Whitnet Railways

Bodmin Railway 21.5.26

20 July 202622 May 2026 by admin

We have spent a week in Cornwall and having visited the Helston Railway and the Lappa Valley lines last year this time we are able to include the Bodmin Railway in our itinerary. My first visit here was with the line still in BR operation with our charter train reversing at Bodmin General and then wending its way to Wadebridge – a journey no longer possible. I have visited since it became a heritage railway – sometime in the early 2000s and the operation of the line remains much the same as it was on that visit.

We arrive on a very hot day – which after a cold week in Cornwall is just slightly annoying. The station car park is full so we have to park up the road which is a downhill walk to the station (at least in one direction). Ticket acquisition at Bodmin General is not overly rapid – the passenger in front being unaware of the service pattern and also wishing to partake in one of the meal bookings which is possible Similarly my purchase takes time as they are allocating seats today and the service is quite busy (no doubt part of the explanation of the full car park).

The railway has a somewhat odd flat “V” shape as a result of history. It is largely downhill from Bodmin General at the point of the V, first to Bodmin Parkway where GWR operates the main line between London Paddington and Penzance. This segment is around 3.5 miles long. There is a connection to the main line but unlike my first ever visit it cannot currently be used by passenger carrying trains. The carriage sheds for the railway are in the angle between the main and branch lines to the west of the station. On arrival at Parkway the main line service is running late and I have my first opportunity to see a class 175 in GWR service.

The steam loco runs around ready for the trip back up the hill to Bodmin General. The journey to Bodmin Parkway is largely through wooded countryside with one new station on the route at Coleslogget Halt which is only served (on request) by steam hauled trains on the outward journey as it is on a steep gradient on which the engine needs to keep moving on the return uphill journey.

The locomotive runs around again and after a wait we leave the station, this time taking the route to the right and again on a falling gradient we proceed to Boscarne Junction where the GWR line used to connect to the former Southern route from Bodmin North (and Wenfordbridge) to Wadebridge and Padstow following the course of the Camel river. Bodmin General has gained a second platform since my earlier visits and Boscarne Junction is now in Southern Railway colours, having acquired a waiting room for passengers on the platform in 2010 and which was not there on my earlier visit. This second leg of the journey is around 3 miles and the total distance covered today is 13 miles. The Bodmin Railway website advises that the gradients are typically between 1:37 and 1:44. There are no intermediate stations on the other arm of this side of “V” to Boscarne Junction.

5552 running around at Boscarne Jn 21.5.26

Boscarne Junction station abuts the Camel Trail which uses the former rail route to Padstow for walkers and cyclists. At one stage the Bodmin Railway held out hope of re-instating the line as far as Wadebridge but the strength of support for the Camel trail is such that it now seems impossible for any extension towards Wadebridge to be considered and with a few exceptions most railways are not really contemplating extensions at the moment. (Those which are undertaking such contemplations can see that immensely deep pockets are needed).

It is a pleasant ride on a warm day and it is particularly warm walking back up the hill to the car. Once upon a time the LSWR T9 was here but that was some years ago and I think most of the motive power now available reflects the GWR heritage of the line.

Mid Hants Railway 20.3.26

25 March 2026 by admin

A few weeks ago there was an announcement that Flying Scotsman would be visiting the Mid Hants Railway (MHR). At the time we were on a boat heading to La Gomera and I was desperately trying to book tickets before we lost phone connection as I feared the tickets would all be gone before we reached the island. Luckily two were secured and now here we are.

I accept that the locomotive draws large passenger numbers and to cope with this the MHR has arranged parking out of Alresford – which somehow we drive right past without seeing it. My attention was distracted by the car satnav using a different route and a warning of road closures which did not materialise. Sense of humour diminished the fact that the Alresford car park was not full was something of an anti-climax and we were allowed to park in it. That made things much simpler.

As we were now very early there was a lot of waiting around before we could get our hot drink in a cardboard cup, so not exactly bone china. Then as the hot water cooled down we were held in a queue as we could not access the coaches until the afternoon tea had been delivered to our tables (along with the bottles of prosecco, things started looking up). Once on board it is not long before we are away and I suspect a Mickey Mouse tank at the rear is providing some gentle assistance on the up gradients.

