Even this became unnecessary when British Rail began using diesel High Speed Trains for the whole journey to London, but when the route was privatised, Virgin West Coast apparently found they had not been allocated sufficient HSTs, and in the late 1990s the loco change at Crewe made a partial re-appearance, the 09:19 Holyhead - London and its return working becoming a favourite ride for Class 47 fans. As new Voyager units became available for Virgin's Cross Country services, Winter 2002-2003 saw the loco change 'finally' disappear, only to return for one pair of trains at weekends only in Summer 2003, so that the HSTs could be used for summer services to Newquay which does have locomotive run-round facilities.
This report follows train 1D87, the 07:45 London - Holyhead, from
Crewe
to North Wales and back on Saturday 13 September: the working
will
be repeated on Saturdays 20 and 27 September before the HSTs return in
full for the Winter timetable.
The train will arrive from London in Platform 12, or occasionally in Platform 11. A few minutes earlier, a Class 47 loco will run from Crewe diesel depot into the 'up and down loop' line between Platforms 11 and 12, and when a path is available, run forward into the loco siding next to the Chester line. 47 826 Springburn makes a characteristically smoky start on this latter move.
The shunter in his high-visibility overalls is ready for action as the train arrives - 20 minutes late - from London behind 90 012 British Transport Police.
Watched by interested observers, the loco is uncoupled and runs forward. The uncoupling procedure is not easy work: several cables and air pipes have to be disconnected before releasing the 'buckeye' coupler which connects the Class 90 to the train. This coupler then needs to be swung down out of the way as the Class 47 diesel can only use the old-style screw-link coupling. [Note to rail staff readers - is this right?] Only twelve minutes are allowed between arrival and departure in the current timetable, which requires quite smart work by the shunter as well as the signallers and the train crews.
47 826 backs on a few minutes later, driven by a First North Western driver who is to take the train forward. The shunter waits on the platform; railfans who have been to Switzerland will recall seeing shunters waiting on the track between the buffers, but this is absolutely 'verboten' by safety rules in the UK.
Time to get aboard for the journey. Before the train can leave, a brake test has to be done to ensure the brake pipe has been connected correctly. The driver will apply the brake and the guard will check that this has taken affect in the train.
Arrival at Llandudno Junction: picture by Rowan Crawshaw. Charlie left the train here, and nine times out of ten would have managed to appear on this picture, but thankfully this time it occurred to me to walk back and note down the numbers of the coaches for the benefit of any modellers who might be reading:
Loco 47 826; Mk 2F standard open 6100, 6047, 6161, 6063, 5984; Mk 3 buffet/kitchen car 10201; Mk 2F first open 3425, 3434, 3402; Driving Van Trailer 82103. (Special thanks to the abrail database for reference information.)
By this time, the 10:21 First North Western train from Birmingham to Holyhead was just a few minutes behind. A busy time would ensue for the staff at Holyhead, as both locos will have to run round their trains before their return departures of 13:35 for the London train and 13:56 for the Birmingham one.
Here's the return train photographed by Maureen Sallery passing Llanfair PG signalbox (or more accurately crossing-keeper's cabin) with its delightful floral decorations. Behind the loco is the Driving Van Trailer, an unpowered luggage van with cab which will be use to drive the electric loco from Crewe; these Class 47s do not have the necessary circuits to allow this.
A 'new approach shot' of the train crossing the causeway from the Conwy Bridge towards Llandudno Junction station.
Further up the line, a picture near Abergele by Tim J. Rogers.
Back at Crewe, the locomotive change takes a different form, as the electric locomotive is attached to the rear of the train, then the diesel removed from the front. Our picture shows the train departing for London, with 90 012 back again propelling from the rear. You might wonder why, for simplicity, the electric loco is not left on the train and 'dragged' by the diesel, as it is on occasions when electric trains have to be diverted over other non-electric lines during engineering work. We are told that there are placed on the North Wales line where even a lowered pantograph is considered to high to clear the bridges and tunnels.
Will we ever see this kind of thing again after 27 September? Well, sort of, as the current plan for some time in 2004 is to work some of the London - Holyhead trains with the new 'Pendolino' electric train sets, which will have a Class 57 diesel (a rebuilt 47) attached at Crewe for the Crewe - Holyhead section. These locos are, we are told, to be fitted with Dellner automatic couplers to match the Pendolinos, so the movements at Crewe and Holyhead should be more 'slick' with no need for anyone to go down on the track ... but time will tell. In the meantime, why not take a ride on 20 or 27 September: all being well I'll be on the last working on Saturday 27th if anyone cares to join me.
Compiling this item has made me realise how little I know about the technicalities of loco changing: if I have got anything wrong, or you have anything to say on this subject, please tell me! Finally, thanks to contributors Maureen, Rowan and Tim, to the people who 'star' in the pictures, and especially to all the rail staff of Crewe and the North Wales line.