The Caledonian Gallery

The Caledonian Gallery http://caledoniangallery.fotopic.net/ 27 rows en-gb 60 Royal Sovereign returns http://caledoniangallery.fotopic.net/c1597269.html The much-awaited Electric Scot Tribute tour of 15.10.08 saw a magnificent 87002 'Royal Sovereign' take twelve blue & grey coaches plus a dead loco in fine style over Shap and Beattock. Despite the trailing load of some 550 tons, the loco had no difficulty gaining time on the schedule once the standard WCML farce had been negotiated at Oxenholme. A slack at Tebay saw her lose her feet completely over a wet patch, with the resultant tell-tale smell of hot metal accompanying huge wheelslip for a hundred yards or so. Finding her feet once again, she charged up the bank to pass the summit at 72mph. The ten-mile climb up Beattock was taken in similar style, with arrival in Glasgow being late solely due to pathing issues. The AL7 Clan passed a splendid afternoon in the pub, with much reminiscence about times past, only to return to Central to learn that a last minute problem had seen Royal Sovereign failed with a faulty battery charger. Reports of fire on the loco would appear to be wide of the mark; she will, I'm sure, be back shortly. Big thanks to Rail Blue for turning the BSO especially for my/our benefit. Good on ya! Roll on the next time! Wednesday 15 October 2008: The much-awaited Electric Scot Tribute tour of 15.10.08 saw a magnificent 87002 'Royal Sovereign' take twelve blue & grey coaches plus a dead loco in fine style over Shap and Beattock. Despite the trailing load of some 550 tons, the loco had no difficulty gaining time on the schedule once the standard WCML farce had been negotiated at Oxenholme. A slack at Tebay saw her lose her feet completely over a wet patch, with the resultant tell-tale smell of hot metal accompanying huge wheelslip for a hundred yards or so. Finding her feet once again, she charged up the bank to pass the summit at 72mph. The ten-mile climb up Beattock was taken in similar style, with arrival in Glasgow being late solely due to pathing issues. The AL7 Clan passed a splendid afternoon in the pub, with much reminiscence about times past, only to return to Central to learn that a last minute problem had seen Royal Sovereign failed with a faulty battery charger. Reports of fire on the loco would appear to be wide of the mark; she will, I'm sure, be back shortly. Big thanks to Rail Blue for turning the BSO especially for my/our benefit. Good on ya! Roll on the next time!

15th October 2008 saw the long-awaited return of a Seven to the main line. Some said the day would never come after the shambles of 29.12.07 but I was always confident. Dawn has yet to break as 87002 stands at International with 1z87.....

Ten minutes later and there are signs of daylight; a view of 'Royal Sovereign' on Platform 1

Any comment from me would be superfluous here .....

The shot everyone wanted but only a couple of us got; big thanks to the steward who had sense enough to let us off for a phot when the adjacent road was pulled off. :-)

But what's all this hubbub? It's

Journey's end; Platform 11 at Glasgow. Job done.

Never has an 87 been so popular..... not least with the rotund gentleman on the right who is normally to be found with a lump of brass in his right hand!

Once the adjacent unit had cleared, scope for some more shots.......

'Royal Sovereign' viewed from behind the hydraulic buffers at Central

The obligatory seminar; a selection of proper Seven bashers and a few newcomers interspersed.

Published in The Caledonian Gallery

]]> Wed Oct 15 2008 Class 87 Farewell - Long Marston 2008 http://caledoniangallery.fotopic.net/c1526065.html A last chance to bid farewell to the WCML's premier traction before most of them are 'refreshed' and sent far away to spend their remaining days in Bulgaria hauling - if reports are true - trains of sulphuric acid. Not exactly a joyous occasion, then - it reminded me of Doncaster Works on 27th Feb 1982.... - though better that most of the Sevens be sent abroad than scrapped. On a much happier note, 'Royal Sovereign' looked quite superb (even if she's in blue and not IC.....!) and is set for a return to main line working. Bring it on :-) Saturday 7 June 2008: A last chance to bid farewell to the WCML's premier traction before most of them are 'refreshed' and sent far away to spend their remaining days in Bulgaria hauling - if reports are true - trains of sulphuric acid. Not exactly a joyous occasion, then - it reminded me of Doncaster Works on 27th Feb 1982.... - though better that most of the Sevens be sent abroad than scrapped. On a much happier note, 'Royal Sovereign' looked quite superb (even if she's in blue and not IC.....!) and is set for a return to main line working. Bring it on :-)

End of the line......

A selection of 'Seven spares - air tanks, dampers etc....

Pan-less she may be, but if nothing else there was lots of meat on 87027's tyres.

'Wolf of Badenoch' stands, defiantly magnificent to the end. Heavily stripped and destined only for the torch, she still has a commanding presence. Many will miss her.

The line up - 87009 / 034 / 020 / 025 / 003 / 017 / 011 / 006 / 013 / 004 / 021 / 030 / 033 / 014

'City of Birmingham'

'William Shakespeare' Another machine to end its working life with an out-and-back Glasgow trip - 1S55 1M31 - 87034 was in blistering form on its swansong; I timed 1S55 covering Carlisle - Motherwell in 56mins 37secs, with quite a bit of intermediate running which was, shall we say, flat out. Fabulous :-)

'North Briton' - a machine whose final diagram was nothing less than The Royal Scot to Glasgow, for 1M34 back. What finer way to bow out? Alas it may yet not escape, however. Time will tell.....

'Borderer'

The undoubted star of the show - the beautifully-restored rail blue 'Royal Sovereign' stands, spotlessly gleaming - a magnificent tribute to the hours of hard work put in by the AC Loco Group. A return to main line operation is imminent, if the rumours are true :-)

'Patriot'

The mighty 'Iron Duke'

'City of Glasgie' and many classmates

'The Black Prince'

'City of Glasgow' still looks in fine shape.

'John o' Gaunt', which had a return to glory for a day (the 'skoda down the coast' farce) working Crewe - Euston and return. Yes, I and a handful of others had it. If only it hadn't dumped its fire bottles when reversing onto 1A41 on the Sunday, I'd have cleared it for 10,000. But it wasn't to be. Cheers then!

'Britannia'

The utterly magnificent 'Robert The Bruce'

Two well-travelled Scottish friends - 'Black Douglas' and 'Robert The Bruce'

'Black Douglas'

'Thane of Fife'

87014 at the opposite end of the line-up to 87009, with 87033 / 030 / 021 / 004 / 013 / 006 / 011 / 017 / 003 / 025 / 020 and 034 sandwiched in between.

'Knight of the Thistle'

'Highland Chieftain'

'Kenilworth'

'Lord Nelson'

'Lord Nelson' may well be doomed; the rest of the line up should be more fortunate.

'Earl Marischal' and 87032

87029, 87023 and 87032

Class 87 traction motor and huge nose suspension arm to counteract the massive torque it can generate.

Detail on 87006

Enough said.....

Evidence of many years' paintwork on the rubbed-down sides of 87003

'Royal Sovereign' seen between two classmates

Evidence of an oil leak, and much accumulated road crap, on 87017

87018, 87029, 87010 and 86215

Gold buffers. Unmistakeably 'King Arthur'

'King Arthur'

87009 faces the doomed 87027

If anyone really wants to know, I can explain how the 'check-digit' extra '7' is generated.....

No.1 power pack rectifier group inside 87028. Thanks to Paul Steane for enlightening me with some of his considerable knowledge!

'Cock o' The North' inside the shed - now carrying the number 87022-0.

Published in The Caledonian Gallery

]]> Sat Jun 7 2008 Long Marston Open Day, 9th June 2007 http://caledoniangallery.fotopic.net/c1299043.html Saturday June 9th brought an unexpected and promising event in the shape of an open day at Long Marston, a site not normally open to the public. For us diehard AC followers, this of course meant the chance to have a look, perhaps for the last time, at the 16 Class 86s and 19 Class 87s stored off-lease awaiting further use - or more probably scrap....... Alas the main attraction - the 87s - were inaccessible other than by taking the shuttle DMU which ran past on an adjacent line. A great shame; perhaps next time...... Credit is however due to the organisers for the AL6s being shunted round into a displayable location. I've included shots of all the 86s, but not all the 87s; I thought having nineteen near-identical photos was stretching it a bit! Included are all the various livery changes they underwent once off-lease and de-branded. Also included are a few English Electric veterans, and a solitary 'grid', among other things! All in all, an interesting day, and a rare chance to photograph these stored locomotives. Roll on next time, and hopefully a better look at the Sevens. The sight of no less than nineteen of these incomparable machines lined up together, was one I shall not forget easily. PS A note on names: the names quoted are those orignally applied to the AL6s, in the late 1970s. This is not the time or place to catalogue the numerous and often ridiculous subsequent names applied, particularly by Anglia. Saturday 9 June 2007: Saturday June 9th brought an unexpected and promising event in the shape of an open day at Long Marston, a site not normally open to the public. For us diehard AC followers, this of course meant the chance to have a look, perhaps for the last time, at the 16 Class 86s and 19 Class 87s stored off-lease awaiting further use - or more probably scrap....... Alas the main attraction - the 87s - were inaccessible other than by taking the shuttle DMU which ran past on an adjacent line. A great shame; perhaps next time...... Credit is however due to the organisers for the AL6s being shunted round into a displayable location. I've included shots of all the 86s, but not all the 87s; I thought having nineteen near-identical photos was stretching it a bit! Included are all the various livery changes they underwent once off-lease and de-branded. Also included are a few English Electric veterans, and a solitary 'grid', among other things! All in all, an interesting day, and a rare chance to photograph these stored locomotives. Roll on next time, and hopefully a better look at the Sevens. The sight of no less than nineteen of these incomparable machines lined up together, was one I shall not forget easily. PS A note on names: the names quoted are those orignally applied to the AL6s, in the late 1970s. This is not the time or place to catalogue the numerous and often ridiculous subsequent names applied, particularly by Anglia.

Immediately upon arrival, the visitor is greeted by The AC Loco Group's immaculate 86401 (E3199, Feb 1966) 'Northampton Town', sporting its unique NSE livery. I was never a fan of this colour scheme, but there's no doubting the standard of work carried out on the loco as a whole.

86247 (E3192, Dec 1965) 'Abraham Darby'

Unexplained dent on 86245's no.2 end cab.

Three Anglian machines at the end of the line-up of eleven AL6s - 86260, 86250, and 86217.

86260 (86048 / E3144, Mar 1966), 'Driver Wallace Oakes G C'

86250 (E3189, Nov 1965), 'The Glasgow Herald'

86217 (86504 / E3177, Sep 1965), 'Comet'

86245 (E3182, Oct 1965) 'Dudley Castle'

The only AL6 present still carrying its plates....

Reunited after a separation of a dozen or more years.....

86228 (E3167, Sep 1965) 'Vulcan Heritage'

86246 (86505 / E3149, April 1966) 'Royal Anglian Regiment'. A storming machine - until Anglia broke it, that is.

86248 (E3107, Oct 1965) 'Sir Clwyd / County of Clwyd'

Remains of what was once a Brecknell-Willis pantograph, atop 86248 !

86234 (E3155, June 1966) 'J B Priestley O.M.'

86229 (E3119, Oct 1965) 'Sir John Betjeman'

86251 (E3183, Nov 1965) 'The Birmingham Post'

From left to right: 86251 / 86229 / 86234 / 86248 / 86246 / 86228 / 86245 / 86247 / 86260 / 86250 / 86217

Rather snazzy Motorail van....

86231 (E3126, Nov 1965) 'Starlight Express'

No prizes for guess which loco these scars belong to....!

86226 and 86205

86226 (E3162, Sep 1965) 'Mail'

A DRS cast-off - 20902.

86226 / 86205 / 86231

A view of all fourteen AL6s on display.

Apparently this was formerly 20088; thank you to The Chief for setting me right !

The face drawn on the side of

The magnificent and towering presence of the solitary 'grid' - 56128, with the three 20s behind.

For sale, one careful owner......

A very rusty Mk I .....

20081 heads the EE line up.

20016+20032

20032+20016

The sad hulk of EWS' 37220. Note the damage to the cab roof.

Gaping hole in the cab roof of 37220.

And an empty space where once a barking 12CSVT sat.

Heavily corroded cab of 37010; note the rivetted patch below the number, in a spot where 37s are notoriously prone to rust.

08736

Oxy-cut stub of a connecting rod on 08736.

The line up of 86s, viewed from the opposite end.

An old map of the site layout.

95,000 horsepower...... from L-R: 87010 / 87004 / 87013 / 87014 / 87033 / 87030 / 87021 / 87011 / 87017 / 87029 / 87018 / 87032 / 87023 / 87003 / 87025 / 87020 / 87027 / 87034 / 87009.

'City of Birmingham', with 'William Shakespeare' behind.

'Wolf of Badenoch'

'Patriot' - instantly recognisable by its rubbed-down VT stripes.

'Earl Marischal'

The mighty 'Iron Duke'

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]]> Sat Jun 9 2007 A few shots over Shap http://caledoniangallery.fotopic.net/c1278260.html A few shots over Shap Tuesday 1 May 2007: A few shots over Shap

OK, I know this is Winsford, nowehere near Shap! But having missed one pair of 86/6s (4L89) already that morning I was pleased to catch up with the second pair on the agenda. Here, 86628+86621 accelerate through Winsford station after turning out of the Down Slow just south of the station, with 4S52 08:02 Basford Hall - Coatbridge, on May 1st.

The classic view at Beckfoot, just north of Grayrigg, sees 390003 hurrying south with 1M13, 09:49 Glasgow - Euston, on May 1st.

Differing shades of green in abundance as 66583 ambles south at a relatively sedate pace with 6M11 06:06 Hunterston - Fiddlers Ferry coal service, passing Beckfoot, on May 1st.

Already running some 40 minutes early despite being only as many miles from Carlisle, 57304 makes a colourful sight in the stunningly beautiful setting of the Lune Gorge, as it passes with 6Z57, the 13:30 Carlisle - Chirk logs.

Even with a Pendo, the Lune Gorge still makes an unparalled photographic location: 390044 hurries south with 1A80, 14:34 Carlisle - Euston, on May 1st.

A new spot for me was Great Strickland, just north of Bessie Ghyll. 86632+86612 make a lovely sight amid typical Cumbrian scenery as they head south with 4M74, 13:54 Coatbridge - Basford Hall, on May 1st.

Freightliner's 66525 heads a long rake of ballast wagons north past Great Strickland, forming 6Z65 14:00 Crewe - Carlisle, on May 1st.

A relatively rare DRS loco failure near Lockerbie saw 4M44, 08:21 Mossend - Daventry, running many hours late on 1st May. With its errant classmate removed at Kingmoor for attention, pioneer 66401 takes 4M44 south past Great Strickland at 17:21. Normally the train would be at Daventry by this time of day!

Having been held in the loop at Clifton & Lowther for 15 minutes or so to allow expresses to pass, 60091 makes slow but steady progress southward past Great Strickland on May 1st. It would have left Redcar some six and a half hours earlier at 11:11 with 6M46, and the lengthy train of limestone empties is now almost at its destination of Hardendale.

With characteristic 86/6 transmission whine aplenty, 86638+86604 charge upgrade towards Grayrigg summit with 4S52, 08:02 Basford Hall - Coatbridge, photographed at Docker on May 4th.

Published in The Caledonian Gallery

]]> Tue May 1 2007 The Clyde Valley http://caledoniangallery.fotopic.net/c1273719.html Until early May this year, I'd only visited Beattock and the Clyde Valley once for photographic purposes, despite hundreds of trips over this magnificent line behind 86s and 87s - and even a few Roarers, long ago! I was thus keen to return, and the prospect of unbroken good weather in which to enjoy pairs of AL6s in action on the Caledonian Main Line saw me galvanised into action. I was not disappointed...... Setting out ridiculously early (by my standards!) on the Monday, I spent almost a full day on and around Shap (see 'A few shots over Shap'), enjoying good weather and good company (hello Marc!) before heading north into the setting sun and over the border. As in 2003, my aim was to record trains amid the scenery as much as possible; the resultant shots, therefore, are most certainly not station portrait material! But I hope I've succeeded in my aim to show a variety of traction at work in beautiful surroundings, particularly the Elvanfoot - Abington stretch, where the line makes sweeping curves around the valley floor as the hills tower above. This section of line still ranks among my particular favourites. Further north, at Carstairs, the scenery is less dramatic, but the procession of freights which follow the last passenger services south was a pleasant surprise, as was the fact that the sun was not lost behind the hills! Hence the selection of sunset shots around Float Viaduct which form part of this collection. Lastly, a final word of thanks to "the usual suspects" (you know who you are...!) who, despite trying to run trains for a living, found time to accommodate my numerous gen calls. To these fine gentlemen I am most grateful ! Tuesday 1 May 2007: Until early May this year, I'd only visited Beattock and the Clyde Valley once for photographic purposes, despite hundreds of trips over this magnificent line behind 86s and 87s - and even a few Roarers, long ago! I was thus keen to return, and the prospect of unbroken good weather in which to enjoy pairs of AL6s in action on the Caledonian Main Line saw me galvanised into action. I was not disappointed...... Setting out ridiculously early (by my standards!) on the Monday, I spent almost a full day on and around Shap (see 'A few shots over Shap'), enjoying good weather and good company (hello Marc!) before heading north into the setting sun and over the border. As in 2003, my aim was to record trains amid the scenery as much as possible; the resultant shots, therefore, are most certainly not station portrait material! But I hope I've succeeded in my aim to show a variety of traction at work in beautiful surroundings, particularly the Elvanfoot - Abington stretch, where the line makes sweeping curves around the valley floor as the hills tower above. This section of line still ranks among my particular favourites. Further north, at Carstairs, the scenery is less dramatic, but the procession of freights which follow the last passenger services south was a pleasant surprise, as was the fact that the sun was not lost behind the hills! Hence the selection of sunset shots around Float Viaduct which form part of this collection. Lastly, a final word of thanks to "the usual suspects" (you know who you are...!) who, despite trying to run trains for a living, found time to accommodate my numerous gen calls. To these fine gentlemen I am most grateful !

First stop north of the border on May 1st was Crawford, where luckily the sun had yet to set. The shadows are nonetheless long in this view as 90042 cruises south with 4O11, 18:21 Coatbridge - Southampton liner.

And these were what, above all, I went for: AL6 power over Beattock. The sun has now set but to my mind 86610+86637 (grey one inside!) still make a magnificent sight, storming south into the twilight towards Crawford, and bound ultimately for Tilbury with 4L81, which left Coatbridge at 19:41, just an hour before I got this shot.

The morning mist has not long cleared, and a grand view is to be had from half way up Castle Hill, near Crawford. With the infant River Clyde running behind, pioneer Pendo 390001 sweeps south towards Crawford with 1M14, 10:10 Edinburgh - Euston, on May 2nd.

With a lengthy rake of 100-ton tanks in tow, 66078 heads north at Crawford with 6S36, 08:50 Dalston - Grangemouth, on May 2nd.

Even though the sun is not yet ideally placed, 86612+86607 still make a superb sight at another of the WCML's classic locations, crossing the River Clyde viaduct at Crawford with a fully-laden 4S52, 08:02 Basford Hall - Coatbridge, on May 2nd. These fine machines are both in their 42nd year of front line operation, and still going strong. For my money they rank easily as one of the top five locomotive designs of the modern era.

There is no mistaking the Network Rail New Measurement Train, whatever the prevailing conditions! Here it is again, approaching Crawford with 1Z92 from Glasgow Central, though I don't recall its destination on this occasion.

Having not long passed the former station site at Elvanfoot, 390016 rockets towards Bodsbury Crossing and thence up the last mile or so at 1 in 99 to Beattock Summit, with 1M16, 12:49 Glasgow - Euston, on May 2nd. A far cry from bygone days of Stanier pacifics blasting uphill at perhaps 40mph with 15 on...!

Another unmistakeable sight is the unique Stobart-liveried 66411 'Eddie The Engine', seen here on its customary daily return trip from Daventry to Mossend, 4S43. The train is approaching Bodsbury Crossing.

$Mixed pair, grey one inside - again !! A telephoto shot of 86627+86614 storming south at Elvanfoot with 4M74, 13:54 Coatbridge - Basford Hall, on May 2nd. To my slight annoyance, the sun is a fraction too far round....$

With 20 or more high-capacity HTA coal hoppers stretching far behind it, 66214 rumbles steadily round the curve from Crawford, bound for Ravensruther Coal Terminal with 6E59 empties from Drax Power Station, running nearly an hour ahead of schedule.

First of a selection of southbound evening freights at Carstairs is 4O11, 18:21 Coatbridge - Southampton, seen here crossing Float Viaduct with 90042 at the helm, as the sun slowly sinks on May 2nd.

With the sun rather lower now, 92030 crosses the Clyde atop 6M66, 18:20 Mossend - Warrington, on May 2nd.

Seen earlier at Crawford with the empties, 66214 now heads slowly south over Float Viaduct with 2,000 tons and more at the drawbar, hauling freshly-loaded HTAs forming 6M69, 19:49 Ravensruther - Ironbridge Power Station, on May 2nd.

With the sun all but gone, 92002 is the last of the freights to be phot-able, heading for Trafford Park with 4M67, 19:35 ex Mossend, on May 2nd.

The first and last photo of Voyajunk I will ever take.....! An unidentified 220 glints momentarily as it catches the very last rays of sunlight, crossing Float Viaduct.

A tiny load for a massive machine in an even bigger landscape. It is doubtful whether this ridiculous 4-wagon consist forming 6S65, 08:59 Carlisle - Mossend, had any effect on 92009's performance over Beattock. The train is seen climbing the bank with Greskine forest in the background, running well ahead of time, on May 3rd.

The 09:49 Glasgow - Euston flyer cruises down Beattock at Greskine, formed of 390046, on May 3rd.

Running an hour or so late despite being only 50 miles or so fron its start point, 66412 rolls down the bank at Greskine with 4M44, 08:21 Mossend - Daventry, on May 3rd.

Heading south around Castle Hill, 390042 forms 1M15, 11:10 Glasgow - Euston, on May 3rd.

Nearing Elvanfoot former station (from which a branch once lead down the valley to Wanlockhead) 66177 is seen in charge of 6S50, 12:45 Carlisle - Millerhill engineer's train, on May 3rd.

The distinctively-shaped plantations on Tewsgill Hill immediately give this away as being Crawford: 86610+86637 make a fine sight amid the hills with 4M74, 13:54 Coatbridge - Basford Hall, on May 3rd. A pleasing shot, though it will be noticed that I have cunningly (stupidly!) cut the tail off the train....! D'oh!

Lamington is another location at which no trace of the former station remains; in its place now is an OLE feeder station, as 66024 passes with an unidentified southbound freight on May 3rd.

Running a good 20 minutes late due to a TCF in suburban Glasgow, 390009 uses its tilt capability to the full as it races south over Lamington Viaduct with 1M18, 16:40 Glasgow - Euston, on May 3rd.

The River Clyde meanders underneath Lamington Viaduct as 390002 hurries north at full tilt with 1S63, 13:46 Euston - Glasgow, on May 3rd.

Yet another viaduct over the River Clyde, this time a mile or so south of Carstairs. 66020 rapidly picks up speed as it heads south 'light engine' from Millerhill to Carlisle, on May 3rd.

Having deputised for Eddie The Engine that morning from Kingmoor onwards, 66412 takes a heavy load back south over Float Viaduct to Daventry, forming 4M48, 17:10 Grangemouth - Daventry, on May 3rd.

My last shot of a pair of AL6s in Scotland is one I will remember; two Brecknell-Willis pans up, and the sunset catches 86621+86628 nicely (note the shadow of the viaduct on the train...) as they pick up speed over Float Viaduct with 4L81, 19:41 Coatbridge - Tilbury, on May 3rd. Premier traction on the Premier Line. :-)

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]]> Tue May 1 2007 April's odds 'n' sods http://caledoniangallery.fotopic.net/c1273717.html April's odds 'n' sods Sunday 1 April 2007: April's odds 'n' sods

After a signal check while a 350 overtook at Rugby, 56303 eases away south at Clifton Road with 4O90, from Doncaster to Grain, on 13th April 2007.

A split second after I took this, the driver of 37410+37422 opened them up fully, with much clag and noise resulting! The pair are seen at Clifton Road, Rugby, on Friday April 13th heading south for railtour duty the following morning.

EWS liveried 92001 'Victor Hugo' makes light work of 6A42, 15:15 Bescot - Wembley, as it passes Barby on 17th April 2007.

Running some 50 minutes late but making a colourful sight nonetheless, 66720 hurries past Barby at its full permitted 75mph, with 4M23 10:59 Felixstowe - Hams Hall, on April 17th 2007.

A noise not heard not near often enough on the main line these days is that of a 'Grid' on full power. 56303 was thrashing well as it passed Barby with 4O90 from Doncaster to Grain, on April 17th 2007.

As seems to be the rule - a mixed pair of 86/6s has the grey one on the inside when I view it! In thie shot, 86604 heads 86614 (formerly 'Frank Hornby') past Barby with 4L92, 14:03 Ditton - Felixstowe on 17th April.

An hour late due to various problems in the London area, 86501 takes 4M87, 11:43 Felixstowe - Trafford Park, past Barby at a smart pace on April 17th 2007.