After the initial setback the content of the afternoon tea exceeds expectations and it takes most of the trip to Alton to be consumed. Flying Scotsman takes a rest at Ropley for water on each trip – which seems a little excessive but should provide some nice photos on departure. Given that once upon a time the loco could run from Kings Cross to Edinburgh (using water troughs I admit) then a few miles back and forth is surprising to find water being needed on each return trip. The Ivatt tank on the rear cannot stop near a water column at all during the day and a water tanker delivers water to it at relevant times.

My first visit to the line was on a diesel multiple unit not that long before closure, although I cannot remember why or how I made that journey. There have been subsequent visits but it is noticeable on this journey how much construction of new housing there has been at the villages along the line – there is a lot of it and I wonder now if the line had not been closed how much usage a daily service could enjoy, but without the connection into Winchester it is unlikely to work as I would guess the major demand is in that direction rather than Alton.

In this regard it is interesting that the line has recently acquired a Sprinter for immediate service which today was working between Alresford and Ropley on a shuttle to enable the Flying Scotsman passengers can use to visit Ropley and get some photographs of the mighty locomotive leaving the water stop on the next trip to Alton.

Some of the organisational aspects felt a little officious. The actual trip operated smoothly and clearly it needs a lot of effort to host Flying Scotsman and to handle the crowds. Needless to say the price is also significant – but for those wanting to say they have been hauled by the Flying Scotsman then that is the going rate. I might add that I feel misled by the use of a marketing name for the line and hence refuse to acknowledge it. However on the flip side there was a little time to go and see Canadian Pacific which has recently returned to steam but is taking it easy this week. A return visit for a trip behind this loco would be a good idea.

Handling the service trains interworked with the special services 30506 which managed to get captured as it was working along the line.

Severn Valley Railway 14.3.26

23 March 202615 March 2026 by admin

Although it is one of the longest heritage lines in the UK, I have rarely visited the Severn Valley Railway. An initial visit in the mid-seventies was before the service reached Kidderminster and a visit in the mid-eighties on a railtour was more about the journey on a Hastings unit as it was about the preserved railway. There was a brief visit without travelling the line a few years ago to the relatively new “Engine House” at Highley.

Today is a chance to see the line properly. I drive and park at Kidderminster, the southern terminus which has grown a completely new station since my last visit. Plus extensive sheds for the diesel and carriage fleets as we leave the town. I am a little surprised at how full the parking already is this morning and half way to the station I discover the camera battery is completely flat requiring a return to the car. Parking is £4.20 payable by Ringgo.

A Class 46, 46045, is at the head of the train and I take the journey to Bridgnorth in full. There is a fair bit of waiting around at the stations on the way and at several the train length exceeds the platform length. The train is reasonably loaded and during my trips we stop at both of the request stops on the line so travel is very definitely not end to end unlike some lines and the intermediate stops have attractions of their own. We wander through the scenic valley of the river Severn and it is noticeable that the river banks are adorned with fishermen, although it is not obvious if much is being caught.

At Bridgnorth I move to the other platform as I want to catch the first departure – which is the steam hauled service today. Power is provided by 1450 and 7714 – a pair of tank engines. 1450 I believe provided the power on the Dart Valley Railway when I visited there in the early 70’s but it has been at the SVR since 2014. It has had a recent full overhaul and a new owner so it may at some point move on from the SVR as it is not powerful enough to handle the current services on its own. 7714 has always resided at the SVR and its current boiler ticket is soon to expire so like many locos these days may not see an early return to steam as again it is probably underpowered for today’s longer trains.

The SVR certainly seems to have a good level of volunteering with visible staff on all platforms and at various points along the lineside undertaking work. It is a large enterprise and the standards are high from the items which can be seen. There is a lot of freight stock which looks fettled alongside the needed coaching stock. A platform extension is underway at Kidderminster to enable the longer trains being used today and at Bridgnorth it was impossible to obtain photos of the two tank engines as they were off the platform.

A third service was being run by DMU. To me it is a pity that the economics could not justify two out of the three services being steam hauled.

