All change at St Pancras. The Midland Mainline terminal in 2004.

In the original Midland Mainline livery 43043 and 170106 line up at St Pancras on 8th April 2004. On the left an ex-Virgin Cross Country 'Project Rio' HST can be seen. 

Just a few months ago nobody could have imagined that the UK and much of the world would be gripped by an international pandemic which would bring dramatic changes to life as we know it. The simple activity of travelling and photographing trains would diminish to virtually zero. However railway interest has certainly not died - many many enthusiasts have turned their attention to their archives and the internet has been awash with historical photos of things we never got the chance to publish at the time, or simply didn't seem that interesting back when these forgotten scenes were common place. My archive dates back to mid-2003 and the early years mostly consist of blurred, poorly composed and poor quality photographs taken on an early digital camera. Fortunately among the dissapointing pictures there are those few that by good fortune have actually turned out alright, especially with a quick once-over from Photoshop!

While the lockdown continues I intend to showcase a few more of my older archive photos (many of which haven't seen the light of day since the bad old days of Fotopic) either in articles here or on my flickr account.

Looking back towards the famou clock 170106 sits under the impressive
WH Barlow trainshed. Rays of light are picked out by the smoke from the
Midland Mainline HST on the right. 08.04.2004.

We shall start this jounrey with a trip back to 2004 and the old Barlow Shed at St Pancras in it's last weeks of use by Midland Mainline.

The station was built by the Midland Railway with the trainshed designed by WH Barlow and opened in 1868 but had been underutilised since the 1960's when the majority of long distance services had transfered to nearby Euston. Further traffic was lost with the opening of the Snow Hill tunnels and completion of the Thameslink route which diverted most services away from the terminal. By 2004 St Pancras was a survivor, having survived serveral attempts to close it completely and demolish the station and its grand attached hotel, which became grade 1 listed in 1967.

The train conductor waits the 'Right Away' in a typical Midland Mainline
scene in the last days of St Pancras. 08.04.2004.

By privatisation the station was used by Midland Mainline for services to Leicester, Nottingham, Sheffield and Leeds initially in the hands of HST's but also seeing class 170 turbostars which were ordered by Midland Mainline for stopping services. Despite its gradeur the station felt dirty and unloved. But all this was about to change. The British government had decided that St Pancras would form the London terminal of the high-speed rail link to Europe and after completion of the high-speed line Eurostar trains would divert from their original terminus at Waterloo and run from St Pancras to Paris and Brusselles. 

By 2004 many of Midland Mainline's HST's has been repainted into the new livery as showcased by 43180. The original livery was is represented by 43043 in the foreground. 08.04.2004.

47355 'Avocet' waits to take the farewell tour back north. Behind the train
the construction work on the new station is in evidence. In a matter of days
Midland Mainline trains would move to this new part of the station. Today
these new platofrms are used by South Eastern High Speed while Eurostars
to the continent occupy site of the excursion train. 08.04.2004

To make St Pancras a station fit for international travel; and to accommodate the 300+ meter Eurostar trains London and Continental Railways were to spend around £800 million totally re-building and extending the station. To complete the work the existing Midland Mainline services would need to be moved out and construction began on an interim station for domestic services to the north-east of the Barlow trainshed. This would eventually become the platforms for the new domestic 'South Eastern High Speed' services with Midland services moving once again to the west of the final station. Only international trains would run under the old roof in the completed station. On April 12th 2004 Midland services were diverted and re-construction work could being on the trainshed and the former Midland Railway Hotel which was also to be refurbished and re-opened.

Re-creating a common BR scene 45112 'The Royal Army Ordinance Corps'
has reached its destination and is the final 'Peak' to sit on the blocks of
St Pancras. 08.04.2004.

I made two visits to St Pancras in early 2004 to capture the original station in its final days. Filled with the coulours of Midland Mainline and smokey Valenta powered HST's the unloved and dingy station was full of atmosphere. At the time additional 'Project Rio' trains were running connecting London with Manchester due to the ongoing upgrade work on the West Coast Mainline- this meant additional HST's which has been transfered from Virgin Cross Country and wore a mix of liveries. 

