Vintage Trains 2017

daveb · 15 мар 2017

Apologies if this has been asked before - I can't find the answer either in this thread or on VT's web site.

Does anyone know what the difference is between Standard Class and Enthusiast Class? As far as I can see from the VT web site, the answer (at least as far as "The Moonraker" is concerned) is £15.00. What extra do you get for the extra £15.00?

Thanks.

Big Al · 15 мар 2017

daveb сказал(а): ↑

Apologies if this has been asked before - I can't find the answer either in this thread or on VT's web site.

Does anyone know what the difference is between Standard Class and Enthusiast Class? As far as I can see from the VT web site, the answer (at least as far as "The Moonraker" is concerned) is £15.00. What extra do you get for the extra £15.00?

Thanks.
Click to expand...

A seat in the coach next to the loco.

Paul42 · 15 мар 2017

daveb сказал(а): ↑

Apologies if this has been asked before - I can't find the answer either in this thread or on VT's web site.

Does anyone know what the difference is between Standard Class and Enthusiast Class? As far as I can see from the VT web site, the answer (at least as far as "The Moonraker" is concerned) is £15.00. What extra do you get for the extra £15.00?

Thanks.
Click to expand...

Download a brochure gives full details.

Where's Mazeppa? · 15 мар 2017

daveb сказал(а): ↑

Apologies if this has been asked before - I can't find the answer either in this thread or on VT's web site.

Does anyone know what the difference is between Standard Class and Enthusiast Class? As far as I can see from the VT web site, the answer (at least as far as "The Moonraker" is concerned) is £15.00. What extra do you get for the extra £15.00?

Thanks.
Click to expand...

The answer to that lies in the print version of the Vintage Trains Excursion Programme brochure - a very smart and neatly produced A5 brochure which this time round celebrates the 50th Anniversary of Vintage Trains. Page 6 describes exactly what you get for your hard-earned rail-tour buck in each class of travel, and for the Enthusiast Class, it states "consists of a limited number of seats in the buffet coach, which is guaranteed to be the closest passenger coach to the loco in one direction, providing the best seats for recording engine sounds etc. The cost..........includes tea/ coffee, a bacon roll, warm snack and cake"

So, especially good for the circular trips that VT operates (Cotswold Explorer/ Welsh Marches/ Shropshire Express) because you can stay up close to the sound track all day. Obviously less so for the out-and-back itineraries like the Moonraker (unless they turn the whole train - not 100% sure about what happens at Salisbury).

And as far as "best seats for recording engine sounds" is concerned, I'm sure that VT would be very quick to point out that this quite explicitly does not mean poking recording devices through the sliding vents, which sadly, like cameras, I gather, is strictly verboten.

So, one example, however isolated nowadays, of the potential superiority of the print medium over the digital medium for communicating the detail.

Edit: when I compiled this post, I hadn't noticed the facility that Paul 42 draws attention to, to download a copy of the printed brochure. However, when I did this, what appeared was the last edition of the brochure covering the period to April (culminating with the Moonraker trip) Can't remember when I received it, but the latest edition, covering February-September 2017 arrived some weeks ago, and it was from this that I quoted in the foregoing post.

RalphW · 15 мар 2017

Big Al сказал(а): ↑

A seat in the coach next to the loco.
Click to expand...

And a bacon bap in the morning and snack in the afternoon.

daveb · 16 мар 2017

Thanks for the responses, everyone.

DaveB

andalfi1 · 16 мар 2017

Big Al сказал(а): ↑

A seat in the coach next to the loco.
Click to expand...

Usually the coach behind the GUV/support coach.

1020 Shireman · 16 мар 2017

Timings for the 25th Welsh Marches are on RTT. Nice leisurely start at 0930.

Outward: http://www.realtimetrains.co.uk/train/U50626/2017/03/25/advanced
Hereford Shunt: http://www.realtimetrains.co.uk/train/U50627/2017/03/25/advanced
Return: http://www.realtimetrains.co.uk/train/U50628/2017/03/25/advanced

RalphW · 16 мар 2017

andalfi1 сказал(а): ↑

Usually the coach behind the GUV/support coach.
Click to expand...

