DMU Group (West Midlands)
based at
Bewdley
on the Severn Valley Railway
based at
Bewdley
on the Severn Valley Railway
GroupEx Blog
This page last updated
22 August 2010
GroupEx Blog - Guarding the 'Cornishman' , by Phil Allison,15 May 2010
As a few of you know I was given the chance to guard a special from Birmingham Snow Hill to Plymouth yesterday, anyway I found myself waking to the alarm at 3.45am on Saturday morning. Showered, dressed and breakfasted I arrived at Tyseley in plenty of time for the 0633 departure. I find the set split in two on the Warwick road platform, one half either side of the barrow crossing giving access from the London Midland TMD to the fuelling sidings.
Having found the brake van, I check the handbrake is on first, and check that all the emergency equipment is present and correct (such as TC clips, detonators and scotches). All present and correct, a tail lamp is placed on the rear coach and I have a walk around the set checking that everything is fit for service, and that all the ETH & steam heat hoses are connected. It's still surprisingly cold for May! A number of battery charging lines are still connected and these are stowed away.
Jim Tipping has now arrived and the green class 47, 47 773, has been started, we couple the two halves of the set together, and carry out the brake continuity test.
The train is vacuum brake only, so Jim creates the train pipe to 21Hg whilst I make my way to the rear of the train. As the brake van forms the rear carriage, I simply pull the setter down for one minute, and observe train pipe rising to a respectable 19 Hg, not bad for a nine coach train on the rear gauge. I then give Jim his drivers ticket, giving information such as train weight, length, and any defects that may mean the train needs to run at a slower speed. In this case the train is 9 coaches long, weighs 315tons, is 585ft long and is authorized to run at 95mph when diesel hauled. Jim then phones Network Rail control centre in ‘The Mailbox’, Birmingham, to give them the train details, and they give the authorization for the train to depart onto their metals.
At 0633 we leave Tyseley, for Snow Hill to pick our first passengers up, on arrival a few fellow Chiltern colleagues look on with envy from their 3 car class 168s. With everybody aboard we head to our next passenger pick up at Smethwick Galton Bridge, from here I dispatch the train from partway along the train as the brake van is off the platform, Galton bridge only holds 7 mk.1 coaches. Nothing to do until Worcester now, but we are checked by Signals at Blakedown and Droitwich Spa, which costs a minute or so.
More passengers on at Worcester then to Abbotswood junction, where we are held for two cross country trains to pass before we can access the mainline. Once on the mainline Jim takes the train to our maximum speed of 95mph slightly short of the 100mph line speed here, and to our next booked stop at Cheltenham just a minute late. Departing Cheltenham when head around the avoiding lines at Gloucester, through Cam and Dursley, Yate and Standish Junction and join the former GWR line from Bristol to London, and are immediately cautioned on yellow signals culminating in a red just outside Bristol Parkway. This clears straight to green and we proceed through Bristol parkway, through Stapleton Road and Lawrence Hill in to Platform 11 at Bristol Temple Meads about 3mins down.
Whilst the passengers get about 30mins to stretch their legs and to get newspapers etc. its all work for the crews. Handbrake on in the guards van, I change in to overalls and make my way to the front of the train to uncouple the 47 from the train. Jim gets the "cats eyes" to proceed forward and shunt it to the spur sidings at the London end of the station, ready for the evening driver to bring the train back later. For Jim it's his day done, and he makes his way back to Tyseley by train.
The two steam locomotives (Rood Ashton Hall and Earl of Mount Edgecumbe) and support coach arrive from St. Philips Marsh HST depot. They stop at the regulation 6ft away from the train to allow me to raise the buckeye couplers, push the buffers in and take the French pin out of the doors on both coaches, the support coach then couples to the train, and then pulls forward slightly to carry out the "tug test" to check the couplers have locked. I then go between and couple the steam heat, Vacuum and carriage electrics, and meet the drivers Ray Churchill on Rood Ashton and Bill Warriner on Edgecumbe. I give ray the drivers ticket, with the revised train information of 10 coaches, 350tons, 653ft and the lower speed of 60mph, all this whilst being asked a barrage of questions from the public.
