The Snowdon Ranger- PTG Tours

On 3rd and 4th September PTG tours, know for their foreign rail holidays, ran their first UK trip.

For me the itinerary was simply irresistible- A pair of class 50's on day 1 from London to North Wales, followed by a trip on both the Welsh Highland Railway. Day 2 saw a trip on the Ffestiniog before re-joining the class 50's at Bleanau for the run back to London.

The trip, naturally did not all go exactly to plan. When first announced it was 50026 which should have been the highlight of the trip, but it soon became apparent that this loco was never going to be ready in time. As time progressed it was looking less and less likely that ANY 50's would be ready to haul the train. Eventually just 50044 'Exeter' was available as despite a heroic effort, paperwork was not complete on 50049 in time. Routing was not so simple either- the

intention to use Mk3 stock prevented the train reaching Bleanau Ffestiniog- the train instead began from North Llanwrst with a bus transfer from Bleanau.

Despite these setbacks all was set. We had a superb looking 'Fifty' restored to original condition BR Blue and a comfortable train in the Virgin Pretendolino.

Arrival in North Wales was greeted by quite horrible weather, during which some of the party boarded a service train on the Welsh Highland hauled by Bayer-Garrat loco 87.

At Dinas we disembarked and awaited the next train, the special chartered by PTG hauled by double fairlie No. 12 'David Lloyd George' 'Fairlie's Patent' and 'Blanche'. Despite only being able to see 'where Snowdon is' rather than the actual mountain the Welsh Highland was spectacular. Arrival in a wet Porthmadog late afternoon left us plenty of time to find an evening meal and a pub!

Sunday morning dawned somewhat brighter, and after a leisurely breakfast the party made their way back to Porthmadog station to board our special hauled by 'Blanche' to Bleanau. In the sunshine the Ffestiniog was no less spectacular than the Welsh Highland, and it was with some regret that we bid farewell to 'Blanche' and entered coaches at Blaenau Ffestiniog for the journey to North Llanwerst.

Good time allowed us to arrive before the train, which after reversal was lead by 57304 'Gordon Tracey' to Llandudno Junction.

Following a reversal we headed back along the North Wales Coast to Chester, where the train was again reversed to leave the 'Exeter' to take us home via Wrexham, Shrewsbury and Wolverhampton.

Overall a valiant first effort from PTG in the UK and a very enjoyable weekend. PTG are planning more trips in the UK with both diesel and steam traction- certainly something for the 50 followers to watch out for...

CC 72100 - Ride Europes most powerful diesel-electrics while you can!

Commissioned from 1967 - 1974 the CC 72100 locomotives for the SNCF were the most powerful diesel electric locomotives in Europe. A total of 92 machines were built to haul fast Intercity trains across the non-electrified portions of the French network as well as being capable of moving heavy freight trains.

The class could be seen throughout France for many years, but with the increase of the TGV network, and the replacement of many loco-hauled trains with units their work has declined. By the mid 2000's many locomotives had been withdrawn, but there was still one line with a medium term requirement for the machines, the old Line 4, from Paris Gare de l'Est to Mulhouse and on to Basel in Switzerland.

Known for their noise and pollution, residents in Paris had long campaigned against these locomotives, and so it was that between 2002 and 2004, 30 examples of the class were rebuilt with new engines and silencing to become the CC 72100's. These locomotives soon replaced all of the original 72000's on the route, and by 2010 were the last of the class working regular passenger trains, Just a handfull- (2 at the time of writing) of original CC 72000's remaining in traffic on freight and special duties.

All now carrying the latest 'En Voyage' livery in place of the classic blue and white colour scheme the 72100's working out of Paris Est are still impressive machines offering good diesel runs on what is now France's last all diesel trunk route. While the service was hit with the opening of the TGV Est in 2007- direct services to Basel being withdrawn, and many other services truncated and no longer reaching Mulhouse, this line is still worth riding.

You will, however have to be quick. The death nail for Line 4 is fast approaching with the TGV Rhin-Rhône route to Belfort and Mulhouse due to open early 2012. While it is unclear exactly what fate will befall the loco hauled trains, it is clear that the service will be severely hit, and likely that the remaining trains on the classic Line 4 will be worked by DMU's. Whether the 72100's will be re-deployed elsewhere remains to be seen. In the meantime it certainly does feel that winter of 2011 may be the final swansong of the classic CC 72100 diesels on the SNCF.

Travelling by Eurostar? A ticket to 'London International' is your friend!

