Western China Clay Railtour

As a rule, bashers regard railtours, i.e.: special trains run specifically for the benefit of railway enthusiasts, as very much second best to the "real thing" i.e.: normal service trains (this includes ADEX's, PARSPEC's etc).

However, there are a handful of railtours that have run, which were simply so hellfire that they merit a special place in the memories section.  The Western China Clay was one such railtour.

The concept was simple enough.  With one of the few remaining Western's, run overnight from Paddington to Cornwall and then visit several branch lines, some of which were associated with china clay production, followed by a run back to Paddington.  As with all the best things, simple ideas turn out to be the best........................

December, 1976 - there were only a handful of Western's (Class 52) left in service, and railtours were now running every weekend.  The engines that were left in service numbered 11, from a class of 74:-

The last works overhaul had been performed on D1023 as far back as 1973, and this engine was thus selected as the "railtour" engine, being in the best mechanical condition.  D1023 was given a fresh coat of paint at the Westerns' home depot of Laira (Plymouth), and even received the white marker dot headcode panel for working a railtour on the eastern region.  Suitably equipped D1023 worked railtours every weekend (plus some regular service trains) and Laira gave it special attention to ensure it fulfilled its duties.

The other ten locomotives were not so fortunate.  D1013 had been the railtour engine until October 1976, and was retained in "reserve" for railtours, and was in the best condition of the remaining engines.  The other nine were in a dreadful condition, both externally (especially D1041) and mechanically.  The orders were simple - no maintenance, when something breaks its scrapyard time.

At this stage, nobody really knew how long the remaining Westerns would last, most people thought into the new year (1977) but only just.  The last four (D1010, D1013, D1023 & D1048) actually lasted until the 26th of February.

In this frenetic "will this be my last run with a thousand?" environment, John Vaughan ran the Western China Clay railtour on the 4th December.

Our story actually starts on Friday the 3rd of December.

As many people would be travelling from Birmingham to Paddington to board the railtour, it was "fixed" that a Western should work on Paddington-Birmingham trains on the Friday.  So, D1071 worked 1M10 - 06.45 Paddington-Birmingham and 1V28 - 10.25 return.  However, whilst at Birmingham the engine suffered what was euphemistically described as a fire, and those that were there thought a bomb had gone off.  D1071 staggered to Paddington, throwing oil and dropping time (it was withdrawn 5 days later).  This presented a problem as the engine off the 10.25 should have worked 1M15 - the 16.05 back to Birmingham and then 1V88 - the 20.40 back to Paddington.  Those that had travelled to Paddington didn't relish the thought of a duff on the 16.05, so the fixers went to work again and from somewhere D1013 was conjured up to work 1M15.

D1013 worked faultlessly on 1M15 and 1V88, and the first four coaches of the latter train were full of bashers travelling down to London for the railtour.  

D1013 at New St awaiting departure with1V88.

Photograph courtesy of and copyright Marc Koch.

On arrival at Paddington (circa 23.20), we decamped to the "Chef's Hat" for some fodder and returned at midnight to find the railtour stock already in the platform, awaiting departure at 00.30 hours.                                                

We strolled forward, noting the very long train (13 I believe), and there was D1023 at the head of the train, Maybach's ticking over nicely, with the hiss of steam indicating that we would not be too cold on the overnight run.  We departed at 00.30 precisely, and the train ran through thick fog, calling at Reading and Swindon.  I know this because I had my head out of the window most of the way, taping the "thrash". Photograph courtesy of and copyright Marc Koch

On arrival at Bristol, where we were due to stop for about 30 minutes, there was much excitement.  Standing in an adjacent platform was D1010 on the Birmingham Curzon Street-Plymouth parcels train, which it had just re-engined.  This loco was in far from good condition, and had only one of its' two engines running.  It was 03.15 and we had two Western's to admire, side by side, in thick freezing fog, with steam from D1023's boiler adding to the clouds.  There were about 499 bashers on the platform (Mr Draper was asleep) bellowing at the driver of D1010 and generally encouraging him to "play to the crowd".  Eventually, Campaigner got the road and the green light from the guard.  Wound up by the crowd the driver then put on a show which involved full power, and both front and rear cab horns blasting.  If anyone was asleep within half a mile of Temple Meads that night, they must have wondered what was going on.  Photograph courtesy of and copyright Marc Koch.

In due course Fusilier departed with the railtour and we had an uneventful run to Plymouth, where we stopped for breakfast.  At about 06.30 we were off again, first stop Truro where we were due to pick up a second engine for the trip along the Falmouth branch.  As there was no "run-round" facility at Falmouth, we needed to "top and tail" to traverse the branch.  The second engine was provided by St Blazey depot, and should have been a Laira Class 25, which at the time were rare beasties.  There were a handful of people on the tour who had come specifically to have the 25 - unfortunately (for them) they had a wasted trip, as standing at Truro for the "top and tail" on the Falmouth branch was D1056 - St Blazey had not sent one of their local trip 25's but their "big engine" instead.