As a final tribute to the station a farewell railtour was run bringing 'Peak' 45112, then operated by Fragonset Railways to the station on xx April. The class 45 had been synonomous with the route in BR days and was a fitting tribute to fine station which would not see domestic trains under its roof again. After arriving with the 'Peak' class 47355 worked the train out of the London terminal.

Another view of 45112 on the blocks at St Pancras. 08.04.2004

Class 373 power car 3221 stands within the bright and airy refurbished station
on 23rd August 2011.

In November 2007 the work to re-build St Pancras station was complete and Eurostar services could commence. The station was transformed and presented a fitting welcome to international travellers. The sleek Eurostar trains now occupied the electrified platforms under Barlows roof with the Midland services transfered to their final position to the north west of the station. As part of the project a new concourse had been created beneath the platforms in the area of the former 'undercroft' which was opened up to contain shops as well as check in, border controls and the secure passenger lounge for international travellers. The old dingy station full of diesel fumes from just a few years earlier would now only live on in memorys and in photographs.

The original (left) and revised (right) versions of Midland Mainline's livery are shown off on HST's at St Pancras. The difference in lighting and ambience are clear when compared with the picture below after rebuilding. 17.02.2004.

Class 373 Eurostar trainsets occupy their place under the WH Barlow trainshed. The orignial clock is obscured by the Olympic Rings which were positioned in advance of the 2012 Olympic Games in London. 23.08.11

Azuming Service!

In full service 800105 crosses Digswell Viaduct in Hertfordshire with the 06:35 Hull - Kings Cross on 17th May 2019.

800102 is sandwiched by Intercity 225 sets at Kings Cross on
24th April 2019 with a test run prior to entering ECML service. 

The long awaited introduction of the Intercity Express Program trains onto the East Coast Main Line has now come to fruition with the first class 800/1 unit entering service between Hull, Leeds and London Kings Cross on 15th May 2019. Branded 'Azuma' which translates to 'East' in Japaneese the Hitachi train sets will eventually replace the entire East Coast Intercity fleet. The brand was initially the concept of Virgin Trains who should have introduced the new trains, but after financial difficulties the government took over running of the East Coast Franchise (yet again) from June 2018 branding the service as London North Eastern Railway. Azuma's will be introduced at a rate of approximately one train a week until all 65 train sets have entered service sometime in 2020.

Another view of 800102 on test at Kings Cross 24/04/2019.

The existing stock of 'Intercity 125' HST's and 'Intercity 225' Class 91 hauled Mk4 sets face an uncertain future with the first Mk4 sets already transferring to store. Some are earmarked to be used diesel-hauled by Transport for Wales while and open access operator has also bid to use the trains between London Paddington and Cardiff.
LNER are the second operator to introduce the Hitachi Intercity Express Trains after GWR which finished replacing it's HST's just days after the LNER launch on 18th May. While the editor has not yet travelled on one of the LNER 'Azumas' it is amazing how different they look just from the livery- and how much better in his opinion, with their clear bright lines and bird like nose compared to the dull grey of the GWR sets.

Thumping back to Charring Cross

1001 passes through Waterloo East working the Dave Markwick Memorial Tour. Little has changed in this view since the units were in regular service on this line- a stark contrast to London Bridge which would be barely recognisable to the 'Thumper'. 06/04/2019.

One of the more interesting heritage trains running on the national network is the 'Hastings Diesel' 1001, formed up from various DEMU vehicles which worked the Hastings to London Charring Cross service from 1957 to 1986. Since preserved by Hastings Diesels Limited the unit makes several trips each year from its base at St Leonards Depot, usually around London and the South East. The DEMU's, affectionately known as 'Thumpers' due to the sound of their 4-SRKT engines are also distinctive in having flat sides brought about by the narrow 'Hastings' gauge because of the narrow tunnels on the route (these having been single tracked during electrification). 1001 has seen a lot of work since the end of its BR career- the unit is now fitted with all modern safety systems and has more recently had a sympathetic central door locking system fitted to its slam doors.

