Main Line 162

THE MAGAZINE FOR THE FRIENDS OF THE GREAT CENTRAL MAIN LINE

MainLine Issue 162 | Spring 2015

£2.85

In this issue:

The Quintinshill Disaster

Winter Steam Gala Children in Need

MainLine l Issue 162 l Spring 2015 l 1

Forthcoming Events on the GCR

A programme of seasonal festivities on the GCR March 1st –

Swap Meet (at Quorn & Woodhouse station) Be there early to capture that long sort-after bargain before it’s too late.

7th & 8th – Meet Peppa & George Another treat for the children. Come along to meet Peppa and brother George. Entertainment for all the family.

18th & 19th - Railways at Work See how the steam operated railway served the nation 24th Murder Mystery Dining - Full Stop Murder The next train might be delayed – there’s a dead body at the station!

May

15th

15th - Murder Mystery Dining - The Last Connection Has Betty Kuddant taken a fatal dare?

20th - Murder Mystery Dining The first whodunnit of the year.

16th & 17th - Classic and Vintage Vehicle Festival See the road and rail vehicles that once travelled through the countryside

- Mothering Sunday Luncheon A chance to say thank you to the lady that looks after you.

28th & 29th - Diesel Gala A not to be missed event for the modern traction enthusiast. Plenty of action from guest and home fleet locomotives.

31st – Easter Bunny Express Come along and let the children find those Easter Bunnies - and maybe an egg or two. A treat for all the family!

April

1st & 2nd & 7th to 9th - Easter Bunny Express Another chance to let the children find those Easter Bunnies - and maybe an egg or two. A treat for all the family!

3rd to 6th - Easter Vintage Festival At Quorn & Woodhouse station with gallopers, tractions engines and steam train rides 10th - Murder Mystery Dining - The Going is Fatal Has gambler, Newton Abbott finally placed the wrong bet?

16th - Real Ale Train Sample the local brews in a transport of delight 29th - Pullman Fine Dining with Live Jazz Culinary and musical entertainment par excellence in the luxury Pullman coaches 31st - Swap Meet (at Quorn & Woodhouse station) Another chance to grab that bargain

June

5th to 7th - 1940s Wartime Weekend Re-enactors, military vehicles, mock battles and steam trains as the GCR transforms itself into the 1940s.

13th & 14th - Woodford 50th Anniversary Commemoration Commemorating the closure of the GCR’s locomotive shed at Woodford Halse. Two 9Fs in steam!

GREAT CENTRAL RAILWAY

LOVATT HOUSE, 3 WHARNCLIFFE ROAD, LOUGHBOROUGH, LE11 1SL General Enquiries Telephone: Loughborough (01509) 632 323 Fax: Loughborough (01509) 632 366 Internet: www.gcrailway.co.uk email: booking_office@gcrailway.co.uk 2 l MainLine l Issue 162 l Spring 2015

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ISSUE 162 SPRING 2015 ISSN 0264-7028

MainLine From the Chairman Contents From the Chairman Editorial From the Managing Director Bridge to the Future Stations Report Carriage & Wagon Chronicle GCR Carriage Liveries The Quintinshill Disaster PWay Progress S&T Report In the Box Mountsorrel Branch GCR Class 2 No.567 Steam Locomotive News Restoration of No.78018 Winter Steam Gala The Railway Mission Diesel Locomotive News Full Steam Ahead at Greenacres Children in Need Loughborough Locomotive Shed The GCR and Beyer Peacock News from the Line Area Group News Through the Letterbox

4 6 7 9 15 28 34 35 38 40 41 42 44 47 55 57 60 61 66 68 71 75 84 91 93

Andy Fillingham, Chairman, Friends of the Great Central Main Line I am sure many of you will have read the sad news that the Snibston Discovery Museum, based in Coalville, just up the road from the GCR is to close in its current form. This forum is not the place to debate the rights and wrongs of the council’s decision, but it does bring home the fact that many organisations, like museums and indeed the GCR, more often than not, walk a financial tightrope. We continue to thrive due to the tremendous support from numerous organisations, individuals and, of course, the hardworking volunteers who work at all times and weathers to keep the GCR going and growing. However, please be in no doubt of the vital importance of every pound we earn or receive in donations – and correspondingly, every pound we can save. They really do count!

I am sure you will all join me in wishing the good people at Snibston well and hope the plans to develop a new, smaller mining museum which will focus on the story of coal, mining and the Coalville area, come to fruition.

Turning now to a happier theme, I really hope as many as possible of you managed to visit the Railway for at least one day of the tremendous recent Winter Steam Gala. The weather on the Friday was glorious, but I did have some initial worries for the event on the Saturday morning

FRONT COVER: Visiting Great Western Railway Power. No.1501 pilots No.7820 “Dinmore Manor” along the Great Central Railway main line on 1st February, 2015. MALCOLM RANIERI FRONT COVER INSET: No.7820 “Dinmore Manor” heads south from Quorn & Woodhouse on 30th January, 2015.

TREVOR FELTHAM MAIN PHOTO: Heading south at Woodthorpe on 30th January, 2015, No.7820 “Dinmore Manor”. MARTYN FISHER CENTRESPREAD: A heritage scene only possible on the Great Central Railway as visiting locomotives pass at Kinchley Lane on 30th January, 2015. PAUL BIGGS REAR COVER: Steam Drama at Loughborough as No.70013 “Oliver Cromwell” arrives on 13th December, 2014.

GRAHAM WIGNALL ©2015. Published on 1st March, 2015 by Friends of the Great Central Main Line, Lovatt House, 3 Wharncliffe Road, Loughborough, LE11 1SL www.gcrailway.co.uk/friends Printed in England by Berforts Information Press, Eynsham, OX29 4JB. Tel: 01865 882 588 4 l MainLine l Issue 162 l Spring 2015

when we arrived at Quorn & Woodhouse Station on the Ivatt 2, No.46521 in falling snow! However, the weather soon cleared and what a fantastic show! I think the highlight was during the twilight show later on the Saturday. Where else could you see a 9F locomotive backing a freight train into a layby siding, a Britannia Class express locomotive with a passenger train and a rather grubby 8F trundle through with a mineral train – all within minutes of each other?! Well done to all who helped organise and run such a superb event, yet again showing how well the GCR can do these shows!

Also, within this edition of Main Line, you will find a book of raffle tickets for the annual Spring Raffle this time in equal support of both the overhaul of West Country Class Pacific No.34039 “Boscastle” and the Bridge to the Future Appeal.

“Boscastle” was the very first main line steam locomotive to arrive at the GCR in January, 1973 and is currently undergoing a very extensive overhaul. Wouldn’t it be fantastic if the engine could be completed in time to haul the first train across the newly bridged Gap? There are some superb prizes on offer so please complete and return your tickets – you never know your luck!

Finally, within this issue, Tom Ingall gives an update of the Bridge to the Future Appeal. We are tantalisingly close to the million pound mark so to help get us over the line and for March only, we have Money Match March, where all donations to the appeal will be equally matched. So please, if your are considering making a donation to the appeal, no matter how small, now is the time! Work to construct the new bridge over the Midland Main Line will begin in spring so let’s ensure all the funding is in place by then.

Thank you to everyone for your continued support and here’s to a milestone year for our Railway!

Best wishes, Andy

The Quintinshill Disaster

Page 35

Winter Steam Gala

Page 57

Children in Need

Page 68

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MainLine is published quarterly on the first day of March, June, September and December Main Line promotes, reports and disseminates information on the past, present and future activities and plans of the Great Central Railway from Leicester North to Ruddington. It provides an informative, educational, entertaining medium and discussion forum on all related issues FOGCML: Members receive Main Line and ensure the continued development of the Great Central Railway.

Please encourage a friend to join.

MAGAZINE INFORMATION: Each quarter 5000 copies are distributed to members and sold to the general public at the Railway’s and Ian Allan shops.

EDITORIAL TEAM: Kay Binder, George Green, Nigel Smith and Dennis Wilcock EDITORIAL ADDRESS: North Cottage, Newton on Rawcliffe, Pickering, YO18 8QA. Tel: 01751 477 012 Email: dennis.wilcock@gmail.com ADVERTISING RATES: Advertisements on colour pages carry a 50% premium. Small advertisements are charged at 25p per word (minimum 20 words). Advertising space must be booked and paid for 2 months prior to publication. Orders, copy & artwork and cheques (payable to FOGCML) should be sent to the editorial address above.

SIZE PER ISSUE PER YEAR (4 ISSUES) Full Page £90.00 £324.00 Half Page £45.00 £162.00 Third Page £30.00 £108.00 Quarter Page £22.50 £81.00 ARTICLES, LETTERS AND PHOTOGRAPHS: The editors welcome items of relevance to the Great Central Railway. Articles should be in Word Format and submitted by email or on disc. Letters should be brief and include the membership number. The editors reserve the right to edit material for clarity and length. Digital images, in colour, should have a minimum file size of 1Mb. Individual photographs may be sent by email.

Multiple images should be sent on disc or via the ftp website www.wetransfer.com. Please include your name and caption details. Photographs may be used on the web sites or other publications of the FOGCML or any of the GCR companies. Photographers must comply with access restrictions on the GCR. If material is to be returned please enclose a SAE. COPY DATE FOR MAIN LINE No.163 27th April, 2015 The opinions and views expressed in Main Line are not to be interpreted as representing the views or policies of the editors, Friends of the Great Central Main Line or any other company associated with the Great Central Railway. No responsibility for the quality of goods or services provided by the advertisers in Main Line can be accepted by the editors or Friends of the Great Central Main Line.

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From the Editor Dennis Wilcock Welcome to the first issue of Main Line in 2015. The year promises to be of major significance for the Great Central Railway. The Bridge to the Future project will come to fruition and we will have the outcome of application to the Heritage Lottery Fund to support the construction of our museum at Leicester North.

For the bridge over the Midland Main Line the enormous amount of background work will come to fruition. Any frustration due to awaiting physical works will evaporate as, once on site, our contractors will complete the work in a very short time. It is important that the funding momentum continues as the more money we raise the more we can complete on the overall project to connect the two halves of our railway.

For the museum the outcome of our application will not be known until after the General Election in May. But work does not stop while we wait. On 16th February, 2015 the GCR, National Railway Museum and Leicester City Council will have presented the project to HLF assessors. We will have to keep everything crossed!

Other projects will also be delivered. The Mountsorrel Branch is projected to open at the beginning of July giving the GCR a further step up in its unique position in the heritage world – a double track main line with an operating branch line.

RVP’s Carriage Shed at Swithland Sidings will be connected to the GCR system and allow historic carriages to be better protected against the ravages of time. The resulting clearance of sidings will give a much better impression of the railway.

So back to the present. We have had a fantastically successful Santa season and a wonderful Winter Steam Gala. Both have broken records for visitor numbers and financial income.

I hope you will enjoy this issue of Main Line and continue to give your support to Friends and to the Great Central Railway. That way we can, in unison, move Forward.!

From the Managing Director of the GCR Bill Ford reveals the performance and plans of the Great Central Railway plc In Main Line No.161 we reported on the excellent Autumn Steam Gala held in October, 2014.

There are several very positive events that have taken place since then. The first was Halloween which again showed substantial growth, but of course not in the same context as the major events. This was followed almost immediately afterwards by Bonfire Night which for the fifth year running showed growth and signs of reaching full capacity. We were extremely lucky in that the weather was idyllic and the whole evening was a huge success. Following on we concluded the Santa operation which, as you have probably guessed was yet another record.

My thanks to everybody concerned for the tremendous amount of work which takes all departments to cooperate fully, not to mention the major staff input from both volunteers and paid staff. Running on two tracks causes many delights and not a few problems, particularly from the total operation side of the business.

After the hectic season which continues throughout the summer right through to the New Year there was no relaxation possible because the lead up to the Winter Steam Gala simply follows on and takes an enormous amount of planning work. I think people underestimate just how much effort and pre-planning goes into these events and there are simply too many people to thank individually so it really is an exercise in the spirit within the railway and the will to work together that makes all the difference. Needless to say, from the outside looking in, we get many positive comments especially as the business has doubled in the last seven years. However, from the inside it is a little more jaundiced as the complexity and difference in departmental requirements does cause frustrations and give Richard Patching, as General Manager, a number of headaches. Our theme remains to build a business where individual departments work more closely together and in harmony.

The Winter Steam Gala was the final event of the financial year and income for the week amounted to just over £99k, compared with last year’s record of £91.5k. This was achieved with one less engine (down from nine to eight) which saved a considerable amount of money on a third visiting engine. This adds to the bottom line margin. The lead up worry always remains the weather. It starts with the weekly long range forecast and the week before the gala we had really spring like weather; relatively cold, but with lots of sun. The following week the forecast looked grim and caused a lack of sleep as the weather started to deteriorate. I live in South Leicestershire, some 30 miles from the office and there was approximately three inches of snow on the ground at 05:45. It was therefore wise to take the route through Leicester. From home through to the centre of Leicester the roads were extremely bad. However, as we got to Birstall the snow had almost disappeared and by the time Loughborough was reached the sky was clear and there was only a light sprinkling of snow. As it turned out, Friday income was an improvement on the year before and whilst we had flurries of snow over the weekend it was just warm enough to melt as it landed thus achieving the end result of yet another record.

One of our constant problems is the cost of major events. Not only have the normal running costs with coal, water and insurance (to name but three), continued to rise but a major increase is due to the cost of transport. The costs for the gala on transport alone was just over £10k, due to all the additions that are being put the on movement of heavy goods where quite often we now have to pay the Police for convoy duties. Whilst our galas still top the list on income the margin is challenged and although the final figures are not yet to hand, we estimate that our margin will be in the region of £35k. We are very fortunate in having such a good team in the locomotive shed which allows us to be in a position to have up to eight engines available of our own based at GCR. The byproduct of this is that keeping the engines up to this standard costs a lot of money and means that we are unable to carry out as much contract work as we would wish to do and which is available.

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In my last report I forgot to congratulate Richard Brown on his marriage. So instead of having two marriages there have actually been three! Our editor will give more details on the proposal which hopefully you will find romantic and inspired. As with Caroline and Andrew we wish the bride and groom every happiness and sincerely hope that this coerces their partners onto the railway as has happened in the past. It is nice to see the growth in our family and what better way than by marriage! To add to these events on behalf of all concerned we welcome the addition of baby Connor James, who arrived on the evening of 6th February, 2015. Connor James is James and Jyoti’s McIntosh’s first baby and we must add an additional welcome as we welcome another recruit to our catering services!

It is too early yet to be able to comment on the year end financial results apart from our estimated turnover which cannot yet be confirmed. However, we do know that we have broken the income record yet again and really hope and expect it to be over £3 million. This has been achieved by almost every department progressing in both turnover and margin. Our problems continue with the cost of running the railway. We have addressed the difference between profit centres and cost centres and whilst we are happy with those areas that give us the possibility of making a margin the main ones of running a railway are cost centres over which we have little, or no, control. I try to explain that steam railways start off as a cost centre with no margin. To operate we have to put coal into the firebox which then becomes a cost centre. This is a fact of life. The way forward is to continue on our current route by developing the service that we give to customers. The other alternative is to reduce cost to an absolute minimum but this is really a very high risk alternative because the funds would not be there to pay the fixed overheads. The board have agreed the 2014/15 budget. It will be extremely difficult to return a profit although every effort is being made to restore the whole infrastructure to a high standard. Much has been achieved and we have already spent a great deal of money which has been donated to the railway to help us move forward.

In the last few articles I have reviewed the capital cost and explained some of the issues which we 8 l MainLine l Issue 162 l Spring 2015

have to surmount. To upgrade the track, continue to restore engines and carriages, restore canopies, staircases and develop café outlets has been hugely expensive and I can see no end to this continuing, at least for another two years. One example remains the condition of our carriages. It is not only the requirement to restore, but also the ability to keep the fleet running. I have mentioned that each coach, for a full restoration costs in excess of £100,000 and that totals £1.5 million for the three rakes essential to progress. To carry out the simple task of tamping required 800 tonnes of ballast and this was at a discounted price of £16.80 per tonne.

With the help of our suppliers we have managed to obtain several hundred tonnes free of charge.

The Bridge to the Future fund is still growing and stands in cash terms at over £750k. The new bridge will finally be ordered this week and we will be using the other two bridges for Railway Terrace and the lead up to the main bridge. We had a scare with badgers, but having paid £1200 to set up cameras for a month, it has been established that the badger sett is not in use. This could have caused a delay of several months during the mating season so is a big relief. We do have otter runs, bats and Japanese Knotweed, but these are not show stopping. Knotweed is as bad as blue asbestos but fortunately there are only three metres of it which has to be specially removed. There will soon be some progress on the ground for all to see and we wait with baited breath for this to happen.

We also have started work on planning for the canal bridge to be restored. A firm of bridge specialists estimated the cost of repair free of charge and we are awaiting a final figure, which will be well below that previously envisaged.

We filed our latest application with Heritage Lottery Fund, for the Museum at Leicester North, on 1st December, 2014 for £10 million. We will have had our meeting with the National Committee of HLF by the time this reaches you but will not know the outcome until May, after the General Election. It is our belief that the project is stronger than last time, which as you know, came very close to being chosen. We must remember however, that it is a lottery! As ever, on behalf of the Board and management, our thanks to you all for continuing to help make your railway a number one attraction and unique in every sense.

Bridgeto theFuture Beware people promising you pictures of bridges under construction. I'm starting this time on the back foot. Since my rash remarks last issue, fate (in the form of a potential furry friend) intervened. Tom Ingall reports....

When Main Line No.161 went to press in mid November, 2014 the construction schedule had orange jackets appearing at the site of the bridge in January. You may remember though, when planning consent was granted, one of the conditions stipulated the ecology survey from 2012 be refreshed. In late November that work was completed and the report highlighted a number of issues, none of which pose a threat to the project but that still require attention. Chief among these? Right where the northern abutment of the bridge will be built was a badger sett! At this time of year, to close one you must demonstrate it hasn't been used for a 28 day period. This meant commissioning yet further work to monitor the sett. In mid December, 2014 a small motion triggered camera, was installed on site. A month later and fortunately no badgers had been seen fortunate, because if they had, the project would have been delayed by months while a licence was obtained to close the sett. In the end we were able to put nets over it in late January as soon as the monitoring period came to an end.

However, it still pushed back the construction and the camera survey cost one thousand pounds plus VAT! It's a good example of how unexpected costs arise and timescales change on infrastructure projects despite good intentions.

In the meantime Network Rail and FJD Consulting (who are guiding the GCR through

the project) haven't been idle. With the three contractors who will build the bridge appointed, agreement has been reached about how the construction team will access the site. On the south side they will go around the Preci Spark building and along the Midland Main Line fence.

On the north side the current track to the paddock owned by GCR(N) will be improved.

Once the access has been made, some spoil from the surviving embankment on the north side will be removed, allowing the machine which will bore the piles to get to work. These will be between 600mm and 900mm in diameter, reaching a depth of between 10 and 17 metres.The abutments will be precast off site and will be installed once the ground work is complete, with the bridge deck itself being craned in, close to the end of what is expected to be a six month programme. There are some remaining administrative and legal issues to resolve, but nothing that is now expected to impede progress.

At the start of the appeal in 2013, I wrote about seizing the opportunity presented to us and that sharper minds than mine would find the answers to the operational challenges ahead. In January, 2015 a team from the GCR met with counterparts from the GCR(N) to continue that job. A design for the alignment for the whole of the reunification route has been arrived at, with vital input coming from our in house experts on track and signalling design and train operations.

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Bridgeto theFuture In the short / medium term (before a future northbound double track scheme materialises - for details see Main Line No.243!) as the single line heads towards Nottingham, it will cross the Midland Main Line bridge and then gently slew to take the west side span of the A60 bridge. The incoming chord line from Network Rail will continue to use the east span as it does now. Thus there will effectively be two single lines running side by side for a short distance (though, pleasingly it will look like double track.)

This will allow an incoming train from the national network to climb the chord and come to a stand on a relatively level grade should its progress towards East Leake by prevented by a southbound train already occupying the section ahead. Thus the A60 bridge needs to be repaired and refurbished.

To put the previous paragraph another way, the answers are being found! Likeminded people are finding joined up ways to work. Speaking of which, congratulations to Alan Kemp and Phil Stanway of GCR(N) who scored a major publicity coup, getting the project featured in the Nottingham Evening Post, with a commensurate boost to the appeal.

There's a chance for more publicity shortly, as drill rigs move onto the site of the embankment to check the ground conditions.

Reunification is a project which (finance permitting) you’ll be reading about for some years to come. One of the many comments I receive from people donating is their absolute conviction of the positive economic impact it will have. We can go further. Why not let bricks,

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mortar and rails be an educational facility? It’s not often your average market town sees 500 metres of railway reappear. We’ve teamed up with Woodbrook Vale, Charnwood College and Limehurst schools to raise awareness of the different skills required to build a new railway connection. The eight week programme will take groups of students through the process of conducting ecological and geological surveys, obtaining planning consent, designing and building embankments and bridges and calculating the cost of the whole project. Then students will design and build a model of a bridge based on the specifications for the actual bridge which will cross the Midland Main Line railway.

Naturally enough these disciplines require skills in Science, Technology, Engineering and Maths (STEM) subjects. Engaging with the community in this way can only lead to good things; encouraging future volunteers, energising the local community and potentially opening funding doors. As we seek to go forward we’ll need all of that.

For now, more than ever energising progress is being made. Soon, that will become physical progress on the bridge. When that happens, Main Line will ensure you have a front row seat, wherever you are in the world!

MONEY MATCH MARCH

Bridgeto theFuture

You have raised an incredible £750,000 towards our one million pound target. Three quarters of the mountain has been climbed – now together let’s finish the job!

Here is great opportunity for us to push the Bridge to the Future Appeal total up. We have been offered the chance to match any donation made between 1st March and Good Friday, 3rd April, 2015 pound for pound, up to a value of £50,000. If you’ve been holding back, now is the time to go for a donation! Likewise, if you’ve donated already, but can spare another £10 or £20, this is a chance to double the impact your gift makes.

Assuming you can make the Gift Aid declaration, we can even claim the additional 25% from the government on your donation – and on the match funding too. So if you give £10 and have made the Gift Aid declaration, it will become £10 + £2.50, matched by £10 plus £2.50. In other words a whopping £25!