So we travelled down to Falmouth with D1023 on the front and D1056 on the back, and returned to Truro.  As we understood it, what should have then happened was that the pilot engine (D1056) should have detached, and D1023 run round to be on the front.  However, what happened was that D1023 simply unhooked from the back and off we went with D1056 on the front.  Everyone was now well pleased as here we were on a railtour without D1023, nor even D1013 the reserve engine, but a genuine filthy, run down "ordinary" engine that could have been withdrawn at any time.

We arrived at Par, where the train was to reverse for the trip to Newquay (in time for some liquid refreshment at lunchtime).  We expected to see D1023 appear light engine to work the branch, but no, there was D1056 running round and hooking on to the other end.  Now this was getting interesting as we faced the 1 in 42 of the climb from St Blazey to Luxulyan, with 13 very well laden coaches, and an engine whose mechanical condition was at best "suspect".  Off we went and as we stood at the signal at the bottom of the bank we wondered whether we were waiting a banker?  No, just waiting for a DMU to clear the branch, and then we were off!

D1056 was given her head and full power was applied as the driver tried to charge the bank. After some initial hesitancy, the run down engine got into the swing of things and produced a tremendous assault, albeit not without some very unusual noises, as unburnt fuel exploded in the exhausts producing a popping noise.  We gradually slowed as the steepness of the climb increased, and then into the final section with sheer rock faces on either side and overhanging undergrowth being blown into the air by the force of Maybach exhausts.  Just when things could get no more dreadful, they did - it started to snow!

We arrived at Newquay, D1056 ran around and after an uneventful run back down the branch (stopping for photos at Bugle) we rejoined the main line at Par and headed for Lostwithiel.  Here was D1023 waiting for us as we required a "top and tail" for the Fowey branch.

Both pictures courtesy of and copyright Marc Koch

Now, D1056 was facing London and we expected it to run round to face Fowey with D1023 attaching at the London end, but again we were surprised as D1023 dropped onto the Fowey end and off we went with D1056 on the back (facing London).

The train reversed again at the freight only terminus of Fowey and both Westerns looked magnificent alongside the river estuary in the afternoon sunlight.  We returned to Lostwithiel with D1056 leading and D1023 on the rear, and on arrival at the main line we detached D1023 which then ran light engine to Laira, and we were off - D1056, Paddington here we come!

This was all most unexpected and the run back was full of incident.  D1056 was not in the best of health and was throwing oil (a known problem with rundown Westerns).  Control were informed, and there not being any Westerns available, Laira turned out a duff (Class 47) which was waiting to re-engine the train at Plymouth.  However, it was pointed out that a) no-one on the train minded the windows being drenched in oil and b) if they attempted to remove D1056 there could well be a riot.  Consequently, D1056 carried on - and notwithstanding the oil throwing stormed both Hemerdon and Dainton banks in fine style.

The next incident was that as we passed Taunton, a note was thrown to the station staff (no radios then) asking for a replacement engine at Westbury as D1056's train heating boiler had failed.  As we approached Westbury, we were diverted off the avoiding line and into the station, where we expected to stop and re-engine.  Spirits were low at this point.  But as we rolled into Westbury station, there standing waiting to relieve D1056, was none other than D1058!  Now, there are those that think the driver just didn't like Westerns as when it became obvious that the relief engine was another Class 52, the train (which had the road through the station) suddenly accelerated and we were off again - still with D1056 at the head.

The last leg of the journey, Reading to Paddington, had a sadness to it as it was quite plain that Sultan was on its last legs and there would be no maintenance to save it.  Nevertheless, the final run from Reading was the fastest that many people had ever had with a Class 52, with a top speed of 103 mph being recorded - and on load 13.  Folklore had it that in their final months, the engine governors that were fitted to the Maybach's to preserve their lives were removed, allowing much higher power output than the official 2,760bhp and thus a higher top speed than the normal 90mph.

We arrived at Paddington, and many of us had to hurry off to Euston to catch trains north.  We all knew that it was likely that this was the last time D1056 would work a passenger train, and probably the last time we would see her before withdrawal, so it was a sad moment.

D1056 Western Sultan was withdrawn at Laira depot 11 days later on the 15th December 1976, arriving at Swindon works for disposal on 5th January 1977.  Final scrapping was not complete until May 1979.

D1023 Western Fusilier was withdrawn at Laira depot on the 27th February 1977, in company with D1013 Western Ranger - the last two Westerns to remain in traffic.  D1023 was already earmarked for preservation, being in the best mechanical condition, and the National Railway Museum at York has Fusilier in their collection as their diesel hydraulic representative.