Getting Back on Track

I was rostered as steam relief driver on 29th August 2021. Because of the Covid-19 Pandemic, this was the first time I'd been on a steam locomotive since August 2020 (described here). Once passenger operations at the Battlefield Line resumed in 2021, I'd been rostered on the Diesel Multiple Unit a few times but, still recovering fitness after the long period of restrictions on life, I'd not undertaken a steam turn before in 2021.

Well, rather than being just relief driver, it transpired that it would help if I covered the whole turn, which I did and thoroughly enjoyed the shift. I was helped by having Stephen W. as fireman who was both willing and capable and we both had a good day.

Previously, I'd only had two turns on 'Wightwick Hall'. The first was on 15th December 2019 (described in the latter section of the blog here). The second turn was on 28th December 2019 (described here).

The locomotive had been left outside the shed so as I hauled myself up the footsteps into the Hall's cab for the first time in 20 months, it was with a sense of excitement. A broad smile spread across my face - I felt at home. Although I knew the fireman would have already carried out the initial checks (tender hand brake applied, regulator closed, cylinder drain cocks open and gauge frame indicating satisfactory boiler water level), I repeated them. The fireman had reported no boiler leaks but a fair amount of ash and clinker on the grate from the previous day's fire. I opened the firedoors to confirm the situation.

Although the firebox was still fairly warm from the previous day, Stephen decided to go into the firebox, lift one or two firebars and push the remains of the previous fire through the opening created into the ashpan. Working in any confined space is potentially hazardous and may only be carried out with a second person on hand. The old fire was disposed, the firebars replaced and Stephen quickly left the firebox.

Preparation

The term 'Preparation' refers to the duties of both driver and fireman in getting a locomotive ready for traffic. Although driver and fireman have defined responsibilities, it's much better when the crew work as a team. I've talked about steam locomotive preparation in a number of earlier articles and a few are listed below.

Driving Turn at Peak Rail - Part One: Preparation
Preparation of Locomotive 'Sapper'
Preparing 5542 (part 1)
Preparing 5542 (part 2)

Articles with the label MIC discuss various aspects of working on steam locomotives. There's an index of these here.

Whilst Stephen prepared to set the new fire, I began 'oiling round', starting with the sight feed lubricator mounted on the driver's side of the boiler backhead. I drained the condensate and filled the reservoir with cylinder oil (also called 'steam', 'black' or even 'thick' oil). This is a compound oil, typically with an SAE of 680 or above, which retains its properties when in contact with steam in the cylinders.


6989 'Whitwick Hall': Sight feed lubricator

Next, armed with an 'oil feeder', 'bottle' of motion oil and a 'wiper' I continued oiling the outside motion and axleboxes from ground level. It always facinates me how different trades develop their own vocabulary and locomen were no exception. The 'oil feeder', of course, is the spouted container used to dispense oil where required, called elsewhere an oil can. The 'bottle' is the tinplate oil container with carrying handle and cork retained by a short chain used to replenish the feeder as required. Motion oil is much thinner than cylinder oil, typically with an SAE of 220. The 'wiper' refers to the woven, absorbent cloth originally issued by loco stores for removing excess oil during preparation, acting as an insulating pad when handling hot objects or for general cleaning. An elderly engineman I knew asserted that a 'proper engineman' could always be identified by the wiper permanently clutched in one hand. These days, rags are often substituted for the traditional wiper.

I then transferred operations to the narrow walkway around the boiler called the foot-framing (the terms 'foot board' or 'running plate' are sometimes used), which allowed various other oiling points to be dealt with. A feature of Great Western engines is the mechanical vacuum pump, driven from one crosshead.


6989 'Wightwick Hall': Detail of crosshead-driven vacuum pump

On the 'Hall' class, there is an oil pot with a T-handled screw cap protruding through an access hole in the foot-framing on the driver's side which provides lubrication for the pump. Usually, a mix of lubricating oil and paraffin is used for this task to minimise the risk of the internal pump air valves sticking. These air valves are responsible for the distinctive 'phut-phut' noise of Great Western locomotives in motion, particularly noticeable when an engine is 'drifting' with the regulator almost closed.


6989 'Wightwick Hall': Right leading splasher showing cut-out in foot framing to give access to the vacuum pump oil pot

It's particularly important to remain alert when working on the foot-framing. Support is available from a handrail run along the length of the boiler cladding on both sides of the engine but, when kneeling to administer oil as required, it's all too easy to lose balance and it's a fair drop to the ground.

Many years ago, I learnt that lesson when getting 'Clun Castle' ready for 'Learn to be a Driver' courses at Tyseley. Now, Sam Ell's work at Swindon on draughting locomotive boilers and improving efficiency resulted in 'Clun Castle' having a double chimney and 'high superheat'. The raised steam temperatures led to the use of a mechanical lubricator mounted on the foot-framing on the fireman's side to dispense cylinder oil to cylinders, valves and regulator (rather than the normal Great Western sight feed lubricator which the original single-chimney 'Castles' retained). Mechanical lubricators are excellent but can result in oil on the foot-framing from carelessness during filling of the reservoir or vibration-induced oil line gland leakage. I didn't notice a film of oil around the lubricator, lost my balance and ended up on the floor, on my back, looking at the sky with severe pain from the near rail of the adjacent road pressing into the small of my back. I was lucky, I was able to get up and carry on with my shift (in some discomfort) but the consequences could have been serious.

By the time I'd finished 'on top', Stephen had the fire well in hand and he offered to complete the vital oiling 'underneath'. The 2-cylinder 'Hall' has Stephenson Link motion with four eccentrics mounted on the driving axle between the frames to provide the necessary valve events to dieblocks in the expansion links. With outside cylinders and valves, as used on the 'Hall', rocking shafts are required to transmit the movement of the dieblocks between the frames (via the intermediate valve rod, rocking shaft, valve link and valve rod) to the piston valves outside the frames, as described here.

There wasn't a great deal of coal in the tender but well over 3,000 gallons of water. Stephen wasn't quite sure whether we'd complete the diagram (four round trips to Shenton) without more coal but we agreed to come 'off shed' onto our train and see how things went.

In Traffic

Unusually, we were running with a 6-coach train which meant we would 'overhang' at platforms, so I discussed with our Guard the stopping points he required to make his job easier in making sure passengers could safely board and alight. Creating vacuum to release the brakes was noticeably slower than normal. There's a post about the Great Western vacuum brake here. Both small and large ejectors are provided. Normally, I'd only use the small ejector and judge any leakage in the train braking system by the rate at which indicated vacuum climbed, but the 'little jet' alone failed to produce the necessary 25 in/Hg (inches of mercury - measure of the vacuum produced) so the 'big jet' was also needed.


6989 'Whitwick Hall': Driver's vacuum brake application valve with radial slots to admit air, small ejector steam cock (above), large ejector steam cock (right) and blower valve (below right)

Opening either ejector steam cock admits steam to the multiple-cone ejector mounted on the driver's side of the firebox. Convergent cones in the injector body produce a jet of fast-moving steam which draws air out of the train's vacuum pipe, discharging the steam and extracted air through the pipe running horizonally along the boiler cladding to the smokebox where an elbow takes the steam/air into the smokebox to be discharged vertically through the chimney. A carefully-designed system of copper drain pipes seeks to allow condensed steam to be drained downwards but when the large ejector is first turned on, it's wise not to be near the front end of the locomotive as a shower of water may be discharged (as generations of platform-end-dwelling train-spotters learned in steam days).