1001 stands at Charring Cross waiting its departure back to Hastings, a journey which would have been very familiar to the unit during its BR career. 06/05/2019.

The train was captured on Saturday 6th April while working the Dave Markwick Memorial Tour, named in honour of a long standing volunteer of Hastings Diesels Limited who had served the group for 32 years. The train ran from Hastings to London before taking in freight branches to Grain and Angerstein Wharf before returning once again along its old stamping ground from Charring Cross to Hastings.
Further details of Hastings Diesels Limited and upcoming tours can be found on their website.

From the Archives- Last Scheduled 'Thumpers' 24th September 2004

205028 awaits departure from London Bridge with the 18:12 to Uckfield. 205032 was on the rear. The scene has changed somewhat in the intervening 13 years with the trains replaced and the station entirely re-built. 24/09/2004

A conversation at work in the last week turned to 'Thumpers' - the SR DEMU's which plied non-electrified lines from the late 1950's right up until the mid-2000's.

205001 on the blocks of platform 11 with stock for the 17:10 to Uckfield.
4-VOP 3917 occupies platform 10. 24/09/2004.

I caught only the very end of these distinctive units mainline careers; discovering them on one of my early outings in 2003. I went for a run on the two routes which were by this time the final stomping ground of the class 205 and 207, Oxted - Uckfield and Hastings - Ashford. As well as these fairly rural services (which were some way from home) there were two workings each weekday peak into or out of London. Due to the price of a peak travelcard (a large consideration back then, even on child fares!) I never covered the inbound runs from Uckfield to London, however the evening runs, the 17:10 London Bridge - Uckfield and the 18:02 Victoria - Uckfield (Later 18:12 London Bridge - Uckfield) became a regular way to spend my evening.

Guards accommodation on 205009.

I missed plenty of other trains in the process- but quite frankly at 17:00 on a weekday if I was out there was only one place I would be and that was at the end of the high level platforms at London Bridge waiting for the inbound 'Thumper' ECS.

Friday 24th September 2004 wasn't a normal day for the Thumpers. Or in many ways it was. This was the *last* normal day for the Thumpers out of London. From the following Monday the new class 170 'Turbostars' would take over the peak trains, having already replaced the Thumpers on the branches. This was the last booked day of the Thumpers- and I wasn't going to miss it.

205009 at East Croydon with the 17:10 London Bridge - Uckfield. 24/09/2004

I headed up to London Bridge after school and by the time I arrived and met my friends the ECS for the 17:10 to Uckfield was already sitting under the LB&SCR Roof on platform 11 formed of 205001 and 205009. Both the London peak trains were booked to be formed of 6 coaches, but regularly turned up as 5 car formations (and occasionally a very cosy 4!). 205001 was one of the 2-car units technically dedicated to the branch duties. The train was formed up with the 'triangle end' power car of 205001 at the buffers and the power car of 205009 the same way round, with the non-powered trailer leading. The train was even busier than normal with enthusiasts who had come to say goodbye to the ancient DMU's so we ended up travelling in the guards van of 205009.

4-VEP 3403 at East Croydon shortly after departure of the first Uckfield Thumpers with a service to East Grinstead. 24/09/04

Far from the best photo I have ever taken- 205032 at Uckfield following
arrival with the last scheduled service from London Bridge. 24/09/2004.

