An imaginary cross country train (1960s) - "The Western"

[Wrinkly1]

This thread has prompted me to ponder more about diverted trains and how relatively infrequent they are nowadays compared with the days of British Railways. Today the instant reaction to a blocked route is nearly always "Rail Replacement" buses whereas 'in the olden days' an alternative route would be the preferred option. My first memory of this was as a child of, maybe 7 or 8, going on a day excursion with my family from Bristol to Weymouth. A derailment occurred just outside Bath just as we departed which blocked the lines so the train was sent back to Bristol (pulled by our castle class engine then running tender first). After a brief wait we set off again via the North Somerset line through Radstock to Frome where the train eventually regained its original route. (I lost 2 hours beach time at Weymouth because of that!).
Nowadays there are few alternative routes available and even when there is one often the train crews aren't signed off for them. Look at the length of preparation Avanti is having to make for the West Coast line closure.
It's good that there are occasional instances where alternatives are used. I mentioned in my previous post how a Cross Country service from Bristol to Birmingham was easily diverted via the Severn Tunnel. The crew must have already had clearance for the Cross Country route to Cardiff. Yesterday the line between Stockport and Stoke was flooded and trains were able to divert via Crewe and Alsager instead. If you're not in a rush the diversion can add interest!

[Ali Smith]

There was a service from Newcastle to Bournemouth via York (where in some winters it started), Pontefract, Sheffield, Nottingham, Leicester, Banbury, Oxford and Reading West Curve to reach the Bournemouth line at Basingstoke. After the closure of the Great Central the train was re-routed from York via Sheffield, Derby, Birmingham New Street, Coventry, Banbury, Reading (reverse) to terminate at Poole.
There were two sets of coaches: one belonging to Southern Region, the other to North Eastern Region.
According to an article in BRM Oct 2016, the formation of the 10:50am Bournemouth West to York in 1963-4 was BSK, TSO, RMB, TSO, CK, BSK(York), CK, BSK(Sheffield). The NER set had RB instead of RMB. All coaches were Mk 1 stock. From 1962 the motive power over the Great Central was EE Type 3 or Brush Type 4.
I have a WTT for June 1963 which should have the timings for the Basingstoke to Bournemouth section of the journey. If you are interested I'll dig them out.

Hope this helps,

Ali 

[Newportnobby]

There was a service from Newcastle to Bournemouth via York (where in some winters it started), Pontefract, Sheffield, Nottingham, Leicester, Banbury, Oxford and Reading West Curve to reach .............
Ali

That's good info, Ali, and I'll take what I've left of your quote as a partial success
Likewise the coaching stock info.
Let's face it, I have absolutely no proof but it wouldn't surprise me if a Deltic wasn't allowed along the Varsity line maybe due to weight restrictions. There have been various recent appearances of Deltics at Oxford but there seems to be no info as to how they got there

[Foxhound]

Even today journey times from Exeter to Plymouth are a minimum of 55 minutes, 68 if it stops all shacks. I would therefore pitch it around 60 minutes for calls at NTA & TOT, if you're using a Western for traction (if the Deltic worked through give yourself a little longer, not so good on Rattery bank, I understand, although still very capable climbers).
Plymouth to Penzance is 115 minutes minimum for limited stops nowadays, remembering that the service is provided by IETs with multiple engines and good acceleration. Therefore, you're looking at about 120 minutes.

[Cols]

This is very interesting.

However, a 45 minute loco change at Oxford is really excessive, as  Martyn has already commented. The Southern Region allowed as many as 4 minutes for a loco and crew change at Salisbury for the "Atlantic Coast Express" - a shunter would be stationed at the platform end, and, as soon as the train stopped, he would be down between the tender and leading coach, disconnecting the vac and steam heating pipes and uncoupling the engine, which would immediately depart, allowing the new loco to back straight onto the train from a nearby spur. The very rapid loco change was applied to the majority of trains that that called at Salisbury. Nine Elms locos and crews rarely worked west of Salisbury; similarly, Exmouth Junction locos and crews rarely worked east of Salisbury. Of course we must not forget that Brighton-Cardiff and Portsmouth-Plymouth trains also changed their locos and crews there, from an SR loco to a WR loco, and vice versa, in the instance of the inter-regional services. I have had several experiences of this and the loco change was very slick, to my young teenage mind we'd barely stopped at Salisbury before we were away again, having exchanged our WC/BB Pacific for either a Castle or Hall 4-6-0.

My own layout, "Trewenn" (needs much scenic work do be done!), is "located" at the end of a meandering Western Region branch from Barnstaple, and at the end of a Southern branch line off the North Cornwall Line, west of Launceston. On summer Saturdays only, the Southern receives an inter-regional service from Nottingham (Victoria)  via the Great Central main line, Banbury, Oxford (loco change), Didcot East Junction, Reading West Curve, Basingstoke (detach the Bournemouth/Pool/Weymouth portion), Salisbury (loco change), Exeter Central (detach the Barnstaple/Ilfracombe portion), and the remaining five or six coaches (Thompsons/Mk.1s), go forward, with a new loco (more usually a Standard Class 4MT 2-6-0, or a Class N 2-6-0), via Okehampton, Halwill Junction, and Launceston to Trewenn. Of course, there's also a service in the opposite direction to Nottingham.

What fun a vivid imagination can be!