Undoubtedly the best way to get to Paris, Brussels and indeed many locations in western Europe is by Eurostar through the channel tunnel. Thousands make the trip every day, however it seems very few of them are aware of tickets to 'London International (CIV)'.

For anyone not starting their journey in London (and that is a large number of us) these tickets are a great option for making your way to St Pancras. The tickets offer travel to, and from, St Pancras in connection with a Eurostar ticket.

There are several advantages over a usual fare

- firstly these tickets tend to be cheaper

- the tickets carry far less (if any) peak travel restrictions

- finally, and possibly most importantly- the tickets are subject to the international conditions of carriage- this means that if your train in the UK is delayed, Eurostar are obliged to put you on their next available train without any additional charge. Similarly if your Eurostar is late and you have a 'timed' ticket to get back home in the UK the ticket will be honoured on a later train.

Amazingly these fares seem not to be advertised at all, and if it were not for the excellent Seat 61 website I would not have known about their existance either!

To book simply ask for a ticket to 'London International' at your local ticket office, bringing your Eurostar tickets with you. You can also get a further 1/3rd off these tickets with a railcard. My local station had no problems issuing the tickets- but politely insist that the tickets do exist should you have any trouble.

Eridge- All change for the Spa Valley Railway!

On the weekend of 5th - 7th August 2011 the Spa Valley Railway held their first diesel gala with running through to their new terminus at Eridge.

Ever since I first discovered Eridge Station, back in the days when the Oxted-Uckfield line was worked by the vintage class 205 and 207 'Thumper' units, I have eagerly anticipated the arrival of the Spa Valley to this quiet Sussex station. When, or even if it would arrive I did not know. There were hurdles to overcome- not least the operation of a preserved railway alongside an active Network Rail line. The situation however was quite unique, and until the railway arrived the second island platform at Eridge lay dormant, slowly decaying, but fully accessible to travellers.

This page presents some 'then and now' photographs of Eridge as it was in 2004 and following the Spa Valley Railways arrival in 2011.

What a difference a lick of paint makes!

Of course a huge amount more work has been undertaken to get platforms 2 and 3 back into use than just pain. The closest building- the gents toilets has been completely refurbished as well as a waiting room and booking office being set up in the former station building.

In the seven years between these pictures platform 1 has also received some paint with 'Southern' colours now present instead of the former 'Connex' scheme.

From the station footbridge it is actually the Network Rail area of the station roof which appears far cleaner! Also noticeable is the reduction of vegetation at the far end of platform 3 where there is now pointwork. The most obvious difference of course- is that platform 3 is now occupied by a Spa Valley train from Tunbrige Wells West.

The glazing at the London end of the platform 2/3 station canopy has been renewed which really brightens up this area of the station. The window shown in the 2004 photograph is now the ticket office for the Spa Valley Railway. The track in platform 3 has been cleared of vegetation and is now able to be used to stable locomotives. Access across this track to the car park currently stops the platform being used as a true island, and also prevents a run-round loop from existing here.

Looking back along platform 2 the platform surface has seen some attention, including the less than attractive (but probably necessary) tactile paving strip. The track has been cleared of weeds and the platform once again accomodates a train.

An overall view of the station. Since 2004 the 'Thumpers' have sadly gone and heritage traction now departs from the opposite track of the station. Originally Eridge boasted four platforms. This reduced to just one before the re-establishment of the link to Tunbridge Wells by the Spa Valley Railway. It is incredibly fortuitous that the generous station buildings and canopy at Eridge have survived so long and avoided rationalisation in the intervening years.

Where once the disused island platform carried 'Alight other side' signs, the platform, now very much back in use welcomes visitors to the Spa Valley Railway. What seemed an unenviable task has been achieved and the Spa Valley Railway should be congratulated on their achievement.

Spa Valley trains (both steam and diesel) are now running regularly to Eridge.

For more information visit the railways official website at www.spavalleyrailway.co.uk

'Dusty' on the sleepers

There are few locations today where it is possible to see scheduled locomotive hauled passenger trains. Even where these trains do exist they mostly run in push-pull formation with a locomotive and one end and a driving trailer vehicle at the other. The two main exceptions are the remaining sleeper trains from London to Cornwall and Scotland. These trains still run in a conventional loco-hauled manner bringing the practise of shunt releasing stock into London termini. While the Caledonian sleeper to Scotland usually uses electric traction for these duties at Euston (Class 90's are booked), the Night Riviera Sleeper to Cornwall uses First Great Western's fleet of four class 57's. Occasionally other traction can substitute, particularly on the run from Old Oak Common depot to Paddington. While in the past class 47's were commonly hired in for this duty it is now more common to find shunter 08483 'DUSTY Driver David Miller' on the blocks at Paddington during times of poor class 57 availability. This was the case on 17th July presenting a very unusual scene at Paddington- there are not many places in the country, let alone in central London where you can see a class 08 on the mainline!

