Discussion in 'What's Going On' started by steamvideosnet, Jun 30, 2017.
34107 was named Blandford Forum.
34014 was Budleigh Salterton and was rebuilt.
Ooops. Silly mistake. It is definitely 34107 and thanks for pointing out its correct name!
What a brilliant day out! The performance from Clan Line with 12 on was magnificent. Congratulations to everyone who made it possible. Can we have this repeated every year? Why stop at celebrating 50?
Given the intensive use being made of the loco in the past week I think a big thank you is owed to the long suffering support crew who must have got up at silly o'clock in the morning more times than is good for them. Another thank you should also go to the Wayne and the other DBS crew, I know they are being paid but the enclosed cab of a MN for hours on end is not the most pleasant place to be in the heat we have had over the last week or so.
If you talk to any of the DBS Crews, they view their steam duties as an honor but i agree an MN cab is a very hot office, so thanks must go to all footplate crews both DBC, and West Coast, for allowing us the spectacle of seeing steam on the mainline in 2017, when it could have been so different.
Thank you for that John. Yes, given that MNLPS are known not to be given over to hyperbole, I think we can safely describe the past week as "very satisfying"! Actually, the engineers, MNLPS support crews and DBC crews are absolutely delighted with how she has performed - and they know there's more to come.
It's a matter for conjecture how many other main-line engines have come straight off overhaul and done five charters in seven days, all of them with very heavy trains. You are right; many in the team have got up at silly o'clock to prepare the engine and/or 'go out on the road' as support crew, whilst there are a few others who haven't even seen their own home - let alone a bed - very much in the past several days! Ah well, some respite now until the next job - on Saturday! Onwards & upwards..........
Clan Line looked and sounded superb at Pirbright on Sunday as she charged through at what I'm guessing was close to 75mph. Great to see her back and performing just as well as she always has.
Interesting read Wayne. Rowlands Castle is also my local. Small world!
Mentioned by a few up thread West Byfleet probably was the place to be Sunday, I was there, but at just the wrong moment so was a down fast and an up stopper... Photos and video from Mottisfont and Dunbridge, Fareham Viaduct, Liss and West Byfleet on the return...
My video from Sunday's spectacular run, captured at Whitchurch and Andover on the outward* , Milbourne Port, Mottisfont and Rowlands Castle on the return. Big thanks to all at the MNLPS, DBC, UKR and NR for all their hard work in running these fantastic tours!
* there should've been another shot from the outward. Unfortunately, I hadn't learnt my mistakes from the day previously with 34052 (AVOID STONEHENGE!), and so I got to Tisbury at the exact same time as the train did. Never mind...!
There was a warning of long delays at Stonehenge on one of the electronic signs on the A303. In my experience going to Tisbury on a summer weekend is usually quicker via Salisbury, I got there from Winchfield about 15 minutes ahead of it.
Clan line worked as hard as any Merchant Navy would have worked on the Belle or Ace so it was a great achievement more than 50 years on many thanks to all involved I would never expected to spend a day travelling behind a Merchant Navy 50 years ago! !!
Finally managed to upload my token gesture of the occasion after a small issue and a busy week, here's Clan Line heading towards Buriton in fine style.
Thanks for being there. This was one of the most impressive climbs of the day.
Hello, although it is a little past the event (sorry) l thought l would provide my experience of the trip.
Owing to the shifted times, the decision to drive to Three Bridges to get a train to London was made as this would give us more options for return trains (more on that later). As we knew we would be mainly sitting down for a length of time we went to London Victoria (it was good to see the tour stock waiting at Battersea) and walked down to Parliament Square and across the Thames for the South Bank then to London Waterloo itself.
Leading up to the day of the trip itself the only problem l thought there could be was the spell of hot weather and the chance of an imposed steam ban. So it was a relief when walking a good way along Platform 19 that reassuring wisps of steam could be seen. After managing a few pictures around 35028 we walked almost the length of the train again to take our seats in Coach ‘H’. This is a good time to say that this tour had quite a few ‘firsts’ for me: first with UK Railtours / HRT, first behind 35028, first out of a London Terminus and first with DBC as the Train Operator. I had originally booked us on the Atlantic Coast Express and transferred to this one when it was postponed.
We were delayed leaving Waterloo by trespassers (an all too common problem) on the line. After about a 15-minute delay, with a whistle and a ‘helping hand’ from the ’66 we were off. Progress was measured until we crossed to the Fast Line at Wimbledon West Junction, passing Rayne’s Park at 48, Surbiton at 62, Hersham at 73 then Weybridge at 75. Please note that l was using my ‘phone as a GPS device so quoted speeds may differ from others.
On the run-in to Woking we were parallel with a 455 so there was an extended time for the exchange of waves. There is a re-tweet of a video taken from the 455 on 35028’s Twitter page. On leaving Woking we were still 14 minutes late and up to 55 through Brookwood, passing Farnborough (Main) at 74 and then an appropriate 76 at Fleet. The train slowed to pass Basingstoke at 15 but after passing Worting Junction ‘normal service’ returned: 74 at Overton, 75 at Whitchurch and Grateley at 69.
