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All The Right MovesThe complexities and visions of the enormously successful “The Last Train’s Gone” Gala held on the K&ESR during the May Bank Holiday Weekend are quite impossible to summarise objectively in a news item, hence the posting as an article. As a consequence this item is more like a blog than I might have liked but here goes… For me, and I’m sure many others, the return of the Stirling 01 No.65, on loan from Bluebell, will go down in preservation history as a landmark event. For some older people, as previously trailed, it may well proved to be a once-in-a-lifetime experience in the Heritage era, whilst for others it may prove a tangible genesis of what’s to come in terms of future locomotive variety. Obviously I’m too young to have witnessed the 01 but my late mother may well have travelled behind 31065 as she used the train to get to and from Headcorn in the 1948-1950 period travelling to and from college at Victoria to study Home Economics; my father was new to the area in the mid-1950s but clearly recalls being delayed at Biddenden in 1955 by a demolition train and who knows; Doug Lindsay may even have been on the footplate! Following a trial run shrouded under a veil of secrecy – a picture did appear on the main K&ESR website, the wraps came off proper on Wednesday 29th and Thursday 30th with two of Geoff Silcock’s Sentimental Journeys. The opening gambit saw the Ashford veteran teamed up with the three serviceable SE&CR coaches in glorious late spring sunshine. With the birdcage formed at the Robertsbridge (RB) end, a brief time-out was taken at the Hexden Channel for a few bunker-first scenes before moving onto Northiam (NM). Here the signal box had been specially opened by Nick Wellington to enable the engine to run round, followed by many safe stock shots of the train entering the Up platform. Disappointingly a rogue cloud misbehaved for the departure back towards Rolvenden; so typical for the location. Bodiam station/Ewhurst was eschewed in favour of some fantastic colourful run-pasts at the foot of Wittersham Bank (west) but developing cumulus clouds then briefly delayed the morning’s formal presentation with the engine facing at Hexden Channel. And what a wonderful sight the 01 made; the only downside being insufficient time to change location during passes. At Rolvenden (RN) the engine took water before running up to Tenterden Town (TNT) for the luncheon interval. Alan Crotty was one of a handful that opted to photograph the train at the bottom of the Bank proper, just above the RN Outer Home signal rather than ride or drive. He then captured a marvellous scene just below Cranbrook Road, replicated by the majority in the TNT environs of 32678 working the Ford diesel and breakdown crane to TNT. But my reward had been meeting Doug Lindsay at TNT who willingly illustrated the “tea-boy position” on the footplate as he had done more than half a century earlier on the demolition trains. The temptation of photographing the Terrier at TNT proved too much, so I abandoned the Charter after lunch, regaining it at NM thanks to a special filming charter with the DMMU running thru to Bodiam (BM) and back to NM for berthing during the Gala. This was driven by former TTT Chair Brian Heyes and provided the rare opportunity to experience the DMMU run into the Up platform at NM in the Down direction. So I missed the early afternoon Bodiam/Ewhurst element, rejoining for the late afternoon session around Wittersham Bank (west) and Hexden Channel. However, a bit of a breeze precluded reflections; a highlight was the close proximity of a barn owl perched on a fence post by the channel that eventually disappeared over the railway. More pictures were taken at the top end of Newmill Straight/approach to Gazedown Wood en route back to RN whence photographers scattered to see the train run up to TNT for the evening photo-shoot kindly laid on by Geoff Silcock. Circumstances dictated I could only spend the morning of the second day with the mixed train – the birdcage now formed at the TNT end of the train. Fortunately the frontal cloud broke up in the morning giving way to a sunny afternoon. Again we started at Hexden Channel but then entertainment came in the form of a treadle failure on the NM Down Outer Home on Cysters Curve, which caused a bit of a delay. Following the run-round, again thanks to Nick Wellington for organising, there were several exhibitions of the train entering the station before returning to Hexden Channel again. Arrival back at RN was a bit premature for TNT box did not open until the booked time of noon. Nevertheless this enabled photographers to disperse over the Tenterden Bank for the run up to TNT. Fellow Trustee Ian Scarlett attended the whole of the second day. The timing pattern was similar to the first although he reported afterwards that conditions were excellent for both reflections and silhouettes at Hexden Channel late in the afternoon. My last picture of the day was of the train passing the TNT Home signal with St Mildred’s in the background, albeit with the 01 bunker first, just after 2pm. * * * * * Saturday May 2nd was one of the most amazing days ever experienced on the K&ESR. “Martello” had been laid low with a problem