6989 'Wightwick Hall': View from cab showing right side of firebox and vacuum ejector

Our first departure was booked for 11:00. I think we were a little late away waiting for passengers and then I made a gentle departure. With the cylinders cold, condensate can be anticipated in the steam circuit so the cylinder drain cocks ('taps') should be open to allow live steam to clear this condensate. Moving a train away from a platform is always the time of greatest risk when passengers may change their mind and try to get off or, perhaps worse, suddenly decide they want to get on. The Guard and Station Staff should have checked that all doors are properly closed with no handles 'cocked' (no central locking here!). Years ago, I was taught that if there are sufficient platform staff available, one should be positioned fairly near the departure end of the platform to 'chase' any door handles spotted as not properly closed. Getting under way gently is certainly desirable with 'Wightwick Hall' as she has an irritating habit of 'losing her feet' when starting and this is aggravated by the open cylinder drain cocks liberally wetting the rails ahead. Even six coaches is still a light load for a 'Hall' so, although I'd started away in full forward gear, I quickly 'wound it back' a little on the screw reverser to give an earlier 'cut-off' of live steam during each piston stroke. The fireman collected the staff from the signalman, I made sure the 'section signal' (as they now call signals admitting you to the next signalling section) was 'off' and we proceeded through the 10 m.p.h. cutting section up to Barton Lane Bridge. Once in motion, the vacuum pump will be attempting to make up losses but until speed is above 15 m.p.h., its contribution is uncertain. Normally, the small ejector will be more than enough to hold the regulation vacuum of 25 in/Hg and prevent brakes from dragging on.

A little beyond the bridge, Line Speed (25 m.p.h.) is now authorised by a cut-out '25' speed marker sign, following permanent way work and tamping of the line and this happy state now extends to the platform at Market Bosworth. Of course, that increased speed only applies when the whole of the train has passed the sign. Glancing back to check we were clear, I tugged the regulator to 'full first valve'.

Slide valve regulators have two flat valves to control the steam, both operated from a common handle. Initial movement of the regulator handle opens a smaller steam valve (called 'pilot', 'first' or 'starting') which varies the steam port size in proportion to angular regulator handle movement. At full first valve, there is resistance to further movement but a determined 'pull' will start to open a second, larger steam valve (called 'main', second or 'big') which significantly increases steam flow. Larger Great Western locomotive designs, like the 'Hall', place the two regulator flat slide valves horizontally in the smokebox, with a separate oil line from the sight feed lubricator in the cab to the regulator assembly to minimise the driver's adjustment effort as far as possible. There are a couple of articles which give an introduction to the various types of regulators in use.

Locomotive Regulators (part 1)
Locomotive Regulators (part 2)

As speed slowly increased, I wound the reverser to the recommended 'Drifting' position, marked by a stud attached to the engraved cut-off scale showing percentage cut-off.

Many valuable historical records of train performance were meticulously prepared and published by enthusiasts. When they were permitted to actually travel on the footplate, they would carefully log indicated cut-off, regulator opening (estimated by the angular position of the regulator handle against the quadrant) and frequently boiler water level/shovelfulls fired. These make fascinating reading but every old-time driver I've spoken to over the years has confirmed that few, if any, drivers took any notice of indicated cut-off, adjusting the controls until "it felt right". The indicated cut-off was not always accurate and I was told that the cut-off indicator on some Bullied engines was called "the biggest liar on the footplate".

With the light loads, low maximum speed and moderate gradients on the Battlefield Line, I've normally found that the regulator at 'full pilot' and reverser at 'drifting' will do the job and, once 'Line Speed' is achieved, the regulator can be banged closed then eased open enough to open the lubricator jockey valve to ensure oil continues to feed the pistons and valves whilst coasting. If speed starts to fall earlier than required, the regulator cab be re-opened but, depending upon the rolling resistance of the train (a combination of friction in all the wheel bearings on the train, direction and strength of any wind and any defects like dragging brakes), once Line Speed is achieved somewhere near Headley's Crossing, the train will coast to Market Bosworth, where's a speed restriction of 10 m.p.h. when any part of the train is alongside the platform. Correctly judged, this speed can be achieved by braking as the locomotive approaches the platform, performing final braking so as to stop the train in the platform. It's vital that the train is prevented from moving during this intermediate stop, either by destroying the vacuum or applying the tender hand brake. At Market Bosworth, the platform is on the driver's side, so the driver can monitor the progress of passengers getting off and on. Market Bosworth station platform will accommodate a five coach train so, with 'six on' a different stopping point was chosen, leaving half a coach off the platform each end.

Whilst waiting, I wound the reverser into full forward gear ready for starting away. The Great Western screw reverser can be a delight to adjust but I do find the one on 'Wightwick Hall' rather stiff. A long time ago I was spoilt by working on restored Castle Class 'Defiant' which had the easiest-to-adjust screw reverser of any Great Western locomotive I've worked on (together with a regulator offering genuine 'finger-tip' control, unlike the claims often made for 'balanced' or 'double-beat' types). However, my all-time award for easiest-to-adjust screw reverser goes to preserved LNWR number 1054, the Webb 'Coal Tank', where the Stephenson valve gear is adjusted by a reversing screw with a Triple-Start Thread. When I drove this lovely engine, the only problem was the absence of a handle latching mechanism, so I had to drive leaning against the handle to prevent it from self-adjusting to full gear! But that's another story.

Having received the 'Right Away' from the guard, I 'blew the brakes off', whistled, checked that the foot crossing ahead was clear and partially opened the regulator. As we moved away, I adjusted the reverser for an earlier cut-off, occasionaly looking back along the train until all coaches were clear of the platform. Leaving Market Bosworth, there's still a 15 m.p.h. speed limit over the Cattle Creep Bridge just before the turnout to Deer Park Siding so I didn't let speed rise above this until the whole train was clear of the bridge, then I set the regulator to 'full first valve' and let speed increase.

We'd been told that rain following cable laying operations between Market Bosworth and Shenton during the previous week had resulted in some displaced spoil near the running line. Although an inspection run with a diesel locomotive the previous day had passed the line as fit, some caution was advised on the first trip so I 'reined her in' as we approached the works site and we drifted through carefully, the fireman and I satisfying ourselves that all was good. Once past the works site, a little steam was needed to pick up speed then, with the reverser at 'drifting' the regulator was closed ('cracking' it to open the lubricator jockey valve) and we coasted down Shenton bank towards our destination.

The severe 5 m.p.h. speed retriction between Ambion Lane bridge and Shenton station caused by embankment slippage remains in place, so the aim was to brake sufficiently to comply with the 'slack' whilst leaving sufficient monentum to keep rolling along the platform to the 'six on' stopping point with the locomotive blocking the foot crossing.

On arrival, it's important that the Guard immediately applies the Guard's Screw Handbrake to prevent movement of the coaches whilst the engine runs round its train. I set the engine in back gear and partially released the brake so that The engine could be 'eased up', compressing the buffers between tender and coach in an attempt to slacken the screw coupling, making detaching the locomotive a bit easier for the fireman. There's a short post on coupling and uncoupling here.

The Guard collected the Single Line Staff, which he needed to work the ground frame at the north end of the run-round loop, and the Fireman walked forward to work the hand points at the south end of the run-round loop. With Driver, Fireman and Guard working together, the engine was transferred to the north end of the coaches then Stephen 'hooked-on" and set the lamps for our tender-first return to Shackerstone. Having reset the ground frame for the running line, the Guard passed the Single Line Staff back to the footplate crew, together with confirmation that 'permission to return' had been received from the Shackerstone signalman by telephone. Once all the passengers had been shepherded onto the train and the doors closed, the Guard gave the 'right away' and we gently started away.

It's a different experience running tender first with the bulk of the tender reducing the view ahead of the train. There's some view over the top of the tender on most Great Western engines (unless freshly coaled to the limit) or the driver can lean out of the cab side. When running chimney-first, leaning out usually gives a reasonable view ahead because, particularly on Great Western tender engines, the boiler is narrower than the footframing. But, tender first, the view is limited by the slab-sided tender with flared top almost the full width of the engine. There's the further complication that the tender is a separate six-wheel vehicle articulated with the engine so its exact position relative to the cab keeps altering in a rather disconcerting fashion and, on left-hand curves, the tender moves to further restrict the view.

