Mike_Walker

Going through my collection for something else I came across another variation not listed by Longworth. Set L360 comprising Class 116 DMBS W50083 and Class 121 DTS W56285 at Marlow on 22 September 1972. W50083 was a long time unique member of the London Division fleet and over the ears appeared in many different 2 and 3 car sets.

Yes, in addition to the unexpected crowds, the abiding memory of the day is the continual rain. Perhaps it wasn't the best idea to hold it on St. Swithen's Day! If anyone's in the area and wants to come along tonight, it's at the Bourne End Community Centre SL8 5SX at 7.30pm.

Sadly, fifty years on we've not been able to mark the 150th in a similar manner but l am doing a presentation to the Marlow & District Railway Society tomorrow on the history of the branch.

Chipping Sodbury still floods despite NR literally spending millions there and the Badminton lines were shut or reduced to single line (they are bi-directional) for some weeks earlier this year due to flooding and/or landslips.

We go back to wattle and daub. 😂

Graham, Not quite sure what you mean by: "Bourne End. I've no idea why it was set up like that" but station evolved, as do most, over the years. The run round loop alongside the bay was essential until regular auto operation of the Marlow Donkey started in the mid-1930s. The double junction allowed through working onto the Marlow branch in either direction from High Wycombe and was regularly used for rail-river specials to Marlow from far and wide in addition to daily through workings. Both the loop and double junction were removed early in 1956 when the South 'Box closed and the line layout was rationalised. Today it's hard to believe four tracks once headed out round the curve towards Marlow, merging into a single line before reaching the first crossing. I tried explaining this to GWR's Route School Manager a few years ago and he didn't believe me until I showed him the photographs! Much as I'm biased towards Bourne End, I do think something based on Dulverton has much to commend it.

My secondary school was called a "Technical High School". We had engineering and woodworking workshops and learnt things like technical drawing. Yet we had a head who distained such things. When I, and others, wanted to leave after O Levels and take engineering apprenticeships, he was appalled and tried to insist (unsuccessfully) we stayed on for A levels and studied the "arts". He even sent us all bus passes for the following term! The year after we left, its name was changed to the John Hampden Grammar School and all the technical aspects of the school were banished. This was despite the town already having a respected boys' grammar school. But those who wanted to study technical subjects were left we no opportunity until further education. Sadly, Bucks and High Wycombe are not unique and I suspect it might be even worse today given the risk adverse nature today - we had some spectacular "incidents" in the workshops in my time alone but nobody got hurt; apart from a singed ear from "Sir"!

As mentioned earlier, Hugh Longworth's 'British Railways First Generation DMUs' contains lists of WR (and others) set numbers for 1965, 1972, 1976, 1980, 1985, 1988 and 1990.

Having "endured" the WR Class 103s on a regular basis on the Marlow branch in 1970/71, none of the photos I took then or have seen elsewhere show set numbers when on the branch. However, on the KDH Archive there is a picture of W50413 and W56168 carrying the set number 113 (no prefix) on the Windsor branch on 8 July 1971. Hugh Longworth lists 50411/56166 as L111 in 1972 along with 50412/56167 as L112; 50413/56168 as P113 and 50414/56169 as P114. I have my own photo of 50414/56169 running as P201 at Paignton on 30 September 1972. So, it would appear these 4 sets got the 11x numbers sometime in the first half of 1971 which were still being carried when two were transferred to Plymouth early in 1972 then renumbered sometime after. I have photos of the WR London Division 117s and 118s wearing unprefixed 4xx set numbers in 1970 but with prefixes by 1972. The same applies to the Class 121 SPCs and their associated DETs 1xx and 2xx respectively with the last two digits corresponding to the last two digits of the running number.

It's not so much a question of capacity on the SWML down to Southampton but rather on the GWML. Since the May TT change which saw the full EL service launched, finding paths for the additional freights has been a challenge to say the least so any chance of using an alternative would be welcomed. Waking neighbours reminds me of a tale regarding Little Kimble on the Princes Risborough to Aylesbury line many moons ago. At the time, BR were working only a couple of passenger trains a day and the station building had been converted into a private dwelling. One night the peace was shattered by a heavy freight passing through and a again a couple of hours later. Next morning the home owner contacted BR to enquire what it was. The chap on the other end thought for a minute and replied: "Oh, that'll have been the new rubbish train (Northolt to Calvert) which we are starting." "You mean this will be a regular thing?" "Yes, and once we get up to speed it will be twice daily". "For how long?" "The initial contract is ten years." House was on the market within days!

