2 out shopped in the western green style.

For many the Southern engines were an attraction, the Q class joining the King Arthur class engine that is resident on the line. Its true that many did like seeing the pairs together, but personally, the Great Central winter gala allowed some excellent chances to photograph the double track railway and its infrastructure with trains that could have been thought to have been on the great central, midland, or western region in the dawn of a year in the early 1960s.

 

Hello all,

Pictures here from a visit to Anglia last year; http://www.blackhatrailwaypictures.co.uk/f161248184

Locomotive haulage on the National Network is returning to be seen in various parts on a more regular basis. Some is due to passenger growth, others for seasonal traffic, but some is due to unit shortages as the various units are doubled up or repaired.

In Anglia, the Franchise was hit by a number of unit failures, resulting from overhaul programmes or repairs needed due to incidents. This brought need for one set to be used and DRS supplied two class 37/4’s that had been used on summer seasonal traffic. The Short set idea in its modern current term owes much to the Anglian operation, even if drags had also seen whole sets with the class 90 still attached dragged to the coastal destination in Great Yarmouth. In various years class 47s were used before, supplied from various sources and the current DRS moved in when the last supplier, Cotswold Rail folded.

Yet, with an incident involving a crossing leaving Anglia short on units, Network Rail were forced to offer alternative traction as a replacement. DRS had no further 37/’s to offer, with the rest being used for the Northern Franchise operation on the Cumbrian coast. As a result DRS sent in class 68 engines to work alongside their older EE stablemates.

It saw the meeting in regular operation of venerable traction meeting that which will be the next generation. Class 68, with 3,300 horsepower is a far more modern, powerful and efficient machine compared with the older English Electric designed class 37. The load of three coaches and a 68 on the back allowed the Caterpillar powered diesel to accelerate away from stops with tremendous speed, not unlike a Voyager or car with a turbo when opportunity allowed.

Anglia also allows the trains to be seen in much different scenery. The flats and rivers give many chances for excellent vantage points and the spectacle of seeing engines with boats or swing bridges was rather different than back home with hills, gradients or the more modern mainline operation.

While I suspected that this operation might not last as long as it has, the time spent in the area focusing solely on this allowed an interesting insight into what could be seen in other areas if chance, operational necessity and costs can allow.

This meeting of old and new was also fascinating to compare what had been and what will surely be seen more in the future. Already class 68 is on the Chiltern operation and will soon be deployed to Transpennine. As passenger numbers continue to grow, and the network edges more to capacity its probable that a return to express work is more likely in the future for locomotive haulage to make a comeback. However, that aside, Anglia has shown it could still be used for branch line work and wouldn’t that be marvellous!

 

Pictures here, from the Four Track Scotsman event: http://www.blackhatrailwaypictures.co.uk/p583236429

Report is below:

It was an early start to be ready to see something that perhaps would be a once in a lifetime experience. Four trains running along the mainline at the same time, in staggered formation. That’s what was planned as Virgin Trains East Coast joined with the National Railway Museum to showcase Azuma, the next trains to work the ECML alongside its predecessors, being Intercity 125 and 225 sets which are still in use, and A3 No. 60103 Flying Scotsman.

Scotsman was to lead the Azuma, 91 set and HST, towards York from Tollerton, while the cameras from helicopters and those lineside tried to capture the event. It was all possible thanks to an engineering work closing the busy racing stretch of the ECML, allowing the trains to be positioned for what many in the politics world would call a ‘photo-op.’ After all – that’s precisely what it was.

The dawn sunrise saw the formation move off and pass ‘Half-way’, the sign erected by the LNER as the line was halfway between London and Edinburgh. The light and angle made the photo rather difficult, but on hearing that the formation was to pause en-route, it suddenly became a fact that the chase was on.

Running back to the car and driving to the next bridge saw me with seconds to spare, I ducked down alongside the now obligatory high security fencing to try and get an angle and see past the overhead wires. It worked of sorts, and the photo of the four was taken. The dawn sunshine still made it all rather difficult if honest, but the formation had to pull up at the ‘Sidings’ – an infamous local hotel where the various VIPs and press staged the interviews and filmed the formation standing on the line where shortly daily service would resume and 125mph would be the order of the day, just 1.5 miles per hour slower than Mallards record breaking run but done now with trivial regularity.

The time gave me chance to park up and join the masses to the south of the Sidings and as the light grew the hundreds there waited, while at homes across the country people woke and ate breakfast while the news of the morning carried pictures of the event across TV or social media.