I think it's a converted brake with the support section in the cage part, and the buffet at the other end with seating for around 20 passengers.

andalfi1 · 16 мар 2017

RalphW сказал(а): ↑

I think it's a converted brake with the support section in the cage part, and the buffet at the other end with seating for around 20 passengers.
Click to expand...

Travelled in it twice, The Midlander and the last Pannier bash.

eggbert · 16 мар 2017

My dads video as I was away on the weekend

David likes trains · 16 мар 2017

FAO @Ben Vintage-Trains , could well just be on my computer but your email has got some funky text wrapping going on. I'm using hotmail in google Chrome.

PaulT · 17 мар 2017

1020 Shireman сказал(а): ↑

Hi All. I was going to post 'on the train'on Saturday but the site was down so I've put this together.

The Red Dragon, 11th March 2017

We intended doing this train when it was Rood Ashton Hall going via Gloucester in both directions but decided not to when the Hall was declared out of gauge. What changed our minds was the return being routed via the Welsh Marches, caused ironically by gauging issues at Cheltenham Spa. As Mrs S wasn't coming I decided to have a day out without driving so I used service trains to get from to Shrub Hill from Abergavenny via Hereford. I must admit I didn't coach count as I assumed the load would be either 8 or 9+Reg. As it approached Shrub Hill I half counted 9+Reg and thought nothing more of it. As an aside it later transpired it was 10+Reg - something I didn't find out until I watched some of the many excellent video clips on YouTube when I got home - tare in the order of 390 tons, gross around 430+ tons by the time we crested Llanvihangel Bank.

We left Worcester on time and crossed Abbotswood Jn at 35 to join the mainline to Bristol. Even 3 from the back we heard the Earl being accelerated hard down the 1 in 301/845/385 grades. We reached 75 in just over 4 miles, almost identical to last year's Welsh Marches Train. Again the sounds from the front were superb as we covered the 11.5 miles through Eckington and Ashchurch to mp 84 1/4 on the approach of Cheltenham in 8m7s at an average speed of 73.6. There was a serious restriction of 10 mph through Cheltenham Spa but a lively bit of acceleration down the 1 in 304 got us to a creditable maximum of just over 70, 3 miles out, before the brakes kicked in. We drifted through Barnwood Jn at 23 and arrived in Gloucester 6 early.

There were opportunities taken by many passengers to take photos of the Earl, resplendent with an old style Red Dragon Headboard. Gloucester Station staff even allowed us part way down the ramp a to get the engine in our pictures as we were close to the signal gantry. We left Gloucester 'wrong road' and things didn't get noisy until we'd crossed to the down line. Speed rose gradually over 9 miles of undulating grades to a maximum of 68, falling to 65 at the foot of the 1.5miles of 1 in 264 into Newnham Tunnel. Speed only fell slightly to 63 as we entered the tunnel. The section to Lydney has a line speed of 60, the station being passed at 62. Speed rose to 69, which was held over the short mile of 1 in 317 to Woolaston after which we cruised along in the low seventies, meeting the foot of the 2 miles+ 1 in 186 into Chepstow Tunnel at 75. Speed fell to 45 into the tunnel as we prepared for the 30 mph slack through Chepstow Station.

Once through the station the Earl was opened up and speed rose gradually to 67 around the misty Severn Estuary. Portskewett was past at 65 and then we braked hard to 20 for Caldicot and around the back at Severn Tunnel Junction. Unlike the 1st we were out on the relief, running in the mid 40s, before slowing to 30 on the middle road through Newport Station. Again, unlike the 1st, we were on the relief all the way to Cardiff, speed not exceeding 52. We were held short of the station and the Earl barked its way up the short 1 in 47 into the station to arrive on time. The stock was stabled in Canton Sidings during the 4 hour layover with 5043 having to turn on Maindee Triangle east of Newport Station.

