'The Cotswold Explorer'. 8th October, 2016

Its something that puzzles me, as at our local village station the track either side of the station is clear from weeds, but through the station is very weedy, do they not run the weed killing trains in areas where the public may come into contact and thus crossings may be likewise?

 

If there was anybody on the train taking detailed notes of the climb to Sapperton could they please contact me via the personal email as I would like to compare notes.

Thanks

Don

 

Tried googling 'network rail weedkilling' found this - http://www.jsdrail.com/services/weed-control/1.htm - not sure myself how much of this is done or is effective !

 

Oh dear, it got a bit long again, but it was an excellent day out behind the Pride of Swindon...

The Cotswold Explorer 8th October 2016

When we arrived at Tyseley just after 7am, 5043 was so far up the track we guessed it had the 'full' length train, 9 + Reg on. As usual we were held on the approach to Moor Street but there's no chance to get up speed anyway with a Snow Hill pick up. We drifted through the station at 20ish and then 5043 really barked up the 1/2 mile of 1 in 45 through the tunnel into Snow Hill Station. Not long after we left the station 5043 could clearly be heard from Coach 8 as speed rose to 25 as we met 3/4 mile of 1 in 125. Speed rose to 28 through Hockley Tunnels and to 30 through Jewellery Quarter. After a mile or so on undulating grades across the top left at 43, things got a bit noisier over the first part of almost 2 miles of 1 in 100. Speed fell slowly to 38 a mile in, but then we were slowed through The Hawthorns(25) as we approached Smethwick West. Nice bit of noise to start to the day.

We coasted down to the pick up at Stourbridge Junction. We made a noisy start away from station up the 2 miles at 1 in 301(35) before rolling mostly downgrade through Hagley(50); Blakedown(65) and Kidderminster(61). We were slowed through Hartlebury(24) and just topped 60 on the way to our stop in Droitwich UGL. 5043 accelerated smartly out of the loop to 23 through the Spa Station and made a decent noise as speed rose to 41 on the gentle 1 1/4 miles of 1 in 386. We got 55 on the on the level and maxed at 62 before drifting down to the pickup at Worcester Shrub Hill.

As has been said in this thread, 5043 made a superb sight and sound leaving Worcester. We reached 35 on the mile or so of 1 in 347 before being eased for Norton Junction(26) with Abbotswood Junction passed at 33. Now on the mainline, Ray worked 5043 quite hard down the 2 miles+ of 1 in 301(62), and reached 75 down the 2 miles of 1 in 385. On the level section we passed Eckington(74) with a maximum speed of 76 we slowed for Ashchurch(44). We then picked back up to 66 on Morris Hill (2 miles of 1 in 305) before we had to brake for the curve through Cheltenham Spa Station(24). After we cleared the station speed rose rapidly down 7 miles of 1 in 368/304/344 (72), and slowed slightly to 70 at Gloucester Yard Jn. We passed Tufley at 71; picked up to 74 on the level; maintained 74 up the 2 miles of 1 in 104 before we slowed for Standish Junction.

After taking the junction at 42 the castle got noisy as speed rose on the 2 miles of 1 in 720/347/300 to pass Stonehouse at 54; to 60 on the next mile or so of 1 in 302d/533d/lev/276, before being eased for the 50 through Stroud. The climb up the Golden Valley proper commences at the end of Stroud Platform with a gentle 2 1/2 miles of 1 in 250. Ray worked the castle hard and came off this section at 54. Then comes a mile of mixed gradients, I in 100d/185/lev over Bourne Viaduct to MP98 1/4(54) and Brinscombe(55), followed by a mile of 1 in 310/103 through St Mary's Crossing(53). It's here that the bank really steepens as the superb sound from the chimney echoed around the Golden Valley as we tackled: a 1/2 mile of 1 in 75 past MP98(48); a 1/2 mile of 1 in 70 over Chalford Viaduct(47); a mile of 1 in 74 to MP97 1/4(45) before the climb was briefly broken by a very short level section onto Frampton Viaduct(46). Then it was back to a hard climb of almost 1/2 mile of 1 in 75 to MP96 1/2(43) followed by the steepest and noisiest part of the climb, the final 3/4 mile of 1 in 60 into Sapperton Long Tunnel(37.3).