This applies to any donation made by post or online (not on purchases of DVDs or other merchandise sales or on Friends raffle ticket sales) BUT ONLY ON THOSE WE RECEIVE BETWEEN 1st MARCH and GOOD FRIDAY 3rd APRIL, 2015 and only up to £50,000.

Total success will mean we can report back here in the next Main Line or Friends newsletter, with the appeal total boosted by £100,000. Can you help?

Heres how to give...

Write a cheque made payable to “The David Clarke Railway Trust” and send it to, Bridge Appeal, Lovatt House, 3 Wharncliffe Road, Loughborough, LE11 1SL. Enclose an appeal form - the one in this issue is fine - but please make a fresh Gift Aid declaration if you can.

Alternatively appeal forms can be downloaded from www.gcrailway.co.uk/unify Alternatively, make a gift online at www.gcrailway.co.uk/unify using a credit or debit card. Don’t forget to make the Gift Aid declaration if you can.

£1m £950,000 £900,000 £850,000 £800,000

£750,000 £700,000 £650,000 £600,000 £550,000

£500,000 £450,000 £400,000 £350,000 £300,000

£250,000 £200,000 £150,000 £100,000 £50,000

£0

Renewing your membership? You can also choose to add a donation at the same time. Donations made this way during March, 2015 will also eligible for the Money Match.

Together, the UK preservation movement is making the Bridge to the Future happen. At the risk of being cheeky, if you have won the Euromillions, we can greatly accelerate reunification too. Thank you!

For more information head to www.gcrailway.co.uk/unify/

Bridgeto theFuture Merchandise!

Ticking off the days on your Bridge appeal calendar? Finished watching the Autumn Gala DVD? What else can we sell you for a good cause...?

Tom Ingall lays out the stall.

Here's Here’s a tip. Selling a DVD in the run up to Christmas really focusses the mind. With so much else going on, suddenly having 200 envelopes land on your doorstep as well, forces you to be very organised. In short the Autumn Gala DVD is a surefire hit. At the time of writing almost all of the initial 400 copies have sold. With Friends sponsoring the costs and the price of £20, almost £8,000 has been raised towards the bridge fund. Haven't got yours yet? We are duplicating more - they'll be available by (a) filling in the form in the last Main Line, or (b) sending an email to tom.ingall@grailway.co.uk or (c) dropping into the Loughborough Central emporium (stocks permitting).

There are just a handful of 2013 Swithland Gala DVDs still available. This features the gala (including the blue liveried King) and a feature about the Mountsorrel branch line. When these are gone, they are gone. To clear, the remaining stock is a steal at £10 each. Order as above.

Thank you so much for the kind comments and good feedback on the DVD. Will we do another one? Initial discussions have taken place...

Unsurprisingly, the stunning night steam calendar sold out completely. Of course, we won't be printing anymore 2015 calendars, but thanks to the generosity of photographer Andrew Rapacz and with the continued support of Friends, there will be a 2016 edition! Its likely to go on sale around September, so watch Main Line for details.

Bridgeto theFuture

One new product is the excellent Mortons Media Book - a - zine. Written by Heritage Railway editor Robin Jones, it is packed full of history, photographs and features all about the Great Central Railway. It costs £6.99 and if you buy one, via an email to tom.ingall@gcrailway.co.uk at least £2.70 of the cover price will go to the appeal. Our initial stock quickly flew out the door, more have been ordered! This is not available in the GCR shop.

As the reunification project continues we'll always be looking for new products we can sell to help raise the rest of the outstanding (and considerable) sum required AFTER the bridge. In the meantime, your donations to Money Match March are of course still welcome - and Euromillions winners... Even the smallest slice of your happy day would make a huge difference to us. Please. And thank you.

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Stations Report Busy times at Leicester North on 11th January, 2015 No.46521 having arrived with its train from Loughborough Central. PETER HOLMES

We also would like to welcome our newest volunteer, Nicholas (Nick) Mellor who brings in some more young blood into the Happy Gang and whom, we hope, will enjoy working here.

Leicester North Brian Rowe

Here we go again! How quickly the months seem to pass! I think the best thing to do with this report is to commence by reflecting on the year that has now receded into history.

Overall, it appears year 2014 was, once again, a very good year for our station, with our Senior Booking Clerk, Paul Edeson, saying, “Ticket receipts showed an increase of 27% over the year and Buffet receipts an excellent 53% increase over the same period. Ticketing percentages do not include on-line bookings; the ticketing increase being mainly due to having a good Booking Office team who managed to cover most of the operating days. So thanks are due to Geoff Manchester, Stuart Riley and our newest member, Bill Woolley for all their hard work over 2014. Now for 2015!” He adds, “The Buffet staff of Jean Manchester and Phyllis Hyde also deserve a loud round of applause for producing such a good result over the year.”

Our maintenance team leader, Mike Dunk, adds, “Most of the regular Wednesday maintenance team have a rest period at this time of the year as very little work can be carried out.

Two of the team still keep a check on the station and surrounding area with regular litter-picks, preparing wood for the Waiting Room fire and platform sweeping as and when necessary. Three of our best platform seats have been repositioned under the station canopy, allowing us to give the woodwork a coat of paint and thus allowing our visitors and passengers a sit down under cover. Another two of our seats are so rotten that they will need to be replaced.

Fortunately, Leicester City Council have kindly given us three seats that they no longer require.

These seats have good metal frames which are

Leicester North’s latest volunteer Nicholas Mellor. BRIAN ROWE MainLine l Issue 162 l Spring 2015 l 15

being painted but the woodwork will need to be replaced. This work should be finished by early spring. Fortunately, the design of these seats is very practical and should result in little maintenance in the future.

Two recent improvements in the station area are:the replacement of modern LED lights along the public footpath opposite the station and a very good job has been made of cutting-back the growth on the embankment at the end of the platform towards Rothley. Thanks go to Mick Orme on the Permanent Way Gang.

We are still on the look-out for a dedicated painter to join the team, so, if you are free on a Wednesday and could spare a few hours, you would be made very welcome as there is plenty of work to do.”

Rothley Colin Dean, Stationmaster As I sit down to write this report we’ve just finished the Winter Steam Gala on the coldest weekend of the winter so far. At Rothley station it was a successful weekend with takings up on

BRICKYARD MODELS <MODEL RAILWAYS> <BOUGHT AND SOLD> RESPRAYS AND RENUMBERING, LOCOS, COACHES, WAGONS WEATHERING REPAIRS AND SPARES Tel: 01636 689 963 Mobile: 07967 956 683 roger.garrett2@virginmedia.com

*We also stock a Wide Range of Tractors and Farm Implements* the same event last year and everyone, visitors and staff, having a good time and I hope that is reflected at all the other stations as well. The gala was a good example of lots of people from all over the railway working together to put on a really great show.

Whilst talking about takings, it is good to report that takings at Rothley were up slightly last year which I think is a good result especially as the railway is selling more online e-tickets now as well. Let’s hope this trend continues in 2015!

During the Santa Specials in December, 2014 we’re able to catch up with a few jobs whilst the station is closed to visitors. This year we managed to get the Booking Office floor re-vanished which is an annual task and also finally resolved a problematic water leak with the hot water supply in the ladies toilets and the Tea Room.

Andrew Morley assists with snow clearance at Rothley on 27th December, 2014. GRAHAM WIGNALL

16 l MainLine l Issue 162 l Spring 2015

Emporium Express No.4

Beannie hats! Two versions are available. Debbie Ford and Adrian Chambers model them for us.

Both these hats are limited editions and are available from the Emporium @ £10.00 each

It is now 40 years since the Emporium started business. In 1975 Len Barnes started it and had a collapsible table in the Loughborough Central Refreshment Room selling tea cosies, knitted hats and a few magazines. Average takings were £3.50 a week! Over the years sales increased and Len moved the operation to its present location. At that time, the Emporium had two entrances, on Platform Nos.1 and 2. The room was quite derelict and was fitted out with homemade shelving and old bookcases scrounged off members.

1978 was the year a turnover of £1000 was achieved. Nowadays, this is often a weekly turnover and on occasions a daily turnover. Through the ‘80s and ‘90s business increased due to the developing railway and donations of books and railwayana from members.

Len passed away in 1996 and Peter Scott, Don Newbold and I ran the shop. We used to sell books on a 10-20% commission basis and this was very successful at the time. This practice has now stopped and all turnover is profit for the GCR. Through the early part of this century we increased sales to £20k plus and benefited from a major refit in 2008/9. Thank you Bill Ford for your foresight in funding this. As you see from articles following, we are now really rocking and rolling.

The history of the preserved GCR can be tracked through Main Line and we have a full set from No.1 through to No.161 for sale at the bargain price of £150.00. Just contact the Emporium for further details.

This issue presented by Robin Key Contact the emporium on 01509 632 322 or email emporium@gcrailway.co.uk A wintry scene at Rothley on 28th December, 2014 as No.70013 “Oliver Cromwell” departs for Leicester North operating one of the post Christmas services.

GRAHAM WIGNALL

MainLine l Issue 162 l Spring 2015 l 17

Quorn & Woodhouse station plays host to D8098 as it shunts some Windcutter wagons on 18th January, 2015. MALCOLM RANIERI

The new litter bins, manufactured by Mike Townsend, are now complete and have been painted by the Thursday (maintenance) gang.

These are a big improvement on the old ones and will hopefully last us for many years.

Several of the platform benches are in the process of having boards replaced. This seems to be one of those never ending jobs; there always seems to be one that needs some sort of repair or re-paint. Similarly, several of the sack barrows have been re-painted and hopefully we’ll get those signs written in the coming weeks in GCR style.

Some of the posters around the station have been replaced in the last few weeks. This is one of those jobs that really sets the station off. Thanks to Andrew Morley for sorting these out.

Regular visitors will know we have a reputation of selling a great selection of homemade cakes within our little station Tea Room. In the last few weeks, we have been working with the local council in order to ensure we comply with new food labelling guidelines and enable us to continue to sell cakes. This is almost resolved now and you’ll be happy to know normal service will continue. Thanks to all our Tea Room volunteers for the great job they do in keeping us all fed and watered. We’re always on the look out for new helpers in the Tea Room, so if you think this is something you’d like to get involved with please get in touch. We have some people who do half days and some who do full days. Some people work on their own and some work as pairs so we can fit most people’s requirements!

2015 marks quite a milestone in the history of Rothley Station as in September it will be 40 years since trains returned to Rothley. In the next 18 l MainLine l Issue 162 l Spring 2015

magazine we’ll hopefully be able to reflect on the last 40 years!

Quorn & Woodhouse Richard Bruce, Senior Stationmaster The combination of dry and clear weather with little wind on 5th November last, brought visitors in record numbers to another highly successful Bonfire Night at Quorn & Woodhouse with one of the best firework displays we have ever had at the annual event. Good levels of staffing, trains very nearly to time and pre-bookable disabled parking all helped, of course. Plans are already being prepared for this November, with improved crowd control and a bigger viewing area high on our list of priorities in anticipation that visitor numbers will continue to grow.

After November, the next big event was the Winter Steam Gala at the end of January, 2015; another weekend which went well (and where our little station was the focus of activity) and which drew much acclaim from visitors for the presentation of the station, the variety of trains and the operation of a complex double-track timetable which only the GCR can achieve.

Please don’t think that things have been quiet at the station between these major crowd-pullers.

Much has gone on behind the scenes with many repair and painting jobs being undertaken. The entrance gates and fence have now been

Leicestershire Area Group - Members Evenings Come along and enjoy an excellent series of presentations on railways The final Meeting of the 2014-2015 Season is as follows:

Friday 13th March – A selection of films showing the contrasting fortunes of railway lines; the S&D, Woodhead, the Waverley Route, Cumbrian Coast, East Yorkshire and Whitby-Scarborough, introduced by Les Henshaw.

All meetings are held at St. Bartholomews Church Hall, Church Lane, Quorn, near Loughborough, LE12 8DP commencing at 7.30pm on the Second Friday of the month from September to March inclusive Refreshments should be available during the interval. Admission is free, although a collection is held to defray costs. Any surplus is used to fund various projects on the GCR

For further information contact John Calton on 0116 267 6909, Keith Satterly on 0116 253 0990 or Peter Hack on 01509 261 094

Everyone is welcome

completed in station colours and during the Santa period when trains didn’t stop, we re-painted parts of the NAAFI and Porters’ Room lobby which showed signs of damp. Platform tarmac has been repaired with cold tar in a number of places to prevent trip hazards, brambles on the embankment have been attacked, store rooms have been cleared out and the Gents’ door frame

has been repaired. Importantly, we have also swept the chimneys – an important task given that our three coal fires are much appreciated by waiting passengers in the depths of winter.

By the time you read this, urgent repairs to timbers inside the Booking Office roof-space should have been completed. In the coming months, we have another wartime attraction planned for the site but I can’t give you any details here – walls have ears, you know!

Loughborough Central David Putt Back in the depths of time (2008 to be exact) serious damage was inflicted on the two refreshment room doors and frames and the kitchen door during a burglary. The intruder clearly came armed with a crowbar of some description (probably because he knew the strong hardwood doors would put up a considerable show of resistance!). Entry to the room was gained via the kitchen after causing considerable damage to the door. A temporary replacement door was fitted while the late Michael North spent many days repairing the original door to his usual high standard. That’s where the job stopped!

Considerable repairs were required to the frames Andy Noon after a session of chimney sweeping at Quorn & Woodhouse station. STEVE GUILLON MainLine l Issue 162 l Spring 2015 l 19

On 27th December, 2014 the Class 101 DMU awaits departure time under Loughborough’s restored canopy. MALCOLM RANEIRI

of all three doors but this could not be carried out when the Buffet was open on a Sunday. With Eric and Brian being available on Mondays, the job has at last progressed.

Just a few small pieces of wood needed to be let into the frame of the Platform No.2 door to affect repairs before both frame and door were stripped to bare wood and painted. The kitchen was next with several large pieces of wood needing to be patched into the frame and then the doors were exchanged. As was to be expected, Michael’s repairs were inch perfect and the door fitted like a glove!

The biggest challenge was with the poor old door on Platform No.1. This door had been all but destroyed in the late 1960s when it had been battered open to gain access to the otherwise secure room (the still operating railway had

unmanned stations at this time). It had been repaired by the late Arthur Hutt in his shed on the opposite side of town.

The repaired door now consisted of an old top section joined to an old bottom section by a new centre section! Our 2008 visitor used his crowbar in a failed attempt to gain entry (by this door at least) but both door and frame received yet more damage. The latest door repair has involved replacing many new lengths of beading around the panels. Damage to the frame was even more extensive. No less than nine pieces of timber were let into the frame to affect a perfect repair. Prior to completing the repairs, the door was stripped to bare wood. This was the last of eleven doors painted brown (Oxford livery) for the filming of Shadowlands in May, 1993 to be completely stripped. The problems of painting on top of this surface has finally been eliminated. Even though the final gloss finish has still to be applied, considering all they have experienced in the last 45 years, door and frame now look respectable!

The report in the last issue covered the attention being given to three enamel signs prior to fitting them to the Gents’ exterior walls. This work has now been completed and the signs fitted. The

Northants Area Group - Members Evenings Join us for our final meeting of the 2014-2015 Season

4th

Wednesday March - Tom Ingall (first half) All the latest news on the biggest project in preservation.

- John Brooks (second half) A selection of slides covering the 1960s period to early preservation.

All our events are on the first Wednesday of each month starting at 7.30pm at the Weston Favell Parish Hall, Booth Lane South, Northampton, NN3 3EP All are welcome so bring your friends and family and help make this a success.

Refreshments will be available

For more information contact Tony Hemmings on 01536 514 341 20 l MainLine l Issue 162 l Spring 2015

Lyons Tea sign from the Gents’ north wall has been removed for similar treatment.

Some rather unsightly power sockets have had to be installed for charging the batteries on the catering vehicles. Some boxes have been made to mask these as much as possible.

As part of what is probably going to be a long and expensive road to restore the telephone box to 1950s condition, both the interior and exterior have been painted. The search for period fittings is underway.

Finally, a new volunteer (but an old friend) Malcolm Foster, has started to laboriously clean and varnish the General Waiting Room floor. As fast as he cleans it, dirty feet march all over it!

Emporium, Loughborough Central - Chris Shilliam and Peter Scott, Joint Managers In the railway press over the last few months concerns have been raised about the ageing of volunteers in the heritage railway sector and the lack of young blood coming through. Maybe this does not apply to the GCR in some areas but in the Emporium we have a team of 13 and the average age is 68! Good job we are all young at heart!

We desperately need a person who is proficient with ebay to join our team.

There must be a person reading this that can photograph items, place them on ebay, monitor sales and check PayPal payments. Are you that person? Please contact me on 0776 8383 379 email chris.shilliam@btinternet. com or pop in to the shop.

This financial year has been the best in the history of the Emporium; donations have been superb and our loyal customers have been very supportive.

Chris Shilliam Emporium Sales, February 2014 to January, 2015.

Unbelievable! Yet “Truth is stranger than fiction” and this year’s Emporium Sales underline that fact. In Main Line No.161, I revealed a new record year of over £40,000 was here but that £50,000 sounded much better! So it did and before the Winter Steam Gala, not only had this already been achieved, but we were, I thought, just £2,500 short of an even greater landmark. In fact, we were much closer as I had missed out a cheque given earlier that month for which we are most grateful. So that was our gala target. I’m delighted to report that nearly £2,700 was taken that weekend. This means that this year's total Emporium sales: cash sent directly to the Booking Office, Gift Aid sales and Gift Aid relief (some already received - the rest expected soon), the sales of 2015 Calendars, DVDs sold on behalf of The Bridge Fund and the generous donations which have been given directly to this fund via our red collection box have all resulted in the startling sum of over £60,000 being raised for the Great Central Railway via the Emporium. Thanks to all who have given, bought, visited or relayed details of goods on display to friends who later bought that item. It all helped to raise that

Loughborough Central under a blanket of snow as No.46521 departs on 27th December, 2014.

MICHAEL SUTTON MainLine l Issue 162 l Spring 2015 l 21

amazing amount just for the Great Central Railway. We don’t sell on behalf of others. All cash raised from sales go to the GCR. This last quarter saw £5,300 raised in November, 2014, £2,250 in December and well over £4,000 in January, 2015. Chris and I thank again all donors, purchasers and our team. It's your invaluable support, combined with the Emporium Team's continual hard work, which has helped, and we hope will continue to help, the GCR to generate enough funds to Develop, Improve, Restore and Expand. That’s the DIRE aim of the Emporium Team this year! Do help us to achieve this. We don’t expect to repeat this year’s incredible result, but £100,000 in 2 years?

Peter Scott, Joint Manager.

Museum, Loughborough Central Mike Priestley and Stephen Shaw In November, 2014 Doreen Webb, the widow of retired Driver Donald Webb, visited the GCR with members of her family to view the “train approaching” signalbox bells which she had kindly donated, in their new home in the museum.

The bells, from the signalboxes at Market Rasen and Holton-le-Moor, had been bought by Donald from British Rail for £5.00 and £42.50 in April and September, 1981 respectively, showing somewhat rapid inflation over the five month period. They had both been painted black but, painstakingly, Donald removed the layers of paint and restored them to their original condition.

They have now been mounted above the fireplace in the museum. A plaque explaining their connection with the GCR and commemorating Donald Webb himself, who spent his working life based at Lincoln Motive Power Depot, has been placed below the bells. It is visible to Doreen’s right and next to the window in the picture. We would like to record our thanks to Mrs Webb for the donation of the bells and we are pleased to be able to accompany them with the story of a professional railwayman who devoted his working life to the former GCR and LNER lines in the Lincoln area.

Mrs Doreen Webb stands below the signalbox bells in the Museum at Loughborough Central.

STEPHEN SHAW 22 l MainLine l Issue 162 l Spring 2015

The origin of the bells was at first a bit of a mystery as neither has any inscriptions or marks that might otherwise have been used to identify them. The Market Rasen bell is slightly larger than the Holton-le-Moor example, measuring 21 cm in height and with a diameter of 27 cm, whereas the Holton-le-Moor bell is 19 cm x 24 cm. Both are fixed to heavy, cast iron frames.

We presumed that bells such as these would have been rung manually by the signalman (they have chains and pulls attached for that purpose) to warn potential train passengers standing on the adjacent station platforms as well as any permanent way workers and other railway employees in the vicinity, of the imminent arrival of a train.

However, it seemed that relatively few signalboxes had bells like those found at these two locations. Conventionally, we thought, bells that were designed to be audible outside a box would be large disc-shaped versions and would be connected to the electric telegraph system.

These particular bells, however, are similar in design to those carried by all American steam locomotives after about 1840. Those bells sat in a cradle, either above the buffer beam, on top of the boiler, or, if overhead clearance was likely to

LMS 8F No.8274 arrives at Rushcliffe Halt on the GCR(N) section on 27th December, 2014.

JOHN BAGSHAW

be an issue, below the chimney and at the top of the smokebox door.

Anecdotally, there was a belief in some quarters, which Doreen Webb had been made aware of, that these two bells were originally themselves from American steam locomotives. Mike Priestley, who has been researching the question, found no support for this view in George Dow’s Great Central, nor during investigations elsewhere. Donald Webb’s daughter, Ruth, made some further enquiries on our behalf about their provenance from those who had known and worked with him at Lincoln but to no avail.

Officers of the Great Central Railway Society were not able to confirm the story either.

Another possibility that was mooted by at least one correspondent was that some of the other more rural signalboxes in Eastern England had had similar bells fitted as standard practice. It seemed possible, therefore, that it was a practice associated with the GCR’s predecessor, the Manchester, Sheffield and Lincolnshire Railway.

During his researches, Mike found that the National Railway Museum has an example of a similar bell which comes from Dunford Bridge Halt Signalbox on the former MS&LR Woodhead route. At 23cm x 23cm, it is comparable in size to the examples now in our museum and like our bells it also gives nothing away in terms of markings or any other clues at all as to provenance.

The question was finally settled for us by NRM Curator Russell Hollowood who, most helpfully,

pointed us towards the information we were looking for.

It appears that train approaching bells were generally in use and not company specific. They were usually worked by a treadle activated in the signalbox in rear of the station, calling staff to be in place when a train arrived (thus aiding speedy dispatch) and calling passengers or those using the crossing to act accordingly.

