As ever when writing a tour report, the most pressing issue is how to begin without recycling what has gone before. Talking of recycling, over the years there has been a constant recycling of railtour names; you've no doubt seen enough 'explorers, ramblers, invaders' and so on to last a lifetime. So, it makes a pleasant change for a tour to be named after a TV programme. In other words, 'repurposing' of the name to use modern parlance. But enough of this trivia, as the tour is ready to leave from Great Yarmouth P2 for what will hopefully be a successful albeit a long day in Eastern England where not that many tours venture.

66311, in its pristine GBRf livery, is ready to depart (eventually to the Newark Northgate area) but is only heading for the refurbished former Carriage Sidings (TRACKmaps 2 p9B 2025), a third of a mile away on a journey booked for a mere five minutes. However, it is the first new track of the day into the premises of Eastern Rail Services, the providers of rolling stock for today's expedition. After stopping in Siding 2 (at around 17m 68ch from Norwich via Acle), 08870 is attached to the rear to haul us 10ch into the Yarmouth end headshunt. 66311 now takes over to cover the available length of Siding 2. 08870 has one final task - to haul the train as far as the east end of Siding 2 (a further 8ch) after which it retires to its siding. 57303 then takes charge for the return to Great Yarmouth P2. On the theme of recycling (still!), this locomotive was originally D1957 (a Class 47) in which the Sulzer prime mover has been displaced by a General Motors version - the GM12-645-F3B - at least that's how the 'spotting' books describe it!









Despite a slightly longer sojourn in the sidings than suggested in the timings, there is really no delay to the start of the main tour and we depart at 08.29. Within minutes, the train bears left at the divergence, formerly the location of Breydon Jn, to head for Reedham. We pass Berney Arms, a remote single platform (800 passenger 2023-24) out on the marshes, noteworthy for its sparse train service and lack of vehicular access. The single track here is just above sea level and is still jointed track despite recent resignalling and a lengthy closure of the line, from Feb 2018 until Oct 2020, when this was installed.

At Reedham, the double track Lowestoft line joins, then, at Brundall, the other line from Yarmouth via Acle. After a journey through the leafy suburbs of Norwich, we head to our next non-passenger track - the once double track 'Wensum Curve' between Crown Point Depot to our left and sidings right by which we avoid Norwich station. It is actually classed as a freight line, a bidirectional through siding. Crown Point services the Class 755 electro diesel bimodes used on the Greater Anglia secondary lines and branches without OHLE and the Class 745 EMUs for the services from Liverpool Street to Norwich and to Stansted. All were built by Stadler in their mainland Europe factories and are articulated. It was in Sep 1966 that articulated coaches were last used by British Railways (L&NER Quad-Art sets).

Once clear of the curve with its severe speed restriction, we progress smartly towards the second pick up at Shippea Hill (where a few joined) but our progress is interrupted by a sudden stop for several minutes (around MP94 just before Thetford), followed by a longer stop in Thetford platform.

Our journey resumes some 32 minutes in arrears. We are now crossing Thetford Chase which, besides being used by the Army for exercises, was also the location for several outdoor scenes of 'Dad's Army'. Indeed, there is an eponymous museum in Thetford with a statue of Captain Mainwaring at a small park in the town centre near the Little River Ouse. At the next open station, Brandon, the Grade II listed station buildings are allegedly unsafe, hence the enclosing sarcophagus on Down P1. The Friends of Brandon Station has taken up the mantle; Greater Anglia wanted to demolish them to extend the station car park.

Onwards and, after Lakenheath, is the Shippea Hill pick up - free parking is available for six vehicles but, given the very limited train service, it is unlikely to be full to capacity. There is only one morning train to Norwich SuX and one to Stansted Airport SO. It is surprising that there were as many as 70 passengers in 2023-24. Amazingly, the platforms are maintained for 6-cars and have the bright yellow tactile paving.

Our maximum delay has now been reduced by a couple of minutes, which is important in relation to our arrival at Ely North Jn. The booked time is 10.04 but, following the delay at Thetford, we are expected to reach the junction (from the north) at 10.31, immediately after 4M82 Felixstowe to East Midlands Gateway (from the south and on time at Ely) is due at 10.30. We are though allowed through first and 4M82 follows! It seemed to be held at Ely if RTT is correct. Ely East Jn is the crunch, we pass unhindered.