We had a short wait outside Salisbury, which meant we were still 9 minutes late arriving into Salisbury where the water tanker was waiting. After the relaxed break we were away right time. Tisbury was passed at 64 then a stop at Gillingham (Doorzet) as a passing loop. The memorable part of the next section was passing through Gillingham Tunnel when the carriage filled with the result of what the fireman was doing at the front.
Those who wanted to leave the train at Sherborne were well shepherded to the correct carriage due to the length of the platform. At Yeovil Junction we had to wait for the train to make a reversing manoeuvre before alighting. This meant that most of ‘H’ and all of ‘J’ were off the platform.
We passed the three hours at Yeovil Junction in un-hurried fashion: patronised the barbeque (twice) then the real ale and saw everything that was on display, enjoying the ‘Rambler’ chuffing up and down. We could also watch 35028 - which was turned soon after we arrived - shunting about. Its support carriage was also turned later. To be topped-up with coal 35028 was taken across the main line to the Up Sidings. It was strange to have the tour stock accessible all the time, which was a plus. After collecting her support coach 35028 ran around the stock and coupled to Coach ‘J’ then reversed the train to a point where the points to return to the mainline could be operated. After some allowance for boarding we were away for the return journey right time. Now being nearer the front of the train we had some excellent background noise to look forward to!
After boarding was completed at Sherborne there was a lot of noise but no actual progress - a metaphor for something? I did postulate at the time that the loco had stopped in a way that the pistons could not apply enough force to get the train moving forward. It was not long until the train rolled backwards a short distance and away we went. Templecombe was passed at 68 then we had a repeat experience passing through Gillingham Tunnel. We avoided the possible stop at Gillingham as the train we were due to pass was already there. Tisbury station was charged through at 73.
The stop at Salisbury left me a little perplexed: all the indications that we had pointed to it as being a watering stop, but there was no sign of the tanker, so it was just a pathing stop. Those in ‘Eating’ Class were requested to not mess up the food service by staying put .We departing Salisbury on time and reached a maximum of 72 through Dean to then stop at Romsey (no reason given, but we were early). We also reached Eastleigh in front of schedule so waited at a red signal. There was a saluting whistle passing through Eastleigh and its depot.
The next scheduled stop at Hedge End was indeed for watering and all had to remain on board. Towards the end of the stop there was a sudden blast of a siren; on moving away there was a Policeman who obviously wanted to ‘have a word’ with those who had possibly ventured trackside.
On leaving Hedge end we made good progress, passing Portchester and Cosham in the 50s. We entered the West Coastway (Farlington Junction) at 43 but slowed for Bedhampton (17) and Havant was passed at 21. After Havant there was the ‘left turn’ onto the Portsmouth Direct. On the way up to Buriton Tunnel the speed remained in the 30s (Rowlands Castle at 46). Probably the highlight of the day, a fine effort! On the other side, Petersfield and Liss were flown through at 67 and 69 respectively.
It was on the approach to Haslemere that was the start of the delays: we were cruising along then came to a sudden stop. Although there was a nice old house and garden to look at, it did seem to be an unexpected halt. After a short time there was an announcement that we had passed over an Emergency Speed Restriction location (TPWS activation?) and that we will be underway again after the ‘reset’ procedure. Therefore this meant we arrived at Haslemere 8 minutes late. Here was the second and final stop for water (we could get off the train this time). This also included those in ‘food’ class as long as they had got past the dessert course. At Haslemere we were passed by a service to Waterloo. The signaller may have given us a chance to be off first as both signals were at red until the other train had boarded.
We left Haslemere 13 minutes late, passing Witley at 53 and Milford (Surrey) at 60 and slowed for Godalming (30) and subsequently stopped at Farncombe. We were informed that there were signalling problems, which were adding to our delay. After restarting, Shalford Junction was passed at 47 then slower on the approach to Guildford (21). By the time we stopped at Woking the delay was half an hour, which was trimmed to 24 minutes due to not using all out allotted time. We then passed West Byfleet at 60, 67 through both Byfleet & New Haw and Weybridge, slowing slightly for Walton-on-Thames then Hersham (63) and 68 through Esher and Surbiton.
The rest of the journey back to London Waterloo was some ‘slow then go’, arriving at 11:12 pm, 27 minutes late. 356028 made a grand sight at the buffers.
I hope everyone on the train who stayed on until London Waterloo managed to get home okay, as it was then “Waterloo Moonlight” time. We had missed the train that would have given us a connection at Clapham Junction to change for Three Bridges. Getting to our local Station was already impossible: hence the drive earlier. l had already worked-out a Plan “B”: we walked along the South Bank to Blackfriars – where a ‘party boat’ noisily navigating the river passed - and caught the 23:52 to Three Bridges, arriving home at 01:15.
I would like to thank those who made the tour possible. You can only have one actual day to mark the half-century since the end of steam on the Southern Region – something l am too young to have experienced – so l believe this was a fitting way to mark it.
Here are some photographs; the first is at London Waterloo in the morning.
35028 on the turntable at Yeovil.
Finally, back at London Waterloo.
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