Electric repeating bells were also supplied to some rural stations where signalmen also acted as shunters, porters etc. These would repeat the bell signals of the block telegraph and effectively call the signalman back to his post. We learnt that both types of bell are described in Modern Railway Signalling (Tweedle and Lascelles, 1925) and Railway Signal Engineering (L P Lewis, 1912).

Nottingham Society of Model and Experimental Engineers Mike Firth Events Although the winter period is traditionally a time for maintenance and general inactivity, we are increasingly finding ways of extending our running season from March to the New Year.

As well as running in support of the GCR(N) Santa Specials, on 13th December, 2014 we held our second pre-Christmas visitors’ rally with friends from other societies who just don’t want the running season to finish. We had six locomotives on the ground level track, including a Garter Blue A4 and a ride-in Deltic, together with nine engines on the 5” gauge track and another nine on the Gauge 1 layout. We were blessed with fine frosty weather enhancing the steam locomotive performances and for the second year running, a visitor videoed the event and posted it on YouTube. Search for ‘Christmas running at Ruddington’ in YouTube to view the MainLine l Issue 162 l Spring 2015 l 23

2014 and 2015 events. In the meantime, 12th December has been pencilled in for our 2015 event.

With GCR(N) running the visiting LMS 8F No.8274 between Christmas and New Year, the opportunity was taken to give NSMEE members a break from the Christmas festivities on 27th December, 2014 with the hire of one of the coaches on the 3pm departure to Loughborough Junction. Despite the heavy snowfalls on Boxing Day, more than 40 members turned out and enjoyed tea and cakes in the Clubroom before setting off on a journey through the seasonally snow-covered countryside to Loughborough and back.

Projects Our two ongoing projects (the storage container and development of Parkgate) have both reached a similar stage where there are no apparent signs of progress but a significant amount of work is taking place in the background, manufacturing track and point components. Two different approaches are being used in the manufacture of points.

The storage container access and sidings are out of sight and off the main line so to reduce cost and manufacturing time, we are using flat steel bar instead of traditional rail. A number of sidings and approach roads are required and, due to space constraints, two single-slip points are required. The first single-slip was manufactured on a template mounted on a board in the container with the steel bar welded to steel sleepers and components shaped with an angle grinder. The straight track panels have also been constructed using welded steel sleepers.

Parkgate track panels and points are being manufactured using traditionally profiled steel rail sections mounted on wooden sleepers using our own-manufactured plated steel rail chairs.

We have just completed the manufacture of approximately 1500 rail chairs in a two stage Above: In the NSMEE container, Peter Rimmell constructing the single-slips from steel bar.

Below: Derek Matthews and John Hewitt punching out rail chairs on the fly press.

BOTH MIKE FIRTH 24 l MainLine l Issue 162 l Spring 2015

process using a fly-press, two special press tools manufactured by John Hewitt, and a large dose of brute-force from a team of three members.

Significant space constraints have also determined the track layout at Parkgate and, in addition to a number of traditional points, we also need to construct a double-slip point to make the most of the available space. A different technique is being used for the manufacture of the doubleslip using standard profile rail section. The point has been drawn in CAD by John Lopez to make sure we get the geometry right and to determine the precise lengths and angles of the different component parts. Once satisfied that everything fits properly, the finished point drawing can be broken down into each of the different component parts that can then be manufactured and machined independently. Final assembly will, therefore, be just like putting together a model railway point from a kit of pre-prepared parts – at least, that is the theory, and if it all goes together in practice we hope to be reporting back in the next edition of Main Line.

MainLine l Issue 162 l Spring 2015 l 25

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26 l MainLine l Issue 162 l Spring 2015

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For our latest subscription deals visit www.hornbymagazine.com MainLine l Issue 162 l Spring 2015 l 27

Carriage & Wagon Chronicle In the workshop: TSO 4830 – The vehicle is in the paint shop. It's now almost fully glazed whilst further work on the inside continues.

TSO 4948 – This TSO has received its new bogies post Santa service and a ride out at the gala has seen things settle out.

Steam heat repairs have also been done.

SK 24421 – The SK continues to receive internal repairs.

RBR 1649 - The internal work is ongoing.

Carriage and Wagon apprentices Patrick Newborough (left) and Simeon Kewell joined the GCR at the end of 2014. We wish them every success with their training. DENNIS WILCOCK

Rothley Carriage Works Chris Lang I am writing this whilst riding on the Western Region set at the Winter Steam Gala.

On its first outing, the set has been riding well and has received some nice compliments from the visitors. As usual however, there have been some teething issues identified mostly with the complicated unit RBR1962. The set has been returned to Rothley for these issues to be sorted out.

We have two new apprentices, Simeon Kewell and Patrick Newborough, joining the Carriage and Wagon team. They are keen and interested in learning the skills required to restore the carriages and will be attending Loughborough College as part of their training programme.

Beyond the Windcutter wagon BR Mk1 carriage SK 24421 continues to receive attention in the Carriage Works at Rothley.

DENNIS WILCOCK 28 l MainLine l Issue 162 l Spring 2015

RBR 1962 – Part of the Western Region set, gas system checks on this coach and a final pass has allowed it to play a small part in the Winter Steam Gala. A new fridge compressor should be fitted soon. Quite a few faults have been found on the gala test day and these will be attended to.

999503 - The Arrowvale Belle looked smart I'm sure to the casual observer but those who know the vehicle well would have said this wasn't going to be easy repair. It's proving the case: new wiring, new ceilings, new walls, re-upholstery work - the list goes on........

Restoration of RBR 1695 is taking place at Loughborough.

DENNIS WILCOCK

undergo essential maintenance.

VC 70 – The Verandah Coach arrived at Rothley along with 999503. Work has been carried out but there are other priorities ahead of it.

The team have also assisted with a couple of RVP projects.

Railway Vehicle Preservations Brian Hallett Buffet Car 24278 The most active of our vehicles over the last twelve months; this vehicle remains available for traffic and has seen extensive use during the Santa season. Planned maintenance for this vehicle which was to have included replacing the water tanks and a roof repaint, have been put on hold pending manpower and space in the workshop.

Beavertail® Car 1719E The Beavertail® remains available for traffic and has seen regular hire during the period, including a party during the recent Winter Steam Gala. The hire of this vehicle, and that of 24278, provides both the GCR and RVP with an income so if you would like to hire either vehicle please contact the GCR office for more details.

Tourist Third Open 23981 As I write these notes, it is safe to say that progress is now being made on this vehicle and that renovation work is clear to see.

The body has been fully raised to allow the top of the chassis to be renovated. This is not possible with the coach body in its normal position. To raise the body all the bolts holding the body to the chassis have been removed followed by large wooden wedges being inserted to gradually raise the body without causing too much stress to the framework.

The vehicle has also entered the workshop at Rothley and has been placed on the jacks to allow the bogies to be removed for refurbishment. Both bogies have been stripped down to their component parts and refurbishment is underway.

Parts of the underframe are also being reinstated, including items such as the bottom piston castings.

A start has been made on constructing new battery boxes.

Pigeon Van 4050 Our teak brake remains in traffic and is available to cover for other brake vehicles on the railway while they TTO 23981 on the lifting jacks on 31st January, 2015 to allow renovation to continue. DENNIS WILCOCK MainLine l Issue 162 l Spring 2015 l 29

RVP’s Pigeon Van 4149 partially stripped on 31st January, 2015.

DENNIS WILCOCK

represents a very large area, somewhere around 1200 square feet of sheet metal.

Sorter E70294E The LNER Sorter remains in traffic for limited use in the TPO set.

Stowage E70268E The partner to the LNER Sorter is currently stopped with a faulty vacuum cylinder.

Pigeon Van 4149 The second pigeon van in our collection although this one was used during the Second World War as an ambulance coach. The funding for this vehicle’s renovation has now been released which has meant that work can progress and, just like 23981 above, progress is clear to see.

A start has been made on stripping the roof and repairs are being undertaken as necessary. Where possible, we like to reuse the original materials, only replacing those that are rotten as the original material is well seasoned unlike new material which will take time to season. Any new material used has to be carefully stored for a period of time to allow for any shrinkage to take place.

The external cladding is being removed to reveal the state of the internal body members. Any timbers that need replacing will be tackled as a matter of course. As part of this process, the top lights and internal wiring are also being removed and the top lights are being inspected to ensure they are in a suitable condition for re-use. To remove the sheeting, all of the screws that hold the steelwork to the coach also have to be removed and when you consider the age of the screws, most take some effort to get out as they have swelled and rusted over the years. Once removed, the holes then need to be filled.

The replacement steel for the external cladding is about to be ordered. When you consider that most of the coach sides are made of steel, with only the small windows at the top of the coach, this 30 l MainLine l Issue 162 l Spring 2015

TPO Section Report Mick Yates, TPO Train Manager After the trials and tribulations in getting the TPO set operational for the October gala, things settled down to something closer to normality.

Stowage van 80438 was requested for use on the Santa Specials and prior to this happening it required emptying; the contents mostly consisting of a large tool chest on wheels, some plywood sheets and the handbrake mechanism from Generator Van E3 destined for use on the Diesel Brake Tender project. This lot was duly dumped in the adjacent apparatus coach 80401 to join the existing four armchairs and a Welsh dresser.

Since the previous gala, a few repair jobs had cropped up. 70294 required a new main drag rope on the collecting net making as the existing one had snapped on the last run of the October gala.

So, Paul Harrison again put his rope skills to good use. Tim Pryce, meanwhile, was replacing a broken window and repairing the damaged frame.

80401 required a new spacer making and fitting to the No.3 pouch arm to restrict its vertical movement to 1/16”, this figure being more acceptable than the ⅛” allowed by the existing spacer which had been made for use on 80301.

After being re-roped last September, the ground net only required a quick look over, or so we thought. The rope had shrunk somewhat over winter making it exceedingly hard to open the net gate to its working position. The introduction of an extra shackle on one of the top ropes gave enough slack to allow the gate to open, albeit

TPO team member Phil Payne, with Les Martin in the background, with two of the substantial mail bags used in the exchange equipment at Quorn & Woodhouse. IAN LOASBY

It is planned that each cylinder and its accompanying brake shaft be mounted in a fabricated framework which will then be bolted to the top of the underframe slightly inboard of the bogie pivot point. This will allow the pull rods to each bogie and the handbrake pull rod to run between the central underframe members.

Additionally, this will allow the complete sub-assembly to be lifted from the underframe through roof hatches should the need arise. Plenty to do yet but there’s definitely light at the end of the tunnel. needing three people to do it. Still, the rope being tight is preferable to it being too slack. Jumping forward to the first run on the Saturday morning, a pair of pouches landing in the net at 35 miles per hour helped to put that little bit of give into it, making it a bit easier to operate.

As for the gala:- A morning and evening run each day plus a Saturday evening twilight run were timetabled for our pleasure. Visiting locomotive No.7820 “Dinmore Manor” plus home fleet locomotives Nos.46521, 78019 and No.777 “Sir Lamiel” provided the motive power this time round. Five very enjoyable runs despite the cold (and on Saturday morning, wet) weather.

Hopefully next time we’re running it’ll be warm and sunny. We can but hope.

Diesel Brake Tender (Project X) Mick Yates Progress continues with our pet project. Since the last issue of Main Line, all the brake rigging has been re-fitted to the bogies. This will require final adjustment once the vacuum cylinders and pull rods have been fitted. Nick Tinsley has very kindly donated two cylinders worth of parts to us; in the coming weeks these will be refurbished and painted, an ideal job for this time of year if the weather prevents any outside work.

Windcutter Project Update John Brooks Unfortunately, I have to start these notes with some sad news with the death in mid-December, 2014 of Alan Bowley, one of the original and thus longest serving members of our small restoration team. An obituary for Alan appears elsewhere in this issue of Main Line.

Taking advantage of some milder weather in December, 2014 our small regular team of John Buckland, Steve Goodhand and Michael Punter have managed to paint most of the body on wagon B279705 with two coats of undercoat and the first coat of grey gloss. At the time of writing these notes in late January, 2015 the weather has precluded much more painting until we get some milder weather. The end door needed some further welded repairs to wastage along the bottom edge which Thomas Hopper has now completed and most of the door has also been painted up to the first coat of gloss.

We have also managed to take advantage of stock being shunted around the yard at Rothley to move the wagon outside and under the lifting gantry to remove one of the vacuum cylinders for overhaul.

With the centre section of the wagon floor removed, lifting the cylinder out was relatively MainLine l Issue 162 l Spring 2015 l 31

straightforward; getting it to come apart afterwards did present more of a challenge but we succeeded in the end. The cylinder has now been cleaned, repainted and is ready for reassembly and fitting back in the wagon. Once this has been done, there will be more work for Thomas to do welding the centre sections of the new floor in place.

The other major piece of work undertaken in the last few weeks was to give some, rather overdue, attention to the 20 wagons currently available for service. Due to space limitations at Swithland, we had to undertake this work at Quorn & Woodhouse which meant several journeys to and from Rothley. The other drawback with the wagons in the down lie-by siding at Quorn & Woodhouse is the considerable growth of vegetation along the west side of the track which makes access difficult. However, we were eventually able to check all the wagon axleboxes for ingress of water, several of which had considerable quantities present, and give them a top up with fresh oil. We were prompted to do this work due to the wagons being used for several photographers’ charters and, of course, the Winter Steam Gala in late January and early February, 2015. It also proved possible to have a vacuum test carried out on the wagons which, as expected, revealed a number of leaks which we were also able to attend to. Many thanks to Steve Goodhand, Jamie Taylor and John Buckland for enduring the rather bleak conditions at Quorn & Woodhouse whilst we worked on the wagons and to Steve and Jamie for some sterling work with the gardening equipment to improve access to the west side of the wagons. Thanks must also go to GCR Operations Manager Steven Chapple for arranging to move the wagons along the siding to further improve access and also for carrying out the brake test.

The Windcutter wagons in action on 22nd January, 2015 during a photographic charter with weathered 8F No.48624. JOHN BUCKLAND 32 l MainLine l Issue 162 l Spring 2015

We still have a lot of wagons which need attention so, as always, some additional help with the wagon repairs would be very welcome. For more information please contact John Brooks on 07769 723 278 or email j.brooks44874@btinternet.com (please note the new email address). If you are not able to assist us in a practical way, but would like to help financially, The David Clarke Railway Trust (DCRT), who are the owners of 36 well used mineral wagons, have a separate account for the Windcutter Project and would be delighted to receive your donation. If you are a UK tax payer your donation can benefit from Gift Aid which means that DCRT can reclaim the amount of basic rate tax you have paid on your donation. Contact details for DCRT can be obtained from the link on the GCR website.

Wagon Restoration Group Phil Hetherington As I write these notes, we have just had another successful Winter Steam Gala at which the railway, as always, put on a great show and while the locomotives are undoubtedly the stars, the galas would not be what they are without the rest of the rolling stock, including, of course, a supporting cast of humble wagons which help to remind us why the railway was really built in the first place.

Of course, these vehicles require restoration and maintenance and with most of this work taking place in the great outdoors, we are often limited

Conflat A wagon B505313 at Quorn & Woodhouse on 14th January, 2015. DENNIS WILCOCK

by the weather, particularly at this time of year.

As a result, there is relatively little to report this quarter but, nevertheless, we have plenty to keep us busy throughout 2015 and beyond!

A6581 – Shell-BP 20T Class B tank wagon (built by Fairfield Bridge & Engineering, 1948) At Swithland, Tom Lees and Keith Lloyd have continued the restoration of this tank wagon with work concentrating on the cleaning and priming of both axles and some areas of the underframe.

B385782 – 27T Iron Ore Tippler (BR diagram 1/184 built at Derby, 1958) Meanwhile at Quorn & Woodhouse, this wagon which was restored in 2010 and received some lettering in 2012, has now received some more lettering so I presume, not having checked myself, that it now has its number on both sides!

B721587 – BR 13T Shock High Bar open wagon (BR diagram 1/040 built at Derby, 1951) B724570 – BR 13T Shock High open wagon (BR diagram 1/050 built at Derby, 1956) These two wagons, whose repaints were reported in the last edition of Main Line, have also received lettering recently.

B781843 – BR 12T Palvan (BR diagram 1/211, built at Wolverton, 1960) This van has had a defective OLEO buffer changed by Nick Tinsley and his team.

B853841 – BR 12T Shocvan (BR diagram 1/218 built at Faverdale (Darlington), 1957) New marine plywood for door number three has been cut and awaits fitting, after which new timber will be ordered to re-frame all three doors which have been worked on recently.

DB972018 – BR 21T Rudd open wagon (built as Coal Hopper B429632 to diagram 1/146 by Gloucester RCW, 1958; re-bodied as spoil wagon

by Marcroft, Stoke, 1990) This wagon has had a defective OLEO buffer replaced.

Although not a heritage vehicle in the usual sense, the Rudd is worth a special mention as it

demonstrates the way in which BR recycled redundant steam-era equipment giving it a new lease of life; it is also a very useful vehicle for the GCR engineering fleet. To show what it used to look like, we do have diagram 1/146 Coal Hopper B425356 restored and running on the GCR, although even this is not quite original as it too was re-bodied during a hard working life, though in something fairly close to the original style.

DB993304 – BR 24T Dogfish ballast hopper (diagram 1/587, built by Charles Roberts, 1957) This wagon has also had a defective OLEO buffer changed. We are rapidly reaching the time when we will have no more spare OLEOs and sooner or later we are going to have to invest in overhauling them or restored wagons will gradually drop out of service.

As well as the above, routine maintenance has been carried out where necessary and Nick Tinsley and his team have also been working on the inside of their mess van on occasions when the weather has driven them indoors.

And finally, as usual, an appeal for help but I should also apologise again to anybody who has tried and failed to contact me – no sooner had I fixed the answerphone than the phone line itself developed a fault, which means that callers hear a ringing tone but the phone itself never rings and the line is dead. Hopefully this will be fixed by the time you read this, in which case I can be reached on 01727 810 442 but if that fails, you can also contact Tom Lees via the internet – visit www.gcrwagongroup.co.uk.

MainLine l Issue 162 l Spring 2015 l 33

The GCR’s first carriage livery - John Quick

reveals the investigations into the livery to be applied to carriage No.946 at Ruddington GCR Class 11B No.1022 at Northwood in 1904 with a rake of six wheelers in French Grey and Brown. On the first carriage, a Third, the coat of arms is clearly to be seen on the centre door panel. LGRP 21374

The trustees of the GCR Rolling Stock Trust decided some time ago that their first carriage restoration would carry the attractive French Grey and Brown finish. I was asked by the chairman of the trust, Richard Tilden Smith, to investigate the livery and provide details of how the carriage should be painted and lettered.

The grey and brown colour scheme might not have been used if the company had not extended to London. MS&LR board minutes indicate that there was much discussion about the desire for a new and distinctive finish, both for locomotives and carriages. Two carriages were painted and examined by the directors and Old Oak Brown was adopted for the lower panels but the shade of grey created a lot of indecision.

French Grey is a very light shade which, on the GCR at least, had a very slight tinge of green. I suspect that it was prepared by the painter by adding a mix of colours to white and I have a formula which may, or may not, be correct.

However, it is important to consider the working environment of a railway carriage; lots of grit, smoke etc. The sulphur compounds in smoke would also darken the lead compounds in the paint and varnish would also have an effect.

The company soon began to have problems with the paintwork; the directors received unfavourable reports regarding the appearance 34 l MainLine l Issue 162 l Spring 2015

of the stock and Thomas Parker Jnr was asked to investigate. The board minutes summed up the problem - “teak does not take paint so well as it takes varnish”! A later decision to try an ivory shade was, presumably, just as disappointing, so that when Sam Fay’s plans were put before the board, to build many new engines and carriages, a change of livery to cream and brown was authorised. This may have been due, to some degree, to the fact that the GCR and GWR were working very closely together.

At the time of writing, the trust has not established the shade of grey. Of much more concern were the various characters which were applied to the carriages: they were serif type, they were 3” tall, they were gold with black shading. I also knew the overall lengths of “THIRD”, “GCR” and “946”, and I have a useful collection of photographs of carriages in the livery.

After spending very many hours with a magnifying glass, I began to draw the characters.

This was not an easy task as they seem to vary.

Eventually, I managed to draw, full size, a set of letters to make the above words but the numerals remained a problem. The reason was that I didn’t have a photograph which showed a 9, a 4 or a 6.

Then I remembered that I had carried out a similar exercise in my book on Robinson’s liveries. The numerals I had drawn that appeared on engine number plates were identical to those on carriages built c1903.

I am not confident that the drawings I have prepared are accurate but given the evidence to hand, I am sure that they will look very well on No.946. I look forward, with great enthusiasm, to seeing the finished vehicle.

The Quintinshill Disaster and the GCR John Quick

GCR Class 11A 4-4-0 No.863, designed by Pollitt, having arrived at Marylebone c1900 stands by a tank wagon which contains gas used to re-charge the under-slung cylinders on the carriages. The GCR had a number of gas making plants; Ardwick, Sheffield, Cleethorpes, New Basford, Leicester and Marylebone. In 1900, in common with all other railways, almost all GCR carriages were lit by gas.

The most modern carriages in use in 1900, and probably coupled to the tender of No.863, were the Parker corridor vehicles and of a total of 72, only 10 were electrically lit. JOHN QUICK COLLECTION

Quintinshill is just north of the border with Scotland and is quite close to Gretna Green. At the time of the accident the main line of the Caledonian Railway was carrying about 40% more traffic than it had in the previous 10 months but, of course, the country was in the throes of the Great War. Early on the morning of 22nd May, 1915 very serious errors made by the signalmen at Quintinshill were to cause Britain’s worst railway accident. It is not proposed to discuss the reasons why the tragedy occurred; more than one book has been published about it and, in any case, this information is freely available in the report written by the government officer. Have a look on the internet at – “Railways Archive Accidents”, page 653.

At 3.42am, a special troop train carrying soldiers of the Royal Scots Regiment left Larbert for the

south. After some delay, the train proceeded south but was involved in a very violent double collision at Quintinshill with the result that there were nearly 500 dead and injured. The train had run into a Down stopping train which had been shunted to the Up main, southbound line. The special was running at about 40 mph on a falling gradient of 1 in 200. A late-running down express then ran into the wreckage which had spilled over the tracks.