Many years ago, observing freight workings in and out of Spring Vale Steelworks when steam still ruled, I learned that there were two types of driver - those who would happily work a train tender-first if it finished their shift sooner and those who would first insist on a light-engine excursion to a nearby triangle to turn, enabling them to work their train chimney-leading. Of course, at the Battlefield Line there's no alternative to working tender first in one direction.

The other factor which becomes quickly apparent when running tender-first on a Great Western is the engine crew's exposure to the elements. Cab designs have evolved from the early days of steam through various stages. Initially, there was no cab at all. The first stage was the introduction of a flat spectacle plate as a baffle against the wind when in motion. Perhaps surprisingly, some drivers objected to this refinement, seemingly enjoying the tough reputation they enjoyed (many early drivers, like sailors, sported luxuriant beards). But levels of weather protection gradually improved, with cab sides and cab roofs increasing in size with time. Churchward cabs were rather spartan but his successor Collett introduced a larger cab used on the 'Halls' and 'Modified Halls' which isn't bad travelling chimney-first but offers little protection when travelling tender-first. In wet weather, a canvas storm-sheet could be rigged between engine and tender but, when travelling tender-first, this can impair the driver's view.

Although it wasn't raining on this occasion, when running at line speed quite a strong wind whipped across the tender (producing plenty of coal dust from the diminishing coal supply) and into the cab. We made the booked stop at Market Bosworth and then continued to Shackerstone where we were signalled into platform 2, stopping with the leading coach just clear of the foot crossing. This meant that the engine blocked the foot crossing and passengers had to wait at the platform end until we'd uncoupled and moved clear before they could move between the two platforms.

We completed the run-round and prepared for the second round trip at 12:30. We'd plenty of water in the tender. This was just as well as our six coach train prevented access to the water crane at Shackerstone. The second round trip was carried out without incident, as was the 14:00 departure. Water level in the tender was still satisfactory but Stephen and I decided we needed to re-coal before the fourth trip as there would be two evening round trips with a dining train operating by a different locomotive crew.

The fourth round trip also went to plan and, before handing over to the evening crew, Stephen and I agreed we'd had a very enjoyable day.


Jan on 'Wightwick Hall', 29th August 2021 (Photo: S. Wallbank)

My pictures

6989 'Wightwick Hal1'

Trade Show at the National Exhibition Centre

Because of the Covid-19 Pandemic, Trade Shows and Exhibitions were suspended but, following the easing of emergency legislation in July 2021, this type of event was able to resume subject to 'Covid Secure' guidance.

On Thursday 9th September 2021 I attended the last day of the Railtex and Infrarail combined exhibition at the National Exhibition Centre near Birmingham, together with one of my friends from Bath who travelled independently by train.

Getting there

Once again, I took the first bus from Brewood to Wolverhampton at 07:30 and walked to the railway station. For a change, I decided to catch the 'local' to Birmingham New Street. The service currently then continues to Walsall (I described using this circuitous route to Walsall in the post Walsall by Rail). In recent years, platform 5, the bay platform 5 at the south end of the station on the Down side) is used by the terminating 'all stations' Electric Multiple Units along the Stour Valley line but, before electrification and then called 'Down Bay' I think, it wasn't very often used by passenger trains (but I've described catching one Diesel Multiple Unit from this bay during 1962 in the post here). As part of the station redevelopment which accompanied electrification, the end of this bay became a parcels sundries depot, which has now been demolished.


Wolverhampton Station: View from platform 5 showing stop signs, remains of the parcels sundries shed and, in the background, new station in black and orange

There weren't many passengers on the train when I boarded but by departure time at 08:22, the train was reasonably full and at each stop, more people boarded than alighted so we were quite full on arrival at Birmingham New Street. We stopped at Coseley, Tipton, and Dudleyport (all stations I regularly used 60 years ago when making unofficial visits to signal boxes as described in the postVisiting Signalboxes). Stops were then made at Sandwell and Dudley, Smethwick Galton Bridge and Smethwick Rolfe Street. Smethwick Galton Bridge is a relatively recent development, opened in 1995 to provide connections with the 'Jewellery Line'. Over the years, I've occasionally used all six stations between Wolverhampton and Birmingham New Street. Currently, 25 minutes are allowed including stops.

I had expected us to arrive in platform 1 at New Street but discovered it was closed with engineering works on the platform being carried out so we used platform 2. I've complained previously about the confusion that can arise in attempting to change platforms using the stairs or escalators at the 'A' (southern) end of the platforms which seems to involve leaving through the ticket barriers and then coming back in again through another ticket barrier. I was amused to see that signs have now been erected recommending using the 'B' end when changing platforms. With plenty of time in hand, I decided to have another look at the adjacent Grand Central Shopping Centre to see if I liked it any better than on a visit in 2016 described here. I didn't, so I left the station to look at the Midland Metro Tram station in Stephenson Place.

This tram station hadn't been completed at the time of my 2016 visit, but was in use in 2019 when I attended the UKRRIN Annual Conference (described here). However, in September 2021 I was surprised to find the area dug-up again and piles of pre-cast sleepers around. It appeared that the service had been terminated at Bull Street whilst an urgent track relaying along Corporation Street to Stephenson Place was carried out, expected to be completed before Christmas 2021. No explanation was available about the reasons for such major works only five years after completion of build on this section.


Sleepers in Stephenson Place for track replacement (West Midland Metro)

I walked as far as the Town Hall before returning to the railway station along pedestrianised New Street then through the Arcade past the Macdonald Burlington Hotel. When this was still the Midland Hotel it had a decent, old-fashioned restaurant on the first floor overlooking New Street which I used to enjoy visiting for lunch occasionally. On platform 4, I joined a Cross Country 'Voyager' from Manchester, where I was joined by my friend for the 9-minute journey to Birmingham International station. Birmingham International is another relatively recent development, opened in 1976 to serve both the adjacent airport and the National Exhibition Centre.

The Venue

When I started my own business in 1966, all major trade shows were held in London at Olympia or Earl's Court, which were both showing their age. The National Exhibition Centre (NEC) is one of the better ideas promoted by Birmingham City Council, in my opinion. The idea of a new exhibition location on a 'greenfield' site with good motorway, main-line railway and international air connections appealed to me. The first stage was opened in 1976 and expansion up to 1998 now offers 20 exhibition spaces of various sizes, including the multi-purpose indoor Arena which can be used for exhibitions or entertainment events. 'London-centric'-thinking made establishing the venue rather difficult. For instance, in 2000, the ExCeL exhibition and conference centre opened in London and its foreign owners have continued to develop that competing site. In 2014, Birmingham City Council sold the site which is currently owned by the Blackstone Group.

The Exhibition

'Railtex' and 'Infrarail' are two leading exhibitions in the UK aimed at the railway industry. Following the inability to stage this type of exhibition at all during 2020 because of the Covid-19 Pandemic, the two exhibitions were combined under the banner of the 'UK Rail Hub'in 2021. The event was open 7th-9th September in Halls 11 and 12 of the NEC. 'Railtex' was billed as "the 15th international exhibition of railway equipment, systems and services" and 'Infrarail' as "the 13th international railway infrastructure exhibition".

Arriving at the show during the Age of Covid-19 provided a new experience. On the broad, covered overhead walkway connecting the railway station to the NEC, teams of security checked documentation relating to the Covid-19 status of visitors, who were then asked to wear a self-adhesive wrist-strap to confirm a satisfactory check.

On reaching the exhibition halls, registration was quick - I'd signed-up on-line previously and printed out the confirmation which included what used to be called a 'QR Code' (for quick response) but, with wider utilisation for all sorts of purposes, including railway ticketing, is also called a '2D Barcode'. There's an excellent article about these codes on Wikipedia here. A pleasant lady scanned my confirmation at a special pedestal at the entrance which immediately printed a card label which she attached to a lanyard and I was 'in'.