5043 didn't seem to be worked too hard through the tunnel where the gradient eased to 1 in 90 and we burst out 1m42s later, equating to a 'summit' speed close to 33. We peaked at 63 down the bank before being slowed for Kemble(18). Then 5043 was opened up down the gentle grades to reach 70 by MP84 (7 miles out). Speed stayed around 70 until Purton from where we gradually slowed for Swindon where we were held for the departure of the Swansea-Paddington HST.

Ray accelerated out of Swindon and 5043 reached 75+ by Shrivenham as we ran down the 12 miles of approx. 1 in 750 towards Didcot. Unfortunately, due to the busy nature of the GWML, we were diverted into Challow Loop to allow the BTM-PAD to pass. Once out we heard the distinctive snarl from 5043 as speed rose to a maximum of 71 at Steventon after which Ray almost shut off to caost through Foxhall Junction onto Didcot West Curve. We made a nice noisy start and the run to Oxford was decent enough with a maximum of 62 near Kennington Junction. We arrived in Oxford on time and went to find The Four Candles Pub to have lunch. For anyone who remember the famous 'fork handles' sketch, Wetherspoons did name the pub in homage to the Two Ronnies.

We had the same tedious 47 minute stop at Oxford North as we'd had in November last. Network Rail inexplicably didn't redouble the Cotswold Line all the way from Wolvercot Junction but stopped short at Charlbury where the first signal block ends. We waited first for the Hereford-Paddington HST to leave the section; then for the Paddington-Hereford HST which was running 6 minutes late. We didn't move until RTT showed the HST arriving at Charlbury, making us some 6 minutes late.

This section, almost 26 miles on gentle grades, less than 1 in 300, with some decent level bits to pick up more speed, is one of the best to hear a double chimney castle in full cry and 5043 certainly delivered. Passing speeds were: 4 miles in, Handborough(61); 9 miles in, Charlbury(69) and sounding superb... then we came to a sharp stop at a red signal close to MP80, 14 miles in. A check of RTT showed the HST still in section at Moreton-in-Marsh. As soon as we had the green Ray set off at a fair old pace, the castle again sounding superb. Passing speeds were: 1 1/2 miles on Ascott-under-Wychwood(27); Shipton(49); 4 1/2 miles on Kingham(64); a max of 70 at 7 miles out. We held just under 70 until we were checked on the approach to Moreton(24) as the HST hadn't cleared the next section. Ray used Blockley well, 66 in the dip, 64 at the top. Speed picked up to 67 on the level then we dropped down the 4 miles of 1 in 100, entering Campden Tunnel at 70. We coasted down the bank through Honeybourne at 71and expected a swift run Evesham but we braked quite hard for a red at the end of Evesham Station. RTT suggested this too was due to the HST not having cleared the section. The max on the way down to Norton Junction was in the mid 60s through Pershore. By the Worcester Shrub Hill set down the evening had turned damp.

The run to Droitwich, mostly on gentle downgrades/level track, was decent with a max of 63. We passed through Spa station at 31 and we heard the noise back in coach 8 as we climbed the 1 1/2 miles of 1 in 160, topped at 42. It is 'undulating' to Hartlebury(65), then there's a mile and a half of 1 in 178 started at 62 on to Kidderminster, passed at 59. We were slowed through Blakedown(20) and then started the 2 miles at 1 in 121 at 28. We passed Hagley, over a mile in at 35, and ended the section at 38 before we drifted down into a 'dry' Stourbridge Junction for the booked set down.

We made a noisy and rapid departure as the start of the bank is barely 2 miles away. Ray used the downgrades to dash through Lye at 48. It hardly dropped over the undulating grades to Cradley Heath, passed at 47. Then the grade steepens over two quarter miles; a 1 in 246/98/76(48) and a 1 in 83/58/45(45) that took us onto the final mile and a half of 1 in 51. 5043 really raised the echoes with the 10 coach train. Using GPS equivalents, the quarter end speeds were: 40;35;31;29. We passed through Old Hill station at 24, and my GPS read 21 as we blasted into the tunnel. Once inside 5043 picked up speed as the grade eased to 1 in 91 and Rowley Regis was passed at almost 30.