As with GWR practice the pilot locomotive is the lead locomotive. I ask Ray for another brake continuity test as we have added another vehicle to the train formation. Just time to have a quick wash and dispose of overalls. At 1007 I get the tip from the platform staff, and give a green flag back to them so they can give the drivers the RA (right away) indicator on the signal gantry, I hear a whistle and the train moves off, past a huge gallery of photographers towards Bedminster. We then encounter a steady progression of yellows from Flax Bourton tunnel, again coming to a stand at Yatton. Ray calls the signal box at Bristol panel and he tells us a local stopping train is running late in front. It soon clears to green as it's going via Weston Super Mare, be we catch it up as it appears again at Uphill Junction. Though Bridgewater and Taunton progress is stop start but Ray and Bill do their best where they can. On leaving Taunton we tackle Whiteball reaching the summit at a credible 42mph, making much noise and smoke!
We enter Tiverton Loop 7 minutes down for our first water stop. ‘Bells and Two Tones’ are a company that use old fire engines to fill up steam tours, and they have brought three with them to fill the tenders of the two locomotives. Bob and Alaister Meanley walk around the two locomotives check all the bearing surfaces for heat and topping oil pots up where needed, where other members of the support crew pull coal forward and clean the fires to make life a bit easier for the firemen. By now the tenders are full, and the footplate crew have been fed by Pat Churchill.
A HST passes by and the loop exit signal soon turns to green, I give the green flag and we leave about four minutes early. A clear run to Exeter St. David's we stop briefly in platform 5 to allow a service train to cross the mainlines ahead. Leaving we minute down we take the line through Exeter st. Thomas where the VSOE northern belle being hauled by a 67 passes us. On through Exminster we join the Exe estuary, and across the famous harbor wall at Star Cross, past red rock cafe at Dawlish Warren and joining the Sea wall, where dozens of people wave and photograph the train. Leaving Dawlish we pass through Kennaway, Coryton, Clerks and Parsons tunnels, and immediately encounter a 20mph Temporary Speed limit because of ongoing work on the sea defenses here, but this gives passengers time to admire the view rather than rushing through at 60mph. We round the curves to Teignmouth and follow the Teign estuary, into Newton Abbott, we are relieved to see a green signal at the end of the platform, as we immediately hit Dainton Bank, with both locomotives creating much noise, attracting a big gallery of photographers as we emerge from Dainton tunnel, at a steady 47mph, coasting through Totness allows the fireman a brief breather before we climb Rattery, again with much noise! and a train full of smoke as we pass through marley tunnel Another brief period of coasting to Aish crossover, before Wrangaton Bank with a 48mph climb up here. At Ivybridge all the hard work is over and a gentle run through Tavistock and Laira and held at Mutley tunnel whilst a platform becomes free.
The train arrives at Plymouth platform 8 six minutes early, the locomotives uncouple and head to Laira for Turning an Servicing, I ready the stock for the next guard, leaving a tail lamp on the rear and putting the handbrake on. Gathering my things I head over to platform six to catch the 1435 to New Street, changing at Moor St. I arrive back at Tyseley at 1820ish.
All in all, a good but exhausting day - but I welcome my next quiet day back at work!
As a few of you know I was given the chance to guard a special from Birmingham Snow Hill to Plymouth yesterday, anyway I found myself waking to the alarm at 3.45am on Saturday morning. Showered, dressed and breakfasted I arrived at Tyseley in plenty of time for the 0633 departure. I find the set split in two on the Warwick road platform, one half either side of the barrow crossing giving access from the London Midland TMD to the fuelling sidings.
Having found the brake van, I check the handbrake is on first, and check that all the emergency equipment is present and correct (such as TC clips, detonators and scotches). All present and correct, a tail lamp is placed on the rear coach and I have a walk around the set checking that everything is fit for service, and that all the ETH & steam heat hoses are connected. It's still surprisingly cold for May! A number of battery charging lines are still connected and these are stowed away.
Jim Tipping has now arrived and the green class 47, 47 773, has been started, we couple the two halves of the set together, and carry out the brake continuity test.
The train is vacuum brake only, so Jim creates the train pipe to 21Hg whilst I make my way to the rear of the train. As the brake van forms the rear carriage, I simply pull the setter down for one minute, and observe train pipe rising to a respectable 19 Hg, not bad for a nine coach train on the rear gauge. I then give Jim his drivers ticket, giving information such as train weight, length, and any defects that may mean the train needs to run at a slower speed. In this case the train is 9 coaches long, weighs 315tons, is 585ft long and is authorized to run at 95mph when diesel hauled. Jim then phones Network Rail control centre in ‘The Mailbox’, Birmingham, to give them the train details, and they give the authorization for the train to depart onto their metals.