The show was useful but, perhaps understandably, seemed rather more subdued than previous, similar events I've been to. But I found it good that people were starting to meet face-to-face rather than by the dreaded 'Zoom' or 'Teams' video conferencing.

By mid-afternoon, my friend and I had achieved all we'd hoped and we walked back to Birmingham International station. The northbound train we caught was rather full so we stood in the coach vestibule to Birmingham New Street, where my friend had a change of train. The passengers thinned-out somewhat here so I found a seat to complete my journey back to Wolverhampton.

My local railway pictures

West Midland Railways.

By Train to Croydon

As the Covid-19 Pandemic continues, some easement of travel restrictions has allowed me to repeat previous journeys in the United Kingdom to note changes. Having visited Liverpool area (described here) and Blackpool area (described here), I travelled via London to Croydon to visit my friend on Thursday 2nd September 2021, returning the following day.

The day before my trip, I'd managed to book train tickets online, after some difficulty with the booking 'apps'. Government advice was strongly recommending social distancing (and mask-wearing in crowded locations) so I decided to travel First Class.

I took the first bus from Brewood to Wolverhampton at 07:30, which meant I had plenty of time to walk to Wolverhapton's new and rather incomplete station which still fails to impress me. I couldn't help compiling a mental 'snagging list' of features I came across that were either not yet finished or had already broken in use. My childhood visits to the station were to a rather run-down station after the exigencies of WWII but it still provoked a sense of anticipation quite lacking in the 21st century version. There are short posts describing that period here and here.


Wolverhampton Station entrance hall showing the new ticket gateline giving access to platform 1

The departure was from platform 4 and the previous operators of the service, Virgin, had a First Class Lounge there but there isn't one currently. The Avanti website says "Most of our First Class Lounges are currently closed. To ensure safe social distancing, we’ve also reduced the available space in our open lounges".

The train arrived on time - a Glasgow to London via Birmingham service operated by a Class 390 'Pendolino'. I found my reserved seat and settled down. There were only a couple of other passengers in my coach. We departed a couple of minutes late and the on-board staff quickly provided a cup of tea and an instant porridge, which I selected from the rather limited menu. Both were served in cardboard containers with wooden cutlery. In the age of Covid-19, a reasonably 'proper' breakfast served with metal cutlery is a distant memory. The ride quality was not particularly good and I wondered if the fact that I was in the leading vehicle was a factor.

The journey was uneventful and the driver had no difficulty in maintaining the fairly generous timing to London Euston, arriving in platform 16 at 10:33. As we slowly ran in, I had a good view of the adjacent major civil engineering works for HS2, the new high speed railway which will initially link Euston to a new station at Curzon Street Birmingham. The former Down side carriage shed and associated sidings have been removed and the site is being prepared for the new line. I'm a great believer in railways but can find no justification for proceeding with HS2 when many parts of the country are crying out for more investment on existing, conventional routes.


Euston in 2013 with the disused Down Side Carriage Shed in the background.

The present Euston station has become rather down-at-heel, despite periodic refurbishment. Some years ago, a major rebuilding was promised but this will presumably coincide with the eventual completion of the first stage of HS2, whenever that is. There's a short post from 2008 discussing Euston, St. Pancras and King's Cross here. The concourse area at Euston has escalators leading directly to Euston Underground station but, at present, a detour is needed. All passengers are first directed outside, make their way along the outside of the building, then re-enter further along to reach the escalators. Builder's partition walls ensure this detour. I found the signage rather inadequate and the impression conveyed is that 'Customers' (as the railway prefers to term its passengers) are really rather a nuisance.

It was quite busy in the ticket hall of the underground station, mainly people apparently bewildered by the array of automatic ticket machines along one wall. The 'Oyster' contactless ticketing system is now extended to to allow 'touch-in' by credit card, allowing me to avoid the confusion and descend to the southbound Victoria Line platform where a train arrived after less than a minute. Despite the drop-lights at each end of the coach being lowered for ventilation and noisy fans in the ventilation system apparently turned up to maximum, it was a very warm journey to Victoria and I was quite relieved to return to ground level and the comparatively spacious concourse at Victoria.

Even today, the history of Victoria station as two stations side-by-side is apparent in its layout and architecture. On the eastern side, a pleasant arched roof covers the 'Chatham' lines (shared by the London and Chatham Railway and South Eastern Railway prior to their amalgamation). To the west, there's an impressive range of station offices built to serve the 'Brighton' lines of the L.B.S.C.R. which feature the heraldic shield of Sussex but the platforms themselves are now permanently without natural light following the construction of a modern building overhead.


London Victoria: Heraldic shield of Sussex featuring six martlets on the western range of offices on the Brighton side.

There's a brief article about the origins of Victoria Station here. I joined the next 'fast' train to East Croydon and within a few minutes we were on our way. We made the single mandatory intermediate stop at Clapham Junction which I've briefly described in a earlier post here. Around ten minutes are allowed from Clapham Junction to East Croydon but we were brought to a stand by a red signal just after Selhurst and then again just before East Croydon.


East Croydon: View from platform 4 looking towards Brighton in 2016

A short taxi ride then completed the journey to visit my friend - a visit delayed by almost 18 months because of the Covid-19 Pandemic.

The following afternoon, I returned home. This time I decided to catch the bus from my friend's to East Croydon station. The next train to Victoria was running a few minutes late and by the time it arrived, the platform was crowded, adding more passengers to the already-full train. I decided to remain standing for the journey to London. There were more people swarming around Victoria station than the previous day. When I reached the underground, I found an alternative access route was in use from the ticket hall to Victoria platform level, necessitating a fairly long detour through pedestrian tunnels. The train was well-loaded but I found a seat and, once again, the underground journey was hot and noisy. I arrived at Euston main line station in plenty of time for my booked train, then was pleased to discover that the Avanti First Class Lounge at Euston was still operating, providing a pleasant haven for a few minutes and offering drinks and snacks served by friendly staff. I was booked on the Edinburgh via Birmingham service which would deliver me to Wolverhampton without a change but, on making my way to the platform, I found two diesel-electric 'Super-Voyagers' (Class 221) units coupled together rather than a single electric 'Pendolino' (Class 390) unit.

I'm not sure whether this was a 'substitution' - certainly the reservations for a number of passengers (including the writer) had gone wrong but the on-board staff got everybody in my coach seated with some empty seats remaining. With underfloor diesel engines along the train, 'Voyagers' are always noisier than the 'Pendolinos' but what particularly annoys me is that the diesel-electric trainsets would be travelling "under the wires" from London to Scotland but using diesel fuel. This is because successive UK governments have declined to 'grasp the nettle' of comprehensive railway electrification despite a stated commitment to "de-carbonise" the economy. Instead, we now have the ultimate 'cop-out' of the later Hitachi 'Azuma' trains built for the UK (the Class 800 series) which are 'Bi-mode' and can run on overhead electrified lines or on non-electrified lines using diesel engines and electric generators. When running on overhead electrified routes, they suffer the weight penalty of lugging around unused diesel engines, generators, fuel tanks and fuel. When running on non-electrified lines, there's the weight penalty of the high-voltage switchgear and transformer. The increased complexity of 'Bi-mode' adds to both initial and maintenance costs.

In 2020, when rail journeys for non-essential purposes were prohibited by law, I remotely monitored movements at Euston a few times during the reduced 'Covid-19' timetable using Railcam UK (described in my post Watching The Trains Go By). There are two posts on those observations here and here.

By September 2021, more trains were being run but still fewer than in 'normal' times. However, the pair of Class 221s got me back to Wolverhampton on time. Rail travel in the age of Covid-19 is a little strange but at least it's possible.

Blackpool by Electric Train

My last previous visit to Blackpool was on Saturday, 9th February 2019. That visit is described here. The Coronavirus Pandemic put paid to thoughts of another visit in 2020 and it was not until the second half of 2021, following easing of government restrictions, that I made another day trip.