associated with a gauge glass, but austerity No.23 “Holman F Stephens” substituted for the day. Whilst in a way disappointing, one visitor remarked it was appropriate the engine was in use, for on the second train off TNT this stalwart of the heritage era was seen double-heading with “Bodiam”, facing south for the summer for the first time in preservation. All seven steam engines were initially coupled at RN for the run up to TNT and the cavalcade, headed by 32678, and what a marvellous sight they made in the improving spring sunshine, charging round Orpin’s Curve. The prospects looked set fair for some decent pictures in the vicinity, the curve presenting sun-on opportunities with trains in both directions in the morning especially with both south-facing engines piloting out of TNT. The 10.30am, double-headed by the SE&CR locos caught some cloud but the light engine movement of 32678 for the opening freight of the day’s play was bathed in glorious sunshine. However, in the space of 20 minutes it took 32678 with the BR freight to work back from RN, a tiny patch of cloud mushroomed over about 250 yards, with the chosen spot maddening at the epicentre! The second Down passenger, piloted by “Bodiam”, dodged the cloud but the subsequent film shot proved faulty; this also afflicted the second Up freight of USA No.65 with the breakdown train and 32678 returning it to RN though peculiarly the intervening shot of the first Up with1638 – only working on the Saturday – proved to be okay. Trains ran beautifully all day within about five minutes of time. A special feature of the day’s operation was the facility to padlock locomotives in the siding at BM between services; although I didn’t see it, there was reported to be three engines thus berthed at one point. Passenger numbers were reported to be so good that two sets had to have additional coaches added to their formations. Around lunchtime the sunshine became much more intermittent. The 12.20pm ex-BM was the Vintage train drawn by the 01 in overcast conditions. It then brought a freight from TNT, which was shunted into Orpin’s, siding to allow passage of 753 with the Vintage set and the Up train worked by 23 and “Bodiam” to cross. Cadging a lift in the brake van of the freight, Driver Slack and Fireman Sayce worked the 01 No.65 to the Through Road at Wittersham Road, ran round and shunted to sidings. This was then duly passed by the USA No.65 on the 1.50pm off BM before the engine returned light to the Through. Here the engine rested until the return of “Bodiam” heading the 2.15pm from TNT for attachment. Riding onto NM, the plan had been to immediately return to RN on the Vintage behind 1638 so I could see D6570 “Ashford” with the breakdown train followed by the 01, but connections were not being guaranteed. Having missed it, there was time for a coffee before riding back behind the 01 No.65 as far as RN. The latter, on arrival at TNT immediately dropped light-engine back to RN in preparation for the evening’s Fish & Chip special. There was then time to photograph the resident Terriers on the 4.05pm BM-TNT before an early tactical relocation to NM by car. Here USA No.65 hauling the 5.35pm ex-BM crossed D6570 “Ashford” working the 5.15pm from TNT. What a splendid sight the Class 33 made in early evening sunshine, passing the DMMU berthed in the siding! The main reason for relocation was to record 32678, with the BR freight once more, following into platform one and then shunt into platform two. Once D6570 working thru, 32678 was run round; duly departing for RN close to time. One white-knuckle ride by car back to TNT a frenetic albeit slightly frustrating day ended somewhat leisurely behind the 01 on the Fish & Chip special, but even that had a couple of photographic rewards… * * * * * If the original playbook had been unwisely abandoned for the middle part of Saturday then there was no such complication on Super Sunday as there were so many alternates with the extra shuttles running from TNT to RN; it was simply going to be gut instinct, play by play. That said there were two focal “musts” – “Bodiam” scheduled to work a RN shuttle off TNT at 12.35pm and the ‘Early Bird’ 09.30am NM start with 01 No.65, both with just the “birdcage” coach. Although a bit murky first thing, the 01 and the brake looked picture-perfect, especially viewed from platform 2 (Up); the slack empty coaching stock working from NM allowing views from a variety of angles. It soon brightened up though, and for the second time in two days D6570 looked magnificent, this time hauling a heavy freight train from BM to TNT. Once the 01 had departed in sunshine, a rapid redeployment to WR was just in time to see the Ford with three Vintage coaches on Wittersham Bank with the 09.30am ‘Early Bird’ off TNT. Advertised as its only full round passenger trip of the year, the well-laden train (in contrast to the nearly-empty “birdcage”) had attracted visitors from as far afield as Plymouth. |
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Shortly after, “Bodiam” arrived light-engine from RN to shunt its freight in the yard. Cloud then started to bubble up quite quickly but at least the sun stayed out for the 01 and “birdcage”; the 09.56am from BM. “Bodiam” then took its freight onto NM under overcast skies.