The main material used in carriage construction at that time was wood and gas was used extensively as an illuminant; a lethal combination if ever there was one! The violence of the collisions had spilled burning coal around and ignited escaping gas which was stored in under-floor cylinders on the carriages. The first 15 carriages of the troop train were all owned by MainLine l Issue 162 l Spring 2015 l 35

Several former ML&SR /GCR six wheel carriages exist as many were found new uses after their normal service had ended. In this view CC.72 is on display at an LNER publicity event. Its original number is unknown but it became a camping coach in 1936 and was finished in tourist stock livery of green and cream.

Despite the changes CC.72 is, essentially, the same type of vehicle that was part of the troop train at Quintinshill. REAL PHOTOGRAPHS L2067

the Great Central Railway and were totally destroyed. The rear six vehicles were Caledonian Railway property and were non-passenger coaching stock. Due to a broken coupling they became detached from the rest of the train and played no further part in the accident. The troop train was hauled by a Caledonian Railway 4-4-0, No.121 weighing about 131 tons; the engine and train weighed about 434 tons and had a total length of about 858 feet.

The GCR stock was, in order from the tender, Nos.699, 383, 466, 283, 955, 740, 203A, 1834,

414, 1056, 1595, 1343, 1469, 1239 and 104.

Although I have never read anything to confirm it, I suspect that the government asked railway companies to provide a number of vehicles to help form a fleet from which special trains could be marshalled. In order to help explain the types of carriage, I have listed them in tabular form.

Some additional notes are necessary at this stage.

I am uncertain as to the full details of certain vehicles particularly Nos.699 and 104, consequently a few entries may be best described as educated guesses. The reason for this situation

GCR coaches involved in the Quintinshill Disaster Vehicle 699

Type

Year

Brake Comp. c1905

Built

Brakes

Lighting

Tare Wt

Wheels

Seats

?

Length Width 50’ 0’’

8’ 4’’

Dual

Electric

30:0:0

8

?

383

Third

c1887

Gorton

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

466

Third

c1890

Gorton

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

283

Third

c1886

Gorton

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

955

Third

c1890

?

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

740

Comp

1887

Gorton

32’ 0’’

8’ 0’’

Vacuum

Gas

12:15:3

6

26

203A

Comp

1878

Gorton

29’ 0’’

8’ 0’’

Vacuum

Gas

11:16:0

6

32

1834

Third

1898

Ashbury

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

414

Third

c1890

?

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

1056

Third

1890

Gorton

31’ 0’’

8’ 0’’

Vacuum

Gas

12:1:0

6

50

1595

Brake Comp.

1907

Brush

50’ 0’’

8’ 4’’

Dual

Electric

29:16:0

8

52?

1343

Third

1898

Cravens

31’ 0’’

8’ 0’’

Dual

Gas

12:1:0

6

50

1469

Third

1899

Ashbury

31’ 0’’

8’ 0’’

Dual

Gas

12:1:0

6

50

1239

Comp

1895

Gorton

41’ 0’’

8’ 0’’

Dual

Gas

20:14:0

8

24

104

Comp

c1905

?

50’ 0’’

8’ 4’’

Dual

Electric

30:0:0

8

?

36 l MainLine l Issue 162 l Spring 2015

LDECR Third No.26 (GCR Diagram 287) at Butterley c1990, is identical to one of the carriages in the Quintinshill Disaster, No.1834.

LDECR six wheel stock was ordered late in the 19th century and was, as a consequence, built to a superior specification. It has a steel underframe but gas remained the illuminant. JOHN QUICK COLLECTION

is that, although much information about GCR stock has survived, many years have passed and some data has, inevitably, been lost. It will be noted that the majority of the train consisted of six wheeled Thirds which were of MS&LR, GCR or, in the case of No.1834, Lancashire, Derbyshire and East Coast Railway origin and they were all gas lit. Also note that, with the exception of Nos.699, 1834, 1595 and 104 which had steel under-frames, the remaining carriages had timber frames which usually had a steel sole plate. The crash worthiness of the wooden framed stock would have been questioned and the use of gas as an illuminant has also been criticised. These are unfair comments as the vast majority of rolling stock then was gas lit and had wooden frames. It would have required underframes of massive strength to resist the enormous forces created by the collisions.

The government inspector made certain recommendations as a result of his investigations.

However, the pre-grouping companies were, to some extent, already complying with his advice; steel had been in use to make under-frames for over 15 years in the case of GCR stock and slowly gas was being replaced by electricity. All newly-built stock on the GCR from 1903 onwards was electrically lit.

The age of some of the carriages was also highlighted; antique or antiquated were words

unfairly directed at them. It is true that one vehicle, No.203A, a composite which was on the duplicate list, was nearly 40 years old but the remaining carriages were only just into middle age, with three relatively new. The six wheel Third, the type involved in the accident, was built over very many years. They were used on all types of passenger train, the GCR owning nearly 500 examples.

One of the six wheel Thirds, No.1834, was inherited by the GCR, having been built for the LDECR. We are fortunate that another of this type also exists at Butterley, home of the Midland Railway Trust. It has been restored to LDECR condition and is a fine example of a late 19th century passenger carriage. However, we have another six wheel Third at Ruddington which will be completed in the next few months to museum standard. The vehicle, originally GCR No.946, is part of the GCR Rolling Stock Trust collection and is, apart from the livery it will carry, exactly the same as those in the illfated special train. Progress on the carriage, which is now approaching the completion of all structural work and is having the compartments fitted out complete with simulated gas lighting (!), is regularly reported in Main Line.

If you have not seen either of these carriages a visit is highly recommended.

MainLine l Issue 162 l Spring 2015 l 37

Permanent Way Progress Leicester North to Loughborough Central Section Andrew Higginson With the recent testing contract work behind us and the tamper liner still on site, stored pending transfer to its next contract, the opportunity was taken to pull in some more tamping work. This saved us a good deal on transport costs we would otherwise have incurred if we’d had to bring the machine in specially. Some work was done on the Up line between 95m 1320yds and 96m 220yds. This gave the chance to put right some poor alignment and top, partly caused by a previous tamping hiccup and partly as a result of some movement in the embankment which has been a feature over recent years. This movement is nothing major and is being monitored.

Significantly more work was done in the Rothley to Leicester North section. This has consolidated some previous tamping work and put things into good order for some time to come. Following on from all this tamping work a good deal of ballast unloading was required. This was targeted on the

On 16th January, 2015 members of the PWay team recover rails and sleepers at Rothley.

GRAHAM WIGNALL 38 l MainLine l Issue 162 l Spring 2015

areas left short of stone. More will be required in due course but we’ve now dropped around 400 tonnes this year; the most we’ve had for several years and noticeably more than our budget forecast. A good deal of regulating of this stone has taken place to finally position it and a good deal more regulating will be required but we are in as good a position to withstand the hot weather as we have been for years which is a very nice place to be indeed.

The spot re-sleepering on the Up road between Quorn & Woodhouse and Loughborough has continued this quarter and is progressing well towards mile post 94. The trainees also spent some time regulating ballast in various locations along the line during periods when track access for the re-sleepering work was not available.

There’s plenty more to go at on both jobs during the coming weeks! A further re-sleepering job tackled was the replacement of some damaged concrete sleepers in the Up road at Loughborough.

This was a good job done and enabled the removal of five tie bars put in to prevent any

The PWay team deliver the final rails at Bond Lane for the Mountsorrel Branch on 1st December, 2014. GRAHAM WIGNALL

of the Cedars that has been previously reported in these pages.

gauge spread where the gauge holding capabilities of the sleepers had been weakened.

Flailing work has continued using the road/rail flail. It’s been a busy winter for traffic, leaving less opportunity than usual for engineering possessions to carry out this work. Best use has been made of time available to progress this important job which can, of course, only be tackled in the short winter window up to the start of the nesting season. To be honest, we’ve got much more done than was thought possible just after Christmas and Mick Orme and Adam Plummer, who look after this work for us, deserve a big pat on the back for getting on so well. Nick Tinsley has spent a good deal of time making the possession arrangements with Steve Chapple and together they have worked to make the best of the opportunities for the work and they continue to do so going into February, 2015.

The coming months already look quite busy with traffic. The extent of the recent increases has been such that even Single Line Working has not been possible. Any gaps will be chances to get on with work in the more remote parts of the line or to tackle some of the more disruptive work and will be seized with both hands. However, with the traffic increase now seeming to be a regular and ongoing feature, we have had to look at ways of continuing to carry out track maintenance without needing to take possession or have the PWay train permanently on site with the gang. To help make this possible a crew bus has been purchased for the department. This will enable the gang to get to site and work even when trains are running. When required, materials trains will be run to drop off materials for the gang’s use and to collect in scrap materials. This will be part of the planning of the work and can be done in traffic hours by arrangement with the Operating Department.

As you can see, the department remains very busy and is always on the lookout for any additional help and assistance. Please make contact through the Booking Office at Loughborough. If you would like to join us, you will be made most welcome. We’d love to see you.

The volunteer gang have spent quite a lot of time recently bank clearing between 98m 1100yds and 99m 1320yds on the Down side, basically between Tuckers Bridge (336) and the old A6 bridge (337). The area looks a good deal better for it and has improved things for our neighbours in the area.

This continues work started at the back With steam power provided by No.47406 the final rails are delivered to the Mountsorrel Branch. Bond Lane bridge is in the background. GRAHAM WIGNALL MainLine l Issue 162 l Spring 2015 l 39

Signal & Telegraph Report No.46521 passes the newly repainted signalbox at Quorn & Woodhouse on 27th December, 2014. ALAN HARRIS

Leicester North to Loughborough Central Section - Steve Evans

There has been more progress this quarter at Loughborough with the completion of the Lamp Hut guttering. The guttering for the signalbox is being progressed and sleepers have been acquired to complete the coal bunker.

Planning and preparation has commenced for the May work week. The focus for this will be continuing the refurbishment of the lever frame in Loughborough signalbox and some works to signals at Loughborough. Equipment is being sorted out for the work week.

Quorn & Woodhouse signalbox has been repainted externally and internally upstairs. It has been painted in the 1924 LNER colours of dark brown and light stone. A start has been made on the manufacture of two nameboards which will be on the ends of the box.

A new crank base has been installed for the 21A points at Swithland. This included digging out the existing base and cutting the life expired bolts, releasing the concrete legs which were then removed. The base is a substantial LNER type and very heavy. Replacement concrete legs were fitted with new bolts. The specially fabricated bolts are some 20 inches in length with a square shank and a steel plate welded at the bottom. The top was lifted on, bolted and levelled, and then the crank refitted, the excavation backfilled and compacted. The crank was connected up, adjusted and the points tested; all in all a solid day’s work for one crank base.

40 l MainLine l Issue 162 l Spring 2015

There has been vegetation clearance in the wide way for signal sighting at Swithland and some materials have been sorted out for use on the Mountsorrel branch. It is intended to install two lever frames on the branch.

The Telecoms gang has continued work on the CCTV installation at Loughborough Locomotive Shed and Station areas, tidying up and finishing off. This included fine tuning focussing on the cameras. Additional cameras have been installed to give better coverage in some areas. The cameras are a better quality and give good, high resolution images.

There has been a major clear out and tidying of the storeroom to improve access to stored equipment. Also the Re-locatable Equipment Building (REB) at Rothley has been cleared out and is being decorated and refurbished in readiness for its new role housing the telephone exchange and associated equipment.

A 48 core fibre cable has been run from Quorn & Woodhouse to Kinchley Lane. This will complete the length to Rothley. Redundant IT equipment has been recovered in the form of a large server rack. The usual faulting and maintenance has been carried out. There were no major faults on the Telecoms installations.

As can be seen from the above, the department is progressing its considerable and varied workload but is always on the look out for additional volunteers to help ease the burden. If you are willing and able to assist, in particular during the work week in May, please contact Graham Bannister either at the railway or on 01332 881 412.

In the Box - Andrew Higginson with tales from the signalboxes The Santa Special traffic was signalled again this year without serious interruption thanks to the professional approach of our signalmen. The weather after Christmas introduced one or two challenges and one or two signalmen learnt the hard way how snow can cause service affecting failures, especially if the necessary action isn’t taken before operating signalling equipment during and after it has fallen. These sorts of things aren’t in the Rule Book and it’s hard to teach all the wrinkles on an already highly focussed signalling course. In any case, doing and experiencing is always the best way to learn. The worst effect on the service was a half hour late start for the first train on a quiet service where recovery of time was relatively simple, so no harm was done.

The signalmen learning new boxes are doing very well. We expect to report some new successes in the next edition of Main Line. Once these chaps are through the learning process there should be a summer of solo shifts for all the signalmen, newly passed and old hands alike. This will be valuable time for re-affirming personal skills and ability. Thoughts are already turning towards the start of the next course in about a year’s time. The training team are taking this opportunity to hone their own skills and the quality of the training material. We have a really good course in place that has produced some really competent signalmen; that said it is always good to strive for better things and we recognise there are some improvements we can make. This has been emphasised by Adrian Harston joining the team. His experience as a professional in the field will be invaluable in this respect.

and we thought significantly more than we had achieved on the GCR. Clive Tyler spent some time with the rostering statistics and it turned out we were in very much the same league, with an equally impressive set of statistics. The headlines of these are that we covered a total of 1,086 signalling shifts with 43 Signalmen, 583 of those turns were covered by just 28% of our signalmen who each worked in excess of 30 turns. Whilst particular thanks goes to that 28%, I’m sure you will agree that this reflects well on all those in the GCR signalling grades.

As I write, we are about to launch into 2015 (after the quiet January train service) with the Winter Steam Gala. These events are always quite a challenge and we expect this one to be no different. It will be the first of many this year. At each one, and on every other level of train service, the GCR signalmen will be there doing their bit to make the operation of our railway a success.

We recently received some statistics from other Heritage Railways about the number of turns worked on those lines and the number of signalmen that they had managed to cover them with. These sounded like quite an achievement A fine array of signals under the control of the signalman in Swithland Sidings signalbox.

GRAHAM WIGNALL MainLine l Issue 162 l Spring 2015 l 41

The Mountsorrel Railway Project

Steve Cramp leads the team of volunteers working on the project and sets out the latest progress Work has continued on Mountsorrel Halt over the last quarter. The platform, access path and car park are now complete. The only main element of the build left to finish is the car park connection to Bond Lane. This has been problematic due to the unexpected presence of a granite outcrop just underneath the surface. A contractor spent three days trying to break up the granite but with only marginal success. The decision was taken to cast a concrete slab over the top as this required less granite removal than a tarmac surface would need so it was back to Highways to gain approval for that, hence why the entrance is only just now being built at the end of January, 2015.

This wasn't the only problem to contend with.

Much work has gone into ensuring the cutting side above and around the station is stable. We decided to install rock filled cages at either end of the platform to give additional support. These weren't in the original budgeted costs for the build so contractors and volunteers worked together to minimise costs.

The new platform looks very good indeed with its picket fence installed at the rear. We are

Volunteers and contractors laying the new car park surface at Mountsorrel station. The tiles are in-filled with soil and seeded with grass to give a natural looking yet very durable surface.

GEOFF JAMES

especially pleased with the new station sign built by one of our volunteers Ray Martindale with material costs sponsored by Harbot Builders of Leicester. The sign really brings the station to life!

The only remaining work now is to erect signage for the site, to paint the picket fence and a few other small jobs. We are very pleased with what has been achieved at the very low cost of £73,000, most of which was provided by a grant from Lafarge Tarmac's Landfill Community fund. The great progress has been possible through the huge amount of volunteer input into the build with volunteers working side by side with contractors.

With the station complete our attention has turned to laying track through the platform and to the end of the line at Bond Lane. On 1st December, 2014 LMS Jinty No.47406 brought a short train along the branch line to deliver the rails needed to complete the line. A film of this can be found on our YouTube channel. Search for Mountsorrel Railway. Also on our YouTube channel is a series of short aerial films of Mountsorrel Halt and the branch line. As of the end of January, 2015 track laying has reached the half way point along the platform with only four more track panels left to lay.

On 1st December, 2014 No.47406 shunts its train along the branch to bring the final rails to complete the branch at Mountsorrel Halt.

GRAHAM WIGNALL

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Left: Mountsorrel Halt on 1st February, 2015. CLIVE HANLEY Right: January, 2015, and 20 volunteers lift track into place at Mountsorrel Halt. STEVE CRAMP

After this, our attention will shift to laying the point into the branch line at Nunckley Hill which will lead into the sidings that are being created there as part of the heritage centre project. It is also hoped to have started work on the branch line's second station at Nunckley Hill by the next issue.

funds to buy the point and other materials for the sand drag. The scheme includes a point into the branch line together with a ground frame and point locks. This then leads to a short siding which is mostly buried in sand. In the unlikely event of a runaway occurring the sand would stop the train.

With regard to the heritage centre itself, tenders are due back in early February, 2015. The aim is that work will start on the ground in April.

The new sand drag at the junction with the GCR is going to cost £12,000, most of which still requires funding. Thank you very much if you responded to our sand drag appeal in the last issue.

We still have a long way to go to fund the point and other materials though. If you can help with any amount large or small, please send your donation cheque made payable to DCRT (The David Clarke Railway Trust) and write Mountsorrel Railway on the back, to 112 Balmoral Road, Mountsorrel, Loughborough, LE12 7EW. If you are a UK tax payer please also download a Gift Aid form from the project website www.mountsorrelrailway.org.uk and send it with your donation. This way the tax man will add a further 25% to your donation at no cost to you.

Away from the track, our volunteers have laid the hedge alongside Swithland Lane where the heritage centre will be. The hedge was in very poor condition with many holes. Laying it not only improves its appearance but also helps the general health of the hedge and encourages new growth.

The opening date for the Mountsorrel Railway has been put back until July. We had hoped that we could keep to the original May opening but additional time is needed to build the sand drag at the GCR end of the line as mentioned in the last issue. We need additional time to raise the

Left: On 31st January, 2015 volunteers lay track into Mountsorrel Halt. STEVE CRAMP Right: On 17th January, volunteers construct gabions to secure the embankment. GEOFF JAMES

MainLine l Issue 162 l Spring 2015 l 43

GCR Class 2 No.567 Project

GCR 567 Loco Group

Andrew Horrocks-Taylor, Chairman and Project Manager of the GCR 567 Locomotive Group gives an update on progress

The group continues to prepare for the manufacture of the locomotive main frames.

We have now identified a supplier and have signed a letter on intent.

This is a complex package as the supplier will act as a main contractor for the cutting, machining, bending and further GCR Class 2 (LNER CLASS D7) No.567 which was hauling the passenger train involved in the Wrawby Junction crash in 1898. JOHN QUICK machining of the frames. COLLECTION We are re-checking and finalizing our drawing package before formally Fatal Incident at Wrawby Junction placing orders. More details with the next Main On the afternoon of 17th October, 1898 it must Line. We are also pleased to announce that we have seemed like a normal day when the have finally secured charitable status. This will passengers boarded the 4:45pm Down express at support grant applications, administration of our Cleethorpes to Retford and Manchester. The own Standing Orders and Gift Aid with the train was headed by none other than GCR Class agreement of DCRT. It also puts more formality 2 No.567 with the formation comprising two into our arrangements and we should appear brake vans, and four six wheelers Nos. 112 and more secure to future donors and suppliers.

419 (third), 101 and 893 (composite). Less than 45 minutes later, at Wrawby Junction in Whilst the group continues to finalize frame Lincolnshire, half a mile west of Barnetby drawings with the selected supplier we also Station disaster struck in a way that would have continue to be surprised by information relating been difficult to predict. to the locomotive. This time thanks go to Richard Bedwell from our Facebook group for A GCR Class 6 No.38, an 0-6-0 tender uncovering that the original No.567 was locomotive, had picked up a formation of some involved in a fatal accident at Wrawby Junction 37 goods vehicles, 17 of which were loaded with on 17th October, 1898. The fact that the GCR long poles at the yard of Messrs Worms of Grimsby at the old docks, departing 4:10pm for signalbox had, in late 2014, just been earmarked Doncaster. The loading of the poles was not for demolition gives this extra interest. The unusual, with around 40 x 42ft poles being British Victorian main line express was the placed over the bolsters of two wagons and fastest thing on earth, but the main line was also chained down, two additional wagons (or a dangerous place and the Railway Department runners) being attached at either end under the of the British Board of Trade was keen to overhang poles to ensure they did not touch the investigate all fatal incidents so that lessons next load. Two other loads of 27 foot and 34 could be learned. At a time when there is specific poles were added in the formation in a similar interest in the role of GCR six wheeler carriages way. All good so far. The problem occurred in the May, 1915 Quintinshill disaster and with when the train, after being examined several the GCR RST restoring one of these, it is times by GCR staff prior to departure and at interesting to look at their role in this incident Barnetby Station, attempted to drop off nine some 17 years earlier.

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GCR 6A1 Class No.559 built in September, 1888 at Gorton a locomotive similar to No.38 that was the goods locomotive in the Wrawby Junction crash.

JOHN QUICK COLLECTION

wagons at a siding adjacent to the main line at Wrawby Junction. For reasons unclear, after the drop, when being backed up to the goods van, one or more of the wagons loaded with the poles derailed on a curve in the ensuing low speed shunting operation, fouling the adjacent main line.

The signalman having heard a strange noise immediately put the Down signal to danger, but too late for the express hauled by No.567 approaching at 35 to 40 mph with the steam shut off. The fireman James William Osbourne stated “Looking over to the left-hand side of the engine as we approached the junction I saw a wagon was foul of our line, and I shouted out to my mate - we were nearly on it at the time. I was not hurt at all. I got inside my cab at once on seeing the obstruction. The wagon was on its wheels when I saw it, and poles were facing us. The collision felt as if we were buffering up to two or three wagons”. The Driver W Hulse stated “Just after passing Wrawby Junction home signal my mate said “Stop her” and by the time he had said it we were into something. I put the brake on at once and we pulled up in about 400 yards. I only felt a slight shock and was not hurt in any way. I was on the right-hand side of the engine. No wheels of my train left the rails. It was a damp, greasy night with slight drizzling rain.”