At 0633 we leave Tyseley, for Snow Hill to pick our first passengers up, on arrival a few fellow Chiltern colleagues look on with envy from their 3 car class 168s. With everybody aboard we head to our next passenger pick up at Smethwick Galton Bridge, from here I dispatch the train from partway along the train as the brake van is off the platform, Galton bridge only holds 7 mk.1 coaches. Nothing to do until Worcester now, but we are checked by Signals at Blakedown and Droitwich Spa, which costs a minute or so.
More passengers on at Worcester then to Abbotswood junction, where we are held for two cross country trains to pass before we can access the mainline. Once on the mainline Jim takes the train to our maximum speed of 95mph slightly short of the 100mph line speed here, and to our next booked stop at Cheltenham just a minute late. Departing Cheltenham when head around the avoiding lines at Gloucester, through Cam and Dursley, Yate and Standish Junction and join the former GWR line from Bristol to London, and are immediately cautioned on yellow signals culminating in a red just outside Bristol Parkway. This clears straight to green and we proceed through Bristol parkway, through Stapleton Road and Lawrence Hill in to Platform 11 at Bristol Temple Meads about 3mins down.
Whilst the passengers get about 30mins to stretch their legs and to get newspapers etc. its all work for the crews. Handbrake on in the guards van, I change in to overalls and make my way to the front of the train to uncouple the 47 from the train. Jim gets the "cats eyes" to proceed forward and shunt it to the spur sidings at the London end of the station, ready for the evening driver to bring the train back later. For Jim it's his day done, and he makes his way back to Tyseley by train.
The two steam locomotives (Rood Ashton Hall and Earl of Mount Edgecumbe) and support coach arrive from St. Philips Marsh HST depot. They stop at the regulation 6ft away from the train to allow me to raise the buckeye couplers, push the buffers in and take the French pin out of the doors on both coaches, the support coach then couples to the train, and then pulls forward slightly to carry out the "tug test" to check the couplers have locked. I then go between and couple the steam heat, Vacuum and carriage electrics, and meet the drivers Ray Churchill on Rood Ashton and Bill Warriner on Edgecumbe. I give ray the drivers ticket, with the revised train information of 10 coaches, 350tons, 653ft and the lower speed of 60mph, all this whilst being asked a barrage of questions from the public.
As with GWR practice the pilot locomotive is the lead locomotive. I ask Ray for another brake continuity test as we have added another vehicle to the train formation. Just time to have a quick wash and dispose of overalls. At 1007 I get the tip from the platform staff, and give a green flag back to them so they can give the drivers the RA (right away) indicator on the signal gantry, I hear a whistle and the train moves off, past a huge gallery of photographers towards Bedminster. We then encounter a steady progression of yellows from Flax Bourton tunnel, again coming to a stand at Yatton. Ray calls the signal box at Bristol panel and he tells us a local stopping train is running late in front. It soon clears to green as it's going via Weston Super Mare, be we catch it up as it appears again at Uphill Junction. Though Bridgewater and Taunton progress is stop start but Ray and Bill do their best where they can. On leaving Taunton we tackle Whiteball reaching the summit at a credible 42mph, making much noise and smoke!
We enter Tiverton Loop 7 minutes down for our first water stop. ‘Bells and Two Tones’ are a company that use old fire engines to fill up steam tours, and they have brought three with them to fill the tenders of the two locomotives. Bob and Alaister Meanley walk around the two locomotives check all the bearing surfaces for heat and topping oil pots up where needed, where other members of the support crew pull coal forward and clean the fires to make life a bit easier for the firemen. By now the tenders are full, and the footplate crew have been fed by Pat Churchill.