The Blue King

After many, many years of restoration success has finally come for the team restoring GWR King 6023 'King Edward II' from scrap condition to a fully functioning locomotive in original condition with single chimney.

Withdrawn by BR in 1962 the King was steamed in preservation for the first time in 2011 and hauled it's first trains on the Mid Norfolk Railway carrying the attractive BR blue livery.

Following it's stay in Norfolk the locomotive will return to the workshops for final work to enable it to once more take charge of the mainline.

The stay of 6023 on the normally diesel hauled Mid-Norfolk railway has also presented the opportunity for the line to host it's first ever steam gala over the weekend of 16/17th July, with GWR pannier 9466 also visiting the line.

All photographs taken on 10th July 2011 at the Mid Norfolk Railway.

Beautiful Bath

There are a few locations in the country that one simply must visit at some point for the purposes of railway photography. The historic city of Bath in Somerset has to be one of them.

The city now just has one main station after the closure of Bath Green Park following the Beeching axe leaving just Bath Spa on the Great Western route. Traffic through the station is plentiful and consists of a regular supply of HST's heading from London to Bristol as well as local diesel units heading to various locations from South Wales to the South Coast. Weekdays also see a handfull of freight trains. The city is popular with charters also, and on my visit two were passing through the city- 5043 'Earl of Mount Edgcumbe' with a Vintage Trains trip to Bristol, and the Northern Bell luxury train on a run from Gobowen also to Bristol.

The most famous location in Bath is undoubtedly Sydney Gardens, where trains have run at speed right next to the park for over a century. Despite plans progressing to erect a new fence here you can currently still get up really close to the trains, making this location quite unique.

Another popular spot is just west of Bath where there is a stunning view of trains emerging from the castleated Twerton Tunnel.

There are numerous other locations one can explore in Bath, as time permits heading in either direction out of the station. My final pictures are of the returning charters to the east of the city having followed the footpath of the pleasant Kennet & Avon Canal (and yes, I have photoshopped a wire out of the final picture!).

'Railfanning' New York- It's not as difficult as you think!

If you are anything like myself, chances are that when you go abroad you want to find some trains. Chances are also that you struggle to find the time to do this, and especially in a city like New York, a great urban metropolis, you also struggle to find good locations. However it IS possible to find some really very good locations to photograph trains in the Big Apple- and you barely need to leave Manhattan! I shall explain some of the locations which I found useful on my recent trip to photograph passenger trains.

The first of these articles shall focus on the 'Genesis' P32AC-DM locomotives operated by both Amtrak and Metro-North Railroad.

Metro-North use the locomotives on their longer distance services from Grand Central Terminal, the routes of which divide at 125th St Harlem. The locomotives are positioned on the north end of push-pull trains. Meanwhile Amtrak use the locomotives on just one route- the Empire Corridor from Penn Station towards Albany and Buffalo. On Amtrak services the locomotive hauls conventional (usually Amfleet) coaches, and is located at the front of the train.

Immediately after leaving Penn Station the Amtrak trains take the 'Empire Connection' and then head along the west side of Manhattan. By the time the railway has passed under the George Washington Bridge, the line begins to open up a little. Continue further still to the tip of Manhattan and you reach Dykeman fields, a park right at the north western tip of Manhattan Island. The best way to reach the park is by subway taking the A train to 190th St and walking towards the Hudson river (I personally took the train to 181st St and went for a long walk beside the Hudson expressway!) Around half way down the park is a footbridge which offers good views of the line in both directions. The top photograph is taken from this location looking back towards Manhattan and shows 707 on an Empire service, typically with 5 Amfleet coaches. Walking right to the tip of the park allows a view across the swing bridge which takes the railway across the Harlem river from Manhattan into The Bronx. By aiming a camera through the fence the second photograph, showing 706, can be achieved of southbound trains. This location also has an added bonus that you can see the trains snaking alongside the Hudson River for some time as they approach, allowing photographs such as the third one on this page. Note that beyond the bridge the in The Bronx the Amtrak trains now travel on Metro-North rails, and their trains can also be seen.