7802 Bradley Manor was in steam and would later haul the boogie train on the evening service but I do prefer steam on general services and for two to be diesel was unwelcome to me but I doubt it was impacting the usage. However once back at Kidderminster I take the steam service back to Bewdley where I can wait for the DMU to bring me back to Kidderminster and the car back to my hotel.

Dapol Class 50

28 March 20266 March 2026 by admin

This is the first in a new series recognising new additions to rolling stock. This Class 50 has been with me some time but this is the first time it has emerged from the box. When launched (after many years of waiting) Dapol proclaimed it was a significant improvement over earlier models and in looks it is excellent representing the class when they first went into service and after initial use between Preston and Glasgow they moved to the Western Region where they eventually took up haulage on the Waterloo – Exeter services following the withdrawal of the diesel-hydraulics where there poor reliability led to a significant refurbishment which altered some of the physical aspects of the class.

I already have a number of class 50 locos – two of the Anbrico kits which no longer have working chassis and at least one Graham Farish version (in NSE livery) – although the latter has not seen much service.

Under the body the electronics visible are a significant step change from most of my rolling stock. This is part of the reason that this model was considered such an upgrade when it was introduced. As with many locomotives it is wired to allow for DCC and sound but as my layout is resolutely DC I will not be fitting chip or speaker. However the gubbins looks impressive if nothing else.

The instructions say that running in is not required (nor is lubrication) but that slow speed operation will improve with 1-2 hours of operation so it goes on the rolling road for a while anyway with some running in each direction and even with limited use the slow speed running is pretty slow. The instructions refer to various loose parts but some research indicates that they were factory fitted apart from the snow ploughs which are provided. On line forums reveal that the guide was put to press before final production.

Having had it out and checked that it works it can now go to work – when there is something to work on.

And something completely different

25 November 2025 by admin

This has nothing to do with railways but I just wanted to record an amazing event as far as I was concerned.

A different bag was found in the storage cupboard with a lock attached to it and no key to open it – although the bag was not locked up I wanted to see if I could remove it. We all see umpteen stories on television and film where a lock is rapidly unpicked – sometimes with a sonic screwdriver and sometimes with a hairpin.

A visit to YouTube and Billshowto implied it was all dead simple. A couple of paperclips and it is soon open. So I bend one paperclip double to act as a handle to turn the lock and straighten the other clip which is used to push up the levers which the key would normally push upwards to free the barrel to turn.

It is not easy as the first dozen attempts achieve nothing. In reality you probably need three hands – one to hold the lock still, one to ensure the straight paperclip pushes the levers and the third to twist the barrel once the levers no longer restrain it.

After a lot of fiddling suddenly I realise the lock is undone and I can remove it from the bag. So at my grand old age I have picked a lock and it did hurt the hands a little but it is something I have never even tried to do before. Amazing. It also reminds me why I always use combination locks.

Restoring My Railway Part 10

30 October 2025 by admin

The above are the track joints between boards 4 (to the left) and board 3 (to the right) and here I encounter the first real problem. The furthest rail at the top of the picture has actually broken and initially I thought it would mean lifting the point as well but looking closer the damage relates to the concrete sleepered section on board 3 so it should be possible to cut and drop a new piece into this one (once I have some spare concrete sleeper track – I have a quantity of wood sleeper but no concrete sleeper).

When I drop it in I am probably going to have to build it up with some card under the track as it is not overly level and I am not sure why as board bolts are in place.

When I get to the next joint between boards 3 (left) and 2 (right) the track simply does not have a gap and this is unlike elsewhere where there is a gap. I am not sure why but I think the layout may need lifting slightly at this point to ease the spacing. I also suspect that the top track on the right is going to need a section replacing.

This shows the joints between board 5 (left) and 4 (right). I thought these were all going to be relatively straightforward as they look as though they are all in alignment. Until I managed to slide a joiner completely off the retaining rail and not on to the other one so it is lying separately on the board at the moment – but not at the time this was taken.

This is going to need the baseboard bolts loosening and may mean I have undo the joiners which are in place on 13 of the 14 joints. Rude words were expressed.