90020 'Colin G Wood' passes Barby with 1G21, 16:51 Euston - Birmingham, on 17th April. Don't expect many more views of 90s on 1G21 in this gallery..... no need for skodas on Class 1 services on the WCML !!

390012 rushes south from the curves at Atherstone on 18th April, with 1A68, the afternoon Manchester - Euston service which is currently booked via Northampton, though apparently not for much longer.

A perfect sunny afternoon illuminates 90041 to good effect as it heads towards Atherstone with 4M88, 08:49 Felxistowe - Basford Hall, on April 18th.

Mixed pair, grey one inside......! 86628+86614 make a fine sight passing the lovely ornate station buildings at Atherstone with 4L92, 14:03 Ditton - Felixstowe on 18th April. It will be noted that, despite perfect blue skies and dazzling sunshine, the station lights are on. Little wonder the planet is slowly cooking......

The condition of the station nameboard on the wall at Atherstone says it all, sadly......

The sun is descending rapidly as 86501 heads past the Oxford Canal at Ansty with 4M87, 11:43 Felixstowe - Trafford Park, on April 18th. The train was over two hours late by this time, due to TCFs in Anglia, and subsequent loss of path down the WCML.

The driver glances across at me as 66403, nicely reflected in the Oxford Canal, heads north with 4S47, 18:45 Daventry - Coatbridge, on April 18th.

86501 in charge of 4M87 once again, this time seen heading north at East Haddon, near Long Buckby, on April 20th.

The photographic opportunities at Long Buckby are at best limited, with the light being less than favourable by the time 4L92 appears. In this view, 86632+86628 cross the road bridge immediately north of the station, bound for Ipswich on 20th April.

An empty first wagon allows a second shot of 86632+86628 as they head south at Long Buckby with 4L92, 14:03 Ditton - Felixstowe on April 20th.

Full tilt in every sense of the term as 390020 rockets round the curve at Dodford, north of Weedon at the full permitted 120mph, on April 20th. These sweeping curves are still limited to 100mph (which feels fast enough!) for loco-hauled stock, and until realignment late in 1989 were subject to an 80mph PSR.

4H24, 11:31 Wembley - Trafford Park heads north past the new bridge at Shaw Lane, Hanch, in the capable hands of 92013, on 26th April 2007.

A few minutes later, the corresponding Up working, 4A10 12:01 Trafford Park - Wembley passes Shaw Lane - but once again with a 'Ying' - 66008 - in charge. Perhaps it's now booked....or maybe EWS were short of 92s....?

Since the closure of Colwich signal box, the memorial garden to Driver Eric Goode has been re-arranged to face the adjacent road which leads to the 'box, though alas the all-pervading palisade fencing is everywhere. As the 'City of Milton Keynes' nameplate replicas attest, Driver Goode had the misfortune to be at the controls of 86211 on 19th September 1986, when the loco collided head-on with 86429 'THE TIMES' which had overshot the signal and come to rest exactly on the diamond cross over of Colwich Junction.

The bridge over the former station at Milford and Brocton (just north of Shugborough Tunnel) affords an excellent view of movements; here, 90042 heads north with 4M81, 07:45 Felixstowe - Ditton, on 26th April.

The sun is too far round for an ideal shot, as 86612+86632 head south at Milford and Brocton with 4L92, 14:03 Ditton - Felixstowe, on 26th April.

90047 approaches the south portal of the 777-yard Shugborough Tunnel with 4M88, 08:49 Felixstowe - Basford Hall, on April 26th.

The 17:00 Crewe - Euston, 1A86, makes its booked call at Rugeley Trent Valley on 26th April, with 350112 doing the honours.

EWS 66226 heads north past Rugeley with (I think) 6K50 from Toton to Crewe, on April 26th.

Published in The Caledonian Gallery

]]> Sun Apr 1 2007 "Pan Up !" http://caledoniangallery.fotopic.net/c1257582.html "Pan Up !" Monday 16 April 2007: "Pan Up !"

For all their reliability, I am no fan of 321s. All the same, 321432 makes a pleasant shot as it heads past DIRFT with 2Y11, 11:48 New St - Northampton, one of the mercifully few such turns which is in fact booked for a 321 rather than a 350.

An unidentified southbound Pendolino is almost lost among the gantries and catenary, etc, as it rushes towards Kilsby Tunnel, and 2416 yards of blackness, on a somewhat hazy 2nd March.

350121 is captured at the footpath crossing at Watford, heading south with 2Y13, 12:48 New St. - Northampton, on 2nd March.

90041 heads north at Watford, with 4M81, 07:45 Felixstowe - Ditton, on 2nd March.

92011 makes a lovely sight as it heads south at Watford on 2nd March, in charge of 4A10, 12:01 Trafford Park - Wembley.

A rarely-photgraphed location is Murcott, north of Long Buckby; in this view, 350129 heads for New St. with 2Y22, 15:00 ex-Northampton, on March 2nd.

The sun is sinking fast but 86639+86607 are just catching a few rays as they storm past Cathiron with 4L92, on 14th March.

92025 cautiously draws its train, 4H24 (11:31 Wembley - Trafford Park) into Brinklow loop on 16th March.

Hurrying past Brinklow loop, 350124 cruises along at 100mph with 1K82, 12:49 Euston - Crewe, on 16th March.

Whilst waiting at Minshbull Vernon for 86101 to pass on its first loaded test run, a variety of other things passed, not least a number of 'Desiro' 350 units. In this view, 350109 heads south with 1G31, 13:19 Liverpool - Birmingham, on 21st March.

86637+86609 run along the Down Slow light engine, heading for Ditton to work 4L92 back to Felixstowe, on 21st March.

And finally the shot I drove 80 miles for. With the Mk3 set not being ready in time due to spares issues, a motley assortment of stock appears to have been cobbled together at short notice for the run! A duff is of course inside for insurance, but on the front, 86101 'Sir William A Stanier FRS' looks magnificent as it heads for Carnforth with 5Z86, 14:00 from Crewe.

A hour or so later, and a little further south, 86609+86637 are glimpsed among the OLE clutter as they head south towards Crewe with 4L92, 14:03 Ditton - Felixstowe, on 21st March.

How not to photograph Electrics.....! I was a bit too quick on the draw with this second shot of 86609+86637 heading 4L92!

With a train of Fords on the Down Slow headed by 66167, 350123 scurries south with 1G39, 15:19 Liverpool - Birmingham, on 21st March.

With the sun fast setting, EWS liveried 92031 cruises through Acton Bridge, bound at a guess for Warrington, on 21st March.

With a ridiculously short train in tow, 92007 heads north through Acton Bridge with 6S73, 16:15 Bescot - Mossend, on 21st March.

For once a 92 with a proper length train; 92013 heads south at Canley with an enormous load in tow, forming 6A42, 15:15 Bescot - Wembley, on 27th March.

'Desiro' pioneer 350101 zips away from Canley, forming 1C20 (I kid you not!), 16:02 Coventry - New St, on 27th March.

Lest there be any doubt, here's a reminder that this collection features only AC power ! Quite what has befallen this sign is open to conjecture; it would appear to have been used for target practice by someone.....!

The weather was dismal, but a second bite at a pair of grey 86/6s was enough for me to drive to Atherstone. They were more than 15 minutes ahead of schedule, and by some good fortune I arrived with seconds to spare. As I got onto the platform on the Up side, they were upon me, and with no time to make adjustments to my camera I literally pointed and pressed. The pair were 86622+86637, the train of course is 4L92, 14:03 Ditton - Felixstowe, on 30th March.

Cruising north on the Down Slow, 90047 passes Atherstone's ornate station building while in charge of 4M88, 08:49 Felixstowe - Basford Hall, on 30th March.

A beautiful sunny day at Linslade, but 390010's driver is probably cursing poor regulation as he trundles along behind an all-stations 321. The train is just about to enter Linslade Tunnel.

321410 heads north on the Down Fast at Old Linslade with a Sunday Euston - Northampton turn, when the slow lines were closed for engineering work, on April 1st.

390003 is dwarfed by the Caterpillar earth mover parked up at Stoke Hammond, as it rushes past into the setting sun on April 1st. Before anyone complains, this was a Sunday, and I wasn't dicing with death in front of this machine !

Er, pan down.....!! 57307 drags an errant 90016, which had failed at Northampton in charge of 4M81, 07:45 Felixstowe - Ditton, on 3rd April. In pouring rain, the ensemble gathers pace past Cathiron.

Light and shade make for tricky photographic conditions at Harlestone Heath on 5th April, as 86501 passes northbound with 4M87, 11:43 Felixstowe - Trafford Park.

A side on view of 86501, at Harlestone Heath with 4M87, on 5th April.

5th April was a day of considerable farce on the WCML, with the Trent Valley closed due to power supply problems, only for a points failure at Four Ashes to stop the job altogether, with a dozen trains at least stacked up nearly as far as Stafford! By 7pm, a huge backlog of trains was passing Rugby. Never one to shy away from a spot of 'contre-jour', I took several shots as the sun set. In this view, 350115 runs into the platform with 1Y23, 17:45 New St. - Northampton, running some 35 minutes late.

Heading directly into the sunset, 92017 heads north with what I believe was 6X77, 17:31 Wembley - Mossend, on 5th April.

The procession of nose-to-tail southbound Pendolinos continued for over an hour; in this view the sun has set a little further as 390034 crawls through on the Up Fast, waiting the road.

A view of the ongoing new construction at Rugby, as two more Pendolinos pass on 5th April.

The sun is even lower now, as 350127 enters the platform, positively glittering as it arrives with 2Y28, 18:48 New St. - Northampton, on 5th April.

Typically, by the time the main event of the day arrived, the sun had gone! Nonetheless, 86637+86610 had to be photographed as they passed very slowly with 4L92, 14:03 Ditton - Felixstowe, on 5th April. The train was at this point almost three hours late.

A head-on view of 350108 at East Haddon on 12th April, heading south with 2Y13, 12:48 New St. - Northampton service,

Photographed from the A5 Watling Street overbridge, an unidentified Pendo bursts into the daylight at the north end of Kilsby tunnel, on 12th April.

With modernisation work progressing at the usual snail's pace at the south end of Rugby, 86501 lifts its heavy train up onto the viaduct and over the Up Fast, as it approaches with (what else ?!) 4M87, 11:43 Felixstowe - Trafford Park, on Friday 13th April.

With its huge train snaking back over the viaduct and into the distance, 86501 crawls towards a red signal with 4M87, on 13th April.

Look closely here and the driver of 86501 can be seen carefully applying a few notches of power to keep 4M87 from stalling on the gradient. Whilst the loco has breasted the viaduct, most of the train is still trailing downhill, so no small amount of skill is required to keep it smoothly yet slowly on the move.

Well, this collection is called 'Pan Up !' so here we are, a close-up of the venerable Stone Faiveley equipment on the no.2 end roof of 86501. This basic design of pantograph dates back 50 years or so, but still gives good service for use up to 100mph.

A closer view of the viaduct, as 350122 heads for Rugby on 13th April, with 1Y28, 16:30 Northampton - New St.

A vast amount of steelwork is present, typical of the early WCML electrification, as 350119 runs into Rugby while in the distance, 350120 heads for Northampton, on 13th April. The silver birch tree needs removing please, Mr Network Rail !

Having stood for a good half hour at Rugby, 86609+86621 finally move south for Felixstowe on 13th April, with 4L92 from Ditton.

The 25kV contact wire runs off the edge of the pantograph's carbon strips by at least an inch as 86609 heads slowly south at Clifton Road, Rugby, on 13th April.

The familiar combination of 86501 and what seems almost to be its booked diagram - 4M87...! - yet again - this time passing Lodge Farm, Barby, on 17th April.

Not quite a perfect reflection, but pleasing all the same, as 90016 heads south alongside the Oxford Canal at Ansty, with 4L96 from Trafford Park to Felixstowe, on 18th April

Published in The Caledonian Gallery

]]> Mon Apr 16 2007 Bobby's Beasts http://caledoniangallery.fotopic.net/c1251344.html In the late 1950s (I'll try and find the date), after much dithering about the cost (as ever) the government of the day finally bit the bullet - well, gave it a bit of a nibble - and decided to electrify the West Coast Main Line as far as the two industrial cities of Manchester and Liverpool. Electrification at 25,000 volts, 50 hz, was undertaken, prompted it seems by the success of similar schemes in northern France. The French were way ahead of us then, as now, in the field of high speed electric railways (359mph anyone....?). A conservative (small 'c') toe was dipped in the water by electrifying the Styal Line, so as to test prototype traction while the real work continued on further south. Initially using a converted Great Western gas turbine loco (E1000 / E2001), the much awaited step forward came when, on 29th November 1959, British Railways took delivery of a sparkling - in every sense! - new blue machine machine, no. E3001, from BRCW in Smethwick. To our accustomed (jaundiced?!) 21st century eyes the impact of this is, I think, much dimmed in hindsight, but imagine if you will how it must have looked nearly five decades ago, when steam very much reigned supreme - a gleaming blue electric machine whose pantograph would be raised, literally bringing it to life. And when the master switch was engaged, the numerous cooling fans would cut in (hence the distinctive roar which we loved and miss so much), and this machine would be away, whisking its load easily up to no less than one hundred miles per hour. Of the five early types ordered from various manufacturers so as to gain experience, some were succesful, others less so. It is now well known what the AL3s and AL4s in particular were so beset by problems (on which subject I'm no expert....!) that they were stored after only a few years' service, despite serious attempts by their manufacturers to improve their reliability. They might even have been scrapped, but for the decision - at last - to extend the electrication to Glasgow. This saw the AL3s and AL4s undergo fairly major refurbishment by BR, but in the case of the 84s, as they became, nothing could be done to make them acceptably reliable. These charismatic machines were hence the first to be withdrawn, some as early as 1977. The 82s and 83s soldiered on a few more years, long enough for me to spot nearly all of them, but never to ride behind one, and by 1984 the only ones left were those operating ECS between Wembley and Euston. Disliked by many drivers on account of their undoubtedly hard ride, the 81s and 85s were nonetheless indispensable machines for the WCML, and frequently appeared on passenger work, though by the end of 1983 these classes too had seen casulaties. 81016 was the unfortunate victim of an unnecessary derailment inside Linslade Tunnel, while 85027, 85033 and - of all things - the prototype 81001, succumbed to major fires. If you look around the t'Internet there are odd photos of these machines, post-conflagration, which are proof of the severity of these fires. As with AL1s E3002 & E3019, and AL2s E3046 & E3055, none of which outlived the 1960s, when a blaze took hold, the loco would be damaged beyond repair in minutes. Paradoxically, though, it appears that the loss of these early types meant that when the 87s were ordered, to compensate, 35 were built instead of the originally planned 32; every cloud has a silver lining! But back to the Roarers. The roaring sound of these lovely machines was made by numerous high velocity fans, gulping in air to cool such things as traction motors and rectifiers - to say nothing of the need to keep the hundreds of gallons of oil inside the transformer from boiling as the loco sucked power voraciously from the OLE when on full taps. Add to this the soulful whine of the smoothing chokes on the opposite side of the loco, and the combination was magical! My thanks for this collection from better times are due to Gordon 'Bobby' Nattrass from Carlisle, who, like me, made many a desperate leap in the dying years of these venerable machines. Except that most of his leaps were over Shap, something of which I'm most jealous!! With the NRM's apparent lack of interest in this part of our railway heritage, we owe a great deal to the efforts of The AC Locomotive Group. Here's hoping that E3061 (aka 85006 / 85101) will one day see the main line once again. Wednesday 9 April 1986: In the late 1950s (I'll try and find the date), after much dithering about the cost (as ever) the government of the day finally bit the bullet - well, gave it a bit of a nibble - and decided to electrify the West Coast Main Line as far as the two industrial cities of Manchester and Liverpool. Electrification at 25,000 volts, 50 hz, was undertaken, prompted it seems by the success of similar schemes in northern France. The French were way ahead of us then, as now, in the field of high speed electric railways (359mph anyone....?). A conservative (small 'c') toe was dipped in the water by electrifying the Styal Line, so as to test prototype traction while the real work continued on further south. Initially using a converted Great Western gas turbine loco (E1000 / E2001), the much awaited step forward came when, on 29th November 1959, British Railways took delivery of a sparkling - in every sense! - new blue machine machine, no. E3001, from BRCW in Smethwick. To our accustomed (jaundiced?!) 21st century eyes the impact of this is, I think, much dimmed in hindsight, but imagine if you will how it must have looked nearly five decades ago, when steam very much reigned supreme - a gleaming blue electric machine whose pantograph would be raised, literally bringing it to life. And when the master switch was engaged, the numerous cooling fans would cut in (hence the distinctive roar which we loved and miss so much), and this machine would be away, whisking its load easily up to no less than one hundred miles per hour. Of the five early types ordered from various manufacturers so as to gain experience, some were succesful, others less so. It is now well known what the AL3s and AL4s in particular were so beset by problems (on which subject I'm no expert....!) that they were stored after only a few years' service, despite serious attempts by their manufacturers to improve their reliability. They might even have been scrapped, but for the decision - at last - to extend the electrication to Glasgow. This saw the AL3s and AL4s undergo fairly major refurbishment by BR, but in the case of the 84s, as they became, nothing could be done to make them acceptably reliable. These charismatic machines were hence the first to be withdrawn, some as early as 1977. The 82s and 83s soldiered on a few more years, long enough for me to spot nearly all of them, but never to ride behind one, and by 1984 the only ones left were those operating ECS between Wembley and Euston. Disliked by many drivers on account of their undoubtedly hard ride, the 81s and 85s were nonetheless indispensable machines for the WCML, and frequently appeared on passenger work, though by the end of 1983 these classes too had seen casulaties. 81016 was the unfortunate victim of an unnecessary derailment inside Linslade Tunnel, while 85027, 85033 and - of all things - the prototype 81001, succumbed to major fires. If you look around the t'Internet there are odd photos of these machines, post-conflagration, which are proof of the severity of these fires. As with AL1s E3002 & E3019, and AL2s E3046 & E3055, none of which outlived the 1960s, when a blaze took hold, the loco would be damaged beyond repair in minutes. Paradoxically, though, it appears that the loss of these early types meant that when the 87s were ordered, to compensate, 35 were built instead of the originally planned 32; every cloud has a silver lining! But back to the Roarers. The roaring sound of these lovely machines was made by numerous high velocity fans, gulping in air to cool such things as traction motors and rectifiers - to say nothing of the need to keep the hundreds of gallons of oil inside the transformer from boiling as the loco sucked power voraciously from the OLE when on full taps. Add to this the soulful whine of the smoothing chokes on the opposite side of the loco, and the combination was magical! My thanks for this collection from better times are due to Gordon 'Bobby' Nattrass from Carlisle, who, like me, made many a desperate leap in the dying years of these venerable machines. Except that most of his leaps were over Shap, something of which I'm most jealous!! With the NRM's apparent lack of interest in this part of our railway heritage, we owe a great deal to the efforts of The AC Locomotive Group. Here's hoping that E3061 (aka 85006 / 85101) will one day see the main line once again.

The oldest surviving AL1, built in 1960, 81002 heads north from Carlisle Citadel towards Scotland and its home depot in Glasgow.

Viewed at Carlisle, I'd guess that 81002 is in charge of a Glasgow - Euston relief, given that the stock is a venerable set of Mk1s! The good old days!

81002 and an unidentified 85 run south into Carlisle, returning from Kingmoor.

81002 stands dumped outside the TMD.

81003 caught fire at Scout Green (on Shap) while heading 6M79, 21;05 Mossend - Bescot, in 1986. This was the result......

The undamaged no.2 end of 81003, post conflagration.

81004 eases out from Platform 3 at Carlisle with a northbound freight.

Arriving into Carlisle from the south, 81005 is silhouetted against the setting sun as it runs in with a freight.

81005 on freight once more, this time heading south on tanks.

81006 runs north through Crewe with ECS.

The night-time lighting at Carlisle catches the travel-worn bodysides of 81007.

Broadside of 81007, stabled against the wall in the West Sidings.

Class 1 duty for 81007, see, here pausing mid-morning at Penrith as it heads south, probably for Birmingham.

Framed by Carlisle's lovely footbridge, 81009 runs into the station with a southbound freight.

81009 departs north from Carlisle, to tackle Beattock with an express.

81009 pulls out of Preston with a southbound freight.

A very rare pairing indeed; 81010 heads an unidentifiable Class 87 at Carlisle on limestone tippers, no doubt en route from Hardendale Lime Works to one of the Glasgow steelworks. The 81, the train, and the steelworks are now all history.

An unidentifiable but named Class 86/4 draws alongside to overtake 81010.

With the driver in place in the 87, 81010 will shortly head north. For this reason, the use of Class 86s and/or 87s was preferred, as they would be run in multiple without the need for a second driver.

81012 pauses at Carlisle with empty steel coil bogies.

Another view of 81012 and its train of empty steel coil bogies.

Stabled in the West Sidings between duties, 81012 basks in the morning sun at Carlisle.

On a murky day, 81013 runs north into Carlisle, having just overtaken an 86/4.

The floodlights illuminate 81017, stabled by the wall in the West Sidings at Carlisle.

Now relegated to ECS duties between Wembley InterCity depot and Euston, 81017 is stabled between Platforms 15 and 16 in the depths of Euston.

81017 stands ready to remove the empty stock of an overnight arrival from Scotland.

81017 finds itself pressed into Class 1 service, heading either a Glasgow or Carlisle - Euston, pausing at Oxenholme.

A vintage early 1960s shot of E3015 (later 81013) and E3021 (later 81018).

An exceptionally rare shot: E3002 was one of three AL1s never to make it beyond the 1960s. The others were Hixon crash victim E3009, and E3019. E3002 fell victim to a fire early in 1968, and even though only eight years old was judged beyond repair and scrapped at Crewe Works later that year.

Heading what look like empty limestone hoppers, 81019 runs through Carlisle, bound for Hardendale Works.

A glimpse of 81021 at Crewe Electric Depot. It will be noted that the machine has no pantograph, and appears to be dumped.....

The worst of all Class 81 conflagrations was that which befell the unfortunate 81018, whilst heading - of all things! - a loaded train of kerosene tanks along the Trent Valley at Nettle Hill, just north of Brinklow. Half the locomotive was gutted in the resulting inferno, and it was eventually scrapped at MC Metals - the only AL1 to be cut there.

An unidentified 81 runs into Carlisle from the north with a speedlink service, possibly originating from Kingmoor Yard.

Relegated to Euston ECS duties in the late 1980s but nonetheless spruced up into InterCity colours, 83012 stands at Euston.

A true vintage shot now, of a long-lost beast - Glasgow North British built 84003.

Languishing in Crewe works awaiting the inevitable is 84008. The 'Peak' alongside is, if memory serves, 45053..... (?)

Converted for use as a mobile load bank, 84009 became ADB968021, but would eventually be scrapped, though one cab is preserved in its original guise as E3044, by The AC Loco Group.

A rare shot of 84010, heading north from Carlisle, from the bay platform, it will be noted!

85003 pauses at the Citadel with a southbound express.

85003 stands in the afternoon sunshine at Lancaster Castle.

Now preserved, 85006 cruises through Lancaster Castle with a southbound freight.

85007 draws out of Carlisle with a northbound freight.

85009 heads south at Oxenholme.

Stabled between duties in the West Sidings, 85010 rubs shoulders with an 86/4.

Bobby reckons this was the last time 1S40 - the FO Crewe - Edinburgh additional, produced a Roarer. 85011 stands at Carstairs while a duff is attached to the south end.

Standing at Crewe atop a turned West Coast set, 85011 awaits departure with the last hauled 1S40 Crewe - Edinburgh additional.

Not a common sight - an 85 on the front of a DVT heading north!

85015 runs through Carlisle with a breakdown crane.

85015 heads north from Carlisle on an express.

85015 pauses in the rain at Oxenholme, heading south with an express.