The results of this “slight shock” on the following carriages proved fatal. One of the poles had struck the engine just ahead of the front driving wheel, snapping off and wedging there. It seems the force of this impact swung

round the remaining poles on the wagon bouncing off the locomotive and its tender before, as Lieut Col G W Addison RE, investigating for the Board of Trade, commented “The front van had its near side carried away; the upper part of No.101 composite disappeared altogether, sides, ends, roof, and interior partitions; the leading end of No.893 composite was smashed in; No.419 third-class and the rear brake van escaped with broken step boards and irons. The projecting poles swept away the bodies of the vehicles in the centre portion of the train with terrible results, six passengers being killed on the spot; two others died the following morning, and 26 are reported to have been injured, some of them very seriously. The engine was, comparatively speaking, very little injured, but part of a pole, several feet in length, was found firmly wedged between the near side driving wheel and the angle iron frame of the engine, which had gone through the left leading splasher. The guard, in the rear brake-van, who was standing up at the time, was thrown forward – probably by the sudden application of the brakes – and he received some injuries on the head and back”.

Lieut Col G W Addison RE wrote a 10 page report by December 14th of 1898 including line maps, and witness statements that are referenced above. The speed of all this is impressive by modern standards. The causes were not clear, but it was stated that consideration could be made to having sidings where shunting occurred to be separated by 10½ feet rather than 6 feet, lessening the impact of any shunting mishaps.

However, the investigation fully admitted that it was not possible to stop shunting operations from occurring on lines parallel and close to passenger running lines with existing layouts.

The use dedicated bogie wagons for transporting poles was tentatively suggested where there is regular traffic as well as spring rather than solid MainLine l Issue 162 l Spring 2015 l 45

The proposed commemorative plaque to be attached to No.567.

wooden buffers to “further tend in the direction of safety”.

It was one more chapter in the advancement of Victorian rail safety, with a high human price being paid for the lesson. No mention of the vulnerability of the six wheel stock was made that 17 years later was to be cited in the Quintinshill disaster where a significantly larger number perished. However, hindsight is a wonderful thing and judgment against modern values always futile when looking back into history. They were definitely different times and it has been decided that in the new No.567 it would be appropriate to fit a commemorative plaque in the cab to remember those who perished that day.

So what can we learn about what No.567 was tasked with at this time. It seems initially strange that she was hauling an express train comprising four carriages and two brake vans. However, the clue is in the unfortunate guard, George Ogden's statement, “I saw Wrawby Junction signal was “Off” for us and then I proceeded to check my fish parcels with the way bills.” The express was not just for the passengers, but a significant cargo was of fresh fish for the major urban centres of Sheffield and Manchester to support Victorian fast food, the Fish & Chips business. Fish once caught, even when fully iced, had a shelf life of three to five days, but pound for pound was one of the most valuable foodstuffs transported. The challenge was to have the valuable cargo in the shops or at the fryers the day after it was landed at the docks. The Victorian railway supported this with express delivery from dockside overnight to local wholesalers, who would filet the whole fish early morning and deliver before noon the following day. Now iced fish tends to be a bit messy and carries a certain aroma that doesn't quickly dissipate. You can only assume that the GCR decided dedicated brake vans would be a far better solution for carrying this cargo than risking contaminating a brake carriage and its passenger compartments. This 46 l MainLine l Issue 162 l Spring 2015

preceded the dedicated fish wagons that would emerge some 10 years later and gives an insight into how the GCR supported Grimsby, the largest fishery in Britain at the time and very important part of its rail network. It might be interesting to recreate one of these trains when No.567 is back in steam.

Marketing the Project The group attended the GCR Autumn Steam Gala for three days this time, the weather being good apart from a general downpour on the Saturday. One of the sandboxes, as the first item of manufacture, was exhibited for visitors and our supporters to see. The idea of recreating the Victorian Main Line Express from the 1890s when our London bound Great Central line was first built generated considerable interest. At the time of writing we are braving the cold winds of the Winter Gala, but encountering significant interest all the same.

Forthcoming Events Mid May 2015 (date TBD):- AGM and Commemoration of Quintinshill Disaster with the GCR RST, GCR(N), Ruddington, Nottingham (see website for further details) Also, if any group would like to learn more about the project, please contact us and we would love to present the 567 project and/or the wider Victorian Main Line Express, subject to the Chairman’s availability. Providing education in the history and construction of the locomotive is part of our charitable purpose.

For more details please visit our website www.gcr567loco.co.uk that contains further details on upcoming events.

Steam Locomotive News No.70013 “Oliver Cromwell” runs through a snow covered Swithland complex on 29th December#, 2014.

MALCOLM RANIERI

Loughborough Motive Power Department David Mathews At Christmas I visited the station where the Red 8 No.48624 - always a hit for the kids and the Ivatt 2 (No.46521 - a proper looking engine with a small price tag), were performing to a happy audience. Walking back past the line of diesels, about which I shall not comment, I came to the steam locomotives. First was SR No.30777 “Sir Lamiel”, then BR No.70013 “Oliver Cromwell” majestically facing north. Then BR Standard 2 No.78019, GNR N2 No.1744 and LMS 3F Jinty No.47406, all in working order and ready for duty.

At the same time the LMS Black 5 No.45305 was at the Keighley and Worth Valley Railway and BR 9F No.92214 helping out at the Severn Valley Railway.

That makes nine operational locomotives - can't be bad. We must be doing something right! Mind you, they do need

some attention. In January, 2015 the N2 had major work on its bottom end with both con-rods off and big ends overhauled and the pair of vacuum cylinders received a strip and rebuild. After Christmas the Red 8 had six small tubes blow which were quickly replaced from stock and we shall follow up with doing the rest after the gala.

It turned into a Black 8, indeed a very grimy Black 8 for the gala and a preceding photo-shoot, resulting in some atmospheric shots appearing in the media. The numbers will be a little depleted soon, as the Five has to come back to base and have the boiler out for attention to some leaky stays. At about the same time, “Oliver Cromwell” is going to Butterley to avail itself of their wheel drop so that the driving wheels can be re-tyred, a task that will be done elsewhere off site. The timing depends on the supply of tyres from South Africa, who seem to have a world monopoly. Then in May,

In snowy conditions on 27th December, 2014 No.46521 bursts from under the A6 road bridge on its way south. IAN LOASBY MainLine l Issue 162 l Spring 2015 l 47

Recreating the 1960s scene on 22nd January, 2015 LMS 8F No.48624 heads south in weathered condition at the head of a rake of Windcutter wagons. JOHN BUCKLAND

2015 the ten and a bit year ticket of the Standard 2 is up and that will be sidelined.

To help to fill the void, GWR 4-6-0 No.6990 “Witherslack Hall” is racing towards commissioning. By mid January, 2015 the frames and running gear were ready for the boiler which was only held up at Tyseley for cold hydraulic and steam tests. The key here is cold as the hydraulic test is done at a pressure considerably higher than the normal operational so a minimum temperature of about 8°C is necessary. We have

got the tender at Loughborough together with the new all welded Hawksworth style tank fitted. The whole ensemble was in the paint shop at the end of January, 2015. For those of you wondering where the paint shop is, it is that small part of the normal shed which does not have a rainwater leak above it! All we then have to do is to put the boiler in the frames, connect it up, and drive it away.

Well, something like that.

Close behind is the second BR Standard Class 2 2-6-0 No.78018 the boiler of which is being returned from Crewe in a fully complete state, again ready to install into the frames. Then we have to make a complete set of boiler clothing sheets to fit over the crinolines which have previously been trial fitted before the boiler went to Crewe. We still hope to get the two Standard 2s running together before May, 2015 but it is going to be a close run thing, and will depend on getting the completed tender from Darlington.

Newly re-wheeled, No.6990 “Witherslack Hall” stands in the Locomotive Shed on 31st January, 2015. DENNIS WILCOCK

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Providing they are not too busy on “Oliver Cromwell” and No.45305, staff will then turn their attentions to Roger Hibbert's LMS 8F No.48305. Isn't it a coincidence that we have Nos.45305 and 48305 on our railway? To assist in the preparation of the driving wheel horn guides we are making a machine to grind them flat from unwanted machine tool beds and the like as there are still several faces to true up. The axleboxes are mostly, if not all, re-metalled but need both the journal and cheek faces machining to individually fit in their appointed place.

Meanwhile the boiler is out in the cold but does have the threads in the firebox tubeplate cut so we are not far off re-tubing.

The tender tank needs a new floor and its frames need finishing.

the foundation ring, as the next time the two will meet is when the boiler is ready to fit in the frames hanging off a crane. Not the time to find they don't match each other! Talking of ashpans, the one for the Standard 5 is a complex beast incorporating a three dimensional curved section over the rear axle cannon box, two damper and three hopper doors, with all the operating rods to move them.

A greater brain than mine has converted the BR drawing into some 40 flat plates which are currently being profiled offsite out of ⅜" Cor­ten steel, and we have undertaken to assemble these into a pan. Time will tell how easy this is. I think I know the answer!

Close behind No.48305 in time is the BR Standard Class 5 4-6-0 No.73156, the boiler of which has stood out in the cold for the winter. The intention is to keep it inverted until we can assemble a new ashpan onto No. 777 “Sir Lamiel” makes a steamy departure from Loughborough Central on 9th November, 2014 JOHN NEAVE MainLine l Issue 162 l Spring 2015 l 49

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The less glamorous side of steam locomotive operation! John Jones and daughter Catherine and Peter Hayson clear out the ash pit outside the locomotive shed on 31st January, 2015. IAN LOASBY

Andy Morgan writes of SR West Country No.34039 “Boscastle” that in mid December, 2014 an opportunity arose in the form of a crane to dismantle the tender. So in two weeks all pipework was stripped, fastening bolts removed and the tank packed clear of the frames. Just before Christmas the tank, frames and wheelsets were separated for the first time in about 25 years. The frames are now located at the back of the machine shop. When better weather arrives a start will be made on cleaning and repairing them. On the locomotive the work involved in repairing the outside expansion links has progressed and should be nearing completion by the end of February, 2015.

New motion pins to replace worn originals have recently been finished and are being fitted and the valve gear is being re-bushed. In the yard the steel stays in both right and left sides of the firebox have been drilled out and the steel inner skins which start life at only ⅜” thick have been cut away and removed from the box. In places they are considerably less than ⅜" now! Repair options, for which read what do we do next, are currently being investigated.

The Locomotive Maintenance Services tent at the back of the shed is still full of boilers; just different ones. The boiler off the Finnish

locomotive has been returned to its owner, and Avonside No.1919 completed and has also left.

Roger Hibbert's Austerity boiler has been inverted and a new foundation ring fitted. Work is in hand to replace sides and ends of the outer wrapper.

Next to it and nearest the entrance is the boiler off the Mardy Monster, Peckett OQ Class No.2154 of 1954. With two sisters, No.2154 was arguably the biggest industrial locomotive built in UK, having all the scantlings of an LNWR 7F with almost identical tractive effort. Unusually for an industrial it had a boiler pressure of 200psi, and a glance at the length of the firebox convinces you that it is something different. It too is to be treated to a new foundation ring, for which, remarkably and fortuitously, the drawing exists.

David's own Austerity, Hunslet No.3809, for which we are preparing the boiler off No.3846, has had attention to the valve gear and motion between the frames and work is about to restart on the axleboxes and horn guides.

Next arrival in the tent is something main line and very different! Watch this space.

No.72010 “Hengist” - Robert Ife reports This has been a fairly quiet period for us, with not a lot happening visibly, though much going on in the background, news of which will be revealed in due course.

LMS 3F No.47406 hauls a mixed wagon train south of Quorn & Woodhouse on 23rd November, 2014. ANDREW SOUTHWELL

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BR Standard Class 2 No.78019 runs light engine at Woodthorpe on 23rd November, 2014.

ANDREW SOUTHWELL

Some items have been machined, ready for assembly of the frames, among which are SL/DE/21645, which are the trailing keep feet. These carry the rear frame keeps for the axleboxes behind the trailing driving axle.

At the opposite end of the frame structure, currently being machined as I write, are components SL/DE/19621, which are the bogie bolsters. These transfer some of the weight of the locomotive to the front bogie, and are situated below the cylinders at the front of the mainframes. Also in the queue for machining is the frame stretcher with brake cylinder mount, SL/DE/21990, which will be situated towards the rear of the frame on completion.

All of the above work is being carried out by S&E Engineering of Scunthorpe.

why not consider Joining the Clan? There are various grades of membership from Junior though to Senior Life, all of which would entitle you to a biannual copy of our project magazine Clan News and a vote at the company Annual General Meeting, which this year will be held in the south of England, at a venue which will be finalised in time for, and published in, the next Clan News.

New members are always very welcome and this is an opportunity to come aboard at the beginning of a year which will see major strides made in the physical presence of the project. A major development is planned for the early part of the year which may surprise a lot of people…

If you would like to see a newly completed Clan, steaming both at the GCR and on the main line,

For those that want the very latest news of the project, and have internet access, please visit our

Shortly to be fabricated and machined is SL/DE/19607, the frame cross stay assembly.

LMS Ivatt Class 2 No.46521 leaves Swithland as it heads for Rothley on 17th January, 2015.

GRAHAM WIGNALL

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No.46521 heads south at Woodthorpe through winter snow on 29th December, 2014. ALAN WEAVER

On 29th November, 2014 LMS 8F No.8274 heads a Santa Special past 50 Steps Bridge on the GCR(N) section. JOHN BAGSHAW

website - www.theclanproject.co.uk - where pictures of the components mentioned above, along with many other photographs of parts made and in store, can be found.

Ruddington Motive Power Department - Mike Fairburn

For those without internet access, we have a regular presence at the GCR Gala events, so why not come along and speak to us? We can always find time to talk Clan to anyone who is interested.

RSH 0-6-0 No.63 “Corby” The locomotive passed an in-steam insurance examination in January, 2015 and is available for service throughout 2015 Duro USA S100 Class No.30075 At the time of writing quotations for overhaul of the boiler are still being sought.

LMS 8F No.8274 Arriving at Ruddington in November, 2014 No.8274 entered service to provide the steam haulage element of all Santa and post Christmas services. Following winter maintenance and cold and in-steam examinations, the locomotive will be rostered for regular service throughout 2015.

Having passed through East Leake Tunnel No.8274 hauls its Santa Special south on 29th November, 2014. JOHN BAGSHAW

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BR Standard Class 2 No. 78018

Andy Fillingham gives an update on restoration progress spring of 2013. Almost all of the fittings arrived with the locomotive, but there was still much to do, not least all of the manufacture and fitting of all the large bore copper pipework – and for those who are familiar with BR Standard Locomotives, you will know that means a lot of pipe! It also became clear that more work than initially thought would be required to bring the boiler up to the required standard and after many discussions, the decision was made to send the boiler to L&NWR Heritage at Crewe who made such a good job of No.78018 at Derby shed while allocated to 1A Willesden overhauling the boiler of No.46521. At in 1964. T G HEPBURN/RAIL ARCHIVE STEPHENSON Crewe the boiler received a new front barrel section, a new front tube plate, as well as The Great Central Railway is fortunate to have having the usual complete set of new tubes and both a British Railways Standard Class 2 other remedial work. locomotive (No.78019) and an LMS Ivatt Class 2 locomotive (No.46521, a design from which the BR locomotive was derived) operational and We are now very close to completion of the work required to bring another locomotive back from both in service. However, Loughborough the Barry Scrapyard dead, with the chassis now Standard Locomotives Group (LSLG) are also complete, the tender (with brand new tank) due custodians of a further British Railways Standard Class 2 No.78018, sister locomotive to No 78019. at Loughborough from Darlington by the end of March, 2015 and the boiler due back from Crewe, tested and ready to go at the same time. All that No.78018 was built in Darlington in 1954 (as was will be needed then is the completion of a new No.78019) and is owned by the Darlington set of boiler cladding and re-assembly so Railway Preservation Society (DRPS), who hopefully by this summer, the GCR will have purchased the un-restored locomotive in 1981 another modern (in steam engine terms!) from its base at the Battlefield Line in economical tender locomotive available for Shackerstone. The DRPS was established to traffic. The Motive Power and Traffic preserve a home grown locomotive and No.78018 Department crews loved No.78019 so we are sure spent the next 31 years based at the DRPS that No.78018 will get the same reception! museum in Darlington.

However, as the locomotive was still a way off completion and steaming, in 2012 an agreement was reached with LSLG for the locomotive to be moved to Loughborough for its restoration to be completed and then operated on the GCR. The locomotive arrived at the GCR in November, 2012 but real work couldn’t really begin until space in the Locomotive Shed was found in the The boiler of No.78018 seen on 6th February, 2015 at L&NWR Heritage at Crewe. ANDY BENNETT MainLine l Issue 162 l Spring 2015 l 55

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The GCR’s Winter Steam Gala

following pages give an impression of activities.

Above, five locomotives in view at Swithland Sidings on 31st January. (PETER SALMON) while left, No.7820 “Dinmore Manor” moves through the sidings on 30th January (PAUL MARRIOTT) and below No.7820 runs down the Quorn Straight on 1st February. (CLIVE HANLEY) The GCR’s spectacular and highly successful Winter Steam Gala was held over the three days from 30th January to 1st February, 2015. Guest locomotives provided a Great Western theme with No.1501 from the Severn Valley Railway and No.7820 “Dinmore Manor” from the Gloucester & Warwickshire Railway. All this was backed up by the GCR’s resident fleet of locomotives.

Photographers and visitors were out in force and the MainLine l Issue 162 l Spring 2015 l 57

Below, GWR 0-6-0 No.1501 departs Loughborough and passes under Beeches Road bridge in spectacular fashion on the same day bound for Leicester North (MARTYN FISHER).

At the bottom of the page resident SR 4-6-0 No.777 “Sir Lamiel”

At the top of the page Nos.1501 and No.7820 “Dinmore Manor” storm through Woodthorpe bridge on 1st February (CLIVE HANLEY).

Above No.1501 leaves Quorn & Woodhouse in sparkling conditions as it makes its way south towards Rothley on 30th January (TREVOR FELTHAM). cruises through Swithland Sidings on 1st February. With guest and resident locomotives an intensive timetable of passenger, freight, Windcutter and TPO trains were on display to delight all the visitors. (ANDREW SOUTHWELL)

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Below, on 1st February, weathered LMS 8F No.48624 runs south past Woodthorpe Bridge with its mixed freight train giving an excellent impression of the steam railway of the 1960s with the locomotives in a rather grubby condition (MALCOLM RANIERI)

At the top of the page BR Standard Class 9F No.92214 looks resplendent as it awaits its next turn of duty at Swithland Sidings on 1st February (ANDREW SOUTHWELL) Above, another locomotive from the BR stable is Pacific No.70013 “Oliver Cromwell” hauling its Windcutters into Quorn & Woodhouse.on 1st February (TREVOR FELTHAM)

Left LMS Jinty No.47406 gets into the act and pulls out of Loughborough Central as it gets its freight train underway on 1st February (MARTYN FISHER)

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Ralph settles in as East Midlands railway chaplain Ralph Coleman the East Midlands Railway Chaplain from the Railway Mission.

Supporting people isn’t Ralph’s only passion. As a rail enthusiast, he’s often noting down engine numbers and visiting friends with model railways in his spare time. “I’ve always loved trains,” he says, “and I particularly admire people who give up their time to restore elements of our nation’s railway heritage. Visiting places like the Great Central Railway gives me a real buzz!”

Ralph Coleman has a passion for helping people to achieve the best possible outcomes for their lives. Since becoming Railway Chaplain for the East Midlands last summer, he’s supported many current and retired railway workers as well as rail enthusiasts and passengers.

“I love spending time with people,” says Ralph. “I think it’s important for me to build relationships with people in the good times, so that they feel able to call on me for help when things aren’t going quite so well.” Employed by the Railway Mission which provides welfare support across the UK’s rail network, including heritage railways, Ralph is available in office hours for a face-to-face or telephone chat and is part of a team which is on 24-hour standby to respond to serious operational incidents.

“I never know what each day will bring,” says Ralph. “I could be talking over a coffee with a rail worker who’s feeling a bit down in the mouth one moment, and then, the next moment, be on my way to support a driver whose train’s been involved in a fatal incident. I provide a confidential, independent listening ear to anyone who needs me – regardless of their faith or beliefs.

Above all, I aim to help people feel that they are valued – something that’s essential in today’s increasingly fast-paced and busy world.”

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Founded in 1881, the Railway Mission still holds to the founding charitable principles of caring for those who need it. Based at Rugby Railway Station, it relies entirely on voluntary donations to fund its chaplaincy work. If you’d like more information about the charity, then please visit their website at www.railwaymission.org or write to Anne McCulloch at The Railway Mission, Rugby Railway Station, Station Approach, Rugby, Warwickshire, CV21 3LA. If you’d like to talk to Ralph, then his number, available in office hours, is: 07841 985 769.

The Railway Mission is a registered charity that provides the National Rail Chaplaincy Service.

Staff have been caring for the spiritual and felt needs of the railway community for 134 years.

Today, the Railway Mission has a team of chaplains covering England, Scotland and Wales.

Its work is currently expanding into the whole of London and its surrounding areas, including the Underground and Eurostar – networks previously served for many years by London City Mission.

Railway Mission chaplains are involved with people at all levels and in all positions within the railway industry, helping with all sorts of issues and enhancing the support network provided within the industry.

Diesel Locomotive News Loughborough Motive Power Department John Pepper As you read through this report, you will find that it is full of details of our locomotives representing the Great Central Railway at other railways, with the Class 20 off to Kent, the Class 25 going to Dorset and Class 27 going to Norfolk. As well as this, the Class 47 will be visiting a railway works for some major attention.

Class 08 13101 (The green 08) 13101 is now back in traffic and working well except for sometimes refusing to start on a cold morning without first spending an hour connected to the battery charger.

Class 08 D3690 (08528) The only thing of note to report on this locomotive was that the main tank fuel gauge has been

sticking and giving completely incorrect readings.

Mike Cort took the sender unit out of the tank to investigate but could find nothing wrong. It was reassembled and worked for a few days before the problem returned. There have also been a few small air leaks to fix but this is only to be expected on a locomotive that has not been used intensively as now for quite a long time.

Class 08 08694 Two defective battery cells were changed and the remainder charged. The locomotive was coaxed back into life on 30th November, 2014 before being drained down for winter.

Class 10 D4067 (10119) (The blue class 10) Stored awaiting repair.

Class 20 D8098 Our stalwart Class 20 continues to be the reliable performer that we are used to and has been in regular use over the winter period.