For the arrival of the 10.30am, the first train proper off TNT, 32678 wore its first disguise of the day as 32655 (“Stepney”); the clouds just parting in time in honour of the occasion.
Mindful of my appointment on Tenterden Bank at lunchtime, I then rode in the guard’s compartment of the Woolwich coach with Guard Stubbs and Ticket Inspector Sparrow from WR up to TNT; additional interest and support in rear being provided by the 01, which had dropped back down the hill as part of the first TNT-RN shuttle. The USA with the 11.15 off TNT was passed at RN.
Just after noon a succession of interesting trains were observed on Tenterden Bank. First, there was the 12.00 off TNT of the 01 with the Vintage train. The Up working was of the two resident Terriers, coupled smokebox-to-smokebox – 32678 now altered to 32659 (“Cheam”) and this was immediately followed by 662 “Martello” on a freight for WR. Then came “Bodiam” with the aforementioned ‘birdcage’ shuttle to RN and D6570 “Ashford” hauling the 12.45pm TNT to BM.
It was then back to TNT to sign a book for a promised customer, but he failed to turn up. Although a bit annoyed, the compensation was seeing 32678 as 32659 running round at TNT to form the 1.30pm departure in sunshine though cloud slightly spoilt the 1.20pm shuttle service of the Ford with the ‘birdcage’.
Being at TNT in the afternoon had its compensations such as seeing the two 65s together when the 01 got back with the Vintage train just before 2pm and “Bodiam” shunting around with the ‘birdcage’ on arrival shortly afterwards, then the 01 coupled to the breakdown train.
Matters then went a little pear-shaped with water problems besetting 662 at WR. The rest of the shuttles were cancelled but even so the 2.15pm off TNT with the USA was late and the 3pm – my exit train even later, waiting for 662 with its rescheduled goods train to get back to TNT. At least this train, headed by “Bodiam” had the advantage of passing 32678, now mutated to 32640 (“Brighton”) and 753, at RN with the 2.35pm from BM.
We were then unusually delayed further in the Main at RN, waiting for the 01 to clear to WR with the breakdown train. Further photographic opportunities presented themselves of the breakdown train at WR and passing trains such as USA 65 on the late 3.20pm ex-BM and 32678 – still as 32640, and 662 – technically on what should have been the 3.45pm off TNT.
Plans for what to do with the 01 changed several times. Eventually it abandoned the crane in the siding, running fast to TNT as an express freight in order to join up with 753 on the 4.30pm off TNT as booked, thus ensuring the train would be worked by the SE&CR engines throughout.
Equally pleasing was that James Palk and his team were able to maintain arrangements for the previous train as well. Once “Bodiam” got back to TNT with the 4.05pm from BM, it dropped light-engine to Orpin’s siding to be duly boxed in between “Martello” and “Knowle” for the Terrier triple-header.
For those still with any energy, an evening/night shoot had been planned from RN using the lighting kindly loaned by Geoff Silcock. I for one had had enough.
* * * * *
Monday’s timetable was different yet again but I was only able to take in part of it, on this occasion based at NM. The day opened with 662 arriving with a three-coach Vintage set empty stock arrival that “Martello” duly converted to a mixed with the addition mixed to form the 09.30am to BM.
32678 left TNT at the same time as a pick-up mixed including the ‘birdcage’ that was similarly strengthened with more wagons at NM – it had plenty of time to do this anyway being in the soft pathway of the Ford diesel the previous day.
So both Terriers passed at NM with mixed trains – in retrospect this must surely be yet another K&ESR first? But from then on trains were late, albeit creating an added bonus of the mixed with 32678 in platform 2 before the 01 ran in with the delayed 10.30am from TNT.