We left on time but ran on the relief to Newport. Max speed was 58 on the section as we were due to follow the Milford Haven-Manchester that passed us on the main before the station. The stop was short and we duly left on time, 3 minutes behind it. 5043 was eased around Maindee West and North Jns due to the restriction over the Usk River Bridge, duly crossed at under 20. Then it got noisy at the front and the Earl dug into the 1 in 122 to Caerleon, passed at 40, a speed taken onto the 5.5 mile climb through Cwmbran to Pontypool Road. This starts with 1.25mile of 1 in 120 at Ponthir(40) and we hardly lost any speed as we approached the foot of the 2 miles of 1 in 106. Unfortunately the weather took a turn for the worse and we began the climb at 36 in persistent drizzle. Speed fell to 34 as the signal on Cwmbran Approach was showing a yellow aspect. Our speed had fallen to 22 before it changed to green. We drifted through the station at 22 and as 5043 was opened up we slipped and seemed to prime at the foot of the 2 miles of 1 in 95 to Pontypool and New Inn.

The drizzle badly affected the track conditions and despite taking it carefully the Earl slipped twice on the 1 in 95, speed falling back to 18. As the grade eased to 1 in 358 just below the station, speed rose rapidly to 36 downgrade through the station but we were slowed to 18 approaching Little Mill SB. Not sure why and the Earl slipped again when opened up. We met the mile of 1 in 141 at 40 and slipped again just before the grade eased. Speed increased down the 1 in 119 to Nantyderry, passed at 49 and was 75 at the bottom of the 1 in 80 downgrade towards Penpergwm, passed at 67. There's a steady 2 mile climb (end speeds in brackets) of 1 in 154 (59)/181(56)/153(55) before a short level section past Abergavenny Yard. We roared through Abergavenny Station and passed MP22 3/4 at 55, just before the start of the half mile of 1 in 85. Speed was 52 as we met the almost 2 miles of 1 in 82. Our speed fell gradually 40 at the start of the final 1.75 miles of 1 in 95 to the summit. The Castle sounded superb and we crossed the summit in fine style at close to 37.

We sped down the 1 in 100 through Pandy at 69 and hit a max of 74 at MP15, 4 miles below the summit. We braked for the curve and passed Pontrilas Box at 60. The run to Hereford was a bit muted. St Devereux was passed at 65; Tram Inn at 61. The climb of the mile+ of the 1 in 301 to Red Hill was noisy, 59 at the bottom and 60 into the tunnel. We drifted through Hereford on the middle road at 15, 4 minutes early in steady rain that plagued us for most of the remainder of the journey.

The normal Welsh Marches with its 80 miles of non-stop running from Hereford to Wolverhampton is arduous enough. Today, apart from a minute's pause at Newport, the crew and locomotive had already covered 55 miles in 61 minutes from Cardiff and still had a further 71 miles to cover before our water stop at Cosford UGL.

The pickup from Hereford was noisy with Shelwick Jn passed at 44. We shot across Moreton-on-Lugg LX at 63 and left the 4 miles of 1 in 1110 at 65 onto the 2 miles of 1 in 100 to Dinmore tunnel. The 'target' it to dive into the tunnel at 60 and today we roared in at just over 61 and exited at 55, more than creditable. Then on the gentle 1 in 400 climb to Leominster a brake application reduced speed to 34 which we guess was due to a speed restriction through Leominster. We drifted through the platform(32) and over the level crossing(22). Then 5043 was opened up on the 2 miles of level track(50), then on undulating grades we passed Wooferton SB at 66. On the short climb to Ludlow we came off the 3/4 miles of 1 in 112 at 60; 3/4 mile of 1 in 134 at 54 and roared through the station at 56.

The 12 1/2 mile long climb to Stretton Summit was commenced at 61 in annoyingly light rain. There are a number of gradient changes so I've put the 'top of section' speeds in brackets: 3/4mile 1 in 160(55); 3/4mile of 1 in 425 including Bromfield LC(53); 1mile 1 in 870(56); 3/4mile 1 in 420(57); 1mile 1 in 286 including Onibury LC(57); 1.5 mile 1 in 112(47); 3/4mile 'recovery' 245d/207d(51); 1/2mile 1 in 406 to Craven Arms(54); 1/2 mile 1 in 403/150(50); 1/2mile 1 in 130(39); 3/4 mile 1 in 105(37); 1/2 mile level(37) after a short slip; 1 mile 1 in 164/180 (43); 1/2mile 125d(47); 3/4mile 1 in 110/278(46); Marshbrook LC 46; 1.75miles 1 in 112 topped at 36 despite 2 slips; final 1/2mile of 1 in 150(390. The brakes came on for what seemed to be a speed restriction through Church Stretton platform of 15. Then we romped down the bank to a max of 76 before braking to pass Dorrington at 65. Unfortunately the 'non-stop' run was abruptly ended by a 3 minute stop on English Bridge, just south of Shrewsbury.