The Ely area is a bottle neck with many intermodals to and from Felixstowe, aggregate and passenger services. The switch of some Gemini alliance (the Maersk and Hapag Lloyd) intermodal services from Felixstowe to London Gateway may reduce the pressure a little but it will remain a busy location.

We continue through typical low lying East Anglia and the delightful sounding Manea and Stonea (see website itinerary for the correct pronunciation of these places - not forgetting Shippea Hill of course) and head slowly into March Down Goods 2. Our exit is also slow, leading to the inevitable traffic jam at the level crossing. In any case, we are stopping at March where a substantial number of participants join.

We pass through Whittlesea (at Whittlesey), an unremarkable station but with an unusual claim to fame. Replacement of the semaphores was imminent when a signal arm was stolen! There's a detailed report in BLN1471.1019 of 3 May 2025 on the temporary modus operandi before signalling 'modernisation'.

Peterborough is now only minutes away as we pass over the closed Kings Dyke level crossing, where the box still signals the line. Also still standing is the new replacement road overbridge which is reported to be subsiding. Looking ahead, the signal controlling access into Peterborough Two Way Goods is green with the lunar lights illuminated. Third time lucky for your reporter. After a brief stop, we head onto the 'Down Slow / Down Stamford' electrified at 25kV. It is often requested for tours, then via the relatively recent deviation (to make space for Marholm Jn and the diveunder to the Spalding line) and onto to Helpston Jn; briefly, there are still six tracks. Blink and you miss this clever layout created following lifting of the original Down Slow on the LNER / GN side from Peterborough. Remaining on the Down Slow, eliminating the booked passing stop at Stoke Jn claws back several minutes. Despite several 125mph capable trains on the line, we are signalled straight through Grantham then into and out of Claypole Down Passenger Loop non-stop so our arrival at Newark Northgate (P3) is only six minutes late.

Here, 57303 takes over for the short journey into the south headshunt to the end of line - just what the doctor ordered if track bashing is your thing. In one of the other sidings is 'Thunderbird' 47815 in two tone green, for use in the event of failures of traction or infrastructure on this busy two-track railway.

From the south siding, we head into the bidirectional Newark Goods Loop to the outlet signal prior to returning south. With 57303 now in charge, late running has increased to 16 mins but the full allowance for the Claypole Up Passenger Loop is not needed, so reducing this to 10 mins. We use Grantham North facing crossover to head into Grantham Down / Up Goods (line, not loop). 'Down' takes precedence over 'Up' in the name as the bidirectional line is on the Down side. After a brief stop at the south end to let more of those ubiquitous Azumas pass (other 8XX variants are available), we depart and cross back over to the Up Slow prior to Stoke Tunnel. We then stay on the Up Fast (booked Slow) to Spital Jn (76m 45ch), where the tour timings show that we cross direct to P6. Our arrival means that a Birmingham New Street to Stansted Airport CrossCountry service (1L40) is switched from P6 to P7 which is bidirectional (two additional crossovers for those passengers), while the Two Way Goods is occupied by an intermodal. 1L40 has a short dwell at Peterborough until 14.16, so we are on our way after three minutes at 14.13.

Time to check my notes, for a rest and a late lunch before our entry into Whitemoor Yard. To gain access, we diverge from the passenger route at March West Jn onto the West Curve through Whitemoor Jn. Keeping to the extreme left, there is a pause by the Control Tower to attach 08846. We then proceed for 26ch to the Materials Handling Siding (Line RC1) next to the recycling area pad, where 08846 is detached. You may notice today's theme with 66311 & 69010 (below) both recycled to some degree over the years.