To help comply with government advice on continuing social distancing, I decided to book First Class Advance tickets online beforehand with Avanti, operating the same fleet of Class 390 electric multiple units previously used by Virgin (but re-liveried). On my 2019 visit, it had been electric traction by Virgin to and from Preston then Northern diesel multiple units the rest of the way. However, under the present Pandemic timetable, some Avanti services operate through to Blackpool North offering electric traction throughout without need for change.

I caught the 08:35 bus operated by Select from Brewood to Wolverhampton and walked to the station. The pedestrian route approaching the station entrance is still narrow and inconvenient because of the building site immediately outside which I presume is caused by work to finish the tram terminus but progress appears very slow.


Wolverhampton Station. The tall building in the background is student accommodation for the university (Blackpool by Electric Train)


Wolverhampton Station entrance hall with ticket gates in the background (Blackpool by Electric Train)

My train an Avanti 'Pendolino' Class 390 reporting number 9P47 arrived a few minutes late, its timekeeping presumably not enhanced by following the 'All stations' local train from Birmingham which pulled into platform 5 bay shortly before my train arrived. Our first stop was Crewe so, as expected, the lateness was easily recovered by the time we paused in platform 11. On leaving Crewe, just 16 minutes were allowed to our Warrington stop, where the massive Unilever plant dominated the skyline on the down side. It was only later that I discovered the site had closed in October 2020. Apparently, demand for soap powders has reduced with users switching to liquids and capsules so a 139-year history of soap-making at the site, still locally referred to as 'Crosfields' has come to an end.


The Unilever plant in Warrington which closed in October 2020 (Blackpool by Electric Train)

A further 9 minutes took us to Wigan North Western, crossing under the historic Liverpool and Manchester railway line, the first main line railway in the world on the way. The station name distinguished the London and North Western railway's faciliites from Wigan's second station operated by the Lancashire and Yorkshire Railway named Wigan Wallgate, after its location. The two railways were merged into the London Midland & Scottish Railway in 1923 and it always delights me that the station name 'Wigan North Western' survives almost a century later.


Class 331 in platform 5 at Wigan North Western forming 2C10 to Liverpool (Blackpool by Electric Train)

The last calling-point before our destination was Preston reached in 12 minutes from Wigan. Finally, a generous 28 minutes were allowed for the last leg to Blackpool North, reached in bright sunshine. I noted that The train was due to leave again at 11:48 forming train 9M53 to London Euston due 15:33. Modern rolling stock is fairly intensively utilised.


Blackpool North Station, with passengers streaming off recently-arrived Class 390 in platform 1 and a Class 331 in platform 4 (Blackpool by Electric Train)

I made my way out of the station and found the pedestrian underpass under High Street closed, leaving the rather narrow series of ramps to Talbot Road as the exit. Various temporary arrangements for road traffic had been made and it became clear that although the former Wilco building had been demolished, the planned new tram terminus I'd learnt about on my last visit in 2019 was nowhere near complete and the new hotel to be operated by Holiday Inn had only reached the stage of some structural steelwork erected. The double track tram line from the promenade reached an inset scissors crossover in course of installation.


Scissors Crossover being installed at Blackpool North Tram Station building site (Blackpool by Electric Train)

I walked down Talbot Road towards the Promenade past plenty of holiday-makers enjoying the good weather. I noted that no overhead conductor had yet to be fitted on the 'new' tram lines and at Talbot Square, where the extension to the railway station makes a triangular connection with the existing route along the Promenade, there were more temporary road traffic arrangements. I'd found that the modern trams were running five an hour each way, so I managed to reach the North Pier tram stop just before a tram to Fleetwood arrived. I always enjoy the tram ride to Fleetwood, past Blackpool's well-known hotels.


Imperial Hotel, Blackpool (Blackpool by Electric Train)

After passing through through Cleveleys the tram route turns away from the coast and enters Fleetwood threading through Lord Street, the main shopping street looking a little shabby after difficult economic times, finally terminating at Fleetwood Ferry adjacent to the small public Euston Park, in front of the imposing North Euston Hotel and in sight of the estuary of the River Wyre.

I walked across to the entrance to Fleetwood Ferry and realised that the small ferry at the slipway was loaded with passengers. I checked the chalkboard displayed and found the ferry was just about to leave, although I was puzzled to read 'Last ferry 1.45 pm' which seemed rather early. A sign indicated I should pay the fare on the ferry so I hurried down the slope to the ferry, joining a man who'd just emerged from the ferry building who I realised was the Ferry Captain. At the gangway, I paid the two pound fee to the other member of the two-man crew, the gangway was raised agains the side of the ferry and within seconds we started our 5-minute crossing of the mouth of the river, about a quarter of a mile. I'd not been on this fairly modern ferry before, broad-beamed with bench seats on all four sides (apart from where the gangway was fitted on the port side). The 'bridge' was a small podium on the port side in the passenger saloon provided with a raised, windowed lookout all-round. Access to the bridge was via a short, vertical ladder. The benches accommodated about thirty passengers, leaving space in the middle for pushchairs and bicycles. It was all rather homely.


View of Fleetwood from the Knott End Ferry with the Upper Lighthouse or Pharos in the background (Blackpool by Electric Train)

Using the optical zoom on my camera, I managed a reasonable shot of the two nuclear power stations at Heysham, about 9 miles away in a direct line (but much further by rail or road), reminding me of my last visit to Heysham in 2019 described in the post Morecambe by Rail


View of the two nuclear power stations at Heysham from the Knott End Ferry (Blackpool by Electric Train)

The ferry pulled alongside the concrete slipway at Knott End and the passengers disembarked. As passengers boarded for the return journey, I was able to take a picture of the ferry, named 'Wyre Rose'.


The Knott End Ferry 'Wyre Rose' loading passengers at the Knott End Slipway (Blackpool by Electric Train)

Before walking up the inclined slipway, I took a picture to try to capture the elegant proportions of Decimus Burton's Queen's Terrace in Fleetwood.


Queen's Terrace, Fleetwood, viewed from Knott End Slipway. The Terrace was designed by Decimus Burton and completed in 1844 (Blackpool by Electric Train)

The lower part of the slipway was wet and covered with fresh sandy mud and seaweed, making me realise why the last ferry was at 1.45 - the tide was still going out and this seemed to be confirmed by the length of exposed slipway before reaching land.


Landward view from Knott End Slipway: (L) modern apartments (R) Knott End Cafe and H. M. Coastguard (Blackpool by Electric Train)

Wishing to return on the ferry before it stopped, I cut short my visit to Knott End. I decided I might not have sufficient time for something to eat at the Knott End Cafe so, instead, I sat in the sun taking in the view of the River Wyre and Fleetwood as the ferry crossed to Fleetwood, took on a fresh complement of passengers and came back to Knott End. As I started to make my way back down the slipway, I was joined by quite a few other passengers. As the ferry came alongside, I was surprised to see a generous discharge of water from a hose controlled by the crewman which I concluded was to remove the worst of the sandy mud and seaweed from the slipway at the landing place. The crewman held out a plastic bucket for the two pound fare whilst the captain offered each passenger a squirt of hand sanitiser. We were soon under way on our short crossing.


The Knott End Ferry 'Wyre Rose' returning to Fleetwood showing the offset 'bridge' and passenger saloon (Blackpool by Electric Train)

Back at Fleetwood, I decided a light meal was indicated. A short walk took me to the Cafe Royal on Bold Street, which proved a wise choice. Suitably refreshed, I made my way south along Upper Lune Street, past the walled premises of Fleetwood Bowling Club which was established in 1880 and has two crown bowling greens set in a private location, stopping to record the distinctive Upper Lighthouse. Wikipedia has a short article here.