Published in The Caledonian Gallery

]]> Wed Apr 9 1986 Mick's Deltics http://caledoniangallery.fotopic.net/c1249464.html These are all photographs taken by my good friend Mick Sutch, from Coventry. They feature, I'm pleased to say, something hitherto lacking from The Caledonian Gallery - photos of Deltics in BR service! Enough has been written already about the history and technicalities of these incomparable machines, and by people far better qualified than me, so no attempt is made to repeat that. The pictures are all scanned from 6x4 prints, and date from 1979-1980, at a time when these bellowing beasts had not long been relegated largely to the semi-fast turns from Kings Cross to York and Hull. Not that these diagrams were easy work, though, for the Deltic would follow an HST north from the capital, and stopping at most of the intermediate stations over the next 188 miles, would need all its 3,300 Napier horsepower to stay ahead of the next HST following nearly an hour later, which by virtue of limited stops and 125 mph running would almost have chased it down by York. The drivers and their charges, of course, rose to the challenge magnificently, and I can recall few occasions when they didn't run to time. Suffice to say though that if a Class 47 had to be substituted, punctuality would suffer, to say nothing of the huge disappointment for those of us eagerly waiting at York, with lining paper and wax crayons at the ready! To fill out the details of these photos a little, I have I'm afraid shamelessly plundered the absolute mine of information which Paul Bettany's excellent 'www.55s.co.uk' website provides on all things relating to Deltics. Check it out for yourself, there's a link on my front page - his site is a quite remarkable piece of work. Looking at these photos while preparing them brought back many happy memories of a time when, as now, I was all but obsessed with these fabulous locomotives. Their appearance, performance, evocative names and above all glorious bellowing racket, put them at the top of the list for me. Much as I love my AC electrics, the Deltics are still in a different league. Magic machines, simple as that. :-) Saturday 7 April 1979: These are all photographs taken by my good friend Mick Sutch, from Coventry. They feature, I'm pleased to say, something hitherto lacking from The Caledonian Gallery - photos of Deltics in BR service! Enough has been written already about the history and technicalities of these incomparable machines, and by people far better qualified than me, so no attempt is made to repeat that. The pictures are all scanned from 6x4 prints, and date from 1979-1980, at a time when these bellowing beasts had not long been relegated largely to the semi-fast turns from Kings Cross to York and Hull. Not that these diagrams were easy work, though, for the Deltic would follow an HST north from the capital, and stopping at most of the intermediate stations over the next 188 miles, would need all its 3,300 Napier horsepower to stay ahead of the next HST following nearly an hour later, which by virtue of limited stops and 125 mph running would almost have chased it down by York. The drivers and their charges, of course, rose to the challenge magnificently, and I can recall few occasions when they didn't run to time. Suffice to say though that if a Class 47 had to be substituted, punctuality would suffer, to say nothing of the huge disappointment for those of us eagerly waiting at York, with lining paper and wax crayons at the ready! To fill out the details of these photos a little, I have I'm afraid shamelessly plundered the absolute mine of information which Paul Bettany's excellent 'www.55s.co.uk' website provides on all things relating to Deltics. Check it out for yourself, there's a link on my front page - his site is a quite remarkable piece of work. Looking at these photos while preparing them brought back many happy memories of a time when, as now, I was all but obsessed with these fabulous locomotives. Their appearance, performance, evocative names and above all glorious bellowing racket, put them at the top of the list for me. Much as I love my AC electrics, the Deltics are still in a different league. Magic machines, simple as that. :-)

Reposing inside the shed at Finsbury Park on 12th September 1980 is 55002 'The King's Own Yorkshire Light Infantry', alongside vastly inferior traction....

55003 eases up to the BG at the head of the 16:30 Hull - King's Cross service, at Doncaster on 30th June 1979.

55003 'Meld' manoeuvres across the pointwork at the south end of Doncaster station, on 30th June 1979 (?), so as to take over the 16:30 Hull - King's Cross service.

'Meld' at rest outside its home depot, Finsbury Park, on 05th July 1980. In April 1979 it had received the white window surrounds prior to working a railtour, at a time when the depot was staring certain closure in the face. Something as simple as a lick of paint had a huge benefit in terms of staff morale, and it transformed the loco's appearance. Sadly, 55003 was one of two Deltics to wear its white windows until the very last, being taken out of service over Christmas 1980, and cut up at The Plant by the end of March 1981. A big favourite of mine, much missed.

55003 'Meld' stands at Newark at the head of 1A13, 09:33 Hull - King's Cross, on 27th June 1980. 'Meld' had but six months of life left.....

Another shot of 'Meld' at Newark on 1A13, 09:33 Hull - King's Cross on 27th June 1980.

A glimpse inside 'The Park' on 12th September 1980 sees 55004 'Queen's Own Highlander' and 55012 'Crepello' undergoing attention. 55012 was finishing a 'B' Exam and would that night work The Night Aberdonian as far as Edinburgh, while 55004 undergoes unclassified attention.

55004 'Queen's Own Highlander' was a machine whose life hung by a thread for many months in 1979. At a time when a desperate shortage of power units saw several Deltics (among them 55001 and 55020, which alas would never emerge) languishing in Doncaster Works awaiting engines. 55004 was lucky, and two units were found, and she finally returned to service on 2nd December 1979, after over twenty months' out of service. In this view it is seen at Grantham in charge of 1D02, 12:05 King's Cross - Hull on 26th May 1980.

23rd July 1980 saw 55005 'The Prince Of Wales's Own Regiment Of Yorkshire' make a relatively rare daylight throughout run with 1E10, 09;10 Dundee - King's Cross relief to The Flying Scotsman. It is seen here pausing at Newark.

55006 'The Fife And Forfar Yoemanry' stands at Grantham on 20th July 1979, with 1L41, 10:05 King's Cross - York semi-fast.

After, by all accounts, a storming run from the capital, 55006 pauses at Newark with 1D04, 17:05 King's Cross - Hull on 12th Jjuly 1980.

Pulling out of the back road at Doncaster, 55007 'Pinza' heads for London with 1A26, 15:50 York - King's Cross on 20th June 1980.

The driver leans out of Pinza's elevated cab, awaiting the road north from Newark with 1D02, 12:05 King's Cross - Hull on 23rd July 1980. Due to cattle causing a line blockage, this train had only started at Peterborough!

Sporting black headcode boxes to the bitter end, 55008 'The Green Howards' looks magnificent in the afternoon sunshine at Doncaster in this undated shot, some time in 1979.

'Howard' running into Newark with 1L42, 12:20 King's Cross - York on 23rd July 1980. Upon arrival in York, she was sent to the TMD for repairs.

With 55008 running on one engine, 55009 'Alycidon' was attached to the front of 1A13, 09:33 Hull - King's Cross at Doncaster on 12th July 1980. 4,950 bellowing Napier horses, anyone? Fabulous!

A chance for 'Alycidon' to stretch its legs - 55009 departs the unmistakeable backdrop of Platform 9 at York, with 1S76, 10:05 King's Cross - Edinburgh relief to The Flying Scotsman HST, on 20th June 1980.

Three Deltics undergo attention at Finsbury Park on 31st May 1980 - from left to right 55010 'The King's Own Scottish Borderer', 55019 'Royal Highland Fusilier' and 55012 'Crepello'.

Another view of 55010 'The King's Own Scottish Borderer' inside Finsbury Park on 12th May 1980. She would shortly set forth to take charge of the 16:05 to York.

55010 - minus a nameplate - stands at York on 18th May 1980, having unusually arrived into Platform 9 with 1L41, 10:05 from King's Cross.

Resplendent in the early summer sunshine, 55010 runs round to take 1A10, the 15:50 back to King's Cross, on 18th May 1980.

A lovely shot of two East Coast veterans at the Finsbury Park fuelling point on 05th July 1980 - 55011 'The Royal Northumberland Fusiliers' and 55018 'Ballymoss', sporting the superb white window surrounds which quickly became The Park's trademark. It will be noted that 55011 has recently lost a nameplate......

55011 pauses at Grantham with 1L43, 14:05 King's Cross - York, on 20th July 1979.

About to undergo a 'B' Exam at Finsbury Park, 55012 'Crepello' stands outside the shed on 16th July 1980.

Workstained but magnificent all the same, 'Crepello' awaits its 'B' Exam on 16th July 1980.

The backdrop is unmistakeably Peterborough, though this shot of 55013 'The Black Watch' waiting to depart for King's Cross is undated.

55013 'The Black Watch' fairly sparkles inside York shed on 18th May 1980, having just undergone several days' work involving a 'C' Exam and repainting in readiness for the Rainhill 150 celebrations.

Despite many hours of work by York shed's staff preparing 55013 to an immaculate finish for the Rainhill 150 celebrations, the rug was pulled from under their feet at the last moment, when 55015 'Tulyar' was substituted.

55015 'Tulyar' has yet to receive the Finsbury Park white window surrounds in this 1979 shot of it pausing with a southbound semi-fast at Grantham.

Gordon The Big Engine, as 55016 'Gordon Highlander' was affectionately known, pauses at Newark with 1A37, 10:45 York - King's Cross on 23rd July 1980.

With trademark two-stroke blue smoke emissions, 55017 'The Durham Light Infantry' departs Doncaster with 1A35, 12:15 York - King's Cross, on 15th September 1979.

A super view of 55019 'Royal Highland Fusilier' approaching Newark with 1A08, 08:05 York - King's Cross on 16th August 1980.

55019 at Newark once more, but this time heading north, at the head of 1L44, 16:05 King's Cross - York, on 23rd July 1980. A group of spotters stand above the Deltic, no doubt drinking in the noise, and of course the fumes, of this beast!

Perhaps bound for The Plant, but we can't be sure as 55021 'Argyll & Sutherland Highlander' runs south through the centre road at Doncaster, some time in 1979.

Published in The Caledonian Gallery

]]> Sat Apr 7 1979 A Warwickshire Afternoon - 04/04/07 http://caledoniangallery.fotopic.net/c1247459.html A Warwickshire Afternoon - 04/04/07 Wednesday 4 April 2007: A Warwickshire Afternoon - 04/04/07

An early afternoon gen call brought the unexpected but welcome news that 86501 was today employed on 4M81, 07:45 Felixstowe - Ditton. Hell! A hasty departure and a relative lack of traffic saw me at Cathiron with but five minutes to spare before this fine machine stormed past.

Freightliner's finest charges past, all-out, making good speed with a fairly heavy load.

Another unexpected surprise (perhaps less welcome....!) was 66201 heading south on 4A10, 12:01 Trafford Park - Wembley. This is a 92 diagram - and they're plenty rare enough as it is without 66s appearing!

1/800th second on the shutter has only just stopped 66412 as it heads south past Attleborough with 4M44, 08:21 Mossend - Daventry.

Another 'Ying', this time of GBRf ownership, in the shape of 66726, heading north and ultimately bound for Hams Hall with 4M23, 10:59 ex Felixstowe.

Wot no skodas? Perhaps Freightliner were a bit short today.... whatever the reason, 57011 is seen in charge of 4M88, 08:49 Felixstowe - Basford Hall. Never before have I seen this turn hauled by anything other than AC power; it's usually a solid 90 turn.

Shot of the day: 86637+86610 make a lovely sight as they accelerate south with 4L92, 14:03 Ditton - Felixstowe. This is one Freightliner service which usually seems to be given the Up Fast from Nuneaton (and deservedly so....!) but today it was relegated to the Up Slow; shortly afterwards, a Pendo rushed past on the Fast.

The turnout onto the Down Slow at Attleborough Junction (by the bridge in the background) is at a guess fit for 70mph; 90046 had scarcely slowed as it passed me in charge of 4M87, Felixstowe - Trafford Park.

Whatever next - the NR Tram is back out and about, seen here thrashing south towards Bulkington.

Trundling along the Up Slow, light engine, is 92030 'Ashford', probably bound for Daventry and the evening turn to Mossend.

Barely enough sun left to catch the number on the side of Cock o' the North.......

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]]> Wed Apr 4 2007 Around Elmhurst - 28th March 2007 http://caledoniangallery.fotopic.net/c1242609.html Around Elmhurst - 28th March 2007 Wednesday 28 March 2007: Around Elmhurst - 28th March 2007

TV4 marches on.... At Huddlesford, south of Lichfield, a crew in a cherry-picker make adjustments to the OLE - a precarioius business if you ask me!

Not a shot included for photographic merit, for sure, this shot of 350117 on 1K82, 12.49 Euston - Crewe, shows the extent of earthwork which has been undertaken to convert the 11 or so miles from Tamworth to Armintage from two to four tracks.

Two rather different AC electricity supplies in this shot of 390027 racing south - the customary WCML 25kV OLE, and the National Grid, probably carrying 275kV....?

Moving now to Elmhurst, a tiny village between Lichfield and Armitage, one of DRS' typically immaculate 66s, 66413, passes in charge of 4M44, Mossend - Daventry. Ths footbridgde from which these photos were taken is at roughly 118m 10c on the Trent Valley. The OLE return wire in the foreground spoils an otherwise reasonable photo....

In the current climate, I'd not have thought EWS would be short of 66s, but there we are! For reasons unknown the 'Silver Machine' (as in Hawkwind, Mot�rhead, Lemmy......) as 67029 is known, has been turned out from Toton to work 7K50, the 1512 to Basford Hall. A pleasant surprise!

A much more pleasant surprise was the traction powering 4M88, 08:49 Felixstowe - Basford Hall, on this particular afternoon...... 86604+86632 charge away from a TSR at Lichfield with transmission whining, on a diagram which is generally skoda-hauled.

The best was yet to come, however...... with only three grey 86/6s currently in active service it has long been my aim to photograph a pair. With no prior knowledge on my part, I was delighted to see 86637+86622 storming south with 4L92, 14:03 Ditton - Felixstowe. But for the extra trackbed being prepared in the background, this could be 10 or 15 years ago! And even longer since I travelled behind either of these fine machines.

Racing back up to line speed as it passes under the footbridge at Elmhurst is 390040, charging north.

A location at which major earthworks have in fact changed things for the better so far as the photographer is concerned: Shaw Lane, at Hanch, near Armitage. Similarly, the A515 bridge in the background has been completed replaced. However, a civil engineer I'm not - this shot is included solely because it made me smile; look closely and you'll see that the driver of 390047 doesn't much care for his beverage, whatever it may be!! To his credit, I believe he held onto the cup.

The setting sun is nicely diffused by the very hazy air quality as 90043 'Freightliner Coatbridge' heads north in charge of 4M87, 11:43 Felixstowe - Trafford Park.

The change to BST makes 1A86, 17:00 Crewe - Euston (yes, I'd forgotten it was actually booked, so this was a surprise!) available to those of us who rate 350s; in this view, 350119 hurries south amid various slumbering machines whose work is not far from completed.

Published in The Caledonian Gallery

]]> Wed Mar 28 2007 Staffordshire and Cheshire - March 2007 http://caledoniangallery.fotopic.net/c1233797.html Staffordshire and Cheshire - March 2007 Sunday 18 March 2007: Staffordshire and Cheshire - March 2007

Withered by 4L92 - Part 1: The 14:03 Ditton - Felixstowe is the only Freightliner diagram booked for a pair of 86/6s to be phot-able around the Midlands in daylight. Except when 66569 turns up, pictured here at Millmeece on Friday 9th March. Cheers then.

Once a common sight between Birmingham and Crewe / Liverpool, the 323s are now scarce on the WCML outside the confines of the West Midlands, their main stronghold being the Cross-City services. On 9th March, however, 323220 was sent to Crewe IEMD for attention, seen here passing Millmeece as 5Z17, 15:00 ex New St.

The late afternoon sun puts in a timely appearance just as 90043 'Freightliner Coatbridge' passes Millmeece on 4M88, 08:49 Felixstowe - Basford Hall, on 9th March.

Barely two minutes behind 90043, 92037 'Sullivan' passes Millmeece in charge of 6F63, 16:15 Bescot - Warrington Arpley, on 9th March.

Running somewhat late, 60063 'James Murray' passes the same location at Millmeece, heading 6K50 Toton - Crewe, on 9th MArch.

On a day when freight was sparse to say the least, there was little else to phot but a few 350s! In this view, 350115 runs into Acton Bridge to make its booked stop with 1G29, 12:40 Liverpool - Birmingham, on 12th March.

A shutter speed of 1/1600 sec is required to stop 390012, showing its paces storming through Acton Bridge at full speed with 1F15, Euston - Liverpool, on 12th March.

Not booked to stop at Acton Bridge, 350110 cruises easily past at 100mph, on 1G31, 13:19 Liverpool - Birmingham, on 12th March.

Returning south from Merseyside to the Capital, 390012 is rapidly gaining speed after negotiating Weaver Junction, as it approaches Acton Bridge, on 12th March.

Withered by 4L92 - Part2: Typically, on a rare occasion when yours truly is in position somewhere different for the 14:03 Ditton - Felixstowe, it once again fails to produce a pair of AL6s....!! On 12th March, 90041 proceeds cautiously towards the 40mph turnout onto the Up Slow at Acton Bridge. Feckin' cheers then!

Photographed from the road bridge in the background of the previous shot, 350113 hurries past with 1F45 13:51 Birmingham - Liverpool, on 12th March. Footbridge 40A is visible in the background.

The rancid Voyajunk having mercifully cleared the shot just in time (and now cunningly hidden behind an OLE mast !), 350125 approaches Acton Bridge on 12th MArch, with 1G37 14:40 Liverpool - Birmingham.

In an era when the majority of signage, bridge plates and so forth are uninspiring modern items, it was a pleasant surprise to find this vintage sign on a bridge over a minor country road near Dutton Viaduct ! It will be noted that the lettering is inset with reflective 'cats eye' type glass pieces.

There can be few locations on the WCML which are more cluttered with OLE equipment than the south end of Basford Hall yard. Getting a shot is difficult to say the least; here 90042 rolls along the Down Fast Independant, in charge of 4M88, 08:49 Felixstowe - Basford Hall, on 12th March.

Heading north along the Down Slow, thus avoiding Basford Hall yard, 92015 'D H Lawrence' heads 6S73, 16:15 Bescot - Mossend on 12th March. The heavyweight OLE construction harks back to the ground-breaking era of the early 1960s when overhead electrification at 25kV revolutionised the WCML. In hindsight, the heavy masts were found to be over-engineered; compare these with those erected north of Weaver Junction a decade or so later.

Published in The Caledonian Gallery

]]> Sun Mar 18 2007 Sir William returns - expanded 27th March 2007 http://caledoniangallery.fotopic.net/c1232020.html The story of 86101 'Sir William A Stanier FRS' is an interesting one. Built at Vulcan Foundry, E3191 was delivered to traffic in March 1966. When the government of the day ceased their "Oooh well, it'll be ever so expensive" dithering and finally agreed that the extension of the WCML electrification to Glasgow would indeed be a good idea (as any informed individual could clearly see), it was decided that some test work was necessary with the type of bogie envisaged for the proposed Class 87. This represented a new departure for UK AC traction, incorporating frame mounted traction motors with flexible drive passing through the motor. This was considered essential, as the decision to use axle hung motors on the AL6 types had been shown to be ill-advised in the light of experience, with high unsprung axle loads causing unacceptable track wear. Indeed, while the AL1 and AL5s were prone to rough riding, the AL6s were probably the worst offenders in this respect, being particularly hard riding - so much so that SAB resilient wheels and 'Flexicoil' suspension were eventually fitted to all bar those which became the 86/1s. Three 86s were hence chosen as test bed locos for the BP9 bogie, with its hugely powerful GEC 412AZ traction motors, each with a continuous rating of 1250hp - sufficient, it was reckoned, to take a 12 coach load up Shap at 90mph. In 1972, E3191 thus became 86201 after re-equipping, E3150 86202, and E3143 was transformed into 86203. After much testing of these new variants out on Shap and Beattock, they entered service, and after a short time, they were re-numbered as Class 86/1s to differentiate them from the 86/2s, with which they bore little similarity below the body! For the next 25 years or so they operated turn and turn about with the 87s. After a period in storage, followed by a spell in use on Freightliner services, 86101 and 86102 were eventually withdrawn from service; 86103 had already succumbed, providing spares for the other two. The ineviatble appointment with the scrap man appeared to be their certain destiny as they were stored, along with five 86/2s, at the Longtown MOD depot near Carlisle, but happily 86101 was saved by the AC Locomotive Group. Being found to be in much better condition than expected, the group set about restoration, with the aim of a return to main line running. It is reckoned that the capital expenditure was in excess of �50,000, with the fitment of OTMR and a fire protection system being essential; the number of man-hours expended ran to many thousands. The result is the magnificent sight of the storming WCML machine you see in this collection of photographs, a great credit to the hard work of The AC Locomotive Group - to say nothing of the BR designers of three and four decades past. Thursday 15 March 2007: The story of 86101 'Sir William A Stanier FRS' is an interesting one. Built at Vulcan Foundry, E3191 was delivered to traffic in March 1966. When the government of the day ceased their "Oooh well, it'll be ever so expensive" dithering and finally agreed that the extension of the WCML electrification to Glasgow would indeed be a good idea (as any informed individual could clearly see), it was decided that some test work was necessary with the type of bogie envisaged for the proposed Class 87. This represented a new departure for UK AC traction, incorporating frame mounted traction motors with flexible drive passing through the motor. This was considered essential, as the decision to use axle hung motors on the AL6 types had been shown to be ill-advised in the light of experience, with high unsprung axle loads causing unacceptable track wear. Indeed, while the AL1 and AL5s were prone to rough riding, the AL6s were probably the worst offenders in this respect, being particularly hard riding - so much so that SAB resilient wheels and 'Flexicoil' suspension were eventually fitted to all bar those which became the 86/1s. Three 86s were hence chosen as test bed locos for the BP9 bogie, with its hugely powerful GEC 412AZ traction motors, each with a continuous rating of 1250hp - sufficient, it was reckoned, to take a 12 coach load up Shap at 90mph. In 1972, E3191 thus became 86201 after re-equipping, E3150 86202, and E3143 was transformed into 86203. After much testing of these new variants out on Shap and Beattock, they entered service, and after a short time, they were re-numbered as Class 86/1s to differentiate them from the 86/2s, with which they bore little similarity below the body! For the next 25 years or so they operated turn and turn about with the 87s. After a period in storage, followed by a spell in use on Freightliner services, 86101 and 86102 were eventually withdrawn from service; 86103 had already succumbed, providing spares for the other two. The ineviatble appointment with the scrap man appeared to be their certain destiny as they were stored, along with five 86/2s, at the Longtown MOD depot near Carlisle, but happily 86101 was saved by the AC Locomotive Group. Being found to be in much better condition than expected, the group set about restoration, with the aim of a return to main line running. It is reckoned that the capital expenditure was in excess of _50,000, with the fitment of OTMR and a fire protection system being essential; the number of man-hours expended ran to many thousands. The result is the magnificent sight of the storming WCML machine you see in this collection of photographs, a great credit to the hard work of The AC Locomotive Group - to say nothing of the BR designers of three and four decades past.

The first ever (I believe....) main line outing under its own power for a preserved AC Electric ! Running as 0z86 from Crewe to Stafford, and 0z87 return, 86101 made a gentle test run on 15th March 2007. It is seen here approaching Badnall Wharf (between Norton Bridge and Standon Bridge).

A second view of the absolutely immaculate Sir William A Stanier FRS cruising past on the down slow, 0z87 Stafford to Crewe return test trip; this magnificent machine is a credit to many hours of hard work by the AC Loco Group. Understandably, 47847 is inside as insurance, though to my knowledge all was well with 86101, other than a scare when the OLE line light apparently went out, minutes after this shot was taken.

On Wednesday 21st March 2007, 86101 undertook a loaded test run. Originally planned to run from Crewe to Rugby and return, this was for some reason changed to Crewe - Carnforth. Whatever, it had to be photographed! Sir William makes a fine sight, pictured here at Minshull Vernon with a 47 inside as insurance, as it heads north in charge of 5Z86, 14:00 Crewe - Carnforth. Due to the non-availability of the MkIII set, a motley assortment of stock appears to have been cobbled together at short notice for the purpose !

And so to the big day. Saturday 24th March saw a major milestone in the annals of AC Electric locomotive preservation, with 86101 taking charge of 'The Ynys Mons Express', run by Compass Tours from Carlisle to Holyhead. In this view, shortly before departure from the border city, Sir William stands in the early morning mist as a 156 disappears into the distance.

Two generations apart in terms of WCML AC power, and both capable of blistering performance in the right hands, 86101 stands alongside the Pendolino forming the 06:30 to Euston.

A closer view of the immaculate 86101 awaiting the road south over Shap.

Sir William A Stanier FRS glitters in the early morning sunshine. :-)

Shortly after 06:33, 86101 sets forth from Carlisle with 1Z43, seen here approaching Upperby. As ever with an 86/1, some wheelspin on the damp rails caused things to be taken gingerly for the first few miles, but Sir William was soon into his stride, with a load of some 600 tons at the drawbar.

06:45 in the morning and two of the hardcore AC men are already on the ale. As you do...! Gordon and Andrew blink in the low early sunshine. To my disgust, they and a number of others (yes, Nicky, Simon et al, you know who you are....) this merry band later carried on as far as Bangor with the horrible pair of duffs on the front. Shame on you !

A brief pause at Penrith before the assault on Shap, and 86101 looks resplendent in the sunshine.

The centre of attention after arrival at Crewe; rarely has an 86 been so popular - and deservedly so !

Its work over for now, 86101 slips away to stable at LNWR Crewe for a few hours.

But for the gaily coloured DMU garbage behind, this could almost be 1986, as Sir William is viewed through the arches between Platform 10 and 11.

5pm and 86101 is stabled in Platform 10 ready for the return leg.

Tied on and ready for action, 86101 means business as it stands at the head of 1Z44 in Platform 11. With 13 coaches and a dead 47 on the rear, totalling at least 600 tons, Sir William charged north from Crewe in fine style. Both drivers, Angie and Brian (I think!) had the measure of their magnificent charge.

Looking moody and magnificent in the night at Carlisle, 86101 stands in Platform 3, having completed the northbound assault on Shap in fine style. Pulled down from 96 to 90mph by the neutral section at Tebay, the 600-ton+ load was whisked up the bank in storming fashion, with no lower speed than 75mph despite four miles at 1 in 75, a superb performance. Power output during this ascent of the fells is estimated at some 5360hp (or 4 megawatts!), which I'd wager makes 86101 the most powerful preserved locomotive currently running in the UK by some margin.....?