At East Croydon, as was usual, we left the Uckfield train. Something must have gone wrong at this point as it was usually possible to take a 'Slammer' back to London Bridge (often a VEP via Crystal Palace if memory serves me correctly) to make the 18:12 departure, but on this occasion my photos reveal we travelled on a 455, possibly to make sure we didn't miss what could have been the very last train. Whatever the reason for the 455 we overtook the ECS stock at Norwood Junction and arrived into London Bridge in plenty of time to see 205032 and 205028 arrive for the 18:12 to Uckfield. This train used platform 9 and before long (and after taking many appallingly blurred photos!) we boarded the power car, both of which were in the middle, of 205028 for the full journey to Uckfield. 205028 was one of the units I had seen comparatively little so it was good to get a further run onboard. It was unusual to take the train beyond East Croydon (and out of Travelcard territory) but this was a special occasion. Furthermore Southern who operated the service at the time had agreed to run the ECS from Uckfield to Selhurst in service to East Croydon (the earlier peak train was booked to return in service, but not the 18:12) in order to appease the enthusiasts, and get us home!

The run was noisy as ever on the crowded train- windows were wide open and heads were out (those 2-piece window bars never were very effective!). It was always fun riding this train, but it was fair to say this occasion was tinged with sadness knowing that we may never again fly down the mainline to the sound of two 4-SRKT English Electric diesel engines on non-corridor stock from a different railway era.

The interior of 205032 on the return 'special' to East Croydon.
Only enthusiasts remain on board but the train is still
reasonably busy- testament to the popularity of these trains,
and the fact we probably all crowded into the power car! It is
difficult to imagine traveling in a train looking like this today.

At Uckfield some enthusiasts climbed onto the front of the unit and adorned it with stickers of its old number, 1128- a practice that definitely wouldn't be permitted today, and in all likelihood probably wasn't in 2004 either! Many photos were taken of the train, possibly the last 6 car to reach Uckfield in normal service- I distinctly remember one chap with what can only be described as a floodlight taking his photos of 205032 on the London end of the train. To say that the driver was not amused would be an understatement. Maybe Southern had failed to inform him that this was the last run of the Thumpers. Certainly he was even less amused when the gathered enthusiasts informed him that he was taking us back to East Croydon in service. A few phone calls were made to control and much to his dismay he was indeed in service back to Croydon non-stop. Here a final photo call was made before the assembled enthusiasts with much jollity savored the final English Electric departure to the depot. That was the end of scheduled Thumpers on Southern and the end of non-corridor stock.

A final photo shoot with 205032 at East Croydon before the train headed off to Selhurst Depot. 24/09/2004

Fortunately the 'slammers' were still going strong at this point and the evening wasn't quite over with 'phase 1' 4-CIG 1704 being enjoyed to Clapham Junction. The Phase 1 units were always a particular joy to travel on with the additional headrests on the seats and some compartments even still featuring string luggage racks!

Phase 1 CIG 1704 at Clapham Junction with a Littlehampton - Victoria
service. 24/09/2005.

Of course this didn't quite turn out to be the final run for the Thumpers- several units were kept available to cover for unavailable Turbostars for several more weeks and I had one more ride with 205028 and 205032 in regular service less than a week later on 30th September- this pair covering the 17:10 while 205001 and 205009 worked the 18:12. That occasion however was to be my last mainline run besides the public farewell tour on 27th November 2004. It is hard looking back to think that it is now over a decade since the Thumper Farewell - certainly penning this article brings back some fond memories. Thankfully all bar one of the final Southern units were preserved, and with the exception of 205028 which lies out of use and damaged at Meldon Quarry all of the units in use that day can still be enjoyed in preservation.

Trying New Trains

There has been an influx of new trains to the UK rails recently. Over the past few days I've had the opportunity to check out some of the latest arrivals.

GWR class 800 (IEP)-

800008 'Sir Gareth Edwards' stands at Reading with a service for London Paddington. 13/04/2018

One of the most widely anticipated (if not controversial) new trains in the UK for a number of years are those of the Hitachi Intercity Express Programme (IEP). This fleet of trains will serve as the replacement for on the the UK's most iconic and successful trains of all time the InterCity125 HST along with other long distance train sets including the InterCity225 on the East Coast Main Line. The product of a Department for Transport specification and tender the trains have come under fire from the beginning by some of the operators who would use them, this is without mentioning the massively behind schedule and over budget scheme to electrify the Great Western Mainline.