The Upper Lighthouse or 'Pharos' at Fleetwood (Blackpool by Electric Train)

I then walked along Queen's Terrace to Fleetwood Museum, housed in the Grade II listed former Customs House, where I spent a very enjoyable hour or so studying the excellent, varied displays about Fleetwood and its history and chatting to the knowledgeable staff. The museum website here gives more information about this splendid museum.


Former Custom House at Fleetwood, built 1838, is now Fleetwood Museum (Blackpool by Electric Train)

Although I was quite near the well-known Fleetwood Market, I decided against a visit on this trip and I was not tempted to make the longer walk to the 'shopping village' which used to be called Freeport Fleetwood but is now 'Affinity Lancashire', one of 45 outlets owned by Global Mutual. My post here describes a visit to the 'shopping village' in 2016. Instead, I walked back to the Fleetwood Ferry (where 'Wyre Rose' was moored up until the following day) and spent a while on the sandy beach next to the odd-looking River Wyre Launching Facility which is part of Fleetwood Nautical Campus, presumably used for safety training.


River Wyre Launching Facility viewed from the shore (Blackpool by Electric Train)

It was very peaceful as I watched an unidentified Stena Line Ro-Ro ferry slowly making its way towards Heysham but, noting the time, I made my way back to the tram stop I'd arrived at and boarded the waiting tram for the journey back to Blackpool.


View from Fleetwood beach, with remains of the Wyre Light on the right and Stena Line Ro-Ro ferry in the distance making for Heysham (Blackpool by Electric Train)

As we neared Blackpool, the famous Blackpool Illuminations were nearing readiness. In 2021, following the disruption caused by the Covid-19 Pandemic, 'The Lights' are to have an extended season extending from 3rd September 2021 to 3rd January 2022.


View from my tram of just one of the illuminated displays, this with a Egyptian theme (Blackpool by Electric Train)

I left the tram at North Pier and walked towards the Tower for the obligatory photograph, managing to include one of the preserved trams carrying out a 'Heritage Tour'. Whereas the modern trams are serviced at a new depot at Starr Gate, the Heritage Trams remain at the original tram depot at Rigby Road. My post in 2019 here mentions the Rigby Road Depot.


Blackpool Tower with one of the preserved trams on a 'Heritage Tour' departing from the dedicated 'Heritage Tram Stop' marked by the green sign attached to the lamp post (Blackpool by Electric Train)

I took a picture of the North Pier with the tide out, chatted to an inquisitive seagull who flew off once he realised I'd nothing edible and made the customary brief pilgrimage to North Pier before deciding it was time to walk back up Talbot Road to Blackpool North Station for the 17:47 Avanti service back to Wolverhampton.


Blackpool North Pier with the tide out (Blackpool by Electric Train)


Blackpool North Pier (Blackpool by Electric Train)

Before descending the steps and ramp leading down from Talbot Road to the station forecourt, I paused to take in the scene. The train I was to catch had not yet arrived from the south. The warehouse-like main station building is without architectural pretension but does provide an unemcumbered concourse area with good natural light, set at right angles to the terminal platforms outside accessed through a series of doors.


The main building at Blackpool North Station covers the concourse area and is set at right angles to the terminal platforms seen on the right (Blackpool by Electric Train)

By the time I'd made my way to the station and passed through the ticket gateline onto the concourse, my train had arrived and passengers, most with wheeled suitcases, were streaming out. Almost immediately, staff allowed the waiting queue onto the platform to board the train.


Passengers leaving the recently-arrived Class 390 as departing passengers board (Blackpool by Electric Train)

I settled byself in the reserved seat and after a few minutes, we set off, making good time to Preston where we were stopped for a few minutes at signal PN126 - the last signal before entering the platforms. We made our booked stops at Wigan and Warrington then at Hartford Junction we passed a stationary train on the Up Slow of West Coast Railways stock hauled, I think, by a Class 57 on some sort of special, apparently waiting for us to precede it on the double track section. I had time to use the live display provided by Railcan UK to identify the special as 1Z57 then, approaching Crewe, we were stopped for a few minutes at signal CE144 - the last signal before entering the platforms. After a short wait, we were allowed into platform 5. Just before we left platform 5, I captured the Railcan UK screen on my mobile, showing my train (9M59) on the right and the special (1Z57) held, as we had been, at signal CE144.


Railcam UK shows the situation at Crewe station as my train (9M59) is about to leave platform 5 (Blackpool by Electric Train)
Click for larger view

As we spooled off the miles to our Stafford stop, Railcam UK showed me that 1Z57 had crossed to platform 11 at Crewe - the platform usually used by 'specials'.

Approaching Stafford, my train was given precedence over a Cross Country 'Voyager' from Manchester on the Up Slow which followed my train to Wolverhampton.

Just north of Wolverhampton, we were once again brought to a brief stand before being brought into platform 4. I left the train after a splendid day out and caught a taxi home.


Wolverhampton, showing 9M59 from Blackpool in platform 4, ready to go forward to London Euston (Blackpool by Electric Train)

Related posts on this website

Blackpool by Train (Visit in 2019).
Return to Blackpool and Fleetwood (Visit in 2016)
A Trip to the Seaside (Visit in 2014)

My pictures

This trip:-
Blackpool by Electric Train

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A day trip to Liverpool

My last visit to Liverpool area had been on 14th March 2020, just before the UK government introduced a comprehensive Lockdown in response to the Coronavirus Pandemic. That trip is described here. Sixteen months of varying restrictions on life and travel followed. Not being very superstitious, I chose Friday 13th August 2021 to return by train for a day trip.

The day before my trip, I'd managed to book train tickets, after some difficulty with the online 'app'. The government advice was strongly recommending social distancing (and mask-wearing in crowded locations) so I decided to travel First Class.

Our local buses were operating a reduced service and I decided I'd better take the 07:30 service from Brewood, not being quite sure whether the next bus (the 08:35) was actually running. I was the only passenger on the 07:30 bus, although two other passengers had joined before we reached Wolverhampton. The usual walk to the railway station followed, through the seemingly perpetual obstacle course of roadworks affecting the station approach road from the town. Technically, Wolverhampton is now a city but it has never managed to generate the sense of excitement that a decent city evokes. The road approach to the station is now via a very indirect and congested route (for which my company's former premises in Corn Hill were sacrificed). The original approach has been converted to carry a double-track extension to the station for the West Midlands Metro which the operators claim will open later in 2021.

The new station buildings at Wolverhampton Station are now in use but manage to appear, to me, even uglier than the British Rail brutalist structure they replace. Pedestrian access at present is a convoluted passage through ongoing building works. Refreshment facilities are currently limited to what appears to be a 4-wheel converted horsebox parked outside the new building. Brave new world!

The 08:21 to Liverpool arrived on time - two 4-car Class 350 'Desiro' Electric Multiple Units. I found a seat in the First Class section of the leading 4-car set. There was one other passenger already there and two more passengers joined at later stops but with good soundproofing I found it quite pleasant, although the 'swishing' of the air conditioning (possibly turned well-up as a Coronavirus infection mitigation measure) was noticeable. With 'air bag' suspension the Class 350 ride well and the route has Continuous Welded Rail virtually throughout. We had an uneventful run through the familar territory and rolled into Liverpool Lime Street on time at 09:40.

I walked to the main booking office to purchase a 1-day All Areas 'Saveaway' ticket which would cover whatever travels I decided to take. I knew I would start with a descent to the underground Merseyrail station at Lime Street, taking a train on the single-line 'Liverpool Loop' two stops to James Street. The 'Liverpool Loop' was an ingenious solution by British Rail to the problem of improving access to the underground system which originally only went to Central Station, not serving Lime Street at all. Traversing the deep level 'Loop' meant that incoming trains were 'reversed' to become outgoing trains.