On 24th January, 2015 Class 20 D8098 awaits a return to Loughborough Central after shunting the Windcutter wagons at Swithland Sidings. GRAHAM WIGNALL

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Class 27 D5401 passes Swithland Sidings signalbox as it assists with Santa duties on 6th December, 2014. MALCOLM RANIERI

The locomotive will be leaving the railway for a summer holiday in Kent at the Spa Valley Railway. It is expected to be away from July to October, 2015 and will unfortunately miss the GCR Autumn Diesel Gala.

Class 25 D5185 “Castell Dinas Bran” No.1 Traction motor was reassembled on 17th January, 2015 but took longer than expected due to the fact that replacing and setting the brush box positions took a lot longer than it did to take them out. At one point Andy Pepper was laying on top of the motor with his back pressed against the bottom of the locomotive feeling the brush box into place as he could neither get an arm in the hole to do the job or his head in to see what he was doing but not both at the same time!

We then ran out of time as the service steam locomotive needed to get on to the pit for disposal.

We therefore shunted the 25 back to its berth in No.3 road north and did a few tests. D5185 was able to move under its own power but the traction ammeters were not reading.

On 24th January, 2015 D5185, towing D5401, ran from the station to the Up section signal at Loughborough and back twice without any sign of the earth fault that caused its original withdrawal.

A very relieved group then put the locomotive back in the siding and replaced the tarpaulin. We now have to finish putting it back together but all 62 l MainLine l Issue 162 l Spring 2015

being well, we expect to be running for the Spring Diesel Gala at the end of March, 2015.

The other bit of interesting news is that we have also been invited to take the locomotive to Swanage for their gala in May; an event that we are all looking forward to.

Class 27 D5401 The Class 27 has seen regular use over the winter months, both on service trains and for shunting and trip work by the Operations Department.

The fault with the load regulator reported in the last issue was quickly resolved but has been replaced by a problem with the power controller in the north end (No.2) cab which results in power dropping off completely before it is supposed to as the controller is moved towards the off position.

This looks like a problem with a cam switch on the controller as it does not happen when driving from No.1 end.

The locomotive will be leaving the railway for a summer hire period at the North Norfolk Railway at the end of May, 2015 and will return at the end of August, in time for our Autumn Gala.

Class 31 D5830 The Class 31 is kept available for traffic over the winter months but is not usually used in cold weather due to the amount of smoke that it produces when starting in a morning. The bodyside air filters have recently been replaced.

Class 33 D6535 “Hertfordshire Railtours” The Class 33 is now finally working and has carried out a few operational shunt moves over the railway. At long last the water is staying in the cooling system where it should be instead of mixed up with the sump oil. The repairs have been very expensive and time consuming but worthwhile.

As the cooling system does not have antifreeze in it at present the system has been drained down for the cold period.

By the time you read this, the locomotive will have hopefully taken part in a special CromptonSulzer bash on 27th February, 2015 with six trips to Leicester and back. It will be good to finally have her back in traffic.

Class 45 45041 “Royal Tank Regiment” The locomotive is now drained down for the winter as the owning group do not like to use antifreeze in the cooling system. It will be dewinterised in March, 2015 in time for the Spring Gala.

Class 45 D123 “Leicestershire and Derbyshire Yeomanry” Available for traffic but drained down for the winter.

Class 47 D1705 “Sparrowhawk” The Class 47 has now had a new chequer plate floor installed in the engine room. This has made a much safer non-slip environment and also reinforced a few weak areas.

The Class 101 creates a dramatic scene as it restarts at Swithland Sidings on its way to Rothley on 25th January, 2015. GRAHAM WIGNALL

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Class 73s 73961 “Alison” and 73962 “Dick Mabbutt”; the latter named after a Brush Traction engineer (who did the majority of the major re-design work on the 73s but who died early last year) at rest at Rushcliffe Halt on 28th January, 2015 during a period of testing on the GCR(N). MIKE MOUNTFORD

A recent engine run revealed that the relay controlling the traction motor blower contactor had failed. This particular locomotive does tend to suffer from problems brought on by lack of use but it will be an easy fix.

loader. An interesting picture appeared on social media of what appeared to be a Deltic crossing the main line in Birmingham on a road bridge.

The walls were just too high to see the lorry so it looked like the loco was on its own!

A number of commercial railway repair contractors have been asked to quote for repairs to the locomotive's roof and silencer. Once a contract is agreed it is likely that the 47 will be going away to have these repairs carried out.

Whilst away, the leaking exhaust section will also be repaired or replaced and a broken spring replaced.

We have very much enjoyed having Martin and his team with us at the GCR and D9016 has proved to be a popular visitor. We will look forward to seeing Gordon for another visit once the work is completed.

It is also hoped to carry out a repaint to bring the external appearance up to the same standard as that of the T1LC's Class 20 and Class 31. It will be turned out in BR Blue with yellow ends as 1705 – without the D prefix.

English Electric Preservation Update Jo Coultas

Class 55 D9016 “Gordon Highlander” As reported previously, Martin Walker had been obtaining quotes for repairs to the bodywork of “Gordon Highlander”. In early January, 2015 he struck a deal with Boden Rail Engineering at Washwood Heath for the work to be done there.

Within a couple of days, the D9016 was towed to Quorn & Woodhouse and taken away by low 64 l MainLine l Issue 162 l Spring 2015

Ruddington Motive Power Department

Class 03 03118.

Recent electrical work has seen a Battery Isolation Switch fitted adjacent to the locomotive's battery compartment. This will now be wired into the start circuits which are also in the process of being re-wired. Once this work is complete it is hoped that it will not be too long before 03118 can return to active service.

Class 08 08220.

Currently on commercial hire to Traditional Traction at Longport.

History is made on 15th November, 2014 as prototype HST power car 41001 heads The Screaming Valenta south on the GCR(N). MIKE MOUNTFORD

been repainted into BR Blue and numbered 37 009. Once warmer weather returns, it will be possible to complete the locomotive's repaint by giving the yellow ends one final top coat.

Class 73 73110.

73110 remains in traffic with nothing more than minor maintenance required. A set of replacement Headcode Blinds has been sourced to replace the damaged items at the Number 2 end. Also at the same end of the locomotive, the Driver’s side windscreen wiper requires attention due to a sudden propensity to only wipe ¼ of the screen.

The Screaming Valenta Mike Mountford

Class 20 20007.

The locomotive awaits final repairs to its air system before a return to traffic in the near future.

Class 20 20154.

Work has started on removing the power unit so that the generator can be sent to Bowers at Heanor for repair to its damaged commutator. This has involved draining the engine of oil and coolant and then disconnecting the multitude of pipes and cables that run between the fuel, oil and cooling systems of the locomotive. Then the laborious task of removing the roof can begin; a job that may have been easy to complete inside a fully equipped workshop but slightly more awkward being conducted outside in the winter weather.

Class 37 37009.

The repaired heat exchanger has been refitted to the engine. It is hoped to start the engine for the first time in many years in the next few months. Before this, the engine room will be fully cleaned of several years’ worth of dust. Externally, 37009 has

On 15th November, 2014 prototype HST power car 41001 made its first passenger run in preservation. East Midlands Trains assisted on this ground-breaking day by providing a shortened HST set with power cars 43045 and 43054 running from Derby to Ruddington Fields.

43045 was then uncoupled and swapped for 41001. Not something you see every day! The train, full of Project Miller volunteers, 125 Group members and invited guests then ran down to Loughborough and back with a photo stop at Rushcliffe Halt.

43045 was then swapped back before returning to Derby.

(For more information on 41001 and this first passenger run please visit the Project Miller website www.projectmiller.org.uk)

At Ruddington Fields, a comparison is possible with the HST prototype and the production version 43045.

MIKE MOUNTFORD

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Full Steam Ahead for Greenacres -

Lesley Allardyce, Greenacres Manager, outlines the latest developments Greenacres would like to welcome both The Birstall Post and Gully Garms on site, both of whom have recently moved in. The Birstall Post now rent one of the smaller units and Gully Garms, a clothing company, rent one of the larger units.

This leaves two of the smaller units and one larger unit to rent out, overlooking the City’s skyline and with easy on-site parking being a couple of benefits of working from Greenacres. For further information on leasing a unit please email Lesley.allardyce@gcrailway.co.uk The Platform Café has already started taking bookings for private events (including a Christmas booking!) so if you are looking for somewhere to hold that special occasion and would like to make an appointment to view the venue please contact the café on 01509 633 870.

The Platform Café’s new look menus are now out with new main meals and a variety of light bites.

Please look out for our special offers and meal deals on the Greenacres Facebook page. Like and share and you will receive up to date information on all our offers and events.

As part of the Vintage Fair, The Platform Café will be taking bookings for Vintage Afternoon Cream Teas on Friday 3rd April, 2015. Cream Teas include a variety of sandwiches, hand cooked crisps, savoury, along with homemade scones with fresh cream and jam, plus lemon drizzle squares and a traditional pot or tea at £9.99 per adult, £4.99 per child under 12 years! Full payment is required at the time to booking. To book your table please call the café.

Either side of the Vintage Fair we have Easter Bunny Express where there will be children’s activities at The Platform Café including an Easter Bunny Hunt with a tasty treat for each child taking part, colouring corner and Livi Lollipop will be face painting on 31st March, 1st, 2nd,7th and 8th April. Hope to see you all there!

If you would like more information on any of our events or to enquire about private hire, please go to our Greenacres Facebook page or contact Lesley on 077785 12275.

As part of Great Central Railway’s Vintage Festival, Greenacres is currently preparing for the Easter Vintage Fair from 4th – 6th April, 2015.

The Platform Café will be open each day from 10am – 4pm serving lovely homemade food with a fully licenced bar and real ale. Laura Jane Vintage will be singing, there will be craft and trade stalls, face painting plus children’s activities.

Entrance fee £1 for adults, children free. For stall availability please contact the café on 01509 633 870.

Laura Jane Vintage will be performing at The Platform Café on 4th to 6th April, 2015.

The Platform Café is open Tuesdays – Sundays, 10am – 4pm and is available for private hire or for any outdoor catering needs. Please ring 01509 633 870 We look forward to seeing you soon!

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Ellis’s Tea Room - Rothley Station

Fancy doing something different on Mother’s Day? Why not book a train ride to Rothley Station then indulge in a Mother’s Day Sparkling Afternoon Cream Tea at Ellis’s Tea Room. Includes a full Afternoon Cream Tea, a glass of Prosecco, Sherry or Orange Juice. Adults £13.99, children under 12 years £8.99. Due to limited space booking is essential along with full payment.

From 31st March through to 9th April, during Easter Bunny Express and over the Easter Vintage Festival, there will be a children’s funfair at Rothley with a selection of traditional and modern fairground rides (please note funfair rides are not included in train ticket price).

Ellis’s Tea Room is now taking bookings for private events, so if you are looking for somewhere with a cosy atmosphere and lovely views of Rothley Station and would like to be shown around the venue please contact Lesley on 077785 12275.

For up to date information on all events at Ellis’s Tea Room please go to their Facebook page. Ellis’s Tea Room is open 7 days a week from 10am – 4pm.

Butler Henderson Café - Quorn & Woodhouse Station A warm welcome is awaiting any customer visiting Great Central Railway’s Butler Henderson Café, open 7 days a week from 10am – 4pm. Butler Henderson now has a new menu with a wider variety of jacket potatoes, sandwiches and panini plus new meals on their special’s board and is fully licensed, so well worth a visit.

Butler Henderson’s Manager, Kathy, is now taking bookings for private parties. For further information please contact Kathy on 01509 633 876.

Kathy has already started taking bookings for Traditional Cream Teas on Mother’s Day, 15th March, at £10.99 per adult, children under 12 years £5.99. Due to limited space booking is essential along with full payment.

During Easter Bunny Express trains, 31st March, 1st and 2nd April, then again the following week, 7th, 8th and 9th April, Butler Henderson will be hosting children’s activities including an Easter Hunt, with a free goodie for each child taking part along with a colouring and craft table, so why not pop in and enjoy a coffee while the children are happy playing!

Butler Henderson will also be a hive of activity over GCR’s Vintage Festival weekend, 3rd to 6th April, with the café opening earlier from 9am serving a variety of refreshments, homemade cakes and hot drinks.

If you would like to find out more about events and offers at Butler Henderson please go their Facebook page, Butler Henderson GCR Café. http://on.fb.me/16fetzc MainLine l Issue 162 l Spring 2015 l 67

Children in Need at GCR successful day in raising funds.

- R W Bridges recounts a

Guests, film crew and Pudsey assemble on Platform No.2 at Loughborough Central for the day’s fundraising. ANDY BENNETT

keeping an eye on the increasing amount.

A huge sigh of relief was had by all at GCR at the end of 14th November, 2014 as a successful day’s filming had come to an end for the BBC East Midlands Today Children in Need event. The weather couldn’t have been more perfect for a November evening which all added to the perennially beautiful setting that is the station at Loughborough. The Children in Need organisers at the BBC had asked us to keep the event to ourselves as much as possible, hoping to avoid too many members of the public appearing on the night and it was therefore an invitation-only event. The invited guests included local fundraisers and beneficiaries of the fundraising event. BBC presenter Anne Davies was the reporter on the platform and she was joined by Anna Church, the BBC East Midland’s weather presenter for the day and finally, Tom Brown, airing the social media segment from the signalbox. On the day alone, in the East Midlands, almost £1,000,000 was raised, and is ever-increasing. We are all Some of the GCR support crew on the day of the transmission.

Top: Scott Manley, Steve Chapple, Matt Baker, Andrew Morley and Emma Morley with Pudsey.

Below: Ashley Croft, Andrew Morley, Scott Manly, Craig Stinchcombe, Steve Chapple, Matt Baker and Emma Morley with Anne Davies BBC East Midlands Today presenter.

BOTH: STEVE CHAPPLE 68 l MainLine l Issue 162 l Spring 2015

The BBC contacted us after the event, to tell us how impressed they were with all the effort GCR put in across the board. From the station staff to the booking office and the catering department to all those who had a hand in the event, it was successful teamwork that made another GCR event so unique and well-executed, with all pulling together fantastically. Again, individual expertise and understanding together with

Dramatic scenes as the Pudsey Express prepares to depart Loughborough. ANDY BENNETT

unyielding patience was evident and shows that when GCR work together as a team the end result is far beyond the sum of its parts.

There has been so much fantastic feedback on the event, both from staff here and from those who are simply TV viewers who saw the televised end product. It was filmed and broadcast live on Friday 14th November and was repeated on the Saturday, Sunday and Monday. The publicity GCR gained, if we had paid for it, would be well into thousands of pounds.

broadcast on their TV across the weekend will have, in some way, grasped just how unique and irreplaceable this environment is that we are all so lucky to be a part of. If this leads to increased public awareness of the breadth of our living and breathing salute to the past, those at GCR will sense the profound effect their input and dedication at all our events has on raising both finances and awareness – two irrefutably vital

The general consensus is, not only did it indisputably raise the profile of GCR, it did what it set out to do and helped raise valuable funds for Children in Need. Hopefully, the children (and adults) who were here, and those who saw the event Far right: Craig Stinchcombe, the GCR’s CME, with East Midlands Today weather presenter Anna Church.

Right: No.92214 complete with cast number plate ready to take on the Pudsey Express. BOTH: ANDY BENNETT MainLine l Issue 162 l Spring 2015 l 69

Anne Davies, BBC East Midlands Today presenter, is briefed before a live transmission. The children are already aboard the Pudsey Express. ANDY BENNETT

and her troupe of merry re-enactors, tap dancers, a Jazz band, Pudsey (fairly obviously!) were also present to keep the children entertained.

For the first time the results of the appeal will be given on a regional basis at the end of February/ beginning of March, unfortunately after the copy deadline for this issue.

However we do know some of the local beneficiaries of the events. They include: Cope Children's Trust at Rainbows Hospice for Children and Young People Loughborough New Dawn Family Support Service Loughborough The Bridge (East Midlands) Loughborough Shepshed Alley Group -Loughborough Charnwood 20:20 - Loughborough STEPS - Conductive Education Centre Shepshed components to both our day-to-day and our future survival.

As the man from the BBC said as a summary, “It’s been a wonderful experience working with the Great Central Railway. It’s a shame we can’t come back every year.”

On the day there were representatives from local companies who had raised funds, including Boots. Children's entertainers, Christine Brown Some of the comprehensive BBC equipment used on the day.

No.92214 at the head of the Pudsey Express simmers in the background.

ANDY BENNETT 70 l MainLine l Issue 162 l Spring 2015

The annual BBC event provides vital support for children of all ages and abilities throughout the country and enables many volunteer organisation to provide wonderful support that otherwise would not be available. The Great Central Railway is very proud to have been involved.

Loughborough’s Locomotive Shed - Dennis

Wilcock sheds(!) light on a little history

The planned track layout by the Locomotive Shed in 1974 with the Empress Road bridge in the bottom right corner. Note the twin track down the west side and the single line going north to the canal bridge. BARRY NURCOMBE

Within the project to reunify the Great Central Railway north and south of the Midland Main Line the focus of attention on Loughborough’s Locomotive Shed has been on its relocation. But there is much more to the story of the shed than that.

In 1973, with preservation in its infancy, rapid progress was being made. The influx of locomotives made a shed imperative in order to carry out restoration, repair, maintenance, running and basic weather protection for the growing fleet. Many options for the size, type and location of the shed were considered. The large sites at Swithland and Quorn & Woodhouse were both ideal but

planning permission would have been unlikely with Swithland having the additional disadvantage of poor access. That left Loughborough as the only likely location. Even here several options were considered. A single road shed south of Empress Road was one option but it would be too small and would have impaired the view from the signalbox. North of Empress Road bridge there was much more space and a request to British Railways to lease the land

The Locomotive Shed with much of the cladding complete c1975. Note the clear space down the west side of the shed which allows rail access to the canal bridge and the route north. The boiler of No.34039 “Boscastle” can be seen.

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Development of Loughborough Locomotive Shed 1. The location of the shed north of Empress Road. Steelwork is on site and the tender of No.34039 is visible.

HARPER SHAW 2. Foundations are laid for the shed in August, 1973. BILL SQUIRES

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3. The Thomas Smith & Sons (Rodley) Ltd self propelled steam crane lifts a roof truss into place on 23rd December, 1973.

HARPER SHAW 4. Nigel Vincent and the late Peter Gibson bolt together part of the roof support on 1st March, 1974. BILL SQUIRES

Locomotive Stock List - April, 1974

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Industrial Steam Locomotives “Hilda” - 0-4-0ST No.1875 “Barrington” - 0-4-0ST “Marston Thompson and Evershed No.3” 0-4-0 ST “Lamport No.3” - 0-6-0ST “Robert Nelson No.4” - 0-6-0ST No.39 - 0-6-0ST “Littleton No.5” - 0-6-0ST Main Line Locomotives No.377 “King Haakon 7” - 2-6-0 No.5231 - 4-6-0 No.34039 “Boscastle” - 4-6-2 No.71000 “Duke of Gloucester” - 4-6-2 Service Vehicles “Qwag” - 4 wheeled diesel shunter Self propelled Steam Crane “St Monans” No.9373 - Sentinel

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for the construction of a shed was surprisingly granted. Locating the shed there had several advantages as it would not impair the movements in and around Loughborough Central Station. While this was going on a second hand shed from Simms Sons and Cooke of Nottingham was located at a very reasonable price of £1000.

The shed, essentially as it is today, with corrugated steel sides and an asbestos roof was 250ft long, 50ft wide and 18ft to the eaves; ideal for a three road shed with space for machinery along the sides and at the end.

5. Lionel Blower fits part of the asbestos roof on 17th August, 1974. BILL SQUIRES 6. Excavations underway for the external pit on 19th January, 1976. BILL SQUIRES 7. Excavations taking place inside the shed c1977 for the pit on the east side of the shed.

HARPER SHAW 8 The internal pit under construction on 8th April, 1978 alongside GCR Improved Director No.506 “Butler-Henderson”. BILL SQUIRES 8. Pat Jackson manhandles a lathe into the shed on 28th May, 1978. BILL SQUIRES

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Planning permission for the shed was applied for and received with the location of the shed carefully chosen. Contrary to much present day belief, the shed’s location over the two running lines always allowed for a single running line to run down the west side of the shed to regain the original formation before the bridge over the Grand Union Canal. Thus the possibility of running north, such a distant ambition in 1973, was always allowed for.

Construction started in July, 1973 with the footings completed by September. A contractor was engaged to erect the steelwork but it was soon apparent that they could not do this at the agreed price, so the task fell to the volunteers of Main Line Steam Trust.

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The steel framework was completed relatively quickly but the cladding took a little longer and has never really made the shed weatherproof.

As well as the shed itself, a coaling stage was planned and although construction started, it was eventually demolished and now forms the base on which the locomotive boilers stand outside the shed.

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Over the years many more facilities have been added to shed. Pits have been built outside the

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The present day very busy scene at the Locomotive Shed. DENNIS WILCOCK

shed to aid locomotive disposal and concrete pads installed to assist with better working facilities and conditions.

Similar developments have taken place within the shed.

Inspection pits have been constructed and the machine shop at the north end of the shed has had a concrete base and more machines added although the wheel lathe that was acquired in 1974 was never installed. Concreting has been extensive.

The shed has also developed on the west, north and east sides. On the west the offices of Craig Stinchcombe and David Wright of Locomotive Maintenance Services (LMS) have been built while on the east side a new extension to the machine shop and a white metal facility have been built. More recently, the machine shop has been enclosed to give better working conditions and the LMS working area has been partitioned off. Development has been continuous and will no doubt continue until a final decision is made about its future. For over forty years it has provided a base for the GCR’s locomotives and setting aside the major achievement of building and maintaining the shed itself, it has seen many major successes over the years. While the list is

not exhaustive, most notable have been the restoration and continued maintenance of such locomotives as: No.506 “Butler-Henderson” No.777 “Sir Lamiel” No.1264 No.1744 No.6990 “Witherslack Hall” No.34039 “Boscastle” No.46521 No.47406 No.70013 “Oliver Cromwell” No.71000 “Duke of Gloucester” No.78019 Relocating the shed with all its facilities will be no mean task. As well as the shed itself there are the pits and large areas of concrete to be removed. So initially the means of running north will likely revert to the original plans of 1973 - running down the west side of the shed to regain the original alignment prior to crossing the bridge over the Grand Union Canal.