Is it not the other way round...? 😁

According to my contact in GWR control yesterday, the line reopened with a 50 TSR from the start, certainly a "from the cab" view of the first train crossing on GWR's Twitter feed would support the 50 limit - certainly wasn't 20! GWR ran a couple of test trains on Thursday followed by the planned but unadvertised shuttles on Friday. NR had advised both GWR and XC that it "might be possible" to run public services on Friday and perhaps Thursday but both replied that they couldn't plan around possibilities and would stick to the advertised Saturday reopening thank you.

I understand there is a 50mph TSR in effect over the bridge for a couple of weeks.

No, it's an hourly public service. Running on a VST (Vert Short Term) plan which wasn't advertised in advance for obvious reasons. Full, normal, service from start of play tomorrow. Most freights today seem to either be diverted or cancelled but there do appear to be a couple later today according to RTT which includes the Banbury Road stone train so earlier reports that it would continue to be diverted until the earthworks consolidate appears not to be the case.

They did indeed on the Blue Pullmans and after the Midland sets were transferred to the WR canny passengers always booked 2nd class on the Bristol Pullman. It used the former LMR sets which had been all 1st class - the WR simply designated the seats furthest from the kitchens as seconds; presumably on the basis that if you were a second class passenger your meal might not be quite so hot as the waiter had further to walk! I agree about the quality of GWR Pullman dining - the last "silver service" dining on UK "ordinary" passenger services. Long may it continue despite the best efforts of DafT to kill it.

But the NR 'box was demolished soon after the resignalling about 10 years ago.

Good news! The south span was lowered onto the new abutment on Saturday and it didn't sink. Track, ballast and signalling currently being reinstated to allow the line to reopen as planned on the 10th, in fact freights might start on Thursday or Friday. Initially there will be a TSR across the bridge while the new earthworks consolidate and the heaviest stone trains will continue to be diverted for the same period. Excellent work by all involved.

Probably the camera angle or reproduction of the print, notice the angle of the rear. These drawings compare the FT with the most numerous of the breed, the F7. The only difference as built was the size and position of the number boards.

I had an email from Thames Water weeks ago (while the monsoon season was still with us) warning to conserve water to avoid a hosepipe ban!

Here's the two repatriated PAs in 2003. 16 unrestored at Albany OR and 19 undergoing restoration by Doyle McCormack at Brooklyn roundhouse in Portland. You may be wondering why it's now Nickel Plate 190 given its Santa Fe and D&H heritage. Well, the NKP was Doyle's hometown railroad as a boy and "It's my locomotive and I'll paint it how I want." He got a pair of trucks from a retired CP MoW vehicle that had started life as a GE "Erie" B unit and fitted an engine from a former British Columbia M424. The other one was going to be cosmetically restored to its original Santa Fe Warbonnet livery for the Smithsonian but I'm not sure if that's ever happened. On the subject of EMD noses, there were basically two styles which enthusiasts call "Slant Nose" and "Bulldog". The former was used on all E models (Except the E2 which had a custom design) up to and including the E6. The E7 saw the switch to the shorter, more upright Bulldog style for standardisation, part of EMD's relentless quest to drive down construction costs. The same style was also used on the E8 and E9. The Bulldog nose was applied across all F series models; FT, F2, F3, F7 and F9. The only real difference between the F version and those on the E8 and E9 was that the latter had flush number boxes whereas on the others they stood proud. The only use of the slant nose on a B-B unit was the six TA units built for the Rock Island in 1937, predating the FT.

Some of the GWR sets have had a reprieve and should be in service until Dec 2024 at least following some very robust discussions between the operator and DafT.

Unfortunately the next lot will probably be just as bad!

Sadly, when I read another forum where a large number of drivers (and ASLEF members) post it seems they are unanimously in favour of the current strikes over pay/conditions and a sizeable minority back the HST boycott too. What they seem to fail to realise is they are signing their own P45s. The longer these strikes continue the public will increasingly turn permanently to other modes; car, coaches or internal air services, and as a result the government will demand even more cuts to services and jobs will be lost by the thousand. Elimination of the driver by automation is many years or even decades away apart from things like Thameslink, Crossrail and the London Underground but it will come eventually. If we are honest, the present ASLEF and RMT disputes along with those in other public sectors are more political than seeking to improve the lot of the members. I, like many, voted for this government but now can't wait to see the back of it (even if the alternative turns out to be worse) but the way to remove them in a democracy is through the ballot box not strong-arm tactics by trade unions or any other unelected body.

Amazing how out of touch ASLEF is with its members. Drivers at GWR and XC are happy to continue driving HSTs it's only those at ScotRail that are objecting and they have been doing that since before Carmont. One has to ask what the outcome would have been at Carmont if a 158 or 170 had been involved. Far worse for sure. At the end of the day slamming into an embankment at 60mph with almost instant deccelaration is not going to be survivable in any type of traction.

Proof that 5801 did run in GWR livery with a BR smokebox plate. Barmouth as late as April 1957 as photographed by Keith Pirt.