A HST passes by and the loop exit signal soon turns to green, I give the green flag and we leave about four minutes early. A clear run to Exeter St. David's we stop briefly in platform 5 to allow a service train to cross the mainlines ahead. Leaving we minute down we take the line through Exeter st. Thomas where the VSOE northern belle being hauled by a 67 passes us. On through Exminster we join the Exe estuary, and across the famous harbor wall at Star Cross, past red rock cafe at Dawlish Warren and joining the Sea wall, where dozens of people wave and photograph the train. Leaving Dawlish we pass through Kennaway, Coryton, Clerks and Parsons tunnels, and immediately encounter a 20mph Temporary Speed limit because of ongoing work on the sea defenses here, but this gives passengers time to admire the view rather than rushing through at 60mph. We round the curves to Teignmouth and follow the Teign estuary, into Newton Abbott, we are relieved to see a green signal at the end of the platform, as we immediately hit Dainton Bank, with both locomotives creating much noise, attracting a big gallery of photographers as we emerge from Dainton tunnel, at a steady 47mph, coasting through Totness allows the fireman a brief breather before we climb Rattery, again with much noise! and a train full of smoke as we pass through marley tunnel Another brief period of coasting to Aish crossover, before Wrangaton Bank with a 48mph climb up here. At Ivybridge all the hard work is over and a gentle run through Tavistock and Laira and held at Mutley tunnel whilst a platform becomes free.
The train arrives at Plymouth platform 8 six minutes early, the locomotives uncouple and head to Laira for Turning an Servicing, I ready the stock for the next guard, leaving a tail lamp on the rear and putting the handbrake on. Gathering my things I head over to platform six to catch the 1435 to New Street, changing at Moor St. I arrive back at Tyseley at 1820ish.
All in all, a good but exhausting day -
Tip: click on pictures to view in full size.
GroupEx Blog - The Britannia Banker , by Trevor Daw, 29 May 2010
The opportunity to be banked up the Lickey Incline was a chance not to be missed. The steam hauled trip to Didcot and return with Britannia 70013, was promoted by Vintage Trains from Tyseley (Warwick Road). Unfortunately 'Oliver Cromwell' failed with a fire box crack. To fill the power classification; Princess Royal class locomotive 6201 'Princess Elizabeth' was booked to cover the tour.
The train departed Warwick Road at 08.00 in heavy rain, with the locomotive slipping as it surmounted the steep grade up to the mainline. The outward journey was via Snow Hill, Galton Bridge, Stourbridge Junction and Worcester Shrub Hill for stops to pick up passengers. After passing Norton Junction we had a fast run into Gloucester Yard for a water stop.
The 6.5 miles to Standish Junction was covered in 8 minutes as we eased for the left hand turnout on to the Golden Valley line. Passing through Stroud the gradient is against the loco up to the site of Brimscombe station, the former base of locomotives that banked trains up the steep climb to Sapperton. Soon after passing over St. Mary's Crossing the climbing begins in earnest as we faced gradients averaging 1-in-70 for the next 2 miles. At Frampton Mansell Crossing the gradient has increased to 1-in-60, and the difficulty of the climb is enhanced by the constant curvature. The bonus for the passenger is that you can see the loco working hard from the comfort of your seat! The 1-in-60 climb continues through the 1 mile 104 yard Sapperton Long Tunnel, then into the short Tunnel which is the summit of the climb out of the Golden Valley. From here it is all down hill through Kemble and into Swindon where we stopped to set down passengers. Then a fast run on the GW mainline to Didcot Parkway.
There was a 3 hour layover at the GWS to service the loco for the return journey. I had arranged an appointment with Jim Parker, one of the maintenance team who look after GW railcar No. 22. I wanted to see the refurbishment work they are doing to restore the interior to GW specification. All seating has been removed to repair the wooden frames and to upholster the cushions and seat backs. The floor has been stripped, sanded and fitted with a very close colour match lino. One gets the feeling you ought not to be standing on it, it looks so smart. I counted four people working on this car doing repairs to window surrounds, windows, ceilings and doors. Later Jim took me into another shed where he is restoring seat frame parts. These have been repaired, old varnish removed, sanded down and stained ready for a top coat of varnish. Finally one of the team showed me the new correct pattern green moquette they have bought to repair the seating. For comparison they showed me some original GW cloth. Allowing for its age it was slightly darker than the new material. I was impressed with the quality of their work and the enthusiasm of the team. We must count ourselves lucky we only have metal frames to repair and paint. From what I have seen here this weekend, No 22 would not have been ready to come to SVR for the anniversary. If it did arrive for the event it would not have carried passengers.