The obligatory seminar shot with the AC faithful bellowing at a fabulous machine.

The new replica plates are, as one would expect, perfect copies of the originals, and look fantastic.

Published in The Caledonian Gallery

]]> Thu Mar 15 2007 British Railways publicity photos http://caledoniangallery.fotopic.net/c1211341.html Well now, here's something a little different. Unlike all the work in The Caledonian Gallery to date, this is a selection of photos which were not taken by me. They are, instead, scans of British Railways (later simply British Rail) publicity photos, which I've picked up over the last 15 or so years, mainly from Collectors' Corner (sadly missed), and some latterly from open days, eBay, and suchlike. They show a variety of WCML AC traction in its absolute heyday, ranging from AL3 and AL4 traction on what appear to be test runs photographed in the early 1960s, to 1980s naming ceremonies, which frequently saw much glitz and fanfare at a time when BR had only recently decided to once again embrace wholeheartedly the naming of locomotives, endowing Class 86s and 87s with many evocative and memorable names (as well as, it must be said, some which are best forgotten!). Given that the prints carry a request stamped on the reverse to the effect of 'Please Acknowledge BR, LMR' or similar, it is my sincere hope that I am not infringing any copyright by uploading them! If I am, please let me know....... Saturday 17 February 2007: Well now, here's something a little different. Unlike all the work in The Caledonian Gallery to date, this is a selection of photos which were not taken by me. They are, instead, scans of British Railways (later simply British Rail) publicity photos, which I've picked up over the last 15 or so years, mainly from Collectors' Corner (sadly missed), and some latterly from open days, eBay, and suchlike. They show a variety of WCML AC traction in its absolute heyday, ranging from AL3 and AL4 traction on what appear to be test runs photographed in the early 1960s, to 1980s naming ceremonies, which frequently saw much glitz and fanfare at a time when BR had only recently decided to once again embrace wholeheartedly the naming of locomotives, endowing Class 86s and 87s with many evocative and memorable names (as well as, it must be said, some which are best forgotten!). Given that the prints carry a request stamped on the reverse to the effect of 'Please Acknowledge BR, LMR' or similar, it is my sincere hope that I am not infringing any copyright by uploading them! If I am, please let me know.......

The wire-less location here is not one familiar to most AC enthusiasts - Birmingham Moor St.! The locomotive is 86226, which had just been re-named 'Royal Mail Midlands' having previously carried the simpler title 'Mail'. This kind of re-naming is to my mind tolerable, just! The date is 22nd January 1985.

A view of the moment of unveiling of 86226's plates; the gentlemen pictured are the then BR LMR General Manager, and the Royal Mail's Midland Region Director (I think). I have their names written down somewhere.....!

Back under the OLE, 86226 is seen at Euston in charge of what appears to be a special in connection with the Spring Fair at the N.E.C.

In the days when Health and Safety was much less of a concern than now, some of the cast of the musical 'Starlight Express' are seen at Euston on the occasion of 86231's naming. Stephanie Lawrence is nearest the cab, while Andrew Lloyd Webber waves the green flag. The date was 1st November 1984.

Another view of 86231 'Starlight Express' shortly after naming. This loco and 86242 were the first recipients of InterCity livery - and superb they looked too. It will be noted that 231 still carries a cross-arm pantograph. Not too long after this it would gain a Brecknell-Willis 'high-speed' version, along with a selection of other 86/2s chosen for 110mph work.

Standing outside Willesden just prior (I imagine) to naming at Euston on 30th April 1984, is 86258, 'Talyllyn'

Another view of 86258 'Talyllyn outside Willesden on 30th April 1984. It is no exaggeration to say that this fine machine is spotless, and the standard of finish applied by the painters speaks for itself. Quite superb.

A close up of the nameplate of 86258, with crest, both carefully finished.

On 3rd October 1985, 86421 was christened 'London School of Economics' - one of the two longest plates applied to an 86 - at Euston. The BR LMR General Manager looks on, though I'm at a loss to name the gent in the rather natty orange suit who is actually doing the honours!

A black and white publicity shot of 86431 racing south to the capital in charge of what appears to be a morning Pullman service, judging by the stock formation. The location is just north of Linslade Tunnel, the date not recorded, though it would appear to be mid 1980s. This locomotive was, when heading 4M53 along with 86611, involved in the smash at Shallowford (between Great Bridgeford and Norton Bridge) on 16th October 2003, when the pair overran a red signal and ran into the rear of the stationary 4M57. 86631's front end was battered well beyond repair in the collision, and it was scrapped at Crewe Works several months later. My thanks are due to the anonymous messager who kindly corrected my mistaken supposition that the photo was taken at Cheddington!

A publicity shot from the days when Freightliner services were relatively new and still (rightly so) very much promoted as the way to move goods. In this shot, un-named 87031 leads 87008 'City of Liverpool' as the pair await departure from the former Gushetfaulds terminal in Glasgow. Based solely on the dates of naming of these two locos, the photo appears to date from early 1978.

1H13 is clearly a Manchester-bound service, and in this shot, BR-built E3066 (later 85011, and later still 85114) is negotiating the then permanent 40mph restriction between Crewe and Sandbach, the consequence of subsidence caused by brine pumping. It will be noted that the masts supporting the overhead gantries are fixed to very substantial concrete bases, in an attempt to keep the OLE securely in position. The loco would, decades later, have the honour of being the last ever Class 85 to start a passenger train, no less a service than the down Clansman, in September 1990. She was removed at Carlisle with an ETH fault, and, to the utter disgust of the handful of bashers present - myself included - a railfreight skoda was substituted. The 'Roarer' era had ended.

What 3Z23 was I shall probably never know, and alas the AL3 under test is not identifiable either! The machine makes a fine sight nonetheless, though again it's hard to say exactly where this was taken.

A vintage shot of English Electric 'AL3' E3026, heading for the capital at a location which is hard to determine, though I'd guess it's between Crewe and Stafford. E3026 entered traffic in August 1960, later becoming 83003. She was victim of another WCML crash, being derailed south of Watford Junction on 23rd January 1975, and almost immediately colliding with 86209 which was heading north on a sleeper. The 83 had in fact come to the rescue of 86204 which had failed near Stoke, and alas the 86's driver, sitting up front in the 83, lost his life in the collision.

A rare treat now in the shape of a North British AL4, E3043 (later 84008), in charge of a featherweight test train. The acceleration must have been eye-popping for those lucky enough to be on board!

The information on the rear of this print advises that the eleven Mk1 coaches forming 1A05 are the consist of a Heysham-Euston service; how times change! The loco appears to be E3070, which would later become 85015. At a guess the location is somewhere between Linslade and Cheddington.....?

A lovely shot of AL6 no. E3129 waiting to depart Euston for Merseyside. The date is not recorded, but E3129 (later 86205) appears to be near new (delivered December 1965), so at a guess it would be early 1966.

Proof, if it were needed, that the new WCML electrics were put to varied use! In this view no. E3170 passes Tamworth in charge of 'heavy oil' tanks, identifiable (I stand to be corrected) by their black livery. The loco survives to this day, renumbered as 86008, 86408, 86608, and lastly regeared and renumbered as 86501. Whether she will run again remains to be seen, however, following a serious failure in December 2006.

Judging by this driver's mature years, he would have been a time-served professional much more accustomed to Sir William Stanier's fine stud of locomotives than his new charge! The caption quotes the loco as being an AL6, though I wonder if it is in fact an AL3, judging by the 'EE' badge on the driver's desk.....?

Published in The Caledonian Gallery

]]> Sat Feb 17 2007 Deltics - The Moray Mint http://caledoniangallery.fotopic.net/c1209927.html OK, confession time. Regular visitors to this site (how are you both?) will know me to be a huge fan of WCML AC Electrics. However, having been born and bred in York, my first love is, always has been, and always will be.... Deltics. Thus it was I found myself en route to Linlithgow for the SRPS tour on 23rd September last year. This was the return of Royal Scots Grey to main line action after what amounted to a virtual re-build. New owner Beaver Sports (more specifically - Martin Walker) spared no expense, with major work being undertaken on the bodysides, as well as a complete internal re-fit and equipping with OTMR - itself reckoned to cost a good �20,000. Little wonder, then, that the overall bill came out in the region of �250,000. But, as the following pictures show, it was well worth it. 55022 looked as if she had just rolled off the production line, such is the standard of finish, both externally and internally. The paint has a near mirror finish, testimony I suppose to advances in paint technology over the past four decades! And, of course, the performance was well up to par, and the accompanying bellowing racket on the return trip was indeed something to savour for those of us fortunate enough to be in the front coach - with all the windows open, of course, despite the chill! As is now well known, she failed in the worst possible fashion for a Deltic only a couple of weeks after this trip, putting a leg out of bed after pulling away from Doncaster on the Autumn Highlander. Debate continues to rage as to the cause - the use of incorrect oil being one theory I have heard more than once.... - but as I type this, the offending power unit has been lifted out, and a replacement is being prepared. Whenever Royal Scots Grey returns, it will not be a minute too soon....... :-) Thursday 15 February 2007: OK, confession time. Regular visitors to this site (how are you both?) will know me to be a huge fan of WCML AC Electrics. However, having been born and bred in York, my first love is, always has been, and always will be.... Deltics. Thus it was I found myself en route to Linlithgow for the SRPS tour on 23rd September last year. This was the return of Royal Scots Grey to main line action after what amounted to a virtual re-build. New owner Beaver Sports (more specifically - Martin Walker) spared no expense, with major work being undertaken on the bodysides, as well as a complete internal re-fit and equipping with OTMR - itself reckoned to cost a good _20,000. Little wonder, then, that the overall bill came out in the region of _250,000. But, as the following pictures show, it was well worth it. 55022 looked as if she had just rolled off the production line, such is the standard of finish, both externally and internally. The paint has a near mirror finish, testimony I suppose to advances in paint technology over the past four decades! And, of course, the performance was well up to par, and the accompanying bellowing racket on the return trip was indeed something to savour for those of us fortunate enough to be in the front coach - with all the windows open, of course, despite the chill! As is now well known, she failed in the worst possible fashion for a Deltic only a couple of weeks after this trip, putting a leg out of bed after pulling away from Doncaster on the Autumn Highlander. Debate continues to rage as to the cause - the use of incorrect oil being one theory I have heard more than once.... - but as I type this, the offending power unit has been lifted out, and a replacement is being prepared. Whenever Royal Scots Grey returns, it will not be a minute too soon....... :-)

After a short run to Edinburgh Waverley, 55022 stands ready to run round at the east end of the station. Just look at that paintwork, the chrome window frames, the orange pipes.......

This is what we came for - 55022 stands at the head of the tour, ready to set forth for the capital of the Highlands.

Heads aplenty out of the windows as we cross the Forth Rail Bridge; and why not. To my mind there is no finer railway structure in the country. It is quite magnificent.

Resplendent in the early morning sunshine at Perth, Royal Scots Grey pauses for a few minutes, long enough for folk to descend and record once again. The shadows on the platform, and the people at the front, give an indication of the reverence in which these machines are held........ rightly so.

Just imagine the noise emanating from this beast as I took this shot ! :-)

Another shot of Royal Scots Grey at Perth, ready for an assault on Druimachtar. Magnificent!

Having been recorded by innumerable lineside photographers, chasing the train along the A9, 55022 approaches Dalwhinnie. The building on the right is, if memory serves, a distillery. And yes, the ballast really is that colour - this is Scotland, remember ! The whole view is one I shall never forget.

Another view at Inverness; a welcome visitor to the Highlands....

My first visit to Inverness for twenty years (shame on me!) but what a way to do it. Royal Scots Grey stands, triumphant, under the station roof, soon after arrival. It will be noted that two plumes of smoke are still blasting forth under the roof, and the glorious Napier song fills the station, making conversation difficult, but no-one would have it otherwise. Best noise in the world !

Word quickly spread that a shot could be had from a nearby supermarket; thus it was that dozens of bashers trekked round to Morrison's car park, immediately behind the station, no doubt to the bemusement of their staff!

An early arrival at Elgin afforded another opportunity for photos; hence something a little different - an overhead view, in which the red cooling fans are visible as the Napiers bellow below.

The locals awaiting the passage of the 158 on the left must have wondered what this sunny Saturday afternoon had brought them. Deltic power, no less !!

After a storming run from the Granite City, 55022 stands once again at Waverley, in the same platform (I think!) from which she departed for King's Cross in charge of 1F50, on 2nd January 1982. She was shortly unhooked from 1z55, and the driver entertained the faithful crowd with some fine thrash as he drew away. It just does not get any better than this. :-)

Published in The Caledonian Gallery

]]> Thu Feb 15 2007 Winter Sunshine http://caledoniangallery.fotopic.net/c1204939.html A small collection of photos, taken at locations, principally in Northamptonshire, with a few in Warwickshire, to which, in the main, I had not been before. I shall return ! Thursday 1 February 2007: A small collection of photos, taken at locations, principally in Northamptonshire, with a few in Warwickshire, to which, in the main, I had not been before. I shall return !

The midday sun is barely far enough round to illuminate 350126 as it passes Grendon Bridge with 1A95, 10:19 Liverpool - Euston, on 6th February.

Milepost 105 betrays the location as Grendon, between Atherstone and Polesworth on the WCML. The curves here allow 390045 to do what it was built for, namely negotiate the Trent Valley at speeds far superior to those allowed for loco-hauled stock. The date is 6th February.

Freightliner-liveried 90041 heads south at Alvecote, between Amington and Tamworth on the Trent Valley, in charge of 4L75, 11:44 Basford Hall - Felixstowe, on 6th February.

One of only two Class 92s to sport EWS' house colours, 92031 cruises easily, and somewhat ahead of time, past Alvecote with 4A10, 12:01 Trafford Park - Wembley, on 6th February.

Just too far away to be indentifiable is this southbound Pendolino, racing past Alvecote and perfectly reflected in the partly-thawed lake, on 7th February.

Heading north at Alvecote, 90042 and its train are reflected in the mirror-smooth waters of one of the pools formed decades ago by mining subsidence, as it passes Alvecote with 4M81, 07:45 Felixstowe - Ditton liner on 6th February.

On 7th February, 60022 chugs north past Cathiron in charge of 6H55 Bletchley - Peak Forest empty stone. The driver has just shut off power, having no doubt been signalled into Brinklow loop to allow past a Pendolino which was right behind.

A location I had never before visited was Watford (Northants). I was very pleasantly surprised, having followed a footpath for half a mile or so through a lovely country estate, to find this beautiful bridge carrying the railway over the footpath. 92011 dwarfs the finely-detailed cast iron span of Bridge 69, known as Lord Henley's Bridge, as it passes with 4H24, 11:31, Wembley - Trafford Park on 7th February. Having since investigated, it appears that the bridge was made in this ornate style to appease the then Lord Henley, who in the late 1870s was less than favourable towards the passage of the newfangled railway through his land! In retrospect, one must applaud his actions; 125 years after its installation, this fine structure has doubtless outlasted numerous concrete spans elsewhere on the network.

Having just passed over Bridge 69, 90047 heads south under perfect blue skies with 4L75, 11:44 Basford Hall - Felixstowe, on 7th February.

A detail of Lord Henley's Bridge; note the coat of arms.

One last view - for now - of Lord Henley's Bridge; this time, 'Desiro' 350106, in charge of a late-running 2Y13, 12:48 New St. - Northampton, is captured passing on 7th February.

Less than a minute later, 90048 heads north past Church Brampton with 4M88, 08:49 Felixstowe - Basford Hall on 7th February.

Moments later, GBRf stablemate 66716 heads south at the same location in charge of 4L22, 14:10 Hams Hall - Felixstowe.

66204 trundles a long rake of empty ballast wagons south towards Church Brampton on 7th February, working 6A15 10:10 Bescot - Forders trip.

'Desiro' 350112 hurries north past a lovely old platelayers's hut at Church Brampton, heading 1Y24, 16:00 Northampton - New St., as the sun sets on 7th February.

Lastly, a surprise. Included solely by way of rarity rather than photographic merit is this shot of 33207 heading south in failing light at Church Brampton, running as 0Z33, destination unknown....

Published in The Caledonian Gallery

]]> Thu Feb 1 2007 January 2007: a West Coast miscellany http://caledoniangallery.fotopic.net/c1194645.html Having splashed out and bought myself a digital SLR at last, I was mad keen to get out and try it, not least as I have all the time in the world on my hands at the time of writing this! These photos therefore are bang up to date, taken in January 2007 at various locations, principally in the Trent Valley, as well as Millmeece (between Badnall Wharf and the former Standon Bridge station site). The accustomed viewer will probably be appalled to see a few Pendos creeping into the collection; well, they are quite photogenic, and so common that I sometimes succumb to the temptation to snap them! The main emphasis, however, is on freight. Unsurprisingly there are a lot of 66s of different sorts, such is their wide sphere of operation these days. A few 57s also appear, as well as several of the dreaded 90s..... At least they're in their rightful place, on freight trains! Woefully rare, at least in the hours of daylight in this part of the world, are the trusty 86/6 beasts. Now in their 41st year of operation, they still put in an occasional appearance on liners. For me, the shot of the pair in this collection was the high point of the month's activity. Lovely! It will be seen that a fair number of 'Desiro' 350s are appearing in The Caledonian Gallery. Top units they are too, so get used to seeing them ! Some of the photographs have been cropped slightly to improve them (I hope!) and all have been compressed to reduce their file size from 4MB+ apiece to something more manageable in terms of download speed, which of course has the unavoidable consquence of reducing their sharpness slightly. The ordering of the photographs in the collection is, incidentally, deliberately random. Finally, my grateful thanks to Wayne, Daniel and Tim for providing very detailed gen on numerous occasions. They are top men, all ! Monday 15 January 2007: Having splashed out and bought myself a digital SLR at last, I was mad keen to get out and try it, not least as I have all the time in the world on my hands at the time of writing this! These photos therefore are bang up to date, taken in January 2007 at various locations, principally in the Trent Valley, as well as Millmeece (between Badnall Wharf and the former Standon Bridge station site). The accustomed viewer will probably be appalled to see a few Pendos creeping into the collection; well, they are quite photogenic, and so common that I sometimes succumb to the temptation to snap them! The main emphasis, however, is on freight. Unsurprisingly there are a lot of 66s of different sorts, such is their wide sphere of operation these days. A few 57s also appear, as well as several of the dreaded 90s..... At least they're in their rightful place, on freight trains! Woefully rare, at least in the hours of daylight in this part of the world, are the trusty 86/6 beasts. Now in their 41st year of operation, they still put in an occasional appearance on liners. For me, the shot of the pair in this collection was the high point of the month's activity. Lovely! It will be seen that a fair number of 'Desiro' 350s are appearing in The Caledonian Gallery. Top units they are too, so get used to seeing them ! Some of the photographs have been cropped slightly to improve them (I hope!) and all have been compressed to reduce their file size from 4MB+ apiece to something more manageable in terms of download speed, which of course has the unavoidable consquence of reducing their sharpness slightly. The ordering of the photographs in the collection is, incidentally, deliberately random. Finally, my grateful thanks to Wayne, Daniel and Tim for providing very detailed gen on numerous occasions. They are top men, all !

Trundling along the up slow line at Cathiron on 12th January is 66119, atop a rake of ballast wagons forming 6T94, 13:00 Bescot - Northampton. The EWS machine makes a pleasant change from the usual diet of Freightliner 66s....

Passing Cathiron (between Rugby and Brinklow on the Trent Valley) at 14:36 on 12th January 2007 is 92036, in charge of 4A10, the 12:01 Trafford Park - Wembley.

66542 heads north at Cathiron, with 4M81, 07:45 Felixstowe - Ditton freightliner, on 12th January.

A GBRf 66 now - no. 66713, passing Cathiron with 4L22, 14:10 Hams Hall - Felixstowe, on 12th January.

As if to assert its supremacy over its ageing stablemate, 66505 tops 57010 on 4M88, 08:49 Felixstowe - Basford Hall on 12th January. Whether it was in fact due to failure. or simply a balancing move, is unknown.

Despite the poor weather, I decided to have a look at the ongoing 'TV4' Trent Valley quadrupling work on 15th January. Arriving at Hademore, I found the crossing now inaccessible, and a newly-opened road bridge sweeping over the WCML just to the north, providing a fine new vantage point. Here, 66408 heads north with 4S62, 12:12 Daventry - Mossend. The preparation of the land to the east for quadrupling is well under way.

Another view of the ongoing TV4 work at the former Hademore Crossing; an unidentified northbound Pendo passes at slightly reduced speed while preparations continue on the 'up' side of the line.

A magnificent machine: 92019 trundles through Rugeley Trent Valley with 4H24, 11:31 Wembley - Trafford Park, on 15th January.

Still at Rugeley, one of Direct Rail Service's immaculate 66s, no. 66419, heads south with 4M34, 05:40 Coatbridge - Daventry International Railfreight Terminal, on 15th January.

350103 again, and 1K82 again! The 12:49 Euston - Crewe stopper is seen approaching Rugeley Trent Valley to make its booked stop. This service provides the first direct train from London to such desolate Trent Valley stations as Atherstone and Polesworth for the better part of five decades!

A machine whose days are now numbered, thanks to the ever-increasing numbers of 66s: 57011 passes Rugeley Trent Valley with 4M58, 11:00 Southampton - Ditton, on 15th January.

Bathed in winter sunshine, DRS 66403 passes Rugeley Trent Valley with 4M44, 08:21 Mossend - Daventry, on 15th January.

Desiro 350120 hurries past Cathiron in lovely sunshine, with 1A95, 10:19 Liverpool - Euston, on 19th January. This service is the balancing 'up' working to 1K82, and serves the local Trent Valley shacks. Never have the good folk of Atherstone had such luxurious transport afforded them!!

Viewed from the footbridge at Cathiron is 66403, heading 4S44, 12:23 Daventry - Mossend. This was one of few freights to run on this date, resulting from the closure of many ports due to the severe weather the previous day.

A mere few mintes behind 66403 at Cathiron on 19th January was DRS classmate 66408, heading 4Z49, 12:23 Daventry - Mossend.

A triple set of 325s, nos. 012, 013 and 002, pass a northbound Pendo at Cathiron, on what I think may be 1A97, Dallam Railnet - PRDC service, on 19th January. Further gen welcome! Would that it had been an 87 in charge..... :-(

The weather was mixed, to say the least, on this particular day but I was in position, so a shot had to be had! 350129 races over the brick viaduct which spans Smeaton Lane, just north of Brinklow, with 1K82, 12:49 Euston - Crewe, on 19th January. The encroaching overgrowth is such that one could be forgiven for thinking that this were a disused line!

Passing under a feeder station which provides its power, 90016 passes Brinkow on 19th January with 4M88, Felixstowe - Basford Hall liner service.

The sun came out just in time for Freightliner's pioneer 'Ying' 66501, seen here in action passing under the overhead feeder apparatus at Brinklow with 4L90, 14:06 Hams Hall - Felixstowe on 19th January.

4A10, 12:10 Trafford Park - Wembley, is always a service I aim to photograph when out and about, as it features Class 92 power - a scandalously under-utilised fleet of massively powerful and versatile machines. In this view, 92004 heads south at Nettle Hill, just sufficiently illuminated by the last of the day's sunshine. A fine sight......

The setting sun at Ansty illuminates 390019 as it heads north on 19th January, partly reflected in the waters of the Oxford Canal.

A reflex 'point-and-shoot' pan shot captures 90049 again, cruising past Ansty with 4M87, 14:42 Willesden Brent - Trafford Park. I understand that this service had been held overnight at Brent sidings due to the severe weather, and resulting West Coast shambles. WCML farce? Never.....!!!

Having just made its stop at Atherstone, 350124 approaches Mancetter with 1A95, 10:19 Liverpool - Euston, on 22nd January.

Realising that the 'Superman' Pendo - 390029 - was passing me I quickly snatched this shot of it heading north at Mancetter on 22nd January. I didn't realise at the time that it was assigned to Wembley depot that very evening for removal of the vinyls!

Yeah, I know - I was a bit late on this shot, but a passing Pendo had literally only just cleared! 90047 drags 66536 past Mancetter, heading 4L75 Ditton - Felixstowe liner, on 22nd January. Would have looked infinitely nicer with a pair of howling AL6s in charge......!

The Oxford Canal runs cheek by jowl with the West Coast Main Line for half a mile or so at Ansty, south of Shilton. The weather on this day - 22nd January - was very windy, thwarting any hope of a mirror reflection; nonetheless, 66572 makes a fine sight heading south with 4L90, 13:38 Hams Hall - Felixstowe liner.

The ever-active 350103 heads past the Oxford Canal, bound for Crewe with 1K82, 12:49 ex Euston, on 22nd January.

I suspect that 66723, seen here headed by classmate 66711, had failed in charge of 4M23, 10:59 Felixstowe - Hams Hall, on 22nd January. Illuminated by the very last rays of sun, the pair are seen approaching the site of Althorp Park station.

A very pleasant surprise, moments after I arrived at Cathiron on 23rd January, was DRS 'Tractor' 37218, hauling some track machines (no doubt the cognoscenti will know what they are but I don't!) as 6Z00, Gresty Lane - Ashford. Lovely to see a 37 on the main line, even if in this case she was just rolling along the slow line, and not barking defiantly will several hundred tons in tow.