Finally, the formation got underway, but the Azuma sped off breaking the formation and disappointing many that had chosen this place to wait and see it for themselves. With York south being the end of the four line ECML, I went to the York By-pass road, and saw each set arrive one by one. From here it was to York station, where the crowds had gathered and pipers played as the Virgin spin machine went into gear. At the station the trains were all there in some kind of line up, the platforms and masts breaking up the scene. I walked round to the south and from a favourite vantage point saw the HST sets leave and then Azuma, Scotsman and the NRM’s Deltic, 55002 all leave simultaneously, with the latter eventually able to take part in the event.

It was case of looking to the future, to see what will be coming. I don’t doubt that such a line-up will take place again, especially on the move, railways are just not built for that, even if the photo-op was possible to put together. Azuma will become the future, and the nod to the past in a way that almost signified the transfer of duty of transporting millions of passengers on one of the most busy, historic and best built and maintained express lines in the world – will soon be its to perform.

In many ways, it has a lot of hard work to do. The standard has been set very high and this event using the venue, and engineering pedigree it showcased simply confirmed all that and more.

 

The Black Hat v's The Great Britain X

http://www.blackhatrailwaypictures.co.uk/f405108430

The Great Britain is the pinnacle of the rail tour season within the UK. Its land cruise style itinerary sees the train survey the far stretches of the rail network, as day by day it traverses the various lines and stations around the country. In the past, the tour has suffered from various issues, like engines being replaced and found out of gauge causing replacements, or with steam bans and operators certificates being revoked forcing diesel haulage. Thankfully, this year, there was little of that.

Indeed, for sticking to plan the 10th Great Britain tour went largely according to plan. Starting in London the train was hauled to York by none other than 60103 Flying Scotsman and the plan was to hand over to A4 Union of South Africa, but with some teething trouble left from the repairs and test runs it was not to be. As the WCRC class 47 brought the train north, the outpost of Fort William had another Riley machine raise steam to come to the rescue. Here 45212, was dispatched to Edinburgh ready to meet the train for Day 2.

It was first seen crossing the Forth Rail Bridge, a sight that looked stunning and marvellous. Both displaying precision in engineering, both looking resplendent in 2017. From here, the train was then seen again crossing the Tay and then meeting with NELPGs K1 in Perth. The drive across the Highland mainline saw both engines working on a line unique with character.

A highlight was for the third day and the K1 to take the train to Kyle. The scenery here was looking great – open moorland with occasional rivers, in and amongst lochs and mountains. The engines performance matched such an occasion, its power rating which I think is underrated making look as if the duty required was easily undertaken. Often the K1 would be seen and pictured looking natural in these surroundings, a nod perhaps to the work done on the Jacobite or North Yorkshire Moors, but in fact this was pioneering territory for 62005 – a first visit for this class to Kyle.

Day 4 saw the return down the Highland Mainline, crossing the Culloden viaduct and seeing the train dwarfed again by engineering structures. While the two black mixed traffic machines thundered southwards, opportunities were found to see them en-route, including Slochd summit, before then pressing on to see them in Gleneagles, the station providing a find backdrop for the tour to pass through.

My final day chasing saw K1 haul the train to Fort William, seen south of Faslane before then around Crainlarich, and onwards towards its destination. The weather was superb and lit the scenery around the engine superbly even though it was heading north and seen often facing into the sunlight. At Fort William, the tour would return to Glasgow behind the 47, while the K1 and Black 5 crews could appreciate their duties here were concluded.

In fact, the work performed of both in Scotland was a marathon in terms of work done and duties performed. Crewing for days solid often saw late serving and early starts while those chasing and those on the train were still waking, visiting or resting. The performance of the engines showed much of their professionalism and dedication; enthusiasm combined with a tremendous effort. Each displayed the best traditions of a railway workforce, that quite proud and consistently high standard to perform the duty required of them, and get their passengers to their destinations. Each had different reasons to be satisfied – NELPG with working and rostered for 4 days solid on the tour and positioning moves beforehand while the Black 5 came having been found wanted and duly arrived to perform seeking no fanfare, just respect and gratitude that was offered freely.

Indeed for those doubting previous performances, West Coasts operation also went well, coping with the often fast paced and change to events that could have caused massive disruption. Their performance much improved and with safeguards like diesel traction giving assistance a hint to both the dry conditions as well as their increased appreciation of procedural operation over reliable tradition.

In many ways the trip was memorable, the engines the scenery, the crews, the performance the sights. Events like a K1 in Kyle and a Black 5 on the Forth Rail bridge. Chatting and making new friends in the chasing pack that followed the tour, to seeing one of railways and preservations biggest ambassadors in the background gratified a girl lead by her dad to see and admire a Black 5 on the blocks in Inverness. It’s those special moments when you witness something remarkable and were there at the time with a camera and a black hat to record it for others. Truly this part of the tour was Great, but then I’d expect nothing else chasing the Great Britain X.