Then we drifted right, passed in front of the imposing Severn Bridge Signal Box, then joined the Wolverhampton Line at Abbey Foregate Jn(19). It was a gentle start on wet rails and we only crossed Belvedere Viaduct at 30. Across the top to Wolverhampton there are a series of gentle climbs for some 10 miles from MP167 1/4. near the River Tern Viaduct. The Castle was opened up and we noisily took on the succession of short climbs. Speed was 60 at the foot of the first 2 miles of 1 in 185(60); half a mile of level track/mile of 1 in 200(58); 2 miles + of 1 in 120 followed with Alscott GF 1 mile in passed over at 55; top of the section(49). We coasted over the half a mile of level track(45) and accelerated to 49 over the next half mile of 1 in 400. Half way into the 1 1/2 miles of 1 in 165, Wellington was passed at 48, taking 45 onto the 1.5 miles of 1 in 132(41); short 1 in 150(40); then onto the 3 miles of 1 in 200. We appeared to have yet another platform slack, this time a 15 through Oakengates which led to a pedestrian 22 through Telford Central. The Castle was opened up on the short 1 in 280 section, topped at 30.

Surprisingly the engine was worked well down the long 1 in 150 through Shifnal(70) after which the Earl was shut down and coasted towards our Water Stop in the UGL within sight of Cosford Station where we arrived 5 minutes down, most of having been lost at English Bridge. The watering didn't go too well. We were told that they needed more hoses than expected - not confirmed - but we lost a further 11 minutes, leaving the loop at 1946, close to being backed up behind a Holyhead-Birmingham International Service due to pass the loop at 1951 but stopping at Cosford.

The restart didn't happen first time as the brakes didn't come off. Second time of asking we could hear them dragging as we struggled up the first quarter of a mile of 1 in 137 to Cosford(8); 2 miles further up the 1 in 137 we passed Albrighton(32) still suffering from dragging brakes. There was still a mile and a half of 1 in 137 to climb and speed fell away slowly to just over 30 coming off the climb. Down the 1 in 183 speed did get to 50 and accelerated up the 3/4 mile of I in 220 to Codsall(52). Speed picked down the 1 in 242 through Bilbrook(55) and topped out just under 60 before we slowed for Wolverhampton Station, passed at 15, 19 down, getting rather worrying as our connection to Cardiff was at 2030, 18 minutes after our intended arrival time.

At least we were on the direct line to New Street, just under 14 miles away. Its undulating between Wolverhampton with no significant climbs. We topped the 1 in 645/245 at 46; Coseley on the 1 in 200 down at 53, after which speed rose rapidly to a max of 67 through Tipton before we braked to pass Dudley Port at 58; Sandwell and Dudley(55); Galton Jn(53) after a nice little climb; Smethwick Rolfe Street(52) before drifting down into New Street where we arrived at Platform 1 at 2027. With a bit of rapid stairs climbing, a mad dash across the bridge and down the steps onto Platform 11b we made the 2030 Cross Country with a minute to spare.

On the train back to Newport we discussed the performance on the day and concluded it was decent enough for a Castle with 9+Reg on a generally miserable drizzly day. When I got home I watched a Bob Masterman video clip of the train approaching Hardwick just before Abergavenny and blinked twice as I counted 10+Reg! That put a different complexion on the day and made the Llanvihangel Summit Speed a really good one in the conditions. It explained the general 4-5 mph lower speeds on the Marches and made the 126 miles between water stops all the more remarkable.