That was it for noise and performance for the day and we arrived at Tyseley Warwick Road a few minutes late after an immensely enjoyable day out with 5043. Ray Poole, Driver and Alistair Meanley, Fireman crewed outward; Dean Morris was our fireman for the return, with Ray driving to Worcester where Andy Taylor took over the regulator. Huge thanks to them all. The engine steamed beautifully all day thanks to Alistair and Dean's prowess on the shovel and Ray and Andy used it to great effect to provide some fast running when possible and memorable climbs of both Sapperton and Old Hill banks. Thanks to Bob and his team at Tyseley for turning 5043 out in its usual immaculate condition and to Vintage Trains for running the train.

So, some nice short banks; lots of mainline running in the 70's; long gentle climbs; superb views for the non-enthusiasts; and then there were Sapperton and Old Hill Banks. A great route for a castle and what a castle 5043 is. The Cotswold Explorer should be a must do for all proper steam lovers.

What a pity it's too far away for the 5043 to have covered the locomotive shortage on this year's Royal Duchys....

 

Closely agrees with my observations except that I got a minimum on Sapperton summit of 37 which is supported by the average of 37.3 from the entrance to the long tunnel to the summit which is just before the short tunnel. Also my GPS didn't go below 24.9 on Old Hill bank. More important though the fireman for the return trip was Dean Morris and Andy Taylor took over from Ray Poole from Worcester. Altogether another masterly performance from the Earl.

 

Excellent reports Gents, and good to see no diesel needed up Old Hill bank.

 

Thank you for a wonderful account of another epic run with 5043. I was on that one last year and relived my trip through your excellent summary of the run.

Can I congratulate you also on your choice of lunch venue - the Four Candles on George Street. It is next door to the old City of Oxford High School, attended by myself and ( a few years earlier) by Ronnie Barker. Our Old Boys Association suggested the name to Wetherspoons when they were about to open the pub. The attached picture was circulated at our last AGM.

It is said that one of Ronnie's neighbours in Cowley was a girl called Margaret Smith. Ronnie told her not to bother trying to get into acting - she wouldn't be any good at it. Over 50 years later, Dame Maggie (Downton, Miss Jean Brodie, etc etc) may beg to differ.

Sorry mods for going off topic ...

Peter on a dark October evening in Manchester
http://pjhtransportpix.zenfolio.com/

 

Great to read about and watch here the run from last Saturday. Unfortunately attendance at the Cheltenham Literature Festival precluded me viewing the train this year but clearly another triumph. Thanks to all for sharing !

 

Th

Thanks Don. I thought Dean was on as 5043 rolled into Oxford Station but someone who went up to the engine said Alistair was still on. Can't remember Andy doing Old Hill before - it was a masterful climb. I was on the left hand side of the train and the falling speed from Old Hill Station to the tunnel seemed right to me from the excellent videos but as we know GPSs do tend to vary. Whatever the speed into the tunnel was it was a superb climb with the load.

 

Unfortunately, not inexplicable, but typical NR. If they had redoubled this section it would have meant providing new platforms at Finstock, Combe and Long Handborough as well as full disabled access footbridges. While Long Handborough is well used, Finstock and Combe only get a handful of passengers using them, so it was all down to cost over operational common sense

 

1020 Shireman's account was wonderfully complete and precise. On Saturday 15 October I had a ride from Moreton in Marsh to Oxford and back. Going up the 0948 was an HST allowed 40 minutes for 4 intermediate stops; it took 38 with waiting for time at each stop. Going down the 1523 Class 166 was allowed 34 minutes with 3 intermediate stops and it took 32. It was unsurprising that the Earl kept getting adverse signals behind the HST. There is still far too much slack in the timetables on this route.

 

It's also still single Evesham - Norton Jcn, so effectively the route has just had a massive dynamic loop put in the middle, I can only assume timetable slack is due to these single line sections coverging into busy junctions at either end.

 

And probably also due to using slam door stock on the route, many a time I've seen some idiot leaving a door open so the poor guard has to walk the entire length of the train to check it and sort it out.