My first IEP - 800013 standing on the blocks at Paddington. 13/04/2018

The first IEP's were constructed at Hitachi's Kasaido works in Japan with the bulk of the fleet to be assembled at a new plant at Newton Aycliffe. The first passenger run of a class 800 was in October 2017 between Bristol and London- despite some initial teething problems the trains have settled down into service on the GWR and are now being used in increasing numbers allowing the ageing HST fleet to be slowly stood down. The IEP has a lot to live up to and first impressions are of a sleek modern train which really doesn't look too bad at all. It is quickly apparent that the smart Great Western Railway livery is entirely applied with vinyls as a quick glance at doorways will easily reveal the white base colour where it has not been covered. The first trains to be delivered are 5 car class 800/0's which will run in pairs to replace an 8 + 2 HST formation. This means that catering facilities will be duplicated and both passengers and staff will be unable to walk between units. The trains for GWR are now all to be delivered as Bi-Modal since for cost reasons the complex section of electrification through Bath has now been postponed. Currently IEP's run on electric between London Paddington and Reading before switching to diesel for the journey forward. My journey was on board 800013 from Reading to Paddington, on electric traction so I cannot comment on any noise or vibration from the under-floor diesel engines.

Standard class on the class 800 IEP. 13/04/2018

The interior of the train is smart if not a little plain. Certainly the colours chosen are much brighter than the GWR HST fleet. Seating is a mix of tables for 4 and airline style seating all arranged in 2+2 format in Standard class. Power points and electric seat reservation displays are fitted throughout the train. The layout appears to be an improvement over the current HST seating arrangement (though the story may have been different had First Great Western not refurbished the HST's internally so badly in order to fit in extra seats!). This said there are still a number of seats which do not align with windows at all. As has been widely reported the seats are hard. The actual shape and size of the seats is not at all bad, but there is definitely no opportunity to sink into these seats on a long distance journey! I will not comment on the First Class interior as I did not get a chance to sample it on this short journey.

The journey from Reading to London is fast and unremarkable- perhaps as a new train should be!?


TFL Rail (to become Crossrail 'Elizabeth Line') class 345- 

345009 arrives into Romford with a Shenfield - London Liverpool St service for TfL Rail. An outgoing class 315 can be seen departing from the near platform. 14/04/2018

The majority of seating on the new 345's is longitudinal. 14/04/2018

Crossrail, the multi-billion project to build a new heavy-rail route under London, is almost upon us and will open completely in 2019. In preparation for the 'Elizabeth Line' as it will be branded the route from London Liverpool St to Shenfield has been transferred to Transport for London and will be branded 'TfL Rail'. Inheriting a fleet of ageing 1980's built class 315 EMU's this route has been first to see the new Crossrail trains, built by Bombardier and branded 'Aventra'. Built in Derby the fleet are initially being delivered in 7 car formation but will be extended to their full 9 coaches at a later date once infrastructure works are complete. Entering service in June 2017 between London and Shenfield the class 315's are now being displaced from the route.

Bays of facing seats are available in several areas. 14/04/2018

The first, and most noticeable feature of the class 345 is it's front- it is not yellow! For decades it has been compulsory for British main line stock to carry a yellow warning panel, however this rule has now been relaxed (the intensity of modern railway headlights deeming it unnecessary). The class 345 is the first train to appear without the warning panel and instead has a black front- it certainly takes some getting used to! The front end design differs significantly from artists impressions as it was amended by various stakeholders during the design phase of the cab. The AC EMU's feature 3 sets of doors per carriage for easy loading and full width gangways throughout for easy circulation through the interior space. As would be expected of any new train today the sets are fully air conditioned and are finished in a light and airy style with a purple moquette mirroring the 'Elizabeth Line' branding. Seating is a mix of longitudinal and 2+2 facing seating in some small areas. Grab rails and handles are provided in many locations for the large number of standees that these trains are expected to carry. On initially boarding 345015 at Liverpool Street the train was lightly loaded and appeared very spacious, however by Stratford a large number of passengers boarded and already all of the seats were taken (mid afternoon on a Saturday). The loss of seats when compared to the outgoing class 345's is significant with many passengers now required to stand for their journey that would have been seated before. The result is a claustrophobic feel to the train with any view out of the opposite window from the longitudinal seating blocked by people! As we have come to expect by now seat cushions were hard, but not uncomfortable.