The pattern was repeated 45 minutes later with the 01 having to wait in platform 2 for the 11.15am service.
The was a recreation of The South Eastern Limited of 11th June 1961 though cut back to five coaches rather than seven but top-and-tailed with “Bodiam” and “Martello” orientated exactly as they were on the original. The logistics of both trains having to water caused a bit of a delay but hopefully someone got a picture of No.65 passing 662 near the crossing.
I had the good company of Peter Lamont for the trip to BM and back, as on a couple of occasions at other times over the weekend. The only slight disappointment was that the train was not heaving with passengers as all those years ago.
It is a completely different atmosphere being on a corridor train top-and-tailed with Terriers compared to, say, the Vintage train and that short journey to BM and back to NM will remain for ever in my memory, particularly of Paul Beale keeping a sharp lookout from the footplate of “Bodiam”.
My own last train of the Gala ended at NM in true Peter Davis style though unlike him I stood on the crossing rather than the platform as he had done in 1954, watching The South Eastern Limited until “Bodiam” disappeared round Cysters curve and for me at least, the May Gala of 2009 faded into history. It was then home to bed and then Night Shift; the early sunshine having given way to overcast conditions.
We had celebrated the 35th Anniversary of the modern preserved Kent & East Sussex and the return of the 01 in some style and in mainly fair weather. Somehow it seemed right and proper for the heavy cloud cover to weep tears for the history and memories of the old.
* * * * *
So to summarise the May Gala of 2009 – the fourth in the series since ATGAS in 2006 and third over the three-day Bank Holiday weekend. In a word: Superb.
“Martello” caused a few disappointments not being available on the first day but at least this meant there were two engines working on Saturday that were not required on the next two days.
“Bodiam” ran facing south, its traditional orientation harking back to the old company enabling a recreation of The South Eastern Limited and promising more perhaps later in the summer over the Hoppers’ Weekend and possibly a Ramblers’ Excursion. And we welcomed back the “Black Magic Box” in some style in some fascinating combinations both with rolling stock and with other engines.
I’m not sure that the renumbering of 32678 was a total success; possibly it should have been limited to just 32655, 32659 and 32644 for which the current bunker and tool-box – built by Matt Green – are correct, but it was a admirable initiative and gives options for charters in the future.
It was wonderful welcoming back the 01 even though in time it is inevitably going to be a sort of “book-end” event for a generation of railway people who grew up in the immediate post-war period and remember the Northern Extension. Doubtless had it been in BR black, and no “Tornado” on the NYMR the same weekend, there would have been a ten-mile traffic jam around the railway of people falling over themselves to witness the event, but the sight and sound of two SE&CR liveried engines built at Ashford was a sight to behold.
There is always justifiable criticism that x-loco wasn’t seen often enough with y-stock or that z-engine was not on view for enough of the day/weekend at Tenterden Town. But James Palk and the team did a quite amazing job proving K&ESR has much more to offer than an austerity tank with five Mark1s, a Vintage train and DMMU. And the “Wealden Pullman” stock was sidelined for the whole weekend!
The basic formula seems to be settling down. It is only really necessary to have a Cavalcade on the opening day otherwise it can take seemingly forever to get the service going and the Early Bird concept worked well, although with the exception of the Ford seemed relatively poorly patronised. This again raises the question of a Mixed Traffic weekend or an occasional Diesel Gala. The former may well evolve – after all there is nothing wrong using the DMMU on an Early Bird whilst a cavalcade takes place at Tenterden. The latter could be held every 2-3 years provided it is neither very early nor very late in the season, as this patently has not worked in the past.
Doubtless the recession and other attractions elsewhere meant that a number of people only came for a day rather than stayed for the weekend, so of the trains I saw, only the first two off Tenterden Town on Saturday were really heaving.
Finally, what was the real star working of the weekend? The facile answer is many but I know I’m going to disappoint some with my picks. My choice has to be the 5.15pm from Tenterden Town on Saturday of D6570 “Ashford” departing Northiam, passing the berthed DMMU in beautiful evening sunshine, with the 01 and ‘birdcage’ in early-morning murk, also at Northiam, a close runner-up.
HN-16/05/2009