Back now to Cathiron, and the sun illuminates 90047 as it heads south on the Fast line with 4L75, Ditton - Felixstowe liner, on 23rd January.

Already almost up to 100mph after its Rugby stop, 350130 races past Cathiron on 1K82, 12:49 Euston - Crewe, on 23rd January.

Having been held brielfy at Rugby to allow a Pendolino past, 57003 picks up speed once again passing Cathiron with a lengthy 4M94, 07:38 Felixstowe - Lawley Street, on 23rd January.

About to pass under Cathiron Lane bridge, 92007 makes a welcome sight on 23rd January, in charge of 4A10, 12:01 Trafford Park - Wembley. It will be noticed that the train is at best only half-laden; even if it were full, at this length, it would not test the abilities of the 92 in the least.

92007 looks so splendid that I can't resist showing another view of it passing Cathiron on 4A10. If only these fine machines saw more use....

The dazzling headlight of 66410 has been enough to confuse the otherwise infallible metering of my Nikon, resulting in a moody underexposed shot as the sun descends, which is actually quite pleasing! The loco was in charge of 4M44, 08:21 Mossend - Daventry, seen here at Mancetter, on 23rd January.

The very very last rays of sunshine catch the sides of 90048 and its train, as it passes Mancetter with 4M88, 08:49 Felixstowe - Ditton liner on 23rd January.

390012 is seen passing Bishton (between Colwich Jn and Rugeley Trent Valley) with a southbound service in perfect photography weather on 25th January.

OK, I know it's yet another fecking skoda, but I think this photo is one of my better efforts of late (modest to the last....!). The frozen stream in the foreground leads the eye straight to 90049, in charge of 4L75 11:44 Basford Hall - Felixstowe liner, passing Little Haywood, just north of Colwich on 25th January.

A beautiful scene - canal and railway in close proximity on a lovely sunny day - 25th January. Would that the train forming 1A52 Manchester - Euston were an InterCity 87 atop a rake of MkIIs, but in 2007 it is of course a Pendolino - in this case 390047, hero of the record-breaking non-stop Glasgow - Euston run of September 2006.

The weather on 25th January was near-perfect - still, cold, and clear with brilliant sunshine. One of 'Tyseley's finest' (hello Tim), 150002 looks most out of place under the WCML OLE as it scuttles north at Little Haywood, just north of Colwich Junction, with a Walsall - Stafford service.

A location at which I had never taken photos until 25th January was Hixon. In this view, 390024 was caught dead by a 1/1600 sec. shutter speed, as it raced past the infamous, now closed, level crossing with a Euston - Manchester service. Its passengers would be blissfully unware of the utter carnage which took place on 6th January 1968; on that day, a 120-ton transformer on a low loader became beached upon the crossing. Both haulier and Police were heavily criticised in the subsequent enquiry, for their apparent ignorance of the correct procedure for using the crossing. As it was, neither contacted the signalman to advise him of their intentions, and with the stricken load still immovable on the crossing, to their horror the bells began to sound and down came the barriers. Moments later, Class AL1 no. E3009 appeared at the head of the 11:30 Manchester - Euston, and her driver had barely made a brake application when she struck the transformer at 75mph; the AL1, only eight years old, was smashed beyond recognition, and eleven lives lost in the resultant terrible wreckage. The outcome was a public outcry and a complete review of level crossing operation; with the advent of 125mph running, level crossings are now a thing of the past on the WCML.

I had always assumed that no freight was booked via Hixon, but was pleasantly surprised to learn that this is not in fact the case! Moreover, on the day in question, 25th January, I was happy to learn that 66075 was for some reason in charge of a very sparsely-loaded 4A10, 12:01 Trafford Park - Wembley. This turn is normally a solid 92 diagram, so this was indeed a rarity.

4A10 and its sister working 4H24, 11:31 Wembley - Trafford Park, are timetabled to pass at Colwich. My final photo at Hixon on 25th January was this fine beast - 92037, heading effortlessly north with 4H24. The village of Hixon, and its church spire, are visible in the background.

Network Rail's needless erection of palisade fencing (between a minor road and a farmer's field - why ??) at Millmeece is no deterrent to the keen photographer! 350108 is seen passing with (I think) a slightly late running 1F46, 14:23 Birmingham New St - Liverpool Lime St., on 25th January.

The light is fast fading as 66580 passes Millmeece with 4M55, 09:28 Southampton - Basford Hall, on 25th January.

EWS's 66014 heads south at Millmeece on 25th January, heading 4O69, 14:02 Trafford Park - Dollands Moor in glorious afternoon sunshine.

The same unit, 350124, is seen this time at Millmeece with 5G99, 15:21 Crewe - Birmingham New St ECS (back working from 1K82), on 25th January.

Another Freightliner skoda! Terrible! This time it's 90046, passing Millmeece with 4M81, 08:14 Felixstowe - Ditton liner, on 25th January.

The formation of three light engines running as 0Z48, from Gloucester to Crewe, caught me out - hence the green 50 is slightly cropped! Preserved 'Peak' 45112 and D444 in its fictitious green colour scheme, are hauled north at Millmeece by the XP64 'duff' - whichever one that might be......

At last, some AL6s! These rare and largely nocturnal beasts always seem to elude me, not least recently when due to my own stupid fault I took a wrong turning to East Haddon one day recently when en route to photograph a pair, and missed 4M88! Here 86613 (formerly 'County of Lancashire') heads grey 86637 past Millmeece on 4L92, 14:03 Ditton - Felixstowe liner. A sight to savour. Well might the rail regulator stipulate that Freightliner use more electric traction under the wires. THAT'S WHAT THE O.L.E. IS THERE FOR !!

Published in The Caledonian Gallery

]]> Mon Jan 15 2007 WCML finale - 87002's Swansong http://caledoniangallery.fotopic.net/c1177143.html Numerous further photos to follow soon; in the meantime..... 2006 proved to be an interesting year for the Class 87s. Just when it appeared that passenger train service for the class was long-finished, rumours began of a single MkIII loco-hauled diagram being reintroduced during the evening peak, to release Pendolinos one at a time for the fitment of sanding equipment (there's any irony....!). Better yet, it was made clear at an early stage by a certain well-placed individual, instrumental in the whole process, that - and I quote - "under no circumstances will this diagram be hauled by a 90"....! As is well-known, it never was..... :-) Thus it was that 87006, followed by 002, 026, and WB64 set, were made ready for action, and a comprehensive refresher programme was instigated for Euston train crews; every TM, plus a total of twenty drivers, undertook test runs. After a good start, problems intervened, and for several weeks in late summer it seemed that the diagram had died a death, until eventually 87002 flew the flag once again. Now of course sporting the name 'The AC Locomotive Group' instead of 'Royal Sovereign' (not that we could begrudge the fact!) this incomparable machine continued in the vein of form she had showed virtually continuously since 2003. To quote a fellow 87 fan, and driver, "the stopwatch never lies" - and 87002 proved this time and again, capable of blistering performance in the hands of all but the few 'windbag' drivers. Her performance was, to the end, easily the strongest of the class, particularly in the 80-90-100-110+ range where she simply blazed along. To this was coupled near bullet-proof reliability. As December unfolded, however, it became clear that the days of loco-hauled service were numbered, as all the Pendos had been modified. Happily, a stay of execution was granted for the MkIII set, it being made quite clear, however, that the week commencing Monday 18th December would definitely be last. This final week provided an extra treat in the form of a daylight Euston - Birmingham sortie (the last ever) on Thursday 21st, and plenty of fine performances from 87002; even this late in her career she was fit for a genuine 120mph. And then suddenly, at 21:00 on Friday 22nd December, it was all over . .. ... ... .. .. Friday 5 January 2007: Numerous further photos to follow soon; in the meantime..... 2006 proved to be an interesting year for the Class 87s. Just when it appeared that passenger train service for the class was long-finished, rumours began of a single MkIII loco-hauled diagram being reintroduced during the evening peak, to release Pendolinos one at a time for the fitment of sanding equipment (there's any irony....!). Better yet, it was made clear at an early stage by a certain well-placed individual, instrumental in the whole process, that - and I quote - "under no circumstances will this diagram be hauled by a 90"....! As is well-known, it never was..... :-) Thus it was that 87006, followed by 002, 026, and WB64 set, were made ready for action, and a comprehensive refresher programme was instigated for Euston train crews; every TM, plus a total of twenty drivers, undertook test runs. After a good start, problems intervened, and for several weeks in late summer it seemed that the diagram had died a death, until eventually 87002 flew the flag once again. Now of course sporting the name 'The AC Locomotive Group' instead of 'Royal Sovereign' (not that we could begrudge the fact!) this incomparable machine continued in the vein of form she had showed virtually continuously since 2003. To quote a fellow 87 fan, and driver, "the stopwatch never lies" - and 87002 proved this time and again, capable of blistering performance in the hands of all but the few 'windbag' drivers. Her performance was, to the end, easily the strongest of the class, particularly in the 80-90-100-110+ range where she simply blazed along. To this was coupled near bullet-proof reliability. As December unfolded, however, it became clear that the days of loco-hauled service were numbered, as all the Pendos had been modified. Happily, a stay of execution was granted for the MkIII set, it being made quite clear, however, that the week commencing Monday 18th December would definitely be last. This final week provided an extra treat in the form of a daylight Euston - Birmingham sortie (the last ever) on Thursday 21st, and plenty of fine performances from 87002; even this late in her career she was fit for a genuine 120mph. And then suddenly, at 21:00 on Friday 22nd December, it was all over . .. ... ... .. ..

Pausing briefly in the gloom at International, 87002 is every inch a thoroughbred.....

The last of twenty special window labels produced by Caledonian Publications (i.e. me...!) to mark the final run out of Euston, Friday 22nd December 2006. Happiness is indeed a Seven in weak field.

Published in The Caledonian Gallery

]]> Fri Jan 5 2007 A run over Shap with 85001 http://caledoniangallery.fotopic.net/c1176959.html This is a small collections of pictures which I bought on eBay a few months ago. They are said to have been taken from the cab of 85001 on 4th November 1981, and while I can't guarantee the date, looking at the pictures I have no reason to doubt it either! In a couple of cases the quality leaves something to be desired, though they show nonetheless a fascinating driver's eye view of what was then, and still is, a quite magnificent 90 mile stretch of railway. Would that I had been aboard the train that day, as 85001 escaped me for haulage; she was alas another AC class pioneer to fall victim to fire, a major conflagration taking place as she passed South Kenton, bound for Manchester in around 1986, if memory serves. There is a photo of her awaiting the inevitable, at Crewe Works, in my WCML Gallery #3. My thanks to MTD for clarifying the location of the last but one picture after I had my doubts...! Friday 5 January 2007: This is a small collections of pictures which I bought on eBay a few months ago. They are said to have been taken from the cab of 85001 on 4th November 1981, and while I can't guarantee the date, looking at the pictures I have no reason to doubt it either! In a couple of cases the quality leaves something to be desired, though they show nonetheless a fascinating driver's eye view of what was then, and still is, a quite magnificent 90 mile stretch of railway. Would that I had been aboard the train that day, as 85001 escaped me for haulage; she was alas another AC class pioneer to fall victim to fire, a major conflagration taking place as she passed South Kenton, bound for Manchester in around 1986, if memory serves. There is a photo of her awaiting the inevitable, at Crewe Works, in my WCML Gallery #3. My thanks to MTD for clarifying the location of the last but one picture after I had my doubts...!

Running downhill into Penrith, and having not long crossed the M6 once again, the 85 now approaches Lowther Viaduct, between Eden Valley and Eamont, where the slow line turns out. 75mph is now the rule until clear of Penrith station, whence a downhill dash to the border resumes.

Having made the customary cautious run down the 1 in 98 of Ripley Bank's 75mph restricted curves, it looks as though the road is set for the fast line through Lancaster Castle. Time for full taps and try to gain as much speed as possible before the neutral at Morecambe South Junction, 2� miles north of Lancaster !

Having just passed the site of Hay Fell 'box (Milepost 22�), 85001 climbs the 1 in 131 of Grayrigg Bank amid beautiful scenery. Once a formidable challenge to steam - most trains being banked from Oxenholme - the bank was comparatively easy for electrics, though wet weather and leaf fall could cause problems! For all their rough ride, the roarers were reckoned by most drivers to be more sure-footed on the banks than Class 86s and 87s.

Having surmounted the climb to Grayrigg, the loco will just have passed under the dreaded M6, at this date only some ten years old. The location is Beck Foot, and the former station at Low Gill lies just out of sight around the next left hand sweep of this 80mph restricted curve. As at so many locations, there is rather more in the way of lineside vegetation to annoy the photographer now, 25 years on!

The milepost on the left marks the end of the four mile 1 in 75 ascent, and Shap Summit is conquered by 85001. Having skirted the Irish Sea only 35 miles further south, the Lancaster & Carlisle line now reaches its summit of 916ft. This was once marked by a red enamel sign, which happily now resides in the NRM, while 'SHAP 916 ft' is painted on the summit cutting wall instead, to remind the observant that this was once a struggle of man against nature, with many a steam-hauled freight slogging upgrade at little more than walking pace.

Once past the former station at Low Gill, the line enters the beautiful and justly-famous Lune Gorge. While the driver will inevitably be applying full taps once more to provide impetus for a rush up Shap, the passengers can relax and enjoy the magnificent view, with the River Lune trickling through far below on the Up side, while the hills rise to 1300ft and more. There is no more beautiful stretch of main line railway in this country......in my humble opinion!

90 miles since leaving Preston, 85001 runs into the border city - the magnificent station of Carlisle Citadel hosting a 'Peak' which very probably awaits return passage via another splendid piece of railway - The Settle & Carlisle - as our run concludes.

Departing north from Platform 3 at Preston, the road is set for Lancaster. No doubt at this point the driver was already cursing the motive power he'd been afforded; the 81s and 85s were notoriously rough riders!

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]]> Fri Jan 5 2007 Dec 2006: A look round Wembley http://caledoniangallery.fotopic.net/c1174250.html When offered the chance of a look around Alstom Traincare's Wembley facility, I jumped at it. Alas the weather on the day in question was terrible, with fog lingering all day, the temperature scarcely rising above zero, and only the merest hint of sunshine breaking through - briefly ! Nonethless, had I not gone there on this particular day, I would have missed the departure of 87012 and 87019. My grateful thanks are due to Tim H and the The Chief for making it possible. Tuesday 2 January 2007: When offered the chance of a look around Alstom Traincare's Wembley facility, I jumped at it. Alas the weather on the day in question was terrible, with fog lingering all day, the temperature scarcely rising above zero, and only the merest hint of sunshine breaking through - briefly ! Nonethless, had I not gone there on this particular day, I would have missed the departure of 87012 and 87019. My grateful thanks are due to Tim H and the The Chief for making it possible.

Inside the shed on No.6 road stands

When I arrived, set WB64 was in darkness and the pan was lowered on 87002 - not a promising sign! The fitter, however, did the business and rectified a minor fault with Royal Sovereign, to my huge relief. Here she stands awaiting departure time of 15:40 with 5G21.

87006 and 87028 stand on No.5 road undergoing attention prior to whatever Porterbrook have planned for them, whilst on the right in No.6 road is 87002 with the set for 1G21 - the WCML's last locomotive hauled diagram.

The view from alongside 87002, with 87028 and 87006 on the adjacent road.

Outside the shed, the Cripple Road plays host to 87007, 87008 and 86213 'Lancashire Witch', the latter owned of course by the AC Locomotive Group whose name adorns the side of 87002.

87008, still immaculate in the colours of Cotswold Rail - but to my knowledge never having turned a wheel for that TOC since repainting - stands in the Cripple Road. I understand that a fair amount of work is required to bring 'City of Liverpool' back to a serviceable condition.

The slight 'speed' blur on 87012 is due solely to the appropriately dull foggy weather as the former 'Coeur de Lion' is towed away and across to the freight yard, whence she and 87019 would be removed to Dolland's Moor and, after Christmas taken via the Tunnel to Germany for onward movement to Bulgaria.

The 08 pulls away and 87019 + 012 roll past me for the last time. :-(

I arrived at Wembley just in time - literally - to witness the removal of 87019 and 87012 to the adjacent freight yard, prior to their departure a couple of days later as part of 6B01 trip to Dollands Moor. Their pans were tied down, and such items as APC magnets removed, to be sure of safe passage through the Tunnel. My eternal thanks are due to the EWS shunters who paused for a moment to allow me to grab this picture...!

Still operational, albeit on 3 TMs, is 87026. The erstwhile 'Redgauntlet' is seen here engaged in driver training, with a short rake of vehicles which constitute the spares for WB64.

Now then - a challenge to Hertfordshire, Pathfinder Tours, et al..... let's have 87028, or one of her classmates, on a tour to Scotland before it's too late....? You know, NORTH of the border, preferably via the West Coast of course! The AL7 men live in hope........

El Presidente, a credit to The Chief and his team.....

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]]> Tue Jan 2 2007 Tractors - and a couple of Grids ! http://caledoniangallery.fotopic.net/c831800.html This will be a small collection of photos of Class 37s at work, principally the famous BSC Lackenby - Corby steel "Tubeliner", which featured pairs of these superb machines barking along with a heavy load of steel coils in tow. The dedicated fleet of twenty locos, 37501-37520, featured some interesting livery variations around the basic Railfreight theme; some sported a red band on the lower bodyside, some had large numbers, some small, while of course 37501 was for a time famously turned out in BSC light blue. I think I have a slide of that somewhere, so keep your fingers crossed ! As this is primarily a freight collection, I've taken the liberty of including another class of locomotive which I rate highly, the Class 56 'Grids', even if it's only a couple of shots for now. So, here's a small collection to get things started..... Tuesday 17 January 2006: This will be a small collection of photos of Class 37s at work, principally the famous BSC Lackenby - Corby steel "Tubeliner", which featured pairs of these superb machines barking along with a heavy load of steel coils in tow. The dedicated fleet of twenty locos, 37501-37520, featured some interesting livery variations around the basic Railfreight theme; some sported a red band on the lower bodyside, some had large numbers, some small, while of course 37501 was for a time famously turned out in BSC light blue. I think I have a slide of that somewhere, so keep your fingers crossed ! As this is primarily a freight collection, I've taken the liberty of including another class of locomotive which I rate highly, the Class 56 'Grids', even if it's only a couple of shots for now. So, here's a small collection to get things started.....

37404 approaches Tyndrum Lower with the morning Oban - Glasgow QS service, in September 1986. Given that 37693 was allegedly supposed to be on the train, this was a slight disappointment, though I, and innumerable others, would give anything to see such a sight again!

Trundling past Berkswell on a chilly autumnal day around 1990 is 37013, in charge of a mixed freight, probably bound for Bescot. RIP 37013 - scrapped at Kingsbury in February 2007.

In the mid-to-late 1980s, arguably the most famous freight working in the country was 'The Tubeliner', from BSC Lackenby to Corby. The southbound working was fully laden with rolled steel coils, and was always worked by a pair of 37s. Usually it would be a pair from the 37501-37520 pool, but on this occasion, recently-outshpped 37668 and 37667 are in charge of the train, passing Station Farm at Bolton Percy, in spring 1988.

6M47 again, seen here passing York Yard South signal box, by means of which most freights avoid the station. 37517 and 37519 are in charge.

The northbound empty train, whose reporting number escapes me, is seen here passing Colton South Junction, powered by 37507 'Hartlepool Pipe Mill' (I think...?) and 37513.

The empty wagons are seen once again, in the charge of 37516 and 37513, passing the remains of Holgate Cattle Dock, en route to York Yard South.

Having rounded the curve at Holgate Junction at the usual cautious 15mph, the driver of 6M47 has just given 37511 and 37519 full power to lift the heavy 'Tubeliner' on its way south. The resultant fabulous barking racket from the pair of 12CSVTs can well be imagined! :-)

Having unusually been routed through the yard rather than the main line, 37517 and 37504 make a lovely sight as they restart 6M47 from York Yard South. In the background, the smoke from the sugar beet factory drifts across in the crisp winter air.

Having briefly paused at York Yard South box, 56098 catches some low winter sun as it heads a fully laden MGR, in early 1988. Signs of track rationalisation and ongoing ECML electrification work are well evident....

A scene from bygone days at Colton Junction, as 56102 storms south with 1,000 tons-worth of MGR in tow, bound probably for Drax or Eggborough Power Station. The hapless driver of the 31 on the adjacent Up Leeds line is no doubt phoning the signalman to request assistance after failing !!!!

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]]> Tue Jan 17 2006 WCML 6: West Midlands http://caledoniangallery.fotopic.net/c752887.html Restarting from Rugby Midland, the erstwhile London & Birmingham railway takes a left turn at Trent Valley Jn, immediatley encountering a neutral section. A slight downgrade takes the line past Church Lawford and over a lovely viaduct which precedes the former station at Brandon & Wolston, where the railway bisects the two villages. From here the line rises gently to the city of Coventry, whose motor industry will shortly be a shadow of its former self with the impending closure by Peugeot of the Ryton assembly plant where your author works - though not for much longer! Leaving Coventry, puntuality and pathing of local EMUs permitting, the way is open for the keen driver to sprint to Birmingham International, 10.7 miles distant. Climbing steadily at Stephenson's ruling 1 in 330 gradient the line curves gently south-west past the park, whose trees cause considerable difficulties come Autumn. I can recall a few occasions when it took 7 or 8 minutes to pass Canley, a mere mile and a half from Coventry, with massive wheelspin and sparks flying from the wheels amid the smell of hot steel! Usually, however, any AC machine would be at full taps - even into weak field - passing Canley. Charging onward past Tile Hill, the ton would be achieved by Beechwood Tunnel, whose clearance always appeared tight in the extreme! Berkswell is preceded by a neutral section, whereafter the line descends steadily at 1 in 330 along a lovely embankment to pass Hampton in Arden. The windbags would be braking here; the fast men, however, would hold off for a further mile until the M42 overbridge, conditions permitting, and would charge into International at 40-50 mph with the rheostatic brake screaming, to stop perfectly before the signal. Departure from International would typically be full-blooded, taps being applied as fast as the loco's motors would accept them without overloading, as the line passes the airport before the station at Marston Green. By this time the notch meter would read 100% as the loco raced towards Lea Hall, which would be passed at a ton with a good driver. Leaving power on might see Stechford passed at 106-107 with Mk3s in tow, though not strictly legal of course on this 100mph line! Few drivers would reapply power after the Stechford neutral, coasting towards Adderly Park before applying the brakes for Proof House Junction. The remodelling of this area, long overdue, eased the passage into New St, whose south tunnel is preceded by a sudden drop at 1 in 50 through the walled cutting. Entry into the station itself was - and always will be - agonisingly slow as the crossovers are all limited to 10mph, after which the train disappears into the depressing darkness of what is, for this author at least, the most horrible station in the country. The northern departure from New St takes the train immediately into a tunnel, climbing at 1 in 77 to Monument Lane (once passed at a staggering 69mph with a charging 87010 on the front...!). 75mph running, at most, is the rule for the Stour Valley line as it twists and turns, rising and falling sharply over numerous undulations through a landscape which is by no means beautiful, though not lacking in character, at times running cheek by jowl with the canal which servies as a reminder of times gone by. Sandwell & Dudley is the only station served by Inter City services, the remining local stations being the preserve of local units, of which the new Class 350 'Desiro' are easily the best, though the Class 323s come a close second, if lacking in seating comfort. Arrival at Wolverhampton is achieved by passing a now-disused foundry, and tight 15mph curves take the line into the station. Sunday 6 November 2005: Restarting from Rugby Midland, the erstwhile London & Birmingham railway takes a left turn at Trent Valley Jn, immediatley encountering a neutral section. A slight downgrade takes the line past Church Lawford and over a lovely viaduct which precedes the former station at Brandon & Wolston, where the railway bisects the two villages. From here the line rises gently to the city of Coventry, whose motor industry will shortly be a shadow of its former self with the impending closure by Peugeot of the Ryton assembly plant where your author works - though not for much longer! Leaving Coventry, puntuality and pathing of local EMUs permitting, the way is open for the keen driver to sprint to Birmingham International, 10.7 miles distant. Climbing steadily at Stephenson's ruling 1 in 330 gradient the line curves gently south-west past the park, whose trees cause considerable difficulties come Autumn. I can recall a few occasions when it took 7 or 8 minutes to pass Canley, a mere mile and a half from Coventry, with massive wheelspin and sparks flying from the wheels amid the smell of hot steel! Usually, however, any AC machine would be at full taps - even into weak field - passing Canley. Charging onward past Tile Hill, the ton would be achieved by Beechwood Tunnel, whose clearance always appeared tight in the extreme! Berkswell is preceded by a neutral section, whereafter the line descends steadily at 1 in 330 along a lovely embankment to pass Hampton in Arden. The windbags would be braking here; the fast men, however, would hold off for a further mile until the M42 overbridge, conditions permitting, and would charge into International at 40-50 mph with the rheostatic brake screaming, to stop perfectly before the signal. Departure from International would typically be full-blooded, taps being applied as fast as the loco's motors would accept them without overloading, as the line passes the airport before the station at Marston Green. By this time the notch meter would read 100% as the loco raced towards Lea Hall, which would be passed at a ton with a good driver. Leaving power on might see Stechford passed at 106-107 with Mk3s in tow, though not strictly legal of course on this 100mph line! Few drivers would reapply power after the Stechford neutral, coasting towards Adderly Park before applying the brakes for Proof House Junction. The remodelling of this area, long overdue, eased the passage into New St, whose south tunnel is preceded by a sudden drop at 1 in 50 through the walled cutting. Entry into the station itself was - and always will be - agonisingly slow as the crossovers are all limited to 10mph, after which the train disappears into the depressing darkness of what is, for this author at least, the most horrible station in the country. The northern departure from New St takes the train immediately into a tunnel, climbing at 1 in 77 to Monument Lane (once passed at a staggering 69mph with a charging 87010 on the front...!). 75mph running, at most, is the rule for the Stour Valley line as it twists and turns, rising and falling sharply over numerous undulations through a landscape which is by no means beautiful, though not lacking in character, at times running cheek by jowl with the canal which servies as a reminder of times gone by. Sandwell & Dudley is the only station served by Inter City services, the remining local stations being the preserve of local units, of which the new Class 350 'Desiro' are easily the best, though the Class 323s come a close second, if lacking in seating comfort. Arrival at Wolverhampton is achieved by passing a now-disused foundry, and tight 15mph curves take the line into the station.