By removing seats and adding grab-rails the standing
capacity of the class 345 is increased. 14/04/2018

Overall my view of the class 345 is a positive one, good news as a large number of 'Aventra's' have now been ordered by several other operators. It was however good to get back on a class 315 (never thought I'd say it) and at least be guaranteed a seat!

Class 345 trains are now testing on the Western part of the 'Elizabeth Line' to Reading and will being running through the Crossrail tunnels under central London from December 2018. Full Shenfield - Reading services will commence in 2019.
 

Exploring the Wimbledon Loop

The pioneer of the class 319's, built from 1987 for Thameslink services, 319001 arrives into St Helier with a Sutton service on a hot 21st June 2017. 

Thameslink's Wimbledon Loop is one of those railways on the border between London and Suburbia that can often seem to be forgotten. Conceived as the Wimbledon & Sutton Railway it was a fairly late addition to the South London rail network opening between 1929 and 1930. It was originally planned that trains to Sutton via Morden would run as an extension of the District Railway branch to Wimbledon though in the event the link was never built and electric services were operated from the outset by the Southern Railway. When built the line served a largely rural area- particularly between the towns of Wimbledon and Carshalton with housing developers keen to extend the London suburbs promoting it's construction. Housing developments did indeed spring up along the route and the population in the area rocketed- however competition from the City & South London Railway (today's Northern Line) which had extended to Morden meant that passenger levels never reached the levels which were hoped for.

The future for the Wimbledon Loop - Siemens class 700's are now being delivered and entering service in ever increasing numbers. The 700 fleet is set to displace all class 319s' before the end of 2017. 700005 approaches Tooting. 21/06/2017

319443 arrives at West Sutton bound for Sutton. 21/06/2017

The service today is operated by Thameslink (part of Govia Thameslink Railway) to much the same pattern that was begun in 1995 when 'Wimbledon Loop' services began running through the Snow Hill Tunnel from Luton. Two trains per hour run around the loop in each direction before heading through Central London to Luton. A recent threat to the cross-London service came prior to the introduction of new trains to the route when it was proposed to curtail the service at Blackfriars in order to prevent shorter 8 car trains (the maximum length permitted on the Wimbledon Loop) from reducing capacity through the Thameslink core- after a campaign however the through route was saved. From the inception of Thameslink the route has been almost exclusively served by the dual voltage class 319's. As part of the 'Thameslink Program' these units are all being replaced by new fixed 8 car 700/0 trains from Siemens which should oust the remaining 319's during 2017. During the transition period class 377's have also appeared on the route. In addition to the all day Thameslink service a limited peak hours only service is operated by Southern using class 455's which run a service to/from London Bridge.

455843 leads a classmate into South Merton with a Southern
peak service from London Bridge. 21/06/2017

Many stations on the route are unstaffed and platform design is notable for the Island platforms on the section form Wimbledon to Sutton, many of which feature grassed central areas between the two running rails such is their width. The route is double tracked throughout with the notable exception of Wimbledon station where the down line through platform 10 has been converted for use by Tramlink over the former Wimbledon - West Croydon route leaving just the reversible platform 9 for Wimbledon Loop services.
One further notable feature of the route is the  'The Wall of Death' - a distinctive deep curved concrete cutting between Sutton and West Sutton which has gained its colloquial name form its likeness to motorcycle stunt fairground ride.