Crossing back over the footbridge and following the footpath around the tip of Manhattan Island opens up views of the Metro North line and Spuyten Duyvil station. The service on this line consists (in each direction) of an hourly EMU from Grand Central to Croton-Harman, and an hourly loco hauled service to Porkeepsie. There are several vantage points in this area which give a view across the Harlem river of the Metro-North line as shown in the fourth photograph. It is worth noting, as illustrated in the photograph, that the loco hauled Metro-North trains tend to pass at, or very close to this location resulting in a sudden burst of activity just once an hour!

The final photograph at the bottom of the page is the only one in this series not taken in Manhattan. It is in fact taken from Spuyten Duyvil station just across the river in The Bronx. From the station platform there is a splendid view of the single track swing bridge which connects the Amtrak line into Penn Station. With an abundance of water and the vegetated cliffs of New Jersey in the background, one could scarcely believe that the bustle of downtown New York was just a few miles away!

Should time permit there are many more locations which could be explored further north along the banks of the Hudson between here and Porkeepsie. If riding the trains is more your thing you should take a Metro-North service one stop on from Spuyten Duyvil to Yonkers, where both Amtrak and Metro-North P32AC-DM hauled services make their last scheduled pick up stop on the way into New York.

Identity crisis?!

66303 is pictured at Imperial Wharf station on Thursday 19th May 2011.

The livery is Fastline freight, a subsidiary of the now defunct Jarvis who used these locomotives to run Coal trains predominantly in the north of England.

The locomotive is now owned by DRS, who have taken on the class 66/3's from the administrators of Jarvis.

The train is 4M49 Thamesport to Lawley Street intermodal- a Freightliner service!

Due to a shortage in their own fleet Freightliner are currently leasing a locomotive from DRS- this is despite storing examples of their own class 66 fleet, some of which have passed to rival GBRf!

What an unusual set of events!

Sir William McAlpine's Garden Railway at Fawley Hill

Many railway enthusiasts can only dream of having their own garden railway with model trains to play with at their leisure. Sir William McAlpine however has gone one step further for it is not a model railway which resides in his garden, but a full size standard gauge railway running for almost a mile in length. Not content with that alone, the railway also contains the steepest track for a conventional railway in the UK- if not the world- with a gradient of 1/13! The railway began life in 1964 when Sir William, the great grandson of

railway pioneer Sir Robert McAlpine (famed as 'Concrete Bob' for his work on the West Highland Extention), purchased locomotive No 31, a Hudswell Clarke 0-6-0 which was to be scrapped by his company. A short length of track was laid for the locomotive and the railway has expanded ever since. Not only does the Fawley Hill railway, near Henley on Thames have track and it's own locomotive, the collection of artefacts collected by Sir William is quite astonishing! A two story museum is packed with railwayana- models, locomotive nameplates, station benches, cutlery, even limited edition chocolate trains- quite literally everything! As if that was not enough the grounds of his home contain even more unusual railway artefacts- several complete stations, a signal box, footbridge, oh- and two arches from Waterloo station removed for the construction of the international terminal. In a strange way, all these artefacts seem quite at home here with Sir William and his equally interesting collection of wildlife.

Fawley Hill holds several opening days each year which are attended by invitation only. My thanks goes to Jonathan Hall of Hampton Court Model Railway Society for organising our visit, and to Sir William McAlpine and the volunteers at Fawley Hill for having us. A most enjoyable day was had by all!

Introducing 'Trains Today'- The Blog

For more than eight years I have maintained an online presence under the 'Trains Today' banner. Firstly with a Yahoo Geocities site (which some of you may even remember) and for some time with 'www.trainstoday.fotopic.net'. Since apparent demise of fotopic, and no platform that I feel competes with that service, I have decided to try something a little different. Trains Today- as a blog.
I have always aimed to tell a story through the captions on my photographs, and this new format will take that a significant step further, with a story illustrated by the photographs.
Over the last few years I have also become much more interested in railways overseas, and I anticipate this being a large focus for the blog. Entries will explore specific days out or rail trips and give an overview of what can be explored at different locations. I hope that this will be both interesting, and a source of knowledge for others planning similar trips.
Viewers will be able to use the blog 'tags' to find posts which interest or are relevant to them, or may read them regularly as the site is updated.
This is a very different format from my previous websites, and I do hope it will prove enjoyable and interesting. As usual any comments you have will be gladly received.
Thanks for viewing, and I hope you will visit again!