87013 was one of the earlier Sevens to be painted into Virgin colours, inexplicably losing its John O' Gaunt nameplates in the process. Where these ended up is not known, as it is believed that a new set were cast, albeit in the original typeface. Nameless, no.13 passes Berkswell in immaculate condition after repainting.

At the very end of its career, 304033 unexpectedly runs into Tile Hill, where I was taking advantage of the evening sun. I had a quick spin to Coventry and back, the very last time I travelled on a Class 304. Alas none now survive.

Disturbing the tranquility as the stream runs under the ancient pack horse bridge, 87006 City of Glasgow is glimpsed tearing across Blythe Viaduct, three quarters of a mile south of Hampton in Arden, with a Sunday express diverted off the Trent Valley.

Running onto the front of the Saturdays Only Aberystwyth-Euston for the remainder of the journey forward from Wolverhampton, 86224 Caledonian will shortly be shackled up to 13 NSE liveried Mk1 coaches. How times change!

87001's nameplate and crest, circa 1992.

86101 Sir William A Stanier FRS runs into Coventry in 1992 at the head of a BFO set without a DVT, Euston-bound.

86102 Robert A Riddles stands at Birmingham International with a summer evening service to Wolverhampton. Never did the AC electics look better than in this livery.

Much-missed: 86103 Andr� Chapelon pauses at Wolverhampton with a northbound working.

Ill-fated 86239 L S Lowry stands at Birmingham International with 1G35, 16:10 Euston - Birmingham. For a time in the early 1990s this was booked for a res 86, as a fill-in turn before overnight parcles duties.

86401 stands at Wolverhampton in 1992 while on a northbound working. The loco sports the later version of res livery, which suited them well. Always a strong performer, 86401 now survives with the AC Group, and was recently returned to its unique NSE livery, complete with Northampton Town nameplates.

86428 Aldaniti stands at Birmingham International with 1S54 - I think ! - having earlier arrived from Liverpool, in 1992.

86428 Aldaniti catches the late evening sunset while stabled in the centre roads at New St, in 1990. It will be noticed that the 2nd man's windscreen wiper is of non-standard design.

86431 stands at Birmingham International with 1G35 16:10 Euston - Birmingham in 1992.

87004 Britannia stands on Platform 3 at Wolverhampton in 1994(?). This loco survived almost to the end of the 87s in 2005.

On a freezing morning in February 1989, 87007 City of Manchester heads south against a cloudless blue sky, bound for London with an express from Wolverhampton. This livery looked magnificent on any 86 or 87......

87013 John O' Guant departs New St in 1992, Wolverhampton-bound.

Three up in the cab, having just left Beechwood Tunnel, 87020 North Briton cruises towards Tile Hill at an easy 100mph, bound for Euston on a beautiful, but freezing cold, morning in February 1989. In anticipation of higher speeds on the WCML, the three level crossings in five and a half miles beteween Coventry and Berkswell are now all no more. It will be noted that the complete train, aside from the brake, is in reverse formation....

Shortly after repainting into Virgin livery, and alas losing its nameplates for no reason that was ever explained, 87022 - erstwhile Cock o' the North cruises past Berkswell. In retrospect, would that it had remained nameless for the remainder of its career....

87026 Sir Richard Arkwright cruises towards Blythe Viaduct - near Hampton in Arden - with a Euston - Wolverhampton working in 2002.

An unidentified class 87 racing north through Tile Hil in 1998

Magnificent in blue, an unidentified Class 87 charges north through Coventry on a Sunday in February 1986, heading an express diverted away from the Trent Valley via Bescot.

Almost too fast for the camera.....! 86224 Caledonian flashes past an autumnal Berkswell at 100mph, with 1G28, 11:40 Euston-Birmingham New St.

86224 Caledonian, spotless from overhaul at Glasgow Works in 1992, stables in New St waiting to work 1S76 north.

Pride of the West Coast......! Following some attention with wire wool during a layover in Euston one evening many years ago, 86224's name fairly sparkles. Anyone found practising such suspicious behaviour at a railway station in the capital these days would no doubt be arrested within minutes lest they be planting a bomb somewhere.

86241 Glenfiddich runs round 1G35 at New St and drops onto the front of 1A59, 18:15 Euston, in 1992 when this was a regular res 86 diagram.

An attempt at contre-jour as an unidentified 86/6 passes Coventry in 1992.

87001 Royal Scot's pantograph reaches progressively higher to clear clear the level crossing at Tile Hill, as it heads for Birmingham on a very cold morning in February 1989. At the time I didn't even notice that a second loco was dead behind the 87; so far as can be ascertained from this near head-on angle, it would appear to be 86102 Robert A Riddles - presumably having failed...?

An unidentified 87 runs into Coventry and just catches the last rays of the sun, in 1995.

A dire shortage of rolling stock at Longsight - on a Sunday! - led to a very rare working in late summer 1998; a pair of Class 309

Looking splendid in Inter City colours, 86225 Hardwicke is seen departing Coventry with a Euston-bound service, around April 1989.

6G05, the afternoon Wembley-Bescot (sometimes starting at Northampton) freight was a regular

37517 passes Berkswell on a weedkilling train, in 1998. Shutter speed too slow to capture it, sadly, but she still makes a fine sight.

WCML Cross Country services once used electric traction under the 296 miles of OLE between Birmingham and Glasgow, but all that has changed in the name of

The sun sets, literally and metaphorically, on two West Coast veterans. 85106 (ex 85021) and 85037 catch the last of the day's warmth at Wolverhampton in the summer of 1989. Roar no more.....

86103 Andr� Chapelon races across Blythe Viaduct, dragging appararently failed 86102 Robert A Riddles. Two out of three !!

Stratford Works were rightly famous for their high standards of overhaul, as 86204 City of Carlisle shows, departing New St. for the Black Country in August 1990. As E3173 (

A fairly early casualty in the ranks of Class 86s was 86219 Phoenix. Here she stands, absolutely immaculate after overhaul in June 1989, at Wolverhampton after arriving with a service from Euston.

The end of another AL6 - 86239 L S Lowry lies wrecked after colliding with a derailed soutbound freight at Rickerscote. Minutes behind, 87007 was stopped in time on 1N17....

86411 Airey Neave runs into Coventry with a Euston-Birmingham diagram in April 1989

Immaculate ex works 86412 Elizabeth Garrett Anderson stands at Birmingham International, catching the last of the summer sunset, around 1989.

86424 stands at New St on what would be its last working out of Euston, 1G37 to Wolverhampton, in 2003.

Be it as 86241, 86508, or once again as 86241, Glenfiddich always seemed to be rare on passenger duty. Here it is seen at Coventry - but awaiting a van train.....

Sporting curiously small numbers - for a freight loco, anyway! - 86608 St. John Ambulance is stabled in the now disused centre road at Wolverhampton, in June 1989. This machine survives as unique re-geared Freightliner 86501.

Known affectionately simply as

Spotless after repainting and naming Willesden Intercity Depot, 87016 leaves Wolverhampton for Oxley with ECS.

On a foggy winter evening, the headlight of 87020 North Briton pierces the gloom as it stands at Coventry awaiting departure with 1G43, 20:40 Euston - Wolverhampton.

6G05 was a solid roarer turn, and there was some disappointment when an 87 rolled through on the train! In retrospect, though, the appearance of 87031 Hal o' the Wynd can be viewed as even rarer; a treat indeed when the class spent all their time on passenger work.

Proof positive! 86621 London School of Economics stands in New St at the head of a Manchester service. The date and train are in my archives somewhere; in the early weeks after conversion from 86/4s, several of these machines saw class 1 action, though already limited to 75mph and without heat!

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]]> Sun Nov 6 2005 WCML 5: Carlisle - Glasgow & Edinburgh http://caledoniangallery.fotopic.net/c752193.html Leaving Carlisle Citadel, the Caledonian Main Line sets forth past the site of the once-huge steam depot at Kingmoor; such is the effect of nearly 40 years of tree growth that the casual observer would have no idea it ever existed! Its site, on the up site prior to the DRS depot, is in fact now a nature reserve. Once past Kingmoor Yard, which never lived up to its potential, the line passes through dense woods which precede Floriston level crossing, shortly afterwards traversing the River Esk, before passing the site of Gretna station, and the Scottish border. At this point, travellers on a northbound train in the charge of Polmadie TM Bill Macpherson would inevitably be regaled with "Ladies and Gentlemen, Welcome to Scotland" in his unmistakeable rich Glaswegian burr! By now the line is climbing, and passes loops at Quintinshill, forever notorious as the site of this country's worst ever rail disaster, a horrific four-way smash due to the signalmen's inattention, in May 1915, which claimed 227 lives. With line speed back to 100mph, the former stations of Kirkpatrick Fleming, Kirtlebridge and Ecclefechan are passed en route to Lockerbie. From here the line speed is 110mph for hauled stock, and as such this was another racing ground for Polmadie drivers on their way home, who would on occasion let their charge run until the needle was off the speedometer passing Nethercleugh and Dinwoodie, prior to the neutral section at Murthat. By the former station at Beattock, once the junction for a branch to Moffat, line speed is down to 100mph. The bridge at the north end of the station marks the start of ten miles of unrelenting climb, the line clinging to the hillside at grades varying from 1 in 88 to as stiff as 1 in 69 - the notorious Beattock Bank. This would in steam days necessitate banking assistance for all but the lightest trains, though since electrification it would be a poor Class 87 which would not maintain 90mph at least with a standard Mk3 rake in tow. Once over the summit, a brief downhill spurt past Bodsbury Crossing takes the train past Elvanfoot, where a line once diverged west down the beautiful and tranquil valley to Wanlockhead. The WCML now follows the Clyde Valley, sweeping round 90mph curves through beautiful scenery as the closed stations at Crawford and Abington are passed. By Lamington, speeds are once again into three figures, and can easily surpass 110mph passing Thankerton, prior to crossing the recently-renewed Float Viaduct which announces imminent arrival at Carstairs. The course of an avoiding line south of the station can be seen, which joined up with the line to Edinburgh over Cobbinshaw Summit. Carstairs itself is now a shadow of former times, the only loco-hauled trains booked to call being the overnights, whose Edinburgh and Glasgow portions attach and separate here. Heading north, the line climbs briefly past Ravensruther (pronounced 'Renstrie'!) Coal Terminal and thereafter ever downgrade past numerous former stations into Strathclyde. The vast open spaces east of Law Jn and Garriongill are sad testament to a once-thriving Scottish steel industry, now long gone. Motherwell, as always, is a busy junction, with local EMUs scurrying about; the main line continues on over Logan's Road crossing, where on the down side the Motherwell Bridge premises were recently demolished. Heading through suburban Glasgow, the line passes Polmadie Depot before plunging into Eglinton Street Tunnel, to emerge into daylight traversing a myriad junctions prior to crossing the River Clyde and entering the magnificent Caledonian Railway terminus of Glasgow Central. Had one been lucky enough to be aboard The Royal Scot one day in the early 1990s, 87016 would have been recorded arriving here a mere 4 hours 44 minutes after leaving Euston, 401.2 miles to the south. A quite magnificent railway; not for nothing did the LNWR proudly boast of being 'The Premier Line'..... Saturday 5 November 2005: Leaving Carlisle Citadel, the Caledonian Main Line sets forth past the site of the once-huge steam depot at Kingmoor; such is the effect of nearly 40 years of tree growth that the casual observer would have no idea it ever existed! Its site, on the up site prior to the DRS depot, is in fact now a nature reserve. Once past Kingmoor Yard, which never lived up to its potential, the line passes through dense woods which precede Floriston level crossing, shortly afterwards traversing the River Esk, before passing the site of Gretna station, and the Scottish border. At this point, travellers on a northbound train in the charge of Polmadie TM Bill Macpherson would inevitably be regaled with "Ladies and Gentlemen, Welcome to Scotland" in his unmistakeable rich Glaswegian burr! By now the line is climbing, and passes loops at Quintinshill, forever notorious as the site of this country's worst ever rail disaster, a horrific four-way smash due to the signalmen's inattention, in May 1915, which claimed 227 lives. With line speed back to 100mph, the former stations of Kirkpatrick Fleming, Kirtlebridge and Ecclefechan are passed en route to Lockerbie. From here the line speed is 110mph for hauled stock, and as such this was another racing ground for Polmadie drivers on their way home, who would on occasion let their charge run until the needle was off the speedometer passing Nethercleugh and Dinwoodie, prior to the neutral section at Murthat. By the former station at Beattock, once the junction for a branch to Moffat, line speed is down to 100mph. The bridge at the north end of the station marks the start of ten miles of unrelenting climb, the line clinging to the hillside at grades varying from 1 in 88 to as stiff as 1 in 69 - the notorious Beattock Bank. This would in steam days necessitate banking assistance for all but the lightest trains, though since electrification it would be a poor Class 87 which would not maintain 90mph at least with a standard Mk3 rake in tow. Once over the summit, a brief downhill spurt past Bodsbury Crossing takes the train past Elvanfoot, where a line once diverged west down the beautiful and tranquil valley to Wanlockhead. The WCML now follows the Clyde Valley, sweeping round 90mph curves through beautiful scenery as the closed stations at Crawford and Abington are passed. By Lamington, speeds are once again into three figures, and can easily surpass 110mph passing Thankerton, prior to crossing the recently-renewed Float Viaduct which announces imminent arrival at Carstairs. The course of an avoiding line south of the station can be seen, which joined up with the line to Edinburgh over Cobbinshaw Summit. Carstairs itself is now a shadow of former times, the only loco-hauled trains booked to call being the overnights, whose Edinburgh and Glasgow portions attach and separate here. Heading north, the line climbs briefly past Ravensruther (pronounced 'Renstrie'!) Coal Terminal and thereafter ever downgrade past numerous former stations into Strathclyde. The vast open spaces east of Law Jn and Garriongill are sad testament to a once-thriving Scottish steel industry, now long gone. Motherwell, as always, is a busy junction, with local EMUs scurrying about; the main line continues on over Logan's Road crossing, where on the down side the Motherwell Bridge premises were recently demolished. Heading through suburban Glasgow, the line passes Polmadie Depot before plunging into Eglinton Street Tunnel, to emerge into daylight traversing a myriad junctions prior to crossing the River Clyde and entering the magnificent Caledonian Railway terminus of Glasgow Central. Had one been lucky enough to be aboard The Royal Scot one day in the early 1990s, 87016 would have been recorded arriving here a mere 4 hours 44 minutes after leaving Euston, 401.2 miles to the south. A quite magnificent railway; not for nothing did the LNWR proudly boast of being 'The Premier Line'.....

April 1994, and while returning from a trip to MC Metals to collect a piece of scrap Class 85 (!), a stop was made at a very rarely photogrpahed WCML location - Dinwoodie. The view from the bridge at this location, a few miles north of Lockerbie on the Caledonian Main Line, is quite magnificent, with the Scottish lowlands making a lovely backdrop. During the period when it was active on XC services rather than West Coast diagrams, 86247 Abraham Darby is seen racing past the former station, in charge of 1V98, the train being bound for Birmingham and ultimately Paddington with diesel haulage.

On the high speed stretch of line which starts just south of Lockerbie, 87032 Kenilworth flashes past Dinwoodie on 1S63 Euston-Glasgow, in April 1994. The same shot cannot be repeated today, due to a problem which is ever more present - overgrown lineside vegetation. And Railtrack wonder why there are such difficulties with Autumn leaf-fall.....

Having arrived with 1S46, 06:55 Birmingham-Glasgow, 86224 pauses under the magnificent overall roof of its namesake Caledonian terminus, as it follows out 1O16, 12:30 Glasgow-Poole. The loco would stable at Polmadie until working its booked return, 1M44 16:08 Glasgow-Birmingham, leaving me a few hours to sample some fine Scottish ale in a couple of Glasgow's excellent pubs!

The light is fast fading on a freezing cold Ferbruary afternoon in 1986, as 85022 whisks its train, 1V98, towards Mossend East Jn. My thanks are due to Polmadie driver Robin Ralston for identifying the location; I had little idea where this shot was taken, as my route knowledge of the West Coast was minimal at the time - unlike now!

By now bereft of its nameplates and crests, 87035 still looks in fine shape, having arrived punctually in Glasgow Central with 1S57 The Royal Scot, from Euston, in August 2004.

86426 waits to set forth from Glasgow Central on an overnight parcels turn in 1994.

87002 stands on a dull morning August 2004 at Carlisle, top'n'tailing 1M08 06:10 Glasgow - Birmingham with 87032. Due to the usual WCML engineering shambles, nothing ran south of Birnimgham that weekend, and 87-hauled diagrams were in short supply.

Probably my favourite shot ever of the West Coast Main Line - despite being taken through a telephoto lens which reveals the limitations of the film's definition.... At a time when Class 87 reliability left much to be desired, with EWS skodas being drafted in to make up the numbers, they were rare north of the border. After a long wait in the car, with the weather changing by the minute, patience was rewarded as the sun broke through just as 87007 City of Manchester appeared on 1S75, in August 2003. The location is just north of Crawford, in the Clyde Valley - a quite magnificent vista which to me typifies this incomparable railway.

An epic WCML farce led to this shot: 1M18, the first Glasgow-Euston, with 87010 King Arthur powering, found itself suddenly in dire trouble after a brake pipe ruptured between coaches, causing the train to come to a sudden screeching halt at Crawford - not a position of strength! The train was

One of the most beautiful locations on the Caledonian main line - the River Clyde viaduct just north of the former station at Crawford. Having arrived in time to see a skoda pass (again!) on 1S55, I sat down to await The Royal Scot. In the intervening couple of hours the weather improved steadily, and the sun was almost out when 87011 cruised past, albeit rather late, on 1S57, and I had my shot.

During a period of respite after already being retired at least once, 87028, now minus its Lord President nameplates, stands in Glasgow Central after arriving with 1S85, 16:30 from Euston. in August 2004. To the best of my knowledge this was the only time this machine worked to Glasgow in 2004; the following night, it was in trouble, overheating on arrival at Preston with 1S90, on a very hot and humid evening. The 57 which rescued it fared little better, however, sitting down at Plumpton, a few miles north of Penrith. 87028's pantograph was raised and it pushed the dead 57 down the hill into Carlisle Citadel, where the train was cancelled, some 90 minutes late!

Shortly before the cessation of rail haulage for Royal Mail traffic, 90029 is seen rounding the curve south of Abington with the up afternoon Shieldmuir-Willsden PRDC service.

Viewed from across the valley at Greskine on a beautiful late summer morning, a Class 92 heads south, bound for Warrington, on 4M53, the up log train, in August 2003. I seem to recall that the train was, along with everything else southbound early that day, running very late due to a typical West Coast shambles with 1M11, the overnight Glasgow-Euston sleeper. This train proceeded for many miles at 20mph due to a hot box, and had to detach a coach at Beattock Summit. Such was the delay that the early morning departures from Central were caught up in the shambles!

My trusty and well-thrashed 206 GTI stands on the long-disused trackbed of the Elvanfoot-Wanlockhead branch, in August 2003. The trackbed was navigable - albeit at walking pace! - as far as the bridge across the valley in the background. Several miles from the ceaseless traffic noise of the M74 at Elvanfoot, this spot was beautifully idyllic and tranquil, silent but for the trickling stream nearby, as the sun set.

86222, erstwhile Fury, emerges from the tunnel into Edinburgh Waverley, at the head of 1S48, 09:05 from Birmingham, in May 1998.

86251 The Birmingham Post stands at the head of 1M35, 17:10 to Birmingham New St, at Edinburgh Waverley, in May 1998.

87006, having failed departing Euston with 1S47, 06:20 to Glasgow, in June 2002, was rescued by res 86424. However, rather than use the 86 to remove the dead 87 and allow it to be repaired (thereby lightening the load for the 86...), 424 was simply tied on the front and sent north. With the many standing starts which characterised 1S47, even more time was consequently lost, the train arriving in Glasgow (where this shot was taken) after it should have left on 1M28! The errant 87 was finally removed upon arrival in Euston, though no other traction was available, and 86424 was reattached for 1C25, starting out over an hour late. Only on the West Coast...!!

Heading into the August sunset at the head of 1S83 in 2002, 87003 Patriot cruises round the 90mph curves past Round Hill and Raggengill Hill, between Crawford and Abington on the Caledonian main line.

87005 City of London stands at the head of 1M11, at Glasgow Central, in 1994. This machine was scrapped at MoD Caerwent in October 2005: RIP.

Photographed through a 300mm telephoto lens, an unidentified pair of Class 86/6s are seen toiling up Beattock Bank in the early morning at Greskine, with an overnight liner train, in August 2003.

A broadside view of the same pair of 86/6s heading up Beattock, at Greskine. The whine of the hard-worked traction motors could be clearly heard across the valley!

In June 1990, 85018 makes a fine sight under the magnificent overall roof at Glasgow Central, having arrived with a van train.

Reflected in a pool of water on the platform at Edinburgh Waverley, 86222 runs back on to 1M33, 14:40 to Birmingham, in May 1998. Even

86239 L S Lowry waits to take over 1M47 to Birmingham, perfectly positioned for the camera. The location......? Carstairs.

Slightly blurred but it had to be included; 86247 stands at Glasgow Central after arrival on 1S57, The Royal Scot, in 2003. Despite being late at Preston, some fine driving by the Polmadie man saw a punctual arrival in Scotland.

86258 Talyllyn stands at Glasgow Central at the head of 1M47 to Birmingham, some time in early 1988.

Magnificent.... 87001 STEPHENSON stands in Glasgow Central after arriving with 1S55.

A dull day weatherwise; but this is one of my favourite shots, and one of my favourite machines. 87005 City of London, seen after arriving on 1S55 at Glasgow Central in a rare moment when no suburban units obscured the view.

The magnificent, and unspoilt, Caledonian terminus - Glasgow Central, and a local EMU passes 87034 William Shakespeare standing atop the DVT on Platform 2, very much in charge of 1M34, the 16:50 to Euston. Despite having another 87 dead on the rear, the ensuing trip over Beattock was one of the most blistering runs I ever logged on the West Coast. The Polmadie men knew what they were doing, and loved their 'Sevens. Happy days :-)

Still sporting BR blue but equipped with the cables which permitted driver-guard communication via the RCH (and which would in time be used for TDM operation), 86206 City of Stoke on Trent stands in Glasgow Central in February 1986 having arrived from London Euston.

A 28mm lens on my trusty Minolta distorts the cab of 85022 slightly as it stands at Glasgow Central in charge of 1V98 to Birmingham and Paddington, in February 1986. The same loco and train feature in another shot later in this gallery.