The return run was uneventful with some very fast running until the Worcester stop. As we passed Worcester Depot I spotted Rob Cresswell on duty in the yard. We exchanged hand waves to the surprise of my fellow passengers. Next a fast run to Stoke Works Junction where we were held for 20 minutes. We were early, but had to wait for two late Cross Country trains to clear Bromsgrove Station. Then into Bromsgrove UGL to pick up the banking engine, GWR 5700 Class 0-6-0 Pannier Tank 9600. We should have left the Loop at 19.35, but late running service trains caused another delay. At this time we were getting concerned because the sun was going down and light for phography was limited. Finally we were let out on to the main line at 19.45 when we should have been passing Barnt Green. Both loco's dug in to the 1-in-37 climb and set a cracking pace to the delight of the vast crowds assembled both sides of the line. The fields, lanes, gardens and any vantage point was occupied by vast crowds, who came out to witness the spectacle.
From Blackwell we ran fast to Landor Street Junction via the Camp Hill line. Here and at Smallheath Junction we had long delays getting back to Tyseley Depot. On arrival I had a few minutes to chat to Bob Meanley, who told me it had been one of the proudest days of his life. For me, I had achieved my ambition to be banked up the Lickey by steam.
The opportunity to be banked up the Lickey Incline was a chance not to be missed. The steam hauled trip to Didcot and return with Britannia 70013, was promoted by Vintage Trains from Tyseley (Warwick Road). Unfortunately 'Oliver Cromwell' failed with a fire box crack. To fill the power classification; Princess Royal class locomotive 6201 'Princess Elizabeth' was booked to cover the tour.
The train departed Warwick Road at 08.00 in heavy rain, with the locomotive slipping as it surmounted the steep grade up to the mainline. The outward journey was via Snow Hill, Galton Bridge, Stourbridge Junction and Worcester Shrub Hill for stops to pick up passengers. After passing Norton Junction we had a fast run into Gloucester Yard for a water stop.
The 6.5 miles to Standish Junction was covered in 8 minutes as we eased for the left hand turnout on to the Golden Valley line. Passing through Stroud the gradient is against the loco up to the site of Brimscombe station, the former base of locomotives that banked trains up the steep climb to Sapperton. Soon after passing over St. Mary's Crossing the climbing begins in earnest as we faced gradients averaging 1-
There was a 3 hour layover at the GWS to service the loco for the return journey. I had arranged an appointment with Jim Parker, one of the maintenance team who look after GW railcar No. 22. I wanted to see the refurbishment work they are doing to restore the interior to GW specification. All seating has been removed to repair the wooden frames and to upholster the cushions and seat backs. The floor has been stripped, sanded and fitted with a very close colour match lino. One gets the feeling you ought not to be standing on it, it looks so smart. I counted four people working on this car doing repairs to window surrounds, windows, ceilings and doors. Later Jim took me into another shed where he is restoring seat frame parts. These have been repaired, old varnish removed, sanded down and stained ready for a top coat of varnish. Finally one of the team showed me the new correct pattern green moquette they have bought to repair the seating. For comparison they showed me some original GW cloth. Allowing for its age it was slightly darker than the new material. I was impressed with the quality of their work and the enthusiasm of the team. We must count ourselves lucky we only have metal frames to repair and paint. From what I have seen here this weekend, No 22 would not have been ready to come to SVR for the anniversary. If it did arrive for the event it would not have carried passengers.
The return run was uneventful with some very fast running until the Worcester stop. As we passed Worcester Depot I spotted Rob Cresswell on duty in the yard. We exchanged hand waves to the surprise of my fellow passengers. Next a fast run to Stoke Works Junction where we were held for 20 minutes. We were early, but had to wait for two late Cross Country trains to clear Bromsgrove Station. Then into Bromsgrove UGL to pick up the banking engine, GWR 5700 Class 0-
From Blackwell we ran fast to Landor Street Junction via the Camp Hill line. Here and at Smallheath Junction we had long delays getting back to Tyseley Depot. On arrival I had a few minutes to chat to Bob Meanley, who told me it had been one of the proudest days of his life. For me, I had achieved my ambition to be banked up the Lickey by steam.