Or perhaps there are other plans!

Part of the enclosed machine shop at the North East corner of the Locomotive Shed. DENNIS WILCOCK

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Beyer Peacock Locomotives for the Great Central Railway - A brief summary by Dennis Wilcock No.215 built in 1865 was one of a batch of four locomotives originally intended for the Sardinian Railways.

They were the first locomotives Beyer Peacock supplied to the MS&LR. Note the brass makers nameplate on the forward driving wheel splasher. ANDREW DOW COLLECTION

In Main Line No.161 I looked at Beyer Peacock, the company. In this issue, I will look at the locomotives that company built for the GCR and its antecedents.

Before embarking on an examination of the locomotives, it is worth looking at how the railway company, as we recognise it, came to exist.

The origins of the Great Central Railway (GCR) can be traced back through the Manchester, Sheffield and Lincolnshire Railway (MS&LR) to the Sheffield, Ashton-under-Lyne and Manchester Railway (SA&MR - incorporated on 5th May, 1837) and prior schemes some of which failed to come to fruition. However, it was the amalgamation of the SA&MR with the Great Grimsby and Sheffield Junction Railway (GG&SJR - incorporated on 30th June, 1845), the Grimsby Docks Company (incorporated on 8th August, 1845) and the Sheffield and Lincolnshire Junction Railway (S&LJR - incorporated on 3rd August, 1846) which

enabled the combined company to adopt the name of the MS&LR (incorporated on 27th July, 1846) coming into general use on 1st January, 1847. The new company was thus able to link the manufacturing powerhouse and port of Manchester with Grimsby (and ultimately Immingham in 1912), New Holland and the North Sea. In doing so they were able to transport goods and passengers from the Atlantic to the North Sea and onwards to Continental Europe and vice versa.

The products of the Manchester cotton mills and the coal from the Yorkshire coalfields thus gained access to these markets. Were the pioneers men of enterprise and vision? In 2014 a high speed route linking Liverpool with Hull, HS3, was proposed. Did someone say MS&LR?

The elegant Class 23 designed

by Charles Sacré. No.246 of 1867 rests on the turntable at Hayfield. This outside framed design was the most numerous of the 0-6-0 goods locomotives designed by Sacré. ANDREW DOW COLLECTION

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It was on 1st August, 1897, as the London Extension was being built, that the company adopted the more fitting title of Great Central Railway, reflecting its new status as a trunk route into London.

Throughout this time and up to the Grouping in 1923, the company had to equip itself with the locomotives to operate its ever-expanding services. In stark contrast to today’s fragmented railway system, the railway companies, right up to the demise of British Rail in 1991, had a totally different philosophy. They sought to own every aspect of their business right from the land on which the railway ran, the track and infrastructure and the carriages, wagons and locomotives. They further wished to own the track and infrastructure maintenance facilities and the means of manufacturing, repairing and maintaining their own carriages, wagons and locomotives. The GCR and others went further by acquiring a fleet of steamers that plied up and down the English coast and across to Europe. As a result, they had

the control of traffic well beyond the bounds of the railway and thus benefited from the increased revenue that it brought.

The railway companies’ ambitions were not limited to land and sea. In the 1930s the Great Western Railway established air services. In March, 1934, the GWR combined with the LNER, LMS, SR and Imperial Airways to form Railway Air Services (RAS). In 1946, the government fearing that the railway companies were becoming transport conglomerates with monopolistic powers, formed the state owned British European Airways Corporation (BEA) and the services of RAS were absorbed into that company.

Concentrating now on the locomotives, independent builders were involved in two periods of construction - that before and that after the railway companies had established their own manufacturing facilities. In the case of the MS&LR Gorton Works, the Gorton Tank, had Beyer Peacock works photographs.

Top: An un-numbered Class 15 2-4-0 of 1865 originally intended for Sardinian Railways.

Left: Class 23 0-6-0 No.247 of July, 1867 in Works Grey without its tender.

BOTH: MUSEUM OF SCIENCE & INDUSTRY/ SCIENCE & SOCIETY PICTURE LIBRARY

76 l MainLine l Issue 162 l Spring 2015

Left: GCR Class 9F (LNER N5) 0-6-2T No.542 of February, 1894 stands outside Gartsides (Brookside Brewery) Ltd at Gorton c1920.

Below: Classmates No.532 (December, 1893) and 519 (September, 1893) outside Manchester London Road c1920. The two locomotives were part of a batch of 66 built over the period 1893/94.

BOTH: P F COOKE/RAIL ARCHIVE STEPHENSON

been established in 1848 by Richard Peacock but was fully engaged in the repair and maintenance of locomotives, carriages and wagons. It was not until 1858 that Gorton manufactured its first locomotives - two Class 5 0-6-0s to be followed in 1859 by a further two members of the class. So for the period from 1841, when the first locomotive, a 0-4-2, was built by Kirtley for the SA&MR, to 1858, locomotive building was in the hands of the independent builders. During that period a total of 125 locomotives were built for the SA&MR, GG&SJR and MS&LR. Table 1 shows the locomotive builders for the MS&LR/GCR. Up to 1858 it reads like a veritable Who’s Who of early locomotive builders. In order of first locomotive built the companies were as follows: 1841 - Kirtley - Robert Stephenson 1842 - Sharp Roberts 1843 - Sharp Bros the company formed when the partnership at Sharp Roberts was dissolved

and where Charles Frederick Beyer became Chief Engineer.

1846 - Fenton Craven where Richard Peacock served an apprenticeship 1847 - Fossick & Hackworth - W J & J Garforth - Tulk & Ley 1848 - Rayne & Burn - E B Wilson 1849 - R & W Hawthorn - William Fairburn & Sons 1853 - Sharp Stewart the company that emanated from Sharp Bros when John Sharp retired in 1852 and Charles Patrick Stewart took over and the year that Beyer left the company.

1856 - George England Many of the names will be familiar but some less so. Fenton Craven & Co is perhaps one of the lesser known companies. It had its origins in the Railway Foundry in Hunslet, Leeds and was MainLine l Issue 162 l Spring 2015 l 77

GCR 9H Class (LNER J10) No.832 built in February, 1897. This Pollitt design was the forerunner of the famous Pom Pom and continued in production until that design emerged in 1901. ANDREW DOW COLLECTION

formed in 1846 but was taken over and became E B Wilson later in the same year.

Another of the lesser known companies is Tulk and Ley. An iron mining company, in 1843 they established an engineering works at Lowca near Whitehaven. They are best known for building

Crampton locomotives which had the single driving axle behind the firebox, enabling them to have very large driving wheels. The two locomotives purchased by the MS&LR were of that design. They were not successful.

Rayne & Burn were agents and almost certainly sub-contracted the building of the Table 1 - Locomotive Builders for the MS&LR locomotive credited to them.

and GCR

Builder Build Period Number Built MS&L/MS&L(S)/GCR 1858-1922 926 Beyer Peacock 1865-1922 282 Neilson & Co/Neilson, Reid 1865-1902 171 Kitson & Co. 1859-1912 130 North British 1905-1913 62 Sharp Stewart 1853-1903 60 Sharp Bros 1843-1850 52 Vulcan Foundry 1903-1921 47 Burnham, Williams 1900 20 R & W Hawthorn 1849-1850 18 Yorkshire Engine Co 1904-1906 15 William Fairburn & Sons 1849-1859 12 Robert Stephenson 1841-1853 11 E B Wilson 1848-1865 9 W J & J Garforth 1847-1849 8 Manning Wardle 1876-1883 6 Fossick & Hackworth 1847-1848 5 Sharp Roberts 1842 3 Kirtley 1841 3 Tulk & Ley 1847-1848 2 Fenton Craven 1846 1 George England 1856 1 Rayne & Burn 1848 1 78 l MainLine l Issue 162 l Spring 2015

1820 to 1850 was a period of very rapid industrialisation and companies with some engineering expertise became involved in locomotive building. Some were successful but many were not. Steam technology had to be mastered as did the machinery and processes required to build a working locomotive. It is quite remarkable how much success was achieved in the embryonic industry.

In 1846, Charles Frederick Beyer reported that one of his locomotives, No.25, a precursor of the famous Sharp Goods, had hauled 101 wagons weighing 597 tons over a distance of 29 miles at an average speed of 13.7mph. In the period between May, 1846 and October, 1847, the locomotive ran 40,222 miles with an average coke consumption (early steam locomotives used coke and not coal) of 39.74 lbs per mile. These were prodigious feats from the earliest days of steam and no doubt gave the SA&MR the confidence to buy so many of the Sharp products in its earliest days.

Of course, not everything was so successful.

The first three

Table 2 - Locomotives built by Beyer Peacock for the MS&LR and the GCR

the GCR was absorbed into the LNER at the Grouping. From the total of 1845 locomotives built it Year GCR LNER Designer Wheel Number is notable that the total of Class Class Arrangement Built locomotives built at the Gorton 1865 15 Sacré 2-4-0 4 Tank was 915 with a further 11 being built at the company’s 1867 23 Sacré 0-6-0 20 Sheffield locomotive shed 1893 9F N5 Parker 0-6-2T 17 (MS&LR(S)). The period over 1894 9F N5 Parker 0-6-2T 25 which the companies built the 1896 9F N5 Parker 0-6-2T 2 locomotives is also given in the table. From 1923 onwards the 1896 9H J10 Pollitt 0-6-0 39 LNER concentrated locomotive 1897 9H J10 Pollitt 0-6-0 27 building at Darlington and 1898 11A D6 Pollitt 4-4-0 2 Doncaster and Gorton was relegated to a repair and 1898 9F N5 Parker 0-6-2T 12 maintenance facility.

1898 9G F2 Pollitt 2-4-2T 10 1898 9O N5 Parker 0-6-2T 1 Most notable for the purposes of this item is the fact that Beyer 1899 11A D6 Pollitt 4-4-0 18 Peacock heads the list of 1900 9F N5 Parker 0-6-2T 16 locomotives built by the 1901 9F N5 Parker 0-6-2T 6 independent builders at 282; far 1903 8B C4 Robinson 4-4-2 2 in excess of the nearest rival, the Neilson companies at 171.

1903 8C B1 Robinson 4-6-0 1 1903 9J J11 Robinson 0-6-0 10 In the case of Beyer Peacock, 1904 8 B5 Robinson 4-6-0 8 who first built locomotives in 1855 for the Great Western 1904 8B C4 Robinson 4-4-2 5 Railway, the first locomotives for 1904 8C B1 Robinson 4-6-0 1 the MS&LR, four Class 15 2-41904 9J J11 Robinson 0-6-0 15 0s designed by Locomotive 1906 8F B4 Robinson 4-6-0 10 Superintendent Charles Reboul Sacré (the son of a Huguenot 1906 8G B9 Robinson 4-6-0 10 refugee), were not built until 1907 8H S1 Robinson 0-8-4T 2 1865. (Note: These were not the 1907 9L C14 Robinson 4-4-2 12 same class as the Class 15s built

by Burnham, Williams & Co in 1908 8H S1 Robinson 0-8-4T 2 1900 at the Baldwin Works in 1922 9Q B7 Robinson 4-6-0 5 Philadelphia, USA. The MS&LR/GCR practice of re-using vacant class locomotives purchased in 1841 from Kirtley were and locomotive numbers has been mentioned in not a success. these pages before). From that point on, orders from the MS&LR and GCR were intermittent As was seen in the first part of this series, from with the pattern generally representing the periods 1858 onwards the independent builders fulfilled of famine and feast for the independent builders. the role of building, repairing and maintaining locomotives when Gorton was full to capacity.

The full list of locomotives built by Beyer Peacock for the ML&SR and the GCR is given Table 1 shows the list of locomotive builders and in Table 2 in date order. Manufacture covered the number they built for the MS&LR/GCR from locomotive design right from the earliest days of the beginning in 1841 to the end of 1922 when MainLine l Issue 162 l Spring 2015 l 79

Pollitt designed GCR Class 11A (LNER D6) No.871 built

by Beyer Peacock in February,1899 at Manchester Central c1908, as rebuilt by Robinson. The locomotives were intended for the London Extension expresses. JOHN QUICK COLLECTION

Sacré through to the first and second periods of Robinson’s designs. The MS&LR/GCR used various titles for its engineers in charge of locomotive matters. For completeness they are listed below.

1841 - 1848 - Richard Peacock 1848 - 1859 - William Grindley Craig 1859 - 1886 - Charles Reboul Sacré 1886 - 1893 - Thomas Parker 1894 - 1899 - Harry Pollitt 1900 - 1922 - John George Robinson It is not intended to discuss every design as that would take rather more space than is available but to concentrate on the more significant designs.

Notable are the two designs of Sacré neither of which lasted into the LNER period. The Class 15 was an inside-framed locomotive. The four purchased in 1865 were originally destined for the Sardinian Railways. They were put to work on the North Lincolnshire lines. No more of the class were purchased by the MS&LR. The Class 23 was a double-framed goods locomotive and was the most numerous of Sacré’s

0-6-0 designs. 98 were built over the period from 1859 to 1867 with Beyer Peacock building a batch of 20 in 1865. It was a period of rapid increase in the railway’s locomotive stock. The double frame design was much favoured by early locomotive builders including Richard Peacock. The frames were of the sandwich type with the two ½” plates either side of a 3½” wooden plank.

By the time Beyer Peacock built another locomotive for the MS&LR the year was 1893 and locomotive design had moved on considerably. The class was the GCR 9F which, in its various developed forms, was classified N5 by the LNER. It was designed by Thomas Parker and was a development of his GCR 9A Class (LNER N4) of 1889. The 9Fs differed principally from the 9As by having Stephenson link motion instead of Joy valve gear and a Belpaire firebox instead of the previous round top design. In fact this was the first British locomotive design to adopt the Belpaire boiler and represented a major innovation by the ML&SR. This type of boiler was very widely adopted by the GCR and GCR Class 11A No.875 built by Beyer Peacock in March, 1899 at Trafford Park Shed c1918. Seen with a superheated boiler and a cast numberplate on the cabside as opposed to the painted version on No.871 above. REAL PHOTOGRAPHS

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GCR Class 8B (C4) 4-4-2 “Jersey Lily” No.194, built

by Beyer Peacock on 23rd December, 1903 leaves Brackley Viaduct with an Up express c1905.

LGRP12176/JOHN QUICK COLLECTION

all British main line railways throughout the 20th century. It is interesting to speculate how much Beyer Peacock influenced the choice of the Belpaire boiler as they had been building such boilers for the overseas market for the previous 20 years.

The 9Fs were the most numerous of the GCR classes built by Beyer Peacock. From 1893 to 1901 129 were built, 79 by Beyer Peacock.

Along with the earlier 9A class, 55 of which were built, the 9Fs were designed for short goods workings and shunting duties and spent much of their early years on coal and steel trains in the Sheffield area. After the Grouping in 1923, they were increasingly used on local passenger trains.

They were essentially a tank engine version of the 0-6-0 Class 9H (J10) goods locomotive with both classes of locomotive being built in a large acceleration of locomotive building to cope with the increased goods traffic on the railway and the shortfall of suitable locomotives.

but continued the production of former Parker designs. It was not until 1896 that he produced locomotives of his own design; one of the first being the 0-6-0 goods locomotive of Class 9H (LNER J10). Beyer Peacock were heavily involved in the production of these locomotives, 39 being produced in 1893 and 27 in 1894. As with the 9Fs the company built a high proportion of the total class numbers of 106.

1893 and 1894 represented the peak in Beyer Peacock production for the ML&SR/GCR. After that, when locomotives were built for the railway, the numbers were at a much more modest level.

However, production did continue and in 1898/99 they built 20 locomotives of the 11A (D6) class.

The class was part of a long line of GCR development of the 4-4-0 for express passenger use which culminated in 1919 with the Robinson Class 11F Improved Director. The development had begun in 1887 when Thomas Parker introduced his Class 2. It was the first GCR express locomotive to have inside frames.

Readers will be familiar with the project to build a brand new Class 2, No.567 and thus see a

Harry Pollitt became ML&SR Locomotive Engineer in 1894 GCR Class 9J (LNER J11) No.222 built in March, 1904 at Whetstone on 26th March, 1910. It is working a Down Class A goods; a London to Grimsby empty fish train.

Whetstone station is behind the camera. KEN NUNN /LCGB

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Edwardian elegance at its best. GCR Class 8F (LNER B4) 4-6-0 No.1096 in pristine condition at Nottingham Victoria with an up train c1923. T G HEPBURN/RAIL ARCHIVE STEPHENSON

significant point in the history of GCR locomotive development..

The Class 2 was followed in 1895 when Harry Pollitt introduced his Class 11. It was the first express locomotive in Britain to use a Belpaire boiler which had been developed by Beyer Peacock and had 7’ 0’’ driving wheels as opposed to the 6’ 9’’ wheels of the Class 2.

The Class 11A (D6) was introduced in 1897 and differed from the Class 11 in having piston instead of slide valves. They were intended for the fast lightweight expresses on the London Extension. The previous 4-4-0s had been used on the Manchester King’s Cross expresses working to Grantham before being taken over by GNR locomotives.

33 locomotives were built with the first 13 built in the GCR workshops at Gorton. Beyer Peacock were contracted to build the last 20. The GCR 8G (LNER B9) 4-6-0, a small wheeled version of the Class 8F, at Lincoln shed on 19th July, 1924 with its LNER No.6108 and with GCR style numberplate on its cabside. It was built in September, 1906 and numbered 1108. A W CROUGHTON/RAIL ARCHIVE STEPHENSON

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GCR were desperate to have sufficient locomotives to operate the London Extension but unfortunately at the time, Beyer Peacock was embroiled in a long strike. The GCR put in place plans to start the building of some of the locomotives to be handed over to Beyer Peacock when the strike was settled. It is not clear how far this progressed as all 20 locomotives bore the Beyer Peacock works plate.

In any review of GCR locomotives it would be difficult not to mention the ubiquitous 9J (J11) Pom Pom, 174 examples of which were built.

Since much has be said about this class in Main Line, suffice to say that Beyer Peacock built 25.

One of the most famous of GCR classes was the 8B (LNER C4) of which Beyer Peacock built two in 1903 and a further five in 1904. The 4-4-2 Atlantic wheel arrangement was used in perhaps J G Robinson’s most celebrated design, noted for its exceptional aesthetic appearance. At the same time Beyer Peacock built two 4-6-0 locomotives of GCR Class 8C (LNER B1) for direct comparison with the 8Bs which could, if found necessary, be converted to 4-6-0s. This never transpired, the 4-4-2s being very successful.

The next class to come under the spotlight is the Class 8F (B4). These 4-6-0 locomotives were introduced with the cutting of first sod for the new dock at Immingham and the first was named as such; the whole class being known by that port’s name. All ten were built in a two month period in 1906 by Beyer Peacock so it might be interesting to debate how much it was a Beyer Peacock as opposed to a GCR design. They were certainly a very elegant design. They were intended for the fish trade from Grimsby and fast goods services from Immingham to London and were regular performers on the London Extension. They appear very similar to the Class 8 (B5) Fish engines, eight of which had been built by Beyer Peacock in 1904 but were in fact a smaller wheeled version of the Class 8C (B1). Although the Imminghams did perform on fish and goods trains, they were more often seen on passenger work.

Also in 1906, again in a two month period, Beyer Peacock built all 10 locomotives of the 8G (B9) class. These were indeed a small wheeled version of the Class 8F the diameter of the driving wheels being reduced from 6’ 7’’ to 5’ 4’’ making the

class much more clearly a goods locomotive. Also reduced was the length of the firebox coming down 9’’ to 7’ 9’’. Even with their smaller wheels they were still employed on fast goods trains.

The GCR Class 8H (S1) was a brute of a machine intended for hump-shunting in the new marshalling yard at Wath on Dearne in South Yorkshire. They were based on the GCR’s Class 8A (Q4) 0-8-0 but had three cylinders to smooth out shunting moves and a wider boiler. They were also fitted with power reversers because of the frequent changes in direction inherent in shunting duties. Beyer Peacock built all four of the original locomotives in 1907/08 with Gresley building a further two, with modifications, in 1932. The Wath yard had two humps and the Wath Bankers as locomotives became known, shunted in pairs with two to each hump. In 1930, Gresley fitted a booster to one of the locomotives but the results were not entirely successful.

It is sometimes said that there was petty friction between the GCR and Beyer Peacock but there was always close liaison between the companies.

Together, they produced some very fine locomotives. The friction was no doubt that of two companies in such close proximity recruiting staff from the same area and no doubt staff moving across the tracks as opportunities in the two companies opened and closed. The friction cannot have been that serious as evidenced by the number of locomotives produced by Beyer Peacock for the ML&SR/GCR over a 57 year period. On the Grouping both Sir Sam Fay and John George Robinson themselves moved across the tracks.

GCR Class 8H (LNER S1) 0-8-4T No.6170, a Wath Banker, at Mexborough shed on 13th April, 1925.

Originally numbered 1170 it was built in December, 1907.

A W CROUGHTON/RAIL ARCHIVE STEPHENSON

MainLine l Issue 162 l Spring 2015 l 83

News from the Line OBITUARIES

Managing Director. He was also a commanding officer in the Air Training Corps.

stalwart of the early days of the preserved Great Central Railway.

Albert Lockwood died on 13th December, 2014 at the age of 89.

Albert was a volunteer with the On Train Catering team in the late 1970s and 1980s. He served behind the bar, as a waiter and was not averse to peeling the Brussels Sprouts in the kitchen and often brought Stilton cheese to serve to the diners. He was always very smartly turned out.

On moving to Woodhouse, He was one of the first Brian became active in local volunteers to own his own village life and became coach when he bought a TSO. Chairman of the local history gave atmospheric society. He was involved in Albert many other village activities and descriptions of the GCR’s became a much loved and catering services in Main Line enthusiastic member of the Nos. 45 and 47.

His uncle John was the driver who died in the accident at Chapel en le Frith while trying to stop his runaway goods train from crashing. John Axon was subsequently awarded the George Cross for his bravery in staying on the footplate to the end.

Brian Axon - 3rd October, 1935 to 27th November, 2014 It is with great sadness that we announce the death of Brian Axon.

community. He was also very interested in jazz.