Published in The Caledonian Gallery

]]> Sat Nov 5 2005 WCML 4: Preston - Carlisle http://caledoniangallery.fotopic.net/c752176.html This is where the WCML 'proper' starts; a section of railway which is for me stands above all other main lines in this country. Even after some 500 runs, I never tired or travelling over it. Starting out from Preston, the line runs largely straight and level, allowing sustained high speed by those drivers so inclined (a 116mph run with 86229 on the up Royal Scot sticks indelibly in my mind...)! The neutral section adjacent to the site of Garstang & Catteral, nine miles in, marks the one-time divergence of the branch to Pilling and Knott end, though it is very hard to discern nowadays. After passing over Six Arches Viaduct at Scorton, and riding high over the village of Galgate on a magnificent stone viaduct, the line drops sharply into Lancaster once past the feight loops at Oubeck. The 1 in 98 upgrade for southbound trains was the scene of adhesion difficulties for many an 87, particularly in the Autumn and Winter. Handicapped by a ridiculous 10mph restriction (which took far far too long to resolve, to my eternal amazement...) leaving the station, the hapless driver of a DVT set would have little clue how well his 87 - nine coaches behind him - was gripping the rails. Many were the occasions on which uncontrollable wheelspin would reduce progress to a crawl over the canal. North from Lancaster, the Carlisle Bridge traverses the River Lune, and three miles further on the 'West Coast' line briefly, and once only, skirts the coast at Hest Bank. After Carnforth the climb begins, almost continuously through Oxenholme and through some lovely scenery as far as Grayrigg, where the M6 makes an indelible scar on the landscape. The 80mph curves between Beckfoot and Low Gill precede a 100mph dash through the Lune Gorge - a section of line of stunning beauty, with hills rising high on both sides and the infant River lune little more than a stream down below, though it is frustratingly inaccessible from a photographic viewpoint if one wishes to stay within the law! A usefully-positioned (not!) neutral section at Tebay would pull any electric loco's speed down by several mph; by the time full taps were reapplied the machine would be on the four miles of 1 in 75 which constitute Shap Incline, with speed at this point typically in the upper 90s. This stunningly beautiful section of sweeping hill-climb was a stiff challenge for steam, though electrics suffer only from occasional wheelslip difficulties, and will maintain 90mph at least with nine Mk3 coaches in tow. To sit on Scotchman's Bridge at Greenholme and watch 86s and 87s sweep past, and onward into the far distance beyond Scout Green crossing, was something of which I never tired! Once past the 80mph restriction at Shap Summit, there follows a sprint past Hardendale Lime Works to Harrison's Sidings, whereafter a series of curves once again limit speed to 80mph, though running downhill all the while, past Bessie Ghyll. Thereafter, 100mph running is the rule past Clifton & Lowther and Eden Valley, where on the up side the track bed of the former Appleby branch is still discernible. The curve through a largely unspoilt Penrith station restricts progress to 75mph, but thereafter commences a flat-out dash downhill past Plumpton, Calthwaite and Southwaite's former stations. Many were the Polmadie drivers who had their 87s off the clock along this stretch; I have recorded a number of them at 116-117mph.... A sudden curve at Wreay interrupts this swift progress, carrying an 85mph restriction, with nothing more than 90 allowed thereafter as the line arrives past Upperby depot into the magnificent border station of Carlisle Citadel. Saturday 5 November 2005: This is where the WCML 'proper' starts; a section of railway which is for me stands above all other main lines in this country. Even after some 500 runs, I never tired or travelling over it. Starting out from Preston, the line runs largely straight and level, allowing sustained high speed by those drivers so inclined (a 116mph run with 86229 on the up Royal Scot sticks indelibly in my mind...)! The neutral section adjacent to the site of Garstang & Catteral, nine miles in, marks the one-time divergence of the branch to Pilling and Knott end, though it is very hard to discern nowadays. After passing over Six Arches Viaduct at Scorton, and riding high over the village of Galgate on a magnificent stone viaduct, the line drops sharply into Lancaster once past the feight loops at Oubeck. The 1 in 98 upgrade for southbound trains was the scene of adhesion difficulties for many an 87, particularly in the Autumn and Winter. Handicapped by a ridiculous 10mph restriction (which took far far too long to resolve, to my eternal amazement...) leaving the station, the hapless driver of a DVT set would have little clue how well his 87 - nine coaches behind him - was gripping the rails. Many were the occasions on which uncontrollable wheelspin would reduce progress to a crawl over the canal. North from Lancaster, the Carlisle Bridge traverses the River Lune, and three miles further on the 'West Coast' line briefly, and once only, skirts the coast at Hest Bank. After Carnforth the climb begins, almost continuously through Oxenholme and through some lovely scenery as far as Grayrigg, where the M6 makes an indelible scar on the landscape. The 80mph curves between Beckfoot and Low Gill precede a 100mph dash through the Lune Gorge - a section of line of stunning beauty, with hills rising high on both sides and the infant River lune little more than a stream down below, though it is frustratingly inaccessible from a photographic viewpoint if one wishes to stay within the law! A usefully-positioned (not!) neutral section at Tebay would pull any electric loco's speed down by several mph; by the time full taps were reapplied the machine would be on the four miles of 1 in 75 which constitute Shap Incline, with speed at this point typically in the upper 90s. This stunningly beautiful section of sweeping hill-climb was a stiff challenge for steam, though electrics suffer only from occasional wheelslip difficulties, and will maintain 90mph at least with nine Mk3 coaches in tow. To sit on Scotchman's Bridge at Greenholme and watch 86s and 87s sweep past, and onward into the far distance beyond Scout Green crossing, was something of which I never tired! Once past the 80mph restriction at Shap Summit, there follows a sprint past Hardendale Lime Works to Harrison's Sidings, whereafter a series of curves once again limit speed to 80mph, though running downhill all the while, past Bessie Ghyll. Thereafter, 100mph running is the rule past Clifton & Lowther and Eden Valley, where on the up side the track bed of the former Appleby branch is still discernible. The curve through a largely unspoilt Penrith station restricts progress to 75mph, but thereafter commences a flat-out dash downhill past Plumpton, Calthwaite and Southwaite's former stations. Many were the Polmadie drivers who had their 87s off the clock along this stretch; I have recorded a number of them at 116-117mph.... A sudden curve at Wreay interrupts this swift progress, carrying an 85mph restriction, with nothing more than 90 allowed thereafter as the line arrives past Upperby depot into the magnificent border station of Carlisle Citadel.

This was mid-summer, not that you'd know it - but then again such is the charm of the Lake District! 87016 passes the bridge south of Hardendale Lime Works on 1S57, on an utterly dismal day around 1996.

86226 Royal Mail Midlands catches the last of the summer evening sunshine as it passes Greenholme, bound for Birmingham with a cross country service originating in Glasgow. An incomparable stretch of railway.

The sun has already disappeared, and the zoom lens makes the fells encroach almost on top of 87008 City of Liverpool as it begins the ascent of Shap at Greenholme, on a summer evening in the mid 1990s.

86634 + 86614 (readily identifiable by its nameplates and assorted crests) are seen heading south at Pye Bridge, just south of Milnthorpe, on a lovely early summer afternoon in late May 1998.

Racing down Shap with the driver dabbing the brakes so as not to exceed the 105mph line speed, 87013 is seen propelling either 1M28 Glasgow-Euston or 1A80, the Carlisle-Euston which on a summer Saturday set out immediately behind 1M28.

86214 Sans Pareil cruises south at Docker, a few miles north of Oxenholme, heading south on 1M33, the 14:40 Edinburgh-Birmingham cross country service.

Terrible conditions for photography! A hazy day, shooting straight into the sun, such as it was, but a Seven has to be recorded if at all possible. 87019 Sir Winston Churchill is seen from the footbridge just south of the former station at Milnthorpe (a few miles south of Oxenholme), charging north on The Royal Scot.

86252 The Liverpool Daily Post is seen coming to a stand in the Border City at the head of 1M04, 12:00 Glasgow - Euston, around 1990. Alas the thrashing given to the 86s by the Great Eastern proved too much for the former E3101, and this pioneer machine was burnt out, and subsequently scrapped.

87019 Sir Winston Churchill stands at Carlisle Citadel at the head of 1G61, 14:05 to Birmingham International. This diagram took the engine from New St to Carlisle on 1M01 (ex Poole), and upon arrival back in the Midlands, it would then work 1S92, to Glasgow Central. Occasionally it would drop a 'roarer' - but never when I was in a position to do the mileage move!!

August 2003 finds 87002 (erstwhile Royal Sovereign) now nameless and sporting a colour scheme which most agree is little short of hideous, but such was the apparent trade off when 87001 was repainted into 1973 rail blue. Nonetheless, she was the best of the class in their final year or so, capable of blistering performance coupled with near bullet-proof reliability! Here she heads north at Beck Houses Bridge, between Oxenholme and Grayrigg. The train is 1S47; at the helm on this particular day was one of the WCML's top drivers, whose all-round skill at the controls is outstanding.

86101 Sir William A Stanier FRS stands at Carlisle in 1990 with - I think - 1M04, 12:00 Glasgow - Euston.

An unidentified 86/2 passes Oxenholme with what I believe to be 1M44 parcels working.

86621 and 86610 head a southbound steel coil train at Carlisle in 1990.

Having abandoned any hope of a shot at Wreay (pronounced

87021 Robert The Bruce tackles Shap, at Greenholme, on an unknown northbound working - possibly 1S75 or 1S83, around 1995.

On a dull early summer morning, my judgement of shutter speed proved incorrect (!), and failed to

90020 is seen cruising round the curve at Low Gill on an up excursion.

No train here, though the WCML can be discerned on the left, running through the beautiful Lune Gorge. Whilst waiting for 87001 to pass with 1M22 Glasgow-Euston in August 2003, the peace was abruptly shattered by two RAF fighters on a training flight, which screamed past barely 200ft above my head! Even when half expecting it, it makes you jump! I grabbed this shot as the second fighter disappeared north.

One of my favourite shots, and easily my favourite railway location anywhere in the country: it can only be Scotchman's Bridge at Greenholme, a mile or so north of Tebay. 86224 rushes down Shap in charge of 1M33, 14:40 Edingburgh-Birmingham. It was worth sacrificing the mileage just to get a shot such as this of Caledonian in action!

86224 approaches Grayrigg heading 1S48, 09:05 Birmingham-Edingburgh cross country service. Had the weather been poor I would have been behind Caledonian, but having travelled from the Midlands for a weekend's photography and been rewarded with perfect weather and no skodas to spoil things, I was prepared to sacrifice a few hundred miles on my machine!

Cranks' eye view of the finest main line in the country.... Picking up speed rapidly after a 20mph TSR at Shap Wells, 86224 Caledonian rockets down Shap at the head of 1M33, 14:40 Edinburgh-Birmingham. A memory to savour indeed. :-)

During latter part of the post-Hatfield knee-jerk panic

86243 passes Pye Bridge, an excellent photographic vantage point a mile or so south of Milnthorpe, at what one might consider the gateway to the Lake District so far as the railway traveller is concerned. The Howgills are just discernable in the background.

The morning sun catches 86103 Andr� Chapelon as it runs into Lancaster with the second Carlisle-Euston service, in 1989.

86255 Penrith Beacon drags 86206 City of Stoke on Trent south past Low Gill on a dull summer morning, hauling 1M02 to Birmingham.

How I shall remember the West Coast - 87001 STEPHENSON, heading 1S55, cruises round the curve at Beckfoot, towards Low Gill, prior to a flat-out thrash through the Lune Gorge, followed by the assault on Shap. Superb traction, beautiful scenery - the Premier Line indeed.

Somehow, to my annoyance, I messed this shot up, through not picking the right angle for the picture. Still, 87001 STEPHENSON looks OK storming up Shap at Greenholme with 1S83, 14:30 Euston Glasgow, on a sunny August evening.

Spoiled as it is by an awful colour balance - I shall not name the film manufacturer - 87035 Robert Burns still looks superb as it passes under the M6 at Grayrigg and takes the curve at Beckfoot, en route to Glasgow on 1S55 on a beautiful morning in the summer of 1997.

Freshly outshopped from works and looking very smart for it, 87028 Lord President runs round its train at Carlisle Citadel, to take charge of 1G61, 14:05 to Birmingham Interational.

Published in The Caledonian Gallery

]]> Sat Nov 5 2005 WCML 3: Crewe - Manchester / Liverpool / Preston http://caledoniangallery.fotopic.net/c752175.html WCML 3: Crewe - Manchester / Liverpool / Preston Saturday 5 November 2005: WCML 3: Crewe - Manchester / Liverpool / Preston

Having worked what would be its last ever passenger train (1M90, if memory serves, from New St on a Sunday evening in 1990), 85034 stands on the blocks at Lime St. All was not entirely lost, as 85011 was unexpectedly turned out to work the 00:45 Mondays Only up

The maze of heavyweight, 'first generation' overhead masts betrays the location as Manchester Piccadilly, where the 25kV AC and 1500V DC systems once ran side by side. 87035 Robert Burns is seen running into the station with a train from Euston, around 1994.

On a dull afternoon 86609 leads a grey-liveried class-mate north, just north of Acton Bridge station.

85101 trundles into Platform 9 at Crewe with a van train from the north, in 1990.

Showing signs of neglect, 81007 departs Stoke-on-Trent with a Birmingham - Manchester service in 1989.

The last of the afternoon sunshine at Runcorn in November 1986 sees immaculate 86414, recently named Frank Hornby, standing on 1M02, the afternoon Dover-Liverpool service which used to run via Mitre Bridge Jn, in West London.

Another one gone up in flames! Class pioneer 85001 was one of - from memory - eight or nine out of the forty Class 85s to succumb to a major fire. The former E3056 bears the scars of its transformer having burst into flames on a Euston - Manchester turn, whilst passing South Kenton. She is pictured here at Crewe Works open day in July 1987, awaiting the inevitable.

85038 reposes at Lime St in the company of an 08, early 1987.

86212 Preston Guild 1392-1992 runs into Wigan N.W. past The Swan & Railway public house, a lovely pub with lots of character and well-kept Banks' ales!

86224 Caledonian, on its first run ex-works in 1992, sets out from Crewe with 1S76.

86428 Aldaniti runs into Crewe on 1G10 Liverpool - Birmingham International in 1992, during the period when six 86/6s were converted back to 86/4s for res use due to a shortage of power.

87017 Iron Duke stands at Liverpool Lime St towards the end of its career. The mighty Duke was a popular beast among the 87 clan, though there is little chance of it ever working again as it presently resides at MoD Bicester - stored in the open in all weathers. Rumours persist that Iron Duke several others of the class will see service in Bosnia, however unlikely this might seem.

With The Railway pub as a backdrop, this could only be Preston! 87021 Robert The Bruce stands in Platform 5 shortly after arrival with 1P04 from Euston, in August 2004.

Hi-vis vests much in evidence as, freshly painted into DRS colours, 87022 is seen about to set out north from Crewe bound for Kingmoor, towing a DRS 37. Photographed from 1S56 behind 87010 as we ran into Crewe.

87022, erstwhile Cock o' the North, stands at the head of a turned Mk3 set at Manchester Piccadilly, on 1A57 in August 2004. Druid pays his respects to a machine which was taken out of service not long afterwards.

The lack of Virgin branding and the three white stripes (I always thought that one single, broader stripe would have looked far better...), not to mention its Wolf of Badenoch nameplates, belie this shot as being taken during 87027's brief return to service in July 2004, after it had already been declared surplus. Such was the protracted farce which was Pendolino introduction! In this shot, the Wolf stands at the buffers in Lime St.

Freshly repainted following complaints - apparently - from VT about its admittedly appalling external state, 87035 Robert Burns is seen standing at Stockport. It was about to recommence powering 1M35, a diverted Glasgow-Euston. Typically with such diversions, train crew issues meant it left Stockport over an hour adrift...!

An unidentified class 87 near the site of Weston & Ingestre station, 2003.

86224 Caledonian emerges from the gloom of Lime St. tunnel and runs into Platform 8 at journey's end in 1987.

87030 stands at Macclesfield awaiting departure with a service to Euston via the Midlands, early in 2005. The set is in reverse formation - an unusual sight at this particular station.

Still looking fairly fresh after overhaul is 81010, stabled in Lime St in June 1987. The roar of the transformer, rectifier, and TM blowers, combined with the soulful whine of the smoothing chokes, is a lovely sound unlikely to be heard again in this day and age - alas!

The good old days when additional trains were provided on an ad hoc basis; I waited hours at Euston for this, and was ultimately rewarded! 85022 stands at the stops in Manchester Piccadilly, having arrived with 1H90, 18:20 additional from Euston, in February 1988.

85036 stands in the sunshine at Manchester at the head of 1G58, 13:18 to Birmingham International. With a featherweight 5-coach load, acceleration was brisk to say the least!

Not long left..... 85105 (formerly 85016) runs into Crewe with a short van train from Manchester, in August 1990.

86212 Preston Guild passes Winwick Junction with a northbound working in 1994. It will be noted that the RCH cables are flapping in the breeze around the side of the cab, doubtless to the delight of the driver!

En route north

86224 Caledonian awaits departure from Manchester Piccadilly with 1G58 to Birmingham International, in 1992. Upon arrival in the Midlands, Caledonian would work back to Scotland in charge of 1S87.

A case of being in the right place at the right time: In the late spring of 1986, 86224 Caledonian leans to the curve at Speke, with 1A64, 16:00 Liverpool-Euston pullman.

Sporting an early experimental version of Inter City livery, 86228 Vulcan Heritage stands at the buffers at Lime St in 1987.

How Manchester once looked, pre-Voyajunk. Three AL6s - 86231, 86212 and 86239 stand at the buffers in the summer of 1992.

Belle in blue. A particular favourite of mine, but always a rare beast - 86241 Glenfiddich stands in the now disused parcels bay at Lime St, in 1986. Happily, a little piece of 86241 resides in my house.

86411 Airey Neave storms north through Crewe, bound either for Liverpool or the North West, in the summer of 1990.

In 1992, res 86s were as rare as rocking horse manure on passenger work; here 86425 finds itself pressed into service at the head of a BFO set, on the 13:30 Manchester-Euston.

Back to her usual remit - prior to removal of the multipe working jumper cables, 86425 stands in Manchester at the head of a short van train, in 1992.

87001 STEPHENSON runs into Stoke on Trent in charge of 1S55, during the period when all trains were diverted via the potteries.

Sporting the all-over yellow cab fronts whicvh made it instantly recognisable at the time, 87009 City of Birmingham departs Crewe for Scotland, in the summer of 1992.

Yes. Class 87s in Multiple Working on passenger work..... 87016 is detached from 87012 at Manchester Piccadilly in August 1990. The pair worked in multiple from at least Crewe (where I joined the train) and possibly all the way from Euston. The acceleration was enough to make your eyelids peel. Fabulous stuff!

Having already surrendered its original 'Hector' name, 86223 stands at Crewe with a cross country service bound for Birmingham, in early 1986. It would soon be Anglia-bound, and would be one of the AL6s to spend the rest of its career on the Great Eastern.

Heaven for the 'Roarer' basher - 85023 in charge of a southbound working to Birmingham while another AL5, possibly 85036, runs into the station for a class 1 diagram. Happy days!

The honour of being the last 86/2 in rail blue fell to 86249 County of Merseyside, seen here on a Euston-Wolverhampton working in 1988. Curiously, this machine, when recently scrapped at MoD Caerwent, appears to have carried its nameplates to the very end........

Bound for Glasgow Central with 1S92 from Birmingham International on a summer evening, 85007 pauses at Stafford, where alas I had to leave the train.

A veteran at reat: 81005 reposes at Lime St around 1986.

To the great frustration of the 'Roarer' fans in the area, no end of AL1s and AL5s worked into of Lime St on humble ECS duties from Edge Hill, only to disappear whence they came once the 86 or 87 in charge had departed with its train! Here 81008 is seen at the buffer stops with just such a working.....

Another AC veteran, this time an EMU - 304043 runs into Manchester Piccadilly with a suburban service around 1989. Frequently known as 'dinosaurs', for obvious reasons (!), and sometimes as 'bouncers' on account of the lively ride in the trailer cars, these lovely old units made countless short trips on services around the Midlands, Manchester and also Liverpool-Crewe. Alas all were put to the torch, thanks partly to being stored for long periods after withdrawal. Such was the attention from vandals that they were considered not worth salvaging......

An unknown AL5 - possibly 85008 - stands in Manchester waiting to head south around 1989.

The early morning sun reflects of 85101 (aka 85006 and originally E3061) at Crewe stabling point around 1990. Happily, this AL5 survived the torch, though whether it will ever again feel 25kV through its power circuits and 'roar' again is, sadly, very doubtful.....

87014 Knight of the Thistle races north into the late summer sunshine at Weston & Ingestre, during a brief period of a few weeks when ALL West Coast services were diverted via the Potteries. What a magnificent name for a WCML flagship locomotive.

Published in The Caledonian Gallery

]]> Sat Nov 5 2005 WCML 2: Rugby - Crewe http://caledoniangallery.fotopic.net/c752171.html Continuing the journey north, at Rugby the line from Northampton trails in on the up side, while a mile north of the sad remnants of the once-magnificent Rugby Midland station, the line to Birmingham takes a left turn at Trent Valley Junction. Passing under the up Birmingham line on its decaying concrete flyover, there is a brief level section where Newbold water troughs were once located, to quench the thirst of Duchesses and the like. Thereafter the three-track (one down, two up) line undulates slightly, climbing gradually to a minor summit north of Shilton, after which the descent towards Nuneaton has on occasion been enough for 87s to approach the 120mph mark. Nuneaton itself is of course infamous for 1975's smash involving 86006 and a failed 86242, which together came to grief in catastrophic fashion after taking a 20mph TSR at 80mph, thanks to a warning board's illumination having run out of gas! Several deaths sadly resulted in the ensuing wreckage. Having dipped to 100mph through the station, the linespeed once again goes up to 110 shortly after, though the curves at Atherstone, which sports ornate but sadly vandalised buildings, are restricted to 90/85mph down/up for hauled stock. A gentle descent towards Tamworth ensues, with the linespeed at 105mph. At this point the line becomes twin track only. The last level crossing for many a mile on the main line to Glasgow is 3� miles further on at Hademore, also formerly the site of water troughs. By Lichfield Trent Valley the line is climbing once again at the ruling 1 in 330 grade, with a brief level at the former Elmhurst crossing. North of the former Armitage station, the two tracks once again become four, as far as Colwich where the direct line to Manchester turns off. The junction was the site of another huge WCML smash in 1986 when 86211 collided head on at 90mph with a stationary 86429 which had overshot the signal protecting the junction. Amazingly, no passengers died. Linespeed is now pegged at 90mph due to the sweeping curves as the line passes through Lord Lichfield's Shugborough estate and the 777 yard tunnel, which precedes the slow line turnout at Milford & Brocton. Shortly further on the up slow crosses at Whitehouse Junction, whereafter the line approaches Stafford via a short straight section, followed by the Queensville curve. Once limited to 60mph, the linespeed is now 75mph for hauled stock, thanks to improved alignment. At Trent Valley Junction (again!) the Birmingham line trails in on the down side, and the remnants of a once much larger complex of sidings are visible on the up side immediately south of Stafford station, 133.4 miles from the capital. Upon departure, electric traction is - as so often - hampered by a neutral section which prevents a really hard start from rest, as the line traverses Doxey Marsh. Climbing continuously for the next dozen miles, the linespeed dips briefly due the curves at Norton Bridge, whereafter 110 resumes. Passing the splendid Mill Meece Pumping Station on the down side, followed by the former Standon Bridge station at MP 143�, a summit is reached just north of the erstwhile Whitmore station, at MP 148. Madeley Bank is rightly famous for giving 6220 Coronation the chance to achieve 112� (not 114..!) mph way back in 1937 and much later would occasionally see an 87 achieve the magic 120mph - tyre size, overspeed trip, and driver's nerve permitting - on the dash downhill towards Crewe. Indeed, I once clocked an 86 at 118mph on this stretch....! Two miles south of Crewe the large yard at Basford Hall is still busy, while on the up side is the latter day LWNR's centre of operations. Lines trail in from Stoke (up side) and Salop (down) prior to arrival at what is still one of the country's main stations, 157.9 miles from Euston. Saturday 5 November 2005: Continuing the journey north, at Rugby the line from Northampton trails in on the up side, while a mile north of the sad remnants of the once-magnificent Rugby Midland station, the line to Birmingham takes a left turn at Trent Valley Junction. Passing under the up Birmingham line on its decaying concrete flyover, there is a brief level section where Newbold water troughs were once located, to quench the thirst of Duchesses and the like. Thereafter the three-track (one down, two up) line undulates slightly, climbing gradually to a minor summit north of Shilton, after which the descent towards Nuneaton has on occasion been enough for 87s to approach the 120mph mark. Nuneaton itself is of course infamous for 1975's smash involving 86006 and a failed 86242, which together came to grief in catastrophic fashion after taking a 20mph TSR at 80mph, thanks to a warning board's illumination having run out of gas! Several deaths sadly resulted in the ensuing wreckage. Having dipped to 100mph through the station, the linespeed once again goes up to 110 shortly after, though the curves at Atherstone, which sports ornate but sadly vandalised buildings, are restricted to 90/85mph down/up for hauled stock. A gentle descent towards Tamworth ensues, with the linespeed at 105mph. At this point the line becomes twin track only. The last level crossing for many a mile on the main line to Glasgow is 3_ miles further on at Hademore, also formerly the site of water troughs. By Lichfield Trent Valley the line is climbing once again at the ruling 1 in 330 grade, with a brief level at the former Elmhurst crossing. North of the former Armitage station, the two tracks once again become four, as far as Colwich where the direct line to Manchester turns off. The junction was the site of another huge WCML smash in 1986 when 86211 collided head on at 90mph with a stationary 86429 which had overshot the signal protecting the junction. Amazingly, no passengers died. Linespeed is now pegged at 90mph due to the sweeping curves as the line passes through Lord Lichfield's Shugborough estate and the 777 yard tunnel, which precedes the slow line turnout at Milford & Brocton. Shortly further on the up slow crosses at Whitehouse Junction, whereafter the line approaches Stafford via a short straight section, followed by the Queensville curve. Once limited to 60mph, the linespeed is now 75mph for hauled stock, thanks to improved alignment. At Trent Valley Junction (again!) the Birmingham line trails in on the down side, and the remnants of a once much larger complex of sidings are visible on the up side immediately south of Stafford station, 133.4 miles from the capital. Upon departure, electric traction is - as so often - hampered by a neutral section which prevents a really hard start from rest, as the line traverses Doxey Marsh. Climbing continuously for the next dozen miles, the linespeed dips briefly due the curves at Norton Bridge, whereafter 110 resumes. Passing the splendid Mill Meece Pumping Station on the down side, followed by the former Standon Bridge station at MP 143_, a summit is reached just north of the erstwhile Whitmore station, at MP 148. Madeley Bank is rightly famous for giving 6220 Coronation the chance to achieve 112_ (not 114..!) mph way back in 1937 and much later would occasionally see an 87 achieve the magic 120mph - tyre size, overspeed trip, and driver's nerve permitting - on the dash downhill towards Crewe. Indeed, I once clocked an 86 at 118mph on this stretch....! Two miles south of Crewe the large yard at Basford Hall is still busy, while on the up side is the latter day LWNR's centre of operations. Lines trail in from Stoke (up side) and Salop (down) prior to arrival at what is still one of the country's main stations, 157.9 miles from Euston.