© 2010 DMU Group (West Midlands)
GroupEx Blog - Boy’s Day Out to Quainton , by Trevor Daw, 3rd May 2010
Phil Allison was requested by Chiltern Railways to re-train for Guard duties on the heritage railcar 55020. In readiness for our own Railcar Reunion next October. By good fortune the car was being used in service on the Aylesbury to Quainton shuttle on Bank Holiday Monday. Phil's shift pattern worked out that he could get to Aylesbury by 12.30 ready for the 13.00 departure. He invited me to go along for company and to point out features of the area that I know well. I spent most of the forties at various Schools in North Buckinghamshire so am reasonably well qualified to fill in the details.
All the crew we met are enthusiasts for heritage DMU's. We were made very welcome by Neil Royce and Adam Wickens at Aylesbury Station and introduced to driver Mark. Adam is a working volunteer on the Chinnor and Risborough Railway. He conducted Phil over the five mile return trip five times. The car ran well without failure all day. It was very clean inside and out; much enhanced by Mark having tripped it to Wembley for a run through the carriage washing plant. He did this voluntarily early in the morning so the car would look its best. The 70 mph run to and from Wembley had cleared the exhausts so well I didn't notice any excessive smoke all day.
The run out through the loop at Aylesbury North is taken at slow speed until the token instrument cupboard is reached. The token is released from Marylebone panel and the points set for the branch. From here to the new AYB Parkway station 55020 was driven fast to reach 50mph to clear the section ready for the next passenger train to leave for Marylebone. Its very exhilarating to be able to run at speed and recall the sounds of DMU's in their heyday. From Parkway it is 25mph running for the next three miles into Quainton. On the return it is slow running to Parkway then a fast to the token cupboard, put the token back into the instrument and proceed into Aylesbury Station. On one run back a 165 unit was stabled too far North to allow 55020 to clear the track circuit. So a driver had to be found to draw the 165 clear.
In between trips I had time to show Phil the steam multiple unit, and the 115 DMU, as well as have a good lunch in the restaurant at Quainton. During the afternoon Adam became a member of DMU Group (WM) and I welcomed him on behalf of the members. His major claim to fame is that he holds the record for the greatest mileage aboard 55020 at nearly 1500 miles. We look forward to welcoming a party of the 'Chiltern family' from Aylesbury later in the summer. We both had a successful and interesting day and made many new friends.
To complete the fun, we decided to take a 165 by the Metropolitan route via Wendover to London through the green and verdant Chilterns. At MYB we just had time to get some food and drink and get aboard our 168 for a fast trip back to the Midlands.
Phil Allison was requested by Chiltern Railways to re-
All the crew we met are enthusiasts for heritage DMU's. We were made very welcome by Neil Royce and Adam Wickens at Aylesbury Station and introduced to driver Mark. Adam is a working volunteer on the Chinnor and Risborough Railway. He conducted Phil over the five mile return trip five times. The car ran well without failure all day. It was very clean inside and out; much enhanced by Mark having tripped it to Wembley for a run through the carriage washing plant. He did this voluntarily early in the morning so the car would look its best. The 70 mph run to and from Wembley had cleared the exhausts so well I didn't notice any excessive smoke all day.
The run out through the loop at Aylesbury North is taken at slow speed until the token instrument cupboard is reached. The token is released from Marylebone panel and the points set for the branch. From here to the new AYB Parkway station 55020 was driven fast to reach 50mph to clear the section ready for the next passenger train to leave for Marylebone. Its very exhilarating to be able to run at speed and recall the sounds of DMU's in their heyday. From Parkway it is 25mph running for the next three miles into Quainton. On the return it is slow running to Parkway then a fast to the token cupboard, put the token back into the instrument and proceed into Aylesbury Station. On one run back a 165 unit was stabled too far North to allow 55020 to clear the track circuit. So a driver had to be found to draw the 165 clear.
In between trips I had time to show Phil the steam multiple unit, and the 115 DMU, as well as have a good lunch in the restaurant at Quainton. During the afternoon Adam became a member of DMU Group (WM) and I welcomed him on behalf of the members. His major claim to fame is that he holds the record for the greatest mileage aboard 55020 at nearly 1500 miles. We look forward to welcoming a party of the 'Chiltern family' from Aylesbury later in the summer. We both had a successful and interesting day and made many new friends.
To complete the fun, we decided to take a 165 by the Metropolitan route via Wendover to London through the green and verdant Chilterns. At MYB we just had time to get some food and drink and get aboard our 168 for a fast trip back to the Midlands.