The familiar face of the BREL class 319 will soon be disappearing from Wimbledon. 319437 enters the single track section through platform 9 with an evening service towards Sutton. 21/06/2017

A hot day in London- 22 June 2005

Those in the south of the UK will have struggled not to notice the heat this week as the mercury has soared to well over 30°c degrees since the weekend. While travelling in these hot conditions it reminded me of a very sucessful day out photographing railways in London some 12 years ago. 22nd June 2005 was another very hot day with temperatures peaking in the low 30's (Gravesend in Kent recorded it's highest temperature of the year the following day at 32.1°c. On the railways a lot is still very recognisable from 12 years ago but there have also been a lot of changes. My day started by heading to Barnes in South West London for the very final slam-door scrap move from SWT. GBRf's 66710 was hauling 4-VEP 3520 from Wimbledon running as 6Z41 the 11:05 to MOD Shoeburyness. The final service train for the SWT slam door fleet having run during May.

66710 haules 3520 towards Barnes. This was the last slam door to leave SWT aside from 'Celebrity' VEP 3417 and the two 3 CIG's which were kept specially for the Lymington branch.

59203 hauls an empty 'Jumbo' train from Acton to the Mendips

Next stop was Ealing Broadway where a variety of traction was on offer on freight services, plus of course the regular passage of Paxman Valenta powered HST's. Brand new were the Heathrow Connec class 360's which entered service just ten days earlier on 12th June between Paddington and Heathrow Airport supplementing the class 332's on 'express' services.

67029 sports it's then fairly freshly applied silver livery.

Freight was plentiful with the majority being in the hands of class 59's of various liveries. Aside from the flow of 59's class 60's were common with 60015, 60026 and 60061 being sighted within a few hours between Ealing Broadway and Acton Main Line. Other freight was handled by class 66's from Freighliner and EWS with a solitary wagon being hauled by a rather over-powered 67016. There were a couple of special workings which we had particularly come to see; 67029 in it's new silver livery and another slam door move with Freighliner's 47841 hauling South Central 4-CIG's 1867/8/9 as 5Z45 Stewarts Lane - Caerwent in South Wales.

Another of the almost endless slam door scrap trains- 47841 hauls CIG's 1867, 1868 and 1869 through Ealing Broadway.

220018 on a Brighton service at Clapham Junction.

Moving on from the Great Western it was time to end the evening the way that most of my trips ended around this time- with a few rides on what still remained of the 'slammers' on Southern and South Eastern. Workings were beginning to become more scarce but it was still not difficult to achieve an all slam door move first from Victoria to East Croydon and back before taking the 17:49 Victoria to Broadstairs (which was booked for the last 12-CEP at the time) to Bromley South for another slammer back into Victoria. A final 'blast from the past' on the way home is a Virgin Voyager at Clapham Junciton on one of the now withdrawn workings to Brighton. Thus ended a hot and sticky day sweltering in the sun- I'd do it again for those trains though! 

The joys of fresh air and slam doors during their last summer.

You win some you loose some...

If everything in this hobby worked exactly as one planned then I guess it would be boring. One of the things that keeps me entertained is that occasional sense of surprise- when something happens that you are not expecting. Of course it works the other way as well- sometimes the event you have planned for, or the picture you have meticulously planned doesn't quite go to plan- the light changes at the last moment, or worse, the train simply doesn't appear as you expected it or at all.



First, my 'win'- I was heading back from the pub in Surbiton where I had been with a couple of friends, seconds after descending to the country bound platform for my train home I noticed a streak of yellow passing through the London bound platform- a NR DBSO, a test train and on the back 37025 'Inverness TMD'. I had just time to check where it was heading on Real Time Trains before diving onto the next 'fast' service for London and beating it to Waterloo. Fortunately I had my camera equipment with me as I had been out photographing earlier in the day. Great to see this fantastic loco at Waterloo, especially in one of the low numbered suburban platforms. What good timing on leaving the pub!