Liverpool Loop 1977 (Wikipedia)
Click for larger image

In common with all transport enterprises, Merseyrail was operating a 'Coronavirus' schedule which, on the Wirral Line, meant three trains an hour from Liverpool to Chester, West Kirby and New Brighton and two trains an hour to Ellesmere Port, so having descended to platform level by escalators I didn't have long to wait as all trains from Lime Street go to James Street. The fleet is still 3-car EMU Class 507 and Class 508/1 built between 1978 and 1980 but new Statler-built 4-car Class 777 are starting to arrive for pre-service testing. Merseyrail have announced that Class 777 'ghost trains' have been added into the service pattern, stopping at all stations but not boarding passengers. At James Street, a short flight of steps led from the platform to the 'mezzanine' level immediately above the tunnels and then a series of large electric lifts returned me to ground level.

Outside, there was bright sunshine and it was a pleasant walk of half-a-mile to the Museum of Liverpool near Pier Head. Strand Street appeared to be undergoing major alterations so it took a moment to determine the best way to cross into Mann Island but I still reached the Museum at ten o'clock, as the doors were opened. My visit, as usual, was to check on one of their major exhibits, the locomotive 'Lion', dating from 1838. I'm still Secretary of the 'Lion' supporters group The Old Locomotive Committee but the Covid Pandemic has cancelled the group's face-to-face activities for two years. The locomotive was secure (if a little dusty) and the video interpretations on-demand appeared to be in order. A note adjacent to the selection pushbuttons claimed that a special coating had been applied to reduce the chance of contact infection.


Liverpool (again): Locomotive 'Lion' in the Museum of Liverpool (yes, that's me pontificating on the left hand small screen).

Should you wish to find out more about 'Lion', both prototype and models, or the Old Locomotive Committee, all my posts on this topic are here.

Having completed my 'inspection' I was soon back outside. It was sunny with a bracing wind coming off the river and I had an enjoyable walk along the quay and around the elegant Old Pilotage Building as I watched Mersey Ferry 'Snowdrop' (still in her 'Razzle-Dazzle' livery) make her way to Birkenhead Woodside on the opposite bank of the Mersey.


Liverpool (again): View looking south along King's Parade showing the rear of Albert Dock Warehouses.


Liverpool (again): Mersey Ferry 'Snowdrop' dwarfed by the Stena Line Ro-Ro ferry preparing to depart.

I watched as the Stena Line ferry eased away from the Twelve Quays berth and turned through 180 degrees so as to point seawards. I assumed she would stay more-or-less mid-channel en route for Belfast but a little later I could she that she'd manoeuvred towards the Liverpool shore. I didn't solve the puzzle as I could also see 'Snowdrop' making her way back to Pier Head and I wanted to catch her 11:00 departure. By the time I'd walked to the Mersey Ferry booking office, secured my ticket and queued for boarding (the sailing seemed very busy), the Stena ferry was out of sight, my view blocked by the alien-looking bulk of the 96-metre long HSC 'Manannan', the High Speed, wave-piercing passenger/Ro-Ro Catamaran at the berth just north of Pier Head used by the Isle of Man Steam Packet Company.


Liverpool (again): View from Mersey Ferry 'Snowdrop' of the bow of the 96-metre long HSC 'Manannan', the High Speed, wave-piercing passenger/Ro-Ro Catamaran

Normally, the Ferry sails from Pier Head to Seacombe in a generous loop downstream, then proceeds upstream to Birkenhead Woodside and finally returns to Pier Head in a generous loop upstream. However, I'd learnt that Seacombe ferry terminal was closed for major maintenance and redevelopment. The Mersey Ferries site reports:-

The works will see the linkspan bridges, which are over 130 years old and coming to the end of their operational life, replaced and the landing stage undergo a major refurbishment, including upgrading the mooring bollards and installing new powered gangways. The pontoon will be removed from the water to carry out these works.

'Snowdrop' slipped away from Pier Head a few minutes late, having waited for passengers, and we headed downstream passing the familiar features on the Liverpool side whilst the pre-recorded commentary explained some of the history of the city and its landmarks. Level with Wallesey Town Hall, we turned across channel and I could see the Stena ferry making its way downstream near the deepwater port Liverpool2, equipped with eight massive container cranes but untroubled by a container ship that day. Modern large container ships are rarely alongside at a port for more than a day, whilst multiple container cranes unload and load shipping containers, then the next voyage commences, making best utilisation of the expensive asset.


Liverpool (again): Outbound Stena Line Ro-Ro ferry passing the deepwater port Liverpool2, with its 8 Chinese-built container crames.

The ferry turned upstream and sailed imperiously past Seacombe ferry terminal, looking very odd with both linkspan bridges removed, isolating the pontoon.


Liverpool (again): Seacombe ferry terminal looking very odd with both linkspan bridges to the pontoon removed

We continued past the Ro-Ro ferry berth at Twelve Quays, empty following the earlier departure of the Stena Line ferry.


Liverpool (again): The empty Ro-Ro ferry berth at Twelve Quays, with the buildings of Birkenhead Docks behind

'Snowdrop' passed Birkenhead Woodside ferry terminal, then made a 180 degree turn to starboard so as to come alongside the pontoon against the incoming tide, moored, and the manually-operated gangway was aligned and lowered into place. I disembarked and walked through the linkspan bridge. This was fairly inclined because the tide was still coming in and the Mersey has a tidal range of 4 metres (neap tides) to 13 metres (spring tides). I afterwards looked up the Gladstone Dock predictions for that day which gave low tide a little before 10:00 with the level rising by 7.5 metres by high tide just after 15:00. At each ferry terminal, the floating pontoons and the hinging linkspans allow ferries to operate at all states of tide.

Having passed through the terminal building, I then had a walk of a few hundred yards to the Merseyrail station at Hamilton Square, where my 'Saveaway' ticket allowed me to take one of the large, electric lifts to the mezzanine area then I took the steps to the platform for trains to West Kirby and New Brighton. I boarded the first train which was bound for West Kirby but then decided to change at Birkenhead North (before the two routes diverge) and wait for the following New Brighton train. I thought that I might catch a glimpse of one of the new Class 777 trains as we passed the depot just past Birkenhead North station but all I could see was a row of 'old' trains. We made brief stops at Wallasey Village and Wallasey Grove Road stations and, looking north, the sea came into view. My enjoyment of this sight was somewhat reduced by the sight of the Burbo Bank and Burbo Bank Extension offshore wind farms.

The Burbo Bank wind farm, owned by Ørsted, came into use in 2007 and can produce up to 90 MW of power from 25 wind turbines. Power comes ashore via an undersea cable to a substation in Wallasey.

The Burbo Bank Extension wind farm, to the west of the original installation is 50% owned by Ørsted together with PSA and 'Lego' owners Kirkbi and was commissioned in 2017. It can produce up to 258 MW of power from 32 wind turbines. Power comes ashore near Rhyl via an undersea cable which then connects to a substation at Bodelwyddan.

New Brighton station is a neat, 2-platform affair. The original staion building in red brick built by the Wirral Railway survives and extensive external scaffolding pointed to repairs being carried out. The platform has a reinforced concrete umbrella roof, which I assume is an L.M.S. legacy. With staffed booking office, toilets and a small cafe it's a reminder of what railway stations should be like.


Liverpool (again): New Brighton station, view looking towards Birkenhead North

The shortest walk to the sea is to the north-facing promenade but I always prefer the longer walk along Victoria Road to the east-facing promenade looking across the Mersey to Seaforth and its docks. I stopped to record the post box outside Wallasey Post Office which has acquired an eleborate, knitted hat featuring 'Olly Octopus'.


Liverpool (again): The post box outside Wallasey Post Office has an eleborate, knitted hat featuring 'Olly Octopus'

The fish and chip shop which I've used before was firmly closed but Victoria Road offers a number of alternatives for food and drink so instead I stopped for a light meal at the Smuggler's Cave cafe, which was enjoyable and excellent value. Somewhat restored, I completed my walk to the familar seafront, emerging near what was, when I was young, the entrance to the pier. The beach looked inviting so I made my way down the ramp onto the sandy shore I'd first visited over 70 years previously. Looking to the north, Fort Perch Rock (the fort built in the 1820s to protect Liverpool) and the now-decommissioned New Brighton lighthouse were visible.