Restoring My Railway Part 9

29 October 2025 by admin

So most of the boards are up and connected – there are a few loose connections which I will do up once everything has had a chance to settle.

I connect all of the leads from the boards to the main panel and then I plug in the two power supplies. By and large I can hear points moving as I plug it in – which proves that some connections work. One board (6) has no moving points – but the lead is not plugged in. Once that is done points move. There is definitely one point not moving at all at the fiddle yard throat which will need investigating in a lot more detail.

I start by looking at the damage between boards 5 (to the right) and six) which is where the main station might eventually end up! Above is the situation I found on unpacking – some track has clearly been bent and kinked and lifted away from the base.

I tackle a couple of the more aligned lines and after a little pushing and shoving the rail joiners slide back into place. On the tracks which have lifted I get some wood glue and attempt to resecure the track and then push the rail joiners into place.

A book is used to provide some weight to hold the reglued track down.

After the work and whilst one track looks slightly messy all of the joints actually allow smooth running by that coach. Missing sleepers need to be added and a lot of the mess will hopefully be hidden by ballast.

After each track is aligned the coach is pushed over the gap – free running – and it does not derail at any of the joints – but this will all be rechecked tomorrow.

Progress is being made.

Restoring My Railway Part 8

29 October 202524 October 2025 by admin

The last push with Max to get the remaining boards erected and the cable runs to the board terminals. At the end of erecting ten boards, twenty sets of legs (with forty nuts and bolts) plus the 22 bolts between boards I, in true MFI fashion, end up with two left over bolts – which is giving me pause for concern. I am going to have to go round and see if I can find out where they should be as I am not at all sure that there ought to be any leftover.

Most of the main cables are now in place at baseboard ends and I need to devise the plan for powering it all up plus rectifying the problems arising from storage – some track is going to need replacing so I need to obtain some track as I think I am going to cut out some sections and replace – but with the added difficulty of adding power as I know that relying on connectors is not ideal.

There will probably be a gap as I plan the next stage – this week has been largely physical and the next stage is technical. There is still one gap between boards which I have to close but I need to go round the layout ensuring level in all directions as I know there is one point which was not quite level. It will be down to some juggling.

Looking at the photos it is obvious that some tidying in the room would be a good idea before moving forward with the repair work.

Restoring My Railway Part 7

29 October 202522 October 2025 by admin

Today the focus changed as I wanted to rebuild the wifi system. I have replaced on a like for like as the old units largely worked but there seemed to be something falling over.

So everything was powered down and a new base unit installed plus two new extension units. However the 2.4GHz band appears no more stable as the signal on the secondary units disappear. Previously the base unit was similar to the extensions and as there is a replacement in the post I will probably swap it all round again.

The signal in the study has reverted to the router and the streaming to the hifi has gone back to be intermittent – although the signal shows up as pretty solid on the phone display. I manage to test to streaming to the Chromecast and that held up for a good few minutes. Let us hope that happens when I use it seriously this evening.

The floor has gone missing again 22.10.25

Extricated from under the railway were five or six boxes of historic railway bits and pieces – far more than I can remember – but then they have been under the desk for a long time (and I can finally unplug the last old phone handset. Once I have been through the contents the boxes can go upstairs – but for the moment the floor of the study has vanished again under these boxes. There are a lot of kits which can probably be dumped.

Restoring My Railway Part 6

29 October 202521 October 2025 by admin

Today the action moved away from the railway room to the other desired outcome of tidying the study. However there is a lot of sorting out and so the picture comes from the middle of the sorting out (I wish we had a sorting hat it might speed things up) as four or five or six piles of magazines going back as far as 2017 are sorted.

Some are going upstairs and some are already bound for the dump. There may be more for the dump later – but this is just a starter workout.

I do not know how much mess it has caused upstairs – that will receive attention later. Tomorrow will be about the wifi as that is going to have new equipment but the same technology – I looked at reviews of the newer technology and was not convinced – some of the poorer reviews hinted at real problems which I wish to avoid. However it does mean the computer and so on will all be turned off. That is close to panic inducing in itself.

The cupboards at the end need emptying as well – the time has come to get rid of an awful lot of dross which has been accumulated over the last sixty years in some cases.