Photographed from the rear of 1F18, 14:05 Euston-Liverpool (headed by 87033 Thane of Fife), 87012 Coeur de Lion accelerates past on the fast lines near Standon Bridge, bound for Glasgow on 1S83, the 14:30 from the capital. A couple of dodgy characters can just be made out at the front window of 1S83....!

New Year's Day 2001, and while those with any sense are still tucked up in bed nursing a hangover, the AL7 men are out in number, making the most of the numerous machines active that day! On a bitterly cold but glorious morning, 87015 Howard of Effingham runs into Stafford on the slow lines in charge of 1S47, having of course negotiated the less-than-scenic route via Bescot instead of the customary thrash down the Trent Valley.

In the mid 1990s, 86620 + 866xx head north on a summer afternoon at Rugeley. This machine was of course another fire victim, only a few weeks ago catching fire near Winsford whilst heading for Scotland with 86609 on 4S59. The resulting conflagration was, alas, reminiscent of the demise of several class 81s! 86620's date with the acetylene torch is similarly certain.

Sporting - to my eyes anyway - the least pleasing version of InterCity livery borne by the class, 87004 Britannia (I think...the numbers are ridiculously small!) takes the down fast line and passes Crewe at 80mph, in charge of 1S83, around 1990. A vastly inferior form of traction can just be seen skulking in the background on the slow line.

You can almost feel the warmth of the summer sun as the incomparable Iron Duke pauses at Stafford with a Birmingham - Manchester service, in - I think - 1989. The Mk1 vehicle behind the loco contrasts sharply with the Voyager rubbish which the hapless passenger of today has to endure on a similar journey.

86632

The sun sets, both on this scene and on the Sevens, as 87015 Howard of Effingham departs Nuneaton on 1F23, bound once again for Lime St. This fine, and for me always elusive, whether in terms of mileage or photography, machine is no more, scrapped along with 87005 at MoD Caerwent in October 2005. RIP.

85109 runs into Stafford with a well-loaded 1A65, the Saturday afternoon Carlisle-Euston van train, in 1990.

86101 Sir William A Stanier FRS runs into Platform 1 at Crewe with a northbound Cross Country working.

86214 Sans Pareil, heading 1M01 Poole - Carlisle, overtakes 86103 on a Liverpool-bound train, near Great Bridgeford.

86258 Talyllyn runs into Stafford in 1992 on a cross-country turn.

86261 sees action on the front of a DVT in 1992, at a time when res 86s were relatively rare on passenger workings.

Stabled adjacent to Crewe Diesel Depot in 1992 are 86431 and 86419 Poste Haste. Both are now but a memory.

86424 runs into Crewe fron the south in 1994.

86424 stands at Stafford on a cross-country turn in 1992, alongside a Class 304 EMU. The loco sports the original version of res red livery.

86604 heads a line of storesd 86/6s outside LNWR Crewe early in 2005. Having been shunted across to appear at the Works Open Day, the loco made an unexpected return to service recently, as a replacement for 86620 which was burnt out while working 4S59 with 86609.

Milepost 142 gives away the location as Millmeece, near Standon Bridge in Staffordshire; the reason for this 87 being spruced up with silver buffers and what not is less clear! I think it is 87008 City of Liverpool, heading north into the early summer sunset.

During a brief pause at Nuneaton Trent Valley, 87009 City of Birmingham is seen waiting to lunge forth towards the capital.

87010 King Arthur stands at Stafford early in 2005

The Black Prince in full flight: bound for Scotland, 87011 on the down fast charges past another train on the slow line, on the curve approaching the former station at Whitmore, around 1990.

Viewed from the new island platform on the Leicester side of Nuneaton Trent Valley, 87012 Coeur de Lion has just been dragged in from Wolverhampton at the head of a turned set. The diesel has been got rid of and the pan is up ready for the short run to Northampton. Upon arrival there, the train will form 1S57 to Glasgow - and much farce will ensue due to signalling cables being severed by contractors working on the Caledonian main line near Cove Crossing....!!

87013 John O' Gaunt is unusually in charge not only of a Mk2 set, but also one which is in reverse formation, as it head 1M64 Glasgow-Euston past Millmeece on a beautiful day in late 2003.

87014 Knight of the Thistle sweeps past the camera on a Sunday Euston-Manchester service, at Millmeece, in Staffordshire, in 2002.

The early (by my standards!) morning sun shining through the remains of the roof make for a pleasing pattern of light on the platform as, still - happily - sporting its by now rather battered version of InterCity livery, 87014 Knight of the Thistle rolls into Rugby on 1P01, 07:30 Euston-Preston. The scene has changed beyond recognition with the demolition of the overall roof, to say nothing of the disappearance of this magnificent machine from front-line service. Bland uniformity is now the order of the day, in the shape of Pendolinos which, while blazingly fast, lack any character!

Not my greatest effort by any means, but a shot of a Seven in InterCity livery with some blue & grey stock was worth including! 87014 Knight of the Thistle storms south non-stop through Nuneaton around 1989.

87022 Cock 'o the North runs into Platform 11 at Crewe, in early 1986.

The year is early, the field as yet unplanted, as 87022, by now re-named, races past Hatton Mill, in 2003.

87022 Cock o' the North cruises past Nuneaton at the obligatory 100mph, bound for Euston, in the early 1990s.

Racing flat-out past Rugeley on one of the early morning departures from Euston, 87022 Cock o' the North, with a full matching rake of InterCity liveried Mk3 stock, well before the days of the overly-fussy VT red colour scheme!

Portrait of a Seven doing what it does best - blazing along with the speedo deep into three figures. 87024 Lord of the Isles at full stretch, tearing past the camera not far from the site of Bulkington station. A storming machine. RIP :-(

87024 Lord of the Isles charges south from Platform 5 at Crewe pushing the customary rake of Mk3s, destination the capital city, in 1994. Untouchable for performance around that time, 24 was alas scrapped at MoD Caerwent in November 2005. RIP.

87024 Lord of the Isles rockets past Madeley signal box towards the footbridge which marks the site of the former station, whilst heading for Scotland on 1S86, 16:30 Euston-Glasgow in August 2003. Sadly both the 'box and the locomotive have been consigned to history along with Madeley station.

87024 Lord of the Isles passes Rugeley Trent Valley at full speed with an early morning departure from Euston to Manchester, around 1995.

87026 Sir Richard Arkwright (how much more inspiring was Redgauntlet as a title!) is seen on a reverse formation Mk 3 set between Standon Bridge and Millmeece on 1M35 Glasgow-Euston, on a Sunday afternoon in late 2003.

87028 and 87006 await entry into LNWR Crewe for repainting into DRS colours, during 2004. Alas this was a short-lived burst of activity for these class members!

87031 Hal o' the Wynd passes Millmeece, near Standon Bridge, on 1H12, a Sunday Euston-Manchester service, in 2003.

A machine which should never have been scrapped - 87101 STEPHENSON stabled at Crewe South in 1992.

87101 STEPHENSON storms north through Lichfield Trent Valley, having been hired in, due to motive power shortages, to work 1S84 15:30 Euston-Glasgow, in August 1996. The unique machine returned with 1M11, the overnight Glasgow-Euston sleeper. Alas, I was well out of position, and could do nothing more than get to Lichfield for this photo...!

87101 STEPHENSON puts in an unexpected appearance on a freight on Saturday, seen passing Atherstone in the summer of 1992 with the up slurry tanks from Scotland.

Thanks to a 20 minute layover in Stafford, and a very sociable Euston driver, I was able to get a shot of E3172's controls a couple of days before it retired from service.

Early in the TDm era, and before it became a dedicated parcels machine, 86241 Glenfiddich passes Stafford on the front of the DVT, heading for Euston.

Still resplendant in a proper colour scheme, which suited the class very well, 86258 Talyllyn is seen cruising towards the 90mph permanent restriction at Norton Bridge. The train is passing the well-located bridge at Heamies Farm.

On a chilly winter afternoon when the sun never got much above the horizon, 87005 City of London races past the canal as it passes under the

A quick change of lens and I just managed to grab a second shot of 87005 City of London as it disappeared north alongside the canal at Nettle Hill. Alas this magnificent machine is no more....

An unidentified Class 87 streaks flat-out towards one of the WCML's less-noteworthy vantage points - Polesworth - on a northbound express in 1993. Whether services will be restored to this little-used outpost remains to be seen.

Running 30 minutes late due to detaching a coach at Watford, but having been royally thrashed down the Trent Valley in a bid to make up the arrears, 86101 stands at Stafford with a Euston - Manchester service in 1989.

86229 Sir John Betjeman cruises round the curves at Atherstone, bound for Euston, in 1992.

86239 L S Lowry stands at Crewe on a Sunday, awaiting work the following day.

86253 The Manchester Guardian races past Millmeece (near Standon bridge, between Crewe and Stafford) on a warm summer evening in 1993, with a Glasgow - Birmingham cross country service, in the days when full use was made of the overhead electrification which took so much time and effort to even approve, let alone actually erect.

Published in The Caledonian Gallery

]]> Sat Nov 5 2005 WCML 1: Euston - Rugby http://caledoniangallery.fotopic.net/c752169.html The initial section of the 401 miles of The Premier Line (as it was - rightly- promoted by the LNWR) takes us from Euston to Rugby, 82.4 miles distant. The London terminus is still famous the world over, though its rebuilding in conjunction with the WCML electrification in the mid 1960s destroyed much of its character. Mourned most of all is the famous and magnificent Doric Arch which once graced the entrance. Happily, the recent refurbishment and renaming of former The Head Of Steam pub perpetuates the name. The line sets out up the once-formidable Camden Bank, which at 1 in 112/77 still occasionally caused difficulties for 87s in certain weather conditions! Turning virtually due West almost immediately upon leaving Primrose Hill Tunnel, the line gradually resumes a generally northbound course by the time Willesden Junction is reached. From MP 7 the line climbs almost continuously for the next 24 miles, generally at around 1 in 335 (Stephenson would permit no steeper grade) to the summit at Tring, by which time an 87 would easily have achieved its maximum 110mph, despite a slight slowing to 100 for the curve at Berkhamsted. The line then enters Tring Cutting, from which a vast amount of spoil was removed by no more than hard-worked men and ponies. The line now descends at a similar gentle gradient, allowing the brave driver to let his machine run off the clock (116mph with 86224 on a Mk2 set sticks in my mind, for obvious reasons!) as far as the single-bore down fast (and up slow) line tunnel at Linslade whose aerodynamic limitations still impose a 90mph permanent restriction for loco hauled stock. Thereafter 110mph running is once again the rule as the "amorphous mess" - as it was described by the late photographer Derek Cross! - of Milton Keynes is passed prior to Wolverton. Once subject to an 80mph restriction prior to improved track alignment, the sweeping 'S' curves here take the line away from the former locomotive works, through whose site the line originally ran. The high speed junction at Hanslope, whose 70mph crossovers are still the fastest on the WCML, marks the point at which Northampton trains must turn off the main line, as it continues its climb through Roade Cutting up to the summit at Courteenhall Bridge, at MP 61. A downhill sprint for a couple of miles to Blisworth was frequently enough for a good AC driver to get his machine well into three figures (117mph behind Black Douglas was my record) upon passing Banbury Lane level crossing, at MP 64�. This was closed in 2005, to allow for 125mph running, though happily the road bridge which replaced it is sufficiently far from the cottages by the canal as not to be too intrusive. The site of Heyford loops precedes Stowe Hill Tunnel, followed by the sweeping curves at Weedon, around which 100mph still feels fast on conventional stock. Thereafter the line climbs once again, passing the M1 - reason enough for many a driver to assert the superiority of rail travel - prior to plunging into the 2426 yards of blackness which are Kilsby Tunnel. Lined with a staggering 36 million bricks, and claiming the lives of many men during its protracted and difficult construction, it features two huge ventilation shafts 60ft in diameter (there are also several other much smaller ones) which provide eerie pools of light, a throwback to the time of the line's construction when there were real fears of passengers suffocating due to smoke and fumes! Through the tunnel and beyond, the line once again descends towards Rugby, whose southern approach is unmistakeable with the massive Great Central Railway "birdcage" bridge, which, it is rumoured, may finally be demolished during 2006. Saturday 5 November 2005: The initial section of the 401 miles of The Premier Line (as it was - rightly- promoted by the LNWR) takes us from Euston to Rugby, 82.4 miles distant. The London terminus is still famous the world over, though its rebuilding in conjunction with the WCML electrification in the mid 1960s destroyed much of its character. Mourned most of all is the famous and magnificent Doric Arch which once graced the entrance. Happily, the recent refurbishment and renaming of former The Head Of Steam pub perpetuates the name. The line sets out up the once-formidable Camden Bank, which at 1 in 112/77 still occasionally caused difficulties for 87s in certain weather conditions! Turning virtually due West almost immediately upon leaving Primrose Hill Tunnel, the line gradually resumes a generally northbound course by the time Willesden Junction is reached. From MP 7 the line climbs almost continuously for the next 24 miles, generally at around 1 in 335 (Stephenson would permit no steeper grade) to the summit at Tring, by which time an 87 would easily have achieved its maximum 110mph, despite a slight slowing to 100 for the curve at Berkhamsted. The line then enters Tring Cutting, from which a vast amount of spoil was removed by no more than hard-worked men and ponies. The line now descends at a similar gentle gradient, allowing the brave driver to let his machine run off the clock (116mph with 86224 on a Mk2 set sticks in my mind, for obvious reasons!) as far as the single-bore down fast (and up slow) line tunnel at Linslade whose aerodynamic limitations still impose a 90mph permanent restriction for loco hauled stock. Thereafter 110mph running is once again the rule as the "amorphous mess" - as it was described by the late photographer Derek Cross! - of Milton Keynes is passed prior to Wolverton. Once subject to an 80mph restriction prior to improved track alignment, the sweeping 'S' curves here take the line away from the former locomotive works, through whose site the line originally ran. The high speed junction at Hanslope, whose 70mph crossovers are still the fastest on the WCML, marks the point at which Northampton trains must turn off the main line, as it continues its climb through Roade Cutting up to the summit at Courteenhall Bridge, at MP 61. A downhill sprint for a couple of miles to Blisworth was frequently enough for a good AC driver to get his machine well into three figures (117mph behind Black Douglas was my record) upon passing Banbury Lane level crossing, at MP 64_. This was closed in 2005, to allow for 125mph running, though happily the road bridge which replaced it is sufficiently far from the cottages by the canal as not to be too intrusive. The site of Heyford loops precedes Stowe Hill Tunnel, followed by the sweeping curves at Weedon, around which 100mph still feels fast on conventional stock. Thereafter the line climbs once again, passing the M1 - reason enough for many a driver to assert the superiority of rail travel - prior to plunging into the 2426 yards of blackness which are Kilsby Tunnel. Lined with a staggering 36 million bricks, and claiming the lives of many men during its protracted and difficult construction, it features two huge ventilation shafts 60ft in diameter (there are also several other much smaller ones) which provide eerie pools of light, a throwback to the time of the line's construction when there were real fears of passengers suffocating due to smoke and fumes! Through the tunnel and beyond, the line once again descends towards Rugby, whose southern approach is unmistakeable with the massive Great Central Railway "birdcage" bridge, which, it is rumoured, may finally be demolished during 2006.

86260, Driver Wallace Oakes GC, is seen at the head of a Liverpool - Euston service, passing Weedon South on the front of the DVT. This was due to the machine running on three traction motors, which meant it would not be allowed to push.

Readily recognisable by its high up cabside numbers, 87028 Lord President stands during a brief pause at Milton Keynes Central with 1M52, 17:00 from Glasgow to Euston.

Heading back north rather earlier than diagrammed due to another fine shambles which for a few hours saw all up WCML services cancelled at Milton Keynes, 90009 is seen at Banbury Lane on a freezing afternoon in early 2002. The loco and set were running as 1T18, vice 1F18, 14:05 Euston-Liverpool.

87002 Royal Sovereign makes a fine sight on a lovely summer evening as she bursts out of Stowe Hill Tunnel, her driver making a slight brake application to observe the 100mph limit around the Weedon curves.

An unidentified Class 87 is seen heading south at Barby Nortoft, north of Kilsby Tunnel. The whole ensemble is in a

Having surmounted the admittedly slight climb, for such a powerful machine, from Milton Keynes to the summit at Black Bridge (at Courteenhall, which marks the north end of Roade cutting) 87020 North Briton races past Milton Crossing at a good 110mph. The dreaded palisade fencing would soon be erected, making a repeat of this shot from ground level as good as impossible.

The view from the farm gateway overlooking the south portal of Stowe Hill Tunnel is superb; alas on this particular day the air quality was poor, making this shot slightly hazy! Readily identifiable by its red nameplates, 87008 City of Liverpool storms north.

Magnificent....

The end - as good as, for it is hard to envisage Lord Nelson ever raising its pantograph again. 87018 stands outside Willesden TMD awaiting transfer to MoD Bicester in March 2004.

A slightly unconventional view of Robert The Bruce, 1P04, Euston, August 2004. A magnificent machine..... I have fond memories of a trip on the same service a few years earlier, at a time when The Bruce's speedo was (though no-one knew it at the time) reading 10mph low. Naturally unaware of this, a few drivers complained that 87021 was only touching 108-109 on the clock before it tripped.....

86235 Crown Point stands at Harwich International on the top'n'tailed Class 86 farewell which took the class to various unusual destinations on the GE. 86246 was at the other end of the train. October 2004.

Ex-works 86229 awaits departure for the West Midlands at Euston. Alas it had just surrendered its Sir John Betjeman name in favour of some rather less inspiring.

87001 STEPHENSON races south towards Kilsby Tunnel at Barby Nortoft in summer 2004. Alas this fine machine was plagued by reliability problems in its last few months of service, culminating in a blown transformer early in 2005. It is shortly to undergo a heart transplant with 87031, to enable a return to service.

87008 City of Liverpool is seen storming north on 1S86 near the former Welton station, where WCML diverges after running parallel with a far less civilised form of transport - the infernal M1 motorway. Who would opt to drive when offered the choice of being whisked north in comfort at 110mph by such a fine machine?!

87009 City of Birmingham awaits its next turn of duty on the lin-up at Euston in 1994. 86236 Josiah Wedgwood can be glimpsed behind, but didn't warrant a photo in its own right, never being a favourite of mine! The 87 is apparently destined for preservation in the Birmingham Science Museum, thought it currently languishes at MoD Bicester.

The seat of power: a view of the driver's desk of 87010 King Arthur, at the head of 1S56 11:40 Euston - Glasgow, at Euston, prior to a storming run north in November 2004.

The livery was never one of my favourite variants of InterCity, though compared to VT colours it is vastly superior. 87011 The Black Prince (what a magnificent name for a locomotive!) stands at Euston awaiting departure in 1990.

Another variation on the Dodford / Weedon sunset theme, and this time I can state with near-certainty that the locomotive is 87014 Knight of the Thistle, rather than yet another class-member made unidentifiable by my attempts at artistic low sun glinting off the side of the train, and what have you!

Until I unearthed this shot I'd forgotten that a greyhound ever featured on Willesden's depot sticker, but here's the proof, adorning 87016.

Towards the end of its career, 87022, by this time carrying a name infinitely less evocative than that by which we will always remember it - Cock o' the North, eases slightly as it approaches the first right hand curve at Weedon south in 2004.

Three different livery styles for the photographer at Euston, with 87024, 87033 and what may be 87011 on the right. Those were the days!

87025 County of Cheshire (once known, much more interestingly, as Borderer) stands at Euston alongside 87019 Sir Winston Churchill.

87028 Lord President awaits departure to the Midlands, from Euston, around 1995.

Awaiting transfer to MoD Bicester in March 2004 - where they remain to this day - 87028, 87020 and 87018 are seen lined up outside

87028 Lord President positively gleams after a very recent outshopping from works, seen in Euston's Platform 16 in 1988.

87034 William Shakespeare is still resplendent in InterCity livery, in sharp contrast to its train.

Cruising towards the permanent 100mph speed restriction at Weedon, 87035 Robert Burns makes a fine sight at this excellent photograpic vantage point. The tree on the up side of the line has been well and truly pruned, changing the view somewhat!

An unidentified class 87 at Barby Nortoft, just north of Kilsby Tunnel.

Reflecting the setting sun, an unidentified Class 87 heads north at Dodford on an Oxley set, doubtless bound for Birmingham, in Autumn 2003.

The sunset glints off the side of 90003 and 90005 as the pair cross conveniently in front of the camera at Dodford, north of Weedon, in 2003.

During the relatively brief respite which it, and class-mate 86101, enjoyed, 86102 Robert A Riddles sees employment on a northbound freightliner, departing Daventry International Railfreight Terminal (DIRFT). The train is pictured picking up speed past Barby Nortoft.

86243 stands at the stops in Platform 1 at Euston, on an up van train.

In the late summer of 2003, the driver of this unidentified Class 87 will just be re-applying full taps as his train passes Dodford, after easing slightly for the 100mph restriction around the curves at Weedon.

I was standing on Rugby when this beast went whining through.....! 81009 is pictured on the blocks at Euston with an errant 86414 Frank Hornby in tow. What the working was, I never found out; the date was February 1988.

A rose between thorns.....

A lucky drop-on at Crewe: 81014 rolled in unexpectedly in charge of 1A18 from Carlisle, after the failure at Oxenholme of 87010 King Arthur. I made a frantic dash over the bridge, and a fine run up the Trent Valley was had, after which the vintage machine departs Rugby, in June 1987.

As late as February 1988,

It seems - and is - a long time ago... 86216 Meteor makes a lovely sight standing in the rain at Euston at the head of a Sunday evening servicve to Wolverhampton in 1993.

As 86247 Abraham Darby, draws into Milton Keynes with a Wolverhampton-bound service, 86224 Caledonian races south without stopping, in 1997.

RIP E3101... Cabside close-up of 86252 The Liverpool Daily Post at Euston. The time is midnight and she will shortly set forth with 1F10, 00:10 Euston-Liverpool/Manchester. Alas this, the pioneer of the AL6s, was destroyed by a traction motor fire while in service in Anglia.

87002 Royal Sovereign charges north past Milton Crossing (south of Blisworth) not too long before it lost its livery - and much more importantly, almost unthinkably, its NAME !

On a chilly day in 2003, 87006 George Reynolds (with all deference, City of Glasgow was an infinitely better title..!) heads towards Banbury Lane Crossing with a Birmingham service.

Standing outside Willesden TMD, their home for 30 years, 87028, 87020 and 87018 await transfer to MoD Bicester in 2004. They are still there, slowly rusting in the open air.....

With a failed 90 dead in tow, 87034 William Shakespeare prepares to depart Euston. The traction is the right way round, no question.....!

Magnificent: 87101 STEPHENSON stands at Euston having arrived with almost the entire AL7 roadshow aboard, on a Sunday Wolverhampton-Euston service! Such workings were extremely rare for this unique and much-missed beast, and a good enthusiast turn out was assured.

The mighty 87101 STEPHENSON stands at Milton Keynes during a brief pause while heading 1A30, on Sunday 14th January 1990. I'm unsure what 1A30 was though I suspect it may have been a Manchester or Preston - Euston (some digging required!). Whatever, I leapt over the bridge at Crewe like a scalded cat when 101 came into sight!

You have the WCML's biggest loco on the front of your train, so what else to do but get your head out for a few moments and savour some 100mph thrash. Running alongside the DC lines, 87101 STEPHENSON blazes north on a Euston-Wolverhampton turn. Quality!

When the WCML really was a railway....... in the days when Pendolinos were not even thought of, and skodas had mercifully yet to appear. Early afternoon at Euston, on - I think - 28th February 1986, finds no fewer than six Class 85s standing awaiting work. They are, from right to left - 85003 / 85022 / 85037 / 85015 / 85018 / 85029. Amazingly, by today's standards, all would find work in the evening peak; the only ones I seem to have noted are 85003 - 1B09 to Northampton, and 85022 which, to my delight, worked 1H90, an additional to Manchester - the first leg of my move home!

Blazing north through the West London suburbs in charge of the 07:10 Euston-Birmingham, 87007 City of Manchester displays the smartest variant of Inter City livery ever devised.......

Published in The Caledonian Gallery

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