To be honest I was astonished to hear that quite a number of passengers due to join at Worcester cancelled when the revised routing was announced. There was a 2059 from New Street to WOS and missing out on a Castle on the North and West is something I can't get my head around.

Despite the poor weather conditions north of Caerleon that dogged us all the way to New Street it was a magnificent day out with 5043. Huge thanks to Bob and the team at Tyseley Works for the amazing job they did preparing 5043 for this very arduous tour. Running from Cardiff to Cosford virtually non-stop would have been unthinkable a few years ago and is now for many engines. The Earl looked as immaculate as Canton Castles did on the Red Dragon. Mechanically it sounded perfect as always and proved that by the performance on Llanvihangel and by keeping time to Shrewsbury and onward to Cosford and New Street.

For one reason or another I didn't get the opportunity to find out who crewed where. Pretty sure Andy Taylor brought the Earl into Cardiff for the return and probably drove most of the way back. Ray Poole wandered through the train at the water stop at Cosford so we wondered if he took it back to Tyseley. We assumed Alistair and Dean fired between them. If anyone had the information please post it. The firing was excellent all day with the safety valves lifting at the slightest opportunity which showed how good the coal was. From what we saw through the windows and on video, very much like the best Welsh Stream Coal, producing mostly white smoke even under load.

We've been waiting for the Castle to take a decent load over the Marches - 11 minimum - for years and 5043 did us proud on Saturday despite the weather. We're booked on the 25th and it would be nice to see the same loading then. Hopefully the weather will be kinder to us.
Click to expand...

Sorry a bit late on this. A great Report, makes me feel almost there instead of 12,000miles away! One question that I hope someone can help with. Why did the loco go back to Newport to turn? Is the triangle south of Canton not suitable? It 'looks' OK on Google Earth. Has some of it been lifted since Aug last year? Thanks.

Big Al · 17 мар 2017

PaulT сказал(а): ↑

One question that I hope someone can help with. Why did the loco go back to Newport to turn? Is the triangle south of Canton not suitable? It 'looks' OK on Google Earth. Has some of it been lifted since Aug last year? Thanks.
Click to expand...

I believe it is to do with other traffic using the triangle that makes it difficult plus exactly where the loco and stock sit during the layover. Other trips to Cardiff have had similar problems recently.

PaulT · 17 мар 2017

Big Al сказал(а): ↑

I believe it is to do with other traffic using the triangle that makes it difficult plus exactly where the loco and stock sit during the layover. Other trips to Cardiff have had similar problems recently.
Click to expand...

Thank you.

Ben Vintage-Trains · 20 мар 2017

LMarsh1987 сказал(а): ↑

Looked like Ray Poole on the outbound from the picture I saw at Gloucester. I can't imagine you'll get load 11 on the 25/3, as I think those were the extra seats from the cancelled Didcot trip. Hopefully Ben can confirm.
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Looks like we will have 10 including the GUV and Support Coach on Saturday 25th March.

Ben Vintage-Trains · 20 мар 2017

daveb сказал(а): ↑

Apologies if this has been asked before - I can't find the answer either in this thread or on VT's web site.

Does anyone know what the difference is between Standard Class and Enthusiast Class? As far as I can see from the VT web site, the answer (at least as far as "The Moonraker" is concerned) is £15.00. What extra do you get for the extra £15.00?

Thanks.
Click to expand...

Enthusiast Class is guaranteed to be the closest passenger coach to the loco in one direction. It is excellent for sound recordings, etc. The vehicle we designate is 9101 which doubles as he buffet, and since you are already in the buffet, you get free tea & coffee, bacon roll in the morning and a snack and cake in the afternoon.

RalphW · 20 мар 2017

And I can recommend it...

NathanP · 20 мар 2017

Just noticed that the Whistling Ghost in June with 46233 now has Droitwich Spa as a pickup / set down instead of Worcester Shrub Hill, so it'll be passing straight through Shrub Hill now. It is due to be an interesting day at Shrub Hill as there are two other rail tours there that day, but none at that time.

david1984 · 20 мар 2017

Considering the layout at Shrub Hill, Im suprised there hasn't been an attempt to put a "through platform 3" round the back considering 2 must be a constraint at times.

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