Liverpool (again): New Brighton beach with Fort Perch Rock and New Brighton lighthouse in the background.

Wikipedia has an article on Fort Perch Rock here.


Liverpool (again): The older Liverpool Docks viewed from the beach at New Brighton



The view across the River Mersey from New Brighton has changed considerably since my first visit. Seaforth Dock was opened in 1971 and, more recently, Liverpool2 has added deepwater berths and the eight massive, red container cranes which dominate the view.


Liverpool (again): View from New Brighton Promenade showing Liverpool2 with Seaforth Dock behind as a dredger heads upstream

I left the seafront and headed back up Victoria Road towards the railway station. Rockpoint Leisure have been involved in a regeneration project seeking to create a new cultural heart for New Brighton and the 'Victoria Quarter', as they term it, is certainly home to an eclectic mix of premises. I was intrigued by a display of historical photographs from a previous art exhibition by Devil's Nest showing New Brighton Pier, finally lost in 1972.


Liverpool (again): Historic aerial view of New Brighton with Fort Perch Rock near top, New Brighton Tower building intact but tower demolished. Victoria Road runs left to right, terminating near the entrance to the Pier with its ferry landing stage (from a picture displayed by Devil's Nest)

There's some information about the pier on the National Piers Society site here.

When I arrived at the railway station, a train was already waiting, with a number of passengers already aboard and still a few minutes before departure, so I settled myself for the journey back to Birkenhead Hamilton Square.


Liverpool (again): The landward view leaving Wallasey Village station

I'd not yet seen one of the new Class 777 trains, so I kept a good lookout as we approached the depot at Birkenhead North, in the hope of parhaps catching a glimpse. There was one odd trainset, part hidden hehind a row of the usual EMU but it was a Vivarail Class 230, now used on the Transport for Wales Bidston - Wrexham services.


Liverpool (again): Transport for Wales Class 230 at Birkenhead North Depot. Various versions have been created by Vivarail, completely remodelling redundant London Underground 'D' stock

The train would have taken me directly to Lime Street Station, passing under the Mersey in the tunnel opened in 1886 (described in a post here) but the lure of the Mersey Ferry was too great so I left the train at Birkenhead Hamilton Square and re-traced my footsteps back to Woodside Ferry Terminal.


Liverpool (again): Birkenhead Woodside Ferry Terminal Building

Once again, I was lucky with my timing as the ferry was due in just under 10 minutes. I watched a red-painted 'UNIBALTIC' petrol/chemical tanker, riding very low in the water, head downstream and then 'Snowdrop' appeared and passed the landing stage heading upstream before turning 180 degrees so as to make a final approach to the pontoon.


Liverpool (again): 'Snowdrop' approaching the Landing Stage at Birkenhead Woodside

Unusually, 'Snowdrop' came against the landing stage with an audible 'clang' and, as the gangway was lowered, there was noticeable movement between the ship and the pontoon but passengers disembarked and boarded without too much difficulty. We were quickly underway again, pulling away from the pontoon heading downstream then turning upstream to give views of the Cammell Laird Shipyard on the Birkenhead river bank. I managed to identify Royal Fleet Auxiliary A139 'Tideforce' in the Wet Basin. Launched in 2017, 'Tideforce' is the last of four Tide-class replenishment tankers built for the British Royal Fleet Auxiliary by Daewoo in South Korea. On my previous trip to Liverpool in 2020 here, I'd seen A137 'Tiderace' and A138 'Tidesurge' in the same Wet Basin.


Liverpool (again): Royal Fleet Auxiliary A139 'Tideforce' in the Wet Basin at Cammell Laird Shipyard, Birkenhead>

We continued upstream as far as Tranmere Oil Terminal which receives all the crude oil processed by the Essar Oil Refinery further upstream at Stanlow. There's more information on the Essar Oil site here. An unidentified tanker was moored. Crude oil arriving at Tranmere reaches the Essar Oil refinery at Stanlow via a 15 mile pipeline.


Liverpool (again): Unidentified tanker moored at Tranmere Oil Terminal. Note tug near port bow.


Liverpool (again): View looking upstream from 'Snowdrop' as she heads across the river to the Liverpool side, with Stanlow refinery in the distance.

We made the customary smooth approach to the pontoon at Pier Head and, as I disembarked, I could see that there was a good crowd waiting to board. I spent a little while wandering around the Waterfront area, enjoying the good weather. I was amused by a Rolls Royce car which arrived, decorated in rather 'fairground' style, delivering its passengers to Pier Head.


Liverpool (again): A Rolls Royce, in flamboyant livery, delivering its passengers to Pier Head.

Once again, I was impressed with the appearance of the Grade II* Port of Liverpool Building, now in private ownership. There's a Wikipedia article here. The elaborate cast iron gates face the Waterfront and shields incorporate the initials 'MDHB' in script characters for the Mersey Docks and Harbour Board who erected the building, which was finished in 1907. The larger, stone gate piers are topped with large balls, decorated with outlines of the continents, forming a globe of the earth.


Liverpool (again): Port of Liverpool Building

I then walked back to James Street Merseyrail station, descended to platform level and caught the arrival next from Birkenhead. I still had well over an hour before the train I had booked back to Wolverhampton. I toyed with the idea of taking a ride on the Northern Line (one way or another) but was reluctant to risk running out of time so I travelled to Lime Street station, where I found an imminent departure to Crewe via Manchester Airport whose first stop was just five minutes out of Lime Street at Edge Hill station. Unable to resist this temptation, I made my way to platform 2 where I found a Northern refurbished EMU already 'full to the gills' with a stream of passengers still trying to join the train. I managed to squeeze onto the first coach but a few people decided against using the cramped train. A few minutes later, I got off at Edge Hill. It was my first ride on one of Northern's second-hand EMU.


Liverpool (again): Edge Hill station. The freight train standing in Tuebrook Sidings on the left is imported biomass via Liverpool Docks for Drax Power Station

I discovered there was a train to take me back to Lime Street in just a few minutes so, rather than risk getting stranded waiting for a later service, I decided to take it. This train comprised two 4-car sets of Class 331 EMU built by CAF in Spain and brought into service in 2019. Although I'd seen the Class 331 in various locations this was my first ride on this class. Fairly comfortable (and not crowded as my outbound journey).

Safely back at Lime Street, there was still some time before catching the 16:47 Avanti service to London so I had a walk around the St. Johns shopping district before puchasing a drink and a snack at Marks and Spencers inside Lime Street Station before finally boarding the Class 390 'Pendolino', reporting number 1A57, at platform 9. This service stops at Liverpool Parkway, Runcorn and then Stafford arriving 17:40, so I had the experience of speeding through Crewe on the Up Through. After Stafford, this train then takes the Trent Valley line to Rugby. At Stafford I changed to the West Midland Trains service which was following from Crewe to complete my journey back to Wolverhampton.

Whilst waiting on Stafford platform 4, a down Freightliner train going well hurried through platform 5, hauled by a pair of Class 90 electric locomotives. Impressed by the sight, I afterwards used Railcam UK to identify the train as 4M88, a regular service from Felixstowe (departing 09:32) via Ipswich, Stratford, Willesden, Northampton, Nuneaton and Crewe terminating at the O'connor Freightliner terminal at Ditton. I hadn't realised that Freightliner were 95% owned by an American company, Genesee & Wyoming. Wikipedia has a useful article here.

West Midland Trains quickly returned me to Wolverhampton and finally a taxi took me home, where I arrived very tired but very pleased with the day.

My pictures

Liverpool (again)

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[Minor edits 24 Aug 2021, 26-Aug-2021]