66311, at the rear, is now replaced by 69010, a late substitution for 69014 but no matter as it's not worked a passenger train before in this guise. Once checks are complete, we depart on the next stage of our tour, returning via Whitemoor Jn and the East Curve to March East Jn. A cautious road crossing follows (as we are booked into March Up Reception immediately afterwards). It's then onwards through Stonea, Manea and near Ely, past the Freight Terminal and rolling stock storage sidings on the left. Several off-lease Class 156 units are exposed to the elements and awaiting their next duties but it seems no takers so far. Ely Cathedral to the right looks likely to outlive them, despite being centuries old already.

Once over the (permanently) closed level crossing immediately before Ely station, we diverge left onto the electrified Up Through Siding and then along the single track Up Soham Single Down (sic) towards Soham, with its one platform. For station reopening, a new footbridge was built replacing a foot crossing - passive provision in case a second platform is built. Nothing is in the enhancement pipeline for now.

Double track resumes soon after the platform as we pass the site of Snailwell Sidings, where much asbestos ridden coaching stock met its end. I can't recall a charter going there but the Society had an internal tour on 29 Nov 1991. At Chippenham Jn, the single line from Cambridge converges, right. We pass Kennett and use the Bury St Edmunds Down Goods Loop, useful for watering trains or steam locos. We have no need to wait here, so it's on to Haughley Jn.

Haughley Jn is a single lead junction onto the Norwich 'main' line, another potential bottleneck with the Felixstowe intermodal traffic, aggregates and passenger trains. The original Mid-Suffolk Light Railway once went off here, northwest to nowhere, well, a field past Laxfield. Soon after, we cross to the Down line to access the bidirectional Down & Up Goods Loop and there's an impromptu stop in Stowmarket Down P2 for those wishing to make connections for Liverpool Street etc. It's then through the aforementioned loop and on to Europa Jn, where we turn onto 'Bacon Factory Curve' opened 24 Mar 2014 to avoid the need for Felixstowe intermodal traffic to have to reverse near Ipswich station. When the curve was first brought into use, trains were sometimes held awaiting time. The timings were eventually adjusted! The curve ends at Boss Hall Jn and we turn east to stop at Westerfield P1 to reverse, just in time to clear the line for an intermodal en route to Felixstowe.

57303 now takes charge for the short journey to Ipswich P2, where further participants leave the tour. Time for a leg stretch and photo the locos and stock which depart the station ECS for a brief layover in Ipswich Yard. Of note, the diesel engines on the Cambridge, Felixstowe and Lowestoft Class 755 services are shut down in Ipswich station and the pans raised instead to keep the on board services functioning.



The ECS returns from its sojourn in the sidings and is ready in P3 for a prompt departure at 18.56 to Norwich 'Low Level' via Ely. After a cautious approach, we reach Claydon Down Goods Loop for the usual slow passage necessary for such lines. We then pass through Needham Market, where the hourly service to Cambridge and two hourly service to Peterborough is provided solely by Class 755 bimodes, which often use the 25kV overhead between Ipswich and Haughley Jn (going like a rocket) and vice versa.

We continue to retrace our steps via Stowmarket and Haughley Jn, then via Elmswell and Thurston to Bury St Edmunds, prior to entering the Up Siding - the former Yard 'Run Round Line'. Passage, as ever, is slow and, as it will be a while before the next 'goods' line, a chance for further on train refreshments.

By the time we reach Ely P3, it is dark and becoming chilly but take a look at the canopy on P1, it does not cover the platform, appearing to have been cut back. It is a reminder of the time when there was a Down through road. This was removed on resignalling and electrification. Although it's a bit exposed, that's perhaps a small price to pay for a frequent, efficient, fast and reliable train service to King's Cross.



We have to wait for a couple of services to precede us on the next leg of the journey, which is mainly a reprise of the morning routeing. Once through the Ely bottleneck, we head to Shippea Hill to set down. It's now the turn of Brandon Down Goods Loop, then on through Thetford but no delay this time.

At Trowse Jn, we diverge on Trowse Down & Up Goods Loop before crossing the River Wensum on the single track 'Trowse Swing Bridge' (which no longer swings) and head for Norwich station but diverge at Thorpe Jn into 'Norwich Low Level'. In other words, the goods yard as there are no passenger platforms. Norwich is where Anglia TV used to broadcast 'Sale of the Century' from, live on a Friday evening.

Continued in Part 2