Secondly my recent 'loose'. GBRf had published in good faith that for operational reasons the 23:50 Lowland Sleeper from Euston to Glasgow/Edinburgh would be powered by 87002 on 5th June. As 87002 is 'required' and with nothing planned the following day and seats available on the sleeper at late notice I decided to give it a go. Fingers crossed as I walked up platform 2 to view the engine- and there it was on the front of the train- 87002 'Royal Sovereign'. I took my photos and made my way to my berth at the front of the train. Checked in and then returned to the front of the train to await the departure- but what was this? 87002 was no longer there! 10 minutes before booked departure the loco had been removed from the train for reasons unknown and disappeared. It would never return. Some while later 90042 arrived to work the train the reason cited was a leaky cab in the class 87. A very unfortunate turn of events, but to be fair to GBRf there clearly was every intention of using the class 87 and these things do happen. Given the awful weather that night a leaky cab could have caused plenty of discomfort to the driver between London and Glasgow.

Colourful Colas 37's

37254 on it's first working since being re-painted out of it's preserved 'Intercity Swallow' at Kew East Junction on 21st April 2017 working from Derby to Hither Green with 37025.

37254 is seen again at Basingstoke on 10 May with a 1Q53 test train from Eastleigh.

On the rear of 1Q53 at Basingstoke is split-box 37099. 

The current operator of network rail test trains is Colas Rail who are using a variety of 'heritage' class 37's to power their trains. Class 37's are required on many duties due to their relatively light axle loading and good route availability which is particularly important on some lines which only usually see multiple units in normal service. To source locomotives for test train duties Colas turned to the preservation sector with many previously preserved locomotives now enjoying a second fling on the mainline.






This has been great for the enthusiasts and has seen a return for several great looking locomotives including a couple of much sought-after 'split box' 37's. Initially many of the locomotives ran in their former preserved heritage schemes, however the only two still retaining these are 37025 and 37057 (the former on hire from the SRPS, and due to relinquish test train duties once the full Colas fleet is in traffic). The 37's in their bright yellow black and orange have certainly been adding a splash of colour to the UK rail scene recently. Here are just a few of the class in action on the Southern region so far in 2017.

37254 suffered a fault while working 1Q53 on 10 May and was terminated at Woking. 37099 is seen departing from Woking Yard to return the train to Eastleigh

Some class 37's received a smooth front devoid of headcode boxes as part of either refurbishment or as a result of accident damage. 37116 lost it's during refurbishment by Transrail in the 1990's. It is seen here with a test train on 8th April 2017 heading towards Wandsworth Road having just departed from Victoria.

District D-stock bows out

The last D-stock service, complete with commemorative stickers enters Dagenham East on the last day 21 April, 2017.

On Friday 21st April District line D-stock made it's last public run. Entering service from 1980 the 'D78' tubes replaced pre-war CO/CP and post war R stock. Originally delivered in unpainted aluminium the D stock trains served on the District line (and for a brief period the East London Line) serving destinations from Ealing Broadway, Richmond, Kensington Olympia and Wimbledon through to Upminster (Due to platform lengths C-stock was used on the branch to Edgeware Road). The D-stock will be remembered for being the last of the London Underground fleet to be painted into the corporate white red and blue livery upon its refurbishment from 2005-8. At the same time the trains lost their wooden floors and distinctive hanging grab straps. The trains also became the first on the underground to feature dot-matrix LED destination displays.

Happier times for D-stock with re-furbished and original condition sets
passing at Whitchapel on 14th September 2007.

The mid-life refurbishment could have seen the trains last another 20 years in service, however the decision was taken that all sub-surface stock would be replaced with a uniform fleet of new Bombadier S-stock. Following replacement of A-stock on the Metropolitan and C-stock on the Circle, District (Edgeware Road branch) and Hammersmith & City Lines it was time for the D-stock to take it's turn to bow out of service with withdrawals starting in January 2015. The final run public, the 16:35 from Upminster to Ealing Broadway was well patronised with enthusiasts, locals the press and of course commuters wanting to pay their farewells to this London workhorse. A railtour on 7th May will mark the last use of D78 stock on the London Underground, however some may yet live on as part of the Viva Rail class 230 'D Train' project to create a low cost DMU for branch line service.