On retirement, Brian came to Brian’s funeral was held at St live in Woodhouse and joined Paul’s Church, Woodhouse on the Loughborough Central 12th December, 2014 and was station staff in the early 1990s attended by more than 200 to eventually become the Senior people. Bill and Debbie Ford Stationmaster, a post he held for represented the GCR along with several years. He relinquished many other of Brian’s friends this post some 10 years ago but from the railway. continued to volunteer as Stationmaster when required. Brian leaves a widow, Brian was always renowned for Maureen, to whom we extend his immaculate appearance our deepest condolences. often with a button hole and complete with top hat. He was Albert Lockwood - 16th always very helpful and friendly March, 1925 to 13th with fellow station staff and December, 2014 passengers.

It is with great sadness that we also record the passing of a Brian was born in Liverpool and Albert Lockwood serves beer joined the family business on 1st January, 1978. BILL making ropes. He became its SQUIRES

84 l MainLine l Issue 162 l Spring 2015

The preserved GCR was very much a family affair for the Lockwoods. Albert’s brother Bill was a stationmaster at Loughborough Central and his brother Jack was a TTI. His funeral service was held at the Holy Trinity Church, Barrow upon Soar on 29th December, 2014. Many friends and family were in attendance.

am Traction R e t S e r u t ally Mi nia 8 and 9 August 2015 th

th

Quorn & Woodhouse Station

Miniatures in action!

Steam traction engines - Road rollers - Threshers - Saw benches For further information vehicle owners are invited to contact Michael Stokes, Business Development Manager, Great Central Railway 07710 934788 Alan Roger Bowley - 16th May, our early work days show there were not many weekends when 1953 to 19th December, 2014 In late December last year the Alan was not working. Towards volunteers on the Windcutter the end of 1993, he identified team lost a long serving and that the team needed to apply numbers to the wagons as they very valued member. were restored. Not having any Alan made a financial experience in this area, he contribution to purchase ex researched what was needed, British Railways mineral purchased the necessary stencils wagons. He also answered the and brushes and developed his call to get involved in restoring skills as a sign writer. The and maintaining the wagons and majority of the restored wagons was present at the first meeting were numbered by Alan, several of volunteers in June, 1993 and for a second time. also at the first working day on the wagons the same month. He Even after being diagnosed with became a regular on the Parkinson's Disease a few years restoration team. The records of ago, Alan continued to make a valuable contribution to the restoration and maintenance of the wagons. As the disease progressed, he was able to do less but he was very determined to remain involved.

He managed to complete the numbering on the last wagon to be restored to date, B279724, in April last year.

Alan Bowley applying lettering to Windcutter wagon B279724. DENNIS WILCOCK

Alan also undertook a detailed survey of the wagons. His meticulous records and the form that he designed provided the basis of the records the team keep for all the wagons.

As well as his involvement with the GCR, Alan was a keen gardener. He was also a keen fisherman, both locally and around Swithland reservoir. He was a member of RSPB and kept records of the birds he saw.

Alan was a regular participant in pub quizzes; his vast store of knowledge usually meaning he would be on the winning team .

A very quiet and unassuming man and never one to seek the limelight, he just quietly got on with the job, whatever it was.

Very much an unsung hero of both the Windcutter Project and the GCR. Alan will be sadly missed by all those who knew and worked with him.

Alan's funeral was at St. Paul's Church Woodhouse Eaves on 5th January, 2015 and the GCR was represented by Jamie Taylor,

MainLine l Issue 162 l Spring 2015 l 85

John Buckland, Steve Goodhand and myself from the Windcutter team along with Richard Patching. At his family's request, Alan was able to pay one last visit to the GCR, with the funeral cortege visiting Quorn & Woodhouse yard before the funeral and passing three of the Windcutter mineral wagons.

John Brooks Bob Tomsett It is with great sadness that we acknowledge the passing, on 19th January 2015, of one of our stalwart volunteers, Bob Tomsett following a brief illness with cancer.

Most of our visitors will have seen a larger than life character performing his duties stoically, efficiently and with good humour for many years as one of our long serving train guards.

Bob has also been a TTI and one of the guard’s trainers, and such was his patience he persevered with even the most challenging

BR 9F 2-10-0 No.92093 heads south with a Windcutter at Ashby Magna in 1961. MICHAEL MENSING

of trainees. However, he will probably be best remembered for the excellent organisational skills and impressive contacts he had in organising the Wartime Weekends. Once Bob committed to doing something it was sure to get done. Not one for only taking a behind the

2000 Club Winners of the draws to December 2014 were:October 2014 1st £66.96 No.1485 A Shimwell, Eckington 2nd £27.90 No. 202 R B Batty, Caunton 3rd £16.74 No.1358 J. Driver, Cosby November 2014 1st £65.52 No.1496 R Ellis, Conwy 2nd £27.30 No. 69 M D Unwin, Leicester 3rd £16.38 No.1393 A Constable, Hillmorton December 2014 1st £65.34 No. 617 B Newton, Glossop 2nd £27.22 No. 1184 J G Groves, Cam 3rd £16.34 No. 240 J C Sedgewick, Sutton Bonnington K M Lloyd, DCRT 2000 Club Promoter 86 l MainLine l Issue 162 l Spring 2015

scenes role, Bob was also to be seen in a chosen uniform taking an active part. Ian Farnfield contacted me to provide one wonderful memory of Bob in full Sergeants uniform, putting an unfortunate squaddie through his paces. Such was the gent’s enthusiasm for everything he did.

The Great Central Railway was not Bob’s only passion, he was also an accomplished organist at St Aidens Church in Basford, Nottingham, where his funeral was held on 4th February, 2015.

Over 200 people attended with the GCR represented by many of his former colleagues.

Bob was a railwayman through and through. His real job was as an Assistant Ticket Examiner on East Midlands Trains, regularly passing through Loughborough and under his beloved GCR. Each time I am sure he wondered and looked forward

to the day when he would do the opposite journey and pass over the Midland Main Line on the GCR. Sadly, this was not to be.

I for one will spare a thought for Bob on that first journey north to Ruddington.

Nigel Smith MICHAEL MENSING It is with sadness that we report the death of Michael Mensing at the age of 80 who was a well known railway photographer over many decades. Over the years, he has been very helpful in supplying photographs of the Great Central Railway for Main Line. One such is included in the magazine. In future issues, we hope to include more of Michael’s photographs.

ALAN GARRAWAY Our thoughts are with friends and colleagues from the Ffestiniog Railway following the sad news that Allan Garraway had passed away on 29th December, 2014 aged 88.

Having followed his father Ron Garraway to a notable career with the LNER, Allan was to become one of the original volunteers on the Talyllyn Railway. During one of these visits he and a friend decided to walk the length of the Ffestiniog Railway. On noting the well made formation a comment was made to the effect that this should be the railway they should be restoring. History of the famous meeting in Bristol is legendary leading to the start of restoration of the Ffestiniog Railway, which he attended. He left the BR(E) to take up the role of General Manager in 1955, a

post he was to hold until 1983. and will secure an 18 mile His stewardship during the intercity steam hauled railway austerity years ensured the running from the outskirts of railway did not fail and his Leicester to the outskirts of understanding of running a Nottingham. railway ensured the railway concentrated on the must haves The restoration of No.34039 will and ignored the nice to haves. mark a significant achievement The fact the railway can now for the GCR as the locomotive talk about having nice to haves was the first main line engine to is due to Allan setting the arrive on the newly preserved foundation for stability that we railway back in January,1973. enjoy today and it is notable What would be more fitting than how hard following General seeing No.34039 re-enter traffic Managers have found it to and haul the first train across the continue that stable foundation Midland Main Line? he started.

Nigel Smith Tickets are included with the posting of this magazine and members are urged to give the DCRT ANNUAL RAFFLE The David Clarke Railway raffle all possible support and Trust’s annual Grand Spring return ticket stubs and Draw, administered by Friends remittances promptly. of the Great Central Main Line, is being held this year to support To those who object to this kind the Bridge to the Future Appeal of fund raising we apologise and and the completion of the ask that everyone returns any restoration of Southern Railway unused tickets so that they may West Country Class 4-6-2 be sold on. As usual we have spectacular range of prizes to be No.34039 “Boscastle”. won.

A successful Appeal will ensure the new bridge is installed by GCR PROPOSAL Network Rail over the Midland In the summer of 2013 Richard of the GCR’s Main Line. The project is the Brown biggest in railway preservation Locomotive Department, made

Richard Brown makes his proposal to Emily Sharpe.

MainLine l Issue 162 l Spring 2015 l 87

Photographed on 30th December 2014, No.70013 “Oliver Cromwell” hauls the first train of the day out of Loughborough Central.

The central arch of bridge 336 makes a frame in the picture, and the strong shape of the bridge is a sharp contrast to the softer sunlit landscape. Without the bridge, the composition would be significantly weaker. The locomotive is central, providing the focus of the picture, and the low shutter speed is slow enough to blur the wheels, giving an impression of movement. The shutter speed of 1/60 is just high enough not to blur the image of the train itself, just the locomotive wheels which are moving faster. The driver leaning out of the cab window lends a helpful detail, and adds to the action in the image.

Panasonic Lumix DMC-FZ200, 21mm, 1/60 sec at F/8, ISO 100. Camera set to shutter priority.

KELLY BALDRY

a dramatic and romantic proposal of marriage to Emily Sharpe using the GNR N2.

No.1744. With the locomotive appropriately positioned and decked with a banner Richard made the proposal.

The happy couple, who met on the GCR, were married in Loughborough on 27th September, 2014.

EMAIL ADDRESSES With the continuing and anticipated rises in postal charges the costs of posting has risen to a level which rivals that

of printing costs for newsletters and magazines. While there is no intention of ceasing to print Main Line members will know that it is now possible to receive the Quarterly Newsletter by email. Roughly half the membership now receives the Newsletter in this way and we hope this percentage will increase. To reduce costs further members are urged to provide email addresses at the earliest opportunity. This can be done at membership renewal. Please then indicate that you wish the Newsletter to be sent by email.

88 l MainLine l Issue 162 l Spring 2015

LLPS PHOTO COMPETITION Great Central Railway's friends and visitors are invited to enter their photographs into our Annual Exhibition. Leicester and Leicestershire Photographic Society runs an annual photo competition for photographic prints and digitally projected images taken on the GCR. The winner of each category is awarded a trophy and a free family runabout train ticket.

This is a wonderful opportunity to display your favourite

portrayals of aspects of the trains and their environment.

Entries can be submitted between 9th February and 28th March. The Exhibition will be held on 15th to 16th May, 2015 at Christchurch, Clarendon Park Road, Leicester.

Further details and forms will be available on the website www.landlps.org.uk If you would like to attend a Society meeting on a Friday evening, you will be warmly welcomed.

VOLUNTEER LIAISON OFFICER Andy Bennett, a member of the Friends Committee, has been appointed the GCR’s Volunteer Liaison Officer.

2015 has been arranged for 27th June, 2015 commencing at 10:00 at Lovatt House. The Annual Meeting of Friends of the Great Central Main Line will follow at 12:00.

a new museum at Leicester North will not be known until after the General Election in May, 2015. In the meantime we will have to keep fingers, and everything else, crossed.

The formal notices for each of these meetings will be posted in the normal way. Friends will receive the notice in Main Line No.163 to be published on 1st June, 2015.

2014 RVP Raffle Well once again the members and supporters of the GCR have helped us raise just over £3500 towards our restoration activities, writes promoter John Rudkin.

MAIN LINE - BRIDGING THE NATION The outcome of the GCR’s £10M re-submission to the Heritage Lottery Fund to build

Over 500 of you either sold/bought our raffle tickets and/or gave us donations which totalled £3515. This figure is

Andy has been a volunteer on the GCR from the earliest days of preservation and more recently a regular weekly volunteer in the Locomotive Shed working on Phillip Wainwright’s Black Five No.45491.

Andy will be detailing the new volunteer arrangements and organisation in future issues of Main Line. Volunteers are an essential part of the operation of the GCR and it is planned that the new arrangements will ensure volunteers are in the positions to which they are best suited and will receive a better service from the company.

COMPANY AGMs The Annual General Meeting of the Great Central Railway plc for the year ending 31st January, MainLine l Issue 162 l Spring 2015 l 89

broken down as Ticket sales (£2777); Donations (£1342) less costs (Licence £20; Printing £184; Prizes £400). This was the 11th time when the actual profit from ticket sales passed the £2000 mark bringing the total raised from 17 raffles to £34,395. You only have to look around the GCR to see the results of your kindness.

The winners were: 1st Prize (£100) Karl Dubb; 2nd Prize (£80) D Godwin: 3rd Prize (£60) Miss M Skillbeck; 4th Prize(£40) John Rawlinson; 5th Prize (£40) J L Kennington; 6th Prize (£40) Andy Fillingham; 7th Prize (£40) Tony Johnson:

winnings back to RVP - much appreciated.

Finally a thank you to both Andy Fillingham and Tony Johnson for donating their

TURNTABLE Unfortunately the turntable at Quorn & Woodhouse has

The broken outrigger wheel lying in the turntable pit at Quorn & Woodhouse on 31st January, 2015. DENNIS WILCOCK

suffered a serious failure of one of the castings on the outrigger wheels. To investigate the cause and affect a repair the whole turntable will have to be lifted out of the pit.

Woodford 50th Anniversary Commemoration Over the weekend of 13th and 14th June, 2015 GCR will be staging a mini gala – a very important one in fact.

Sad to say it will be fifty years, pretty well to the weekend itself in June, that Woodford Halse Shed lost its allocation of locomotives and was closed. Annesley soldiered on for a little longer to January, 1966 with a very reduced fleet, before its own demise. Such an anniversary simply couldn’t be overlooked, I hope everyone will agree.

We’ve already booked two special guest locomotives to be at GCR during the event: LMS Ivatt Class 4MT 2-6-0 No.43106, courtesy of Severn Valley Railway and BR Standard Class 9F 2-10-0 No.92212, courtesy of the Mid Hants Railway. The thought of two 9Fs together, Nos.92212 and 92214, on our double track railway is hopefully something which every enthusiast will savour! Ivatt 4s were familiar sights at Nottingham Victoria in the early 1960s and, of course, No.43106 has only been away from its Severn Valley base a very few times over the years. No.92212 will be remembered as a locomotive restored from Barry scrapyard condition at the GCR. Currently, we’re looking at a number of possibilities to make the event a really special one, such as photographic displays relevant to both Sheds and GCR, together with guest former employees from Annesley and Woodford. Further details will be released via the Special Events sections of the GCR website and in newsletters.

Richard Patching 90 l MainLine l Issue 162 l Spring 2015

Area Group Reports No.70013 “Oliver Cromwell” departs Rothley on 13th December, 2014. GRAHAM WIGNALL

Leicestershire Area Group John Calton To continue our résumé of this Season’s entertainment of Railway Evenings at Quorn, the November, 2014 meeting was taken by Mike Eggington giving a digital journey along the GCR starting from the Pennine town of Penistone in the late 1940s and continuing through Sheffield and Chesterfield to end the journey at the cathedral-like station of Nottingham Victoria.

This presentation was superbly illustrated with both colour and black and white images complemented by the informative narrative by Mike. There were many references to other Company’s lines along the route, including the GNR line to Derby Friargate. An excellent evening!

The same could be said for our annual visit by Dave Richards and Karl Jauncey of Preserved Steam on Video to give their pre-Christmas spectacular, featuring steam hauled trains running over our National Network ranging from Cornwall to the North of Scotland, including a sequence of filming from the footplate, interspersed with shots of the same train taken from the lineside. The best of both worlds!

Another superb professional offering from PSOV.

Mark Ratcliffe set the New Year off at Quorn with a comprehensive illustrated presentation featuring the network of Brewery lines and locomotives that used to dominate Burton-on-Trent.

As Mark commented, no criminal could ever make a quick getaway, due to the congestion caused by the many level crossings around the town on lines which served the Breweries; an amazing system. Equally interesting was the collection of quality photographs showing the locomotives and their workings at 17B, Burton Locomotive Depot. This was another nostalgic return to the days which most of us remember. Thanks for the memories, Mark.

The final meeting of the 2014-2015 Season is as follows: Friday 13th March – Lost and Restored Lines – A selection of films showing the contrasting fortunes of various railway lines including the S&D, Woodhead, the Waverley Route, Cumbrian Coast, East Yorkshire and Whitby-Scarborough, to be introduced by Les Henshaw.

All meetings are held at St. Bartholomews Church Hall, Church Lane, Quorn, LE12 8DP near Loughborough, commencing at 7.30pm, on the second Friday of the month from September to March inclusive. Refreshments should be available during the interval. Admission is free although a collection is held to defray costs. Any surplus is used to fund various projects on the GCR. EVERYONE IS WELCOME For further information, contact John Calton on 0116 267 6909, Keith Satterly 0116 253 0990, or Peter Hack 01509 261 094.

MainLine l Issue 162 l Spring 2015 l 91

14/5/12 Northants Area Group Tony Hemmings

MainLine_151.qxd:Layout 1

13:25

We ended 2014 with our annual visit by GB Productions with their video show of steam on the main line and many preserved lines taken throughout the year.

January, 2015 saw a real treat (especially for Midland fans) when David Cross (son of the late Derek Cross) gave us a decade of Midland steam (1958-68). Not surprisingly we had many classic slides of locomotives and locations on the West Coast Main Line that most of us associate with Derek Cross - typically, a Duchess storming up Shap. We also visited North Wales, Cumberland and the Buxton areas. A couple of slides showing Stanier Pacifics heading south had a background of the M1 at Watford Gap. You could count the number of vehicles on one hand and still have fingers to spare! As a result of his visit, David has already been booked by other groups in this area but I am pleased and proud to say we were first and we will be inviting him back.

By the time you read this article, in February, 2015 we will have had a comprehensive talk on

the 88 LMS Page

Patriot Project given by David Bradshaw and Kevin West.

Our final meeting of the season follows. Please come along to support us.

Wednesday 4th March - Bridge to the Future Tom Ingall (first half) All the latest news on the biggest project in preservation.

GCR, BR to preservation - John Brooks (second half) John Brooks will show a selection of slides from his comprehensive collection covering the period 1960's through to early preservation.

As before, all our meetings are held on the first Wednesday of the month from September to March inclusive at Weston Favell Parish Hall, Booth Lane South, Northampton NN3 3EP and start at 7.30pm. Our Catering Dept will be on hand to provide refreshments during the break.

Admission is free but we request your donations to cover costs and hopefully make a little profit so we can make a donation to the GCR. For more information contact Tony Hemmings on 01536 514 341

Putt Ad 92 l MainLine l Issue 162 l Spring 2015

Through the Letterbox

The Editors welcome brief letters, sent to the address on page seven, on topics of relevance to the Trust and the “Greater” Great Central Railway. Contributors should include their Membership No. The Editors reserve the right to edit contributions for clarity and length.

Beyer Peacock built 4-8-2 No.22 on the Pichi Richi Railway. The locomotive, works number 7411, was built in Manchester in 1951.

DAVID BODGERS

crossing point between it and the line across the continent from Sydney to Perth. Whilst the link to the GCR is tenuous, I thought that there might be enough there to be of interest to your readers.

David Bodgers

A Night to Remember

Beyer Peacock and Quorn

Main Line No.161 with its article on the Beyer Peacock company arrived at a very relevant time. I had just returned from a visit to Australia much of which was spent in the Flinders Ranges in South Australia. Whilst there, I took the opportunity to spend time at, and travel on, the Pichi Richi Railway, the only remaining section of the 3ft 6in Great Northern Line that used to run to Alice Springs from Adelaide via Port Augusta. The engine in use when I visited was a 4-8-2 Beyer Peacock W Class; one of 60 locomotives built in 1951/52 most of which went to the West Australian Railways. The engine, seen at Quorn, was No.916 which is currently slightly modified to run as No.22 from the Silverton Tramway which ran three of these engines that were slightly different to the West Australian ones.

I am writing this letter to thank everyone at the Great Central Railway who made it A Night To Remember for eight senior citizens (and their helpers). In all, the average age of everyone was approximately 80 years, with one lady, Mabel, being 98 years of age.

On the 18th October, 2014 we boarded the 19:00 Charnwood Forester dining service, welcomed by the staff who made a real fuss of everyone.

ALL the ladies on this outing were made to feel very special by all concerned. The staff did everything humanly possible to make all the girls feel very special and the meal served to them was a meal to remember. Compliments to the Chef!

We wish to thank you and congratulate everyone at GCR for making this such a fantastic event.

The ladies have told all their friends of their

The Town of Quorn in the Southern Flinders was surveyed in 1878, named after Quorn in Leicestershire and established to service the railway that was then being built from Adelaide to Alice Springs. It later became the Quorn station in South Australia on the Pichi Richi Railway. DAVID BODGERS MainLine l Issue 162 l Spring 2015 l 93

night to remember and we all congratulate everyone concerned for making dreams come true. Everyone there should be very proud of everything you do to preserve, educate and appreciate The Age of Steam.

Mrs Janice Sutton

Excellent Christmas Lunch

I am a Londoner but have lived in Sheffield since 1966. I am a 74 year old railway enthusiast who spent 40 years with BR Eastern Region/ Railtrack. I started as a Timetable Clerk at London King’s Cross aged 17 and finished as Timetable Development Manager for Railtrack LNEZ at York dealing with timetable aspirations of train companies! I was a bit of a rebellious Management Trainee during the Beeching era and have lived and worked in East London, East Anglia, Leeds and South Yorkshire between these timetabling sessions.

I have a considerable connection with the GCR in both London and Sheffield and intimate knowledge of the Master Cutler and its breakfast/dinner service when it worked from Sheffield to King’s Cross and then to St Pancras.

I am a longstanding member of the Great Central Railway Society and about 30 different railway organisations including RSA, Institute of Logistics and Transport, and the Transport Trust.

I was an active volunteer on the Talyllyn from 1955 to 1963 but not a member of your society.

I dare not join any more but I do support you! I paid a first visit to the GCR(N) in July, 2014 and I have travelled on your line four times over the years. My most vivid memory was with my father when the Stirling Single came!

On 14th December, 2014, I was on the 13:15 Christmas Lunch Cromwell Pullman in FO3126 in a party organised by the Sheffield Transport Study Group. A dining experience on a heritage railway was first time for me. It was quite excellent in every way. My wife, who died last year after 44 years of marriage, was a Caterer.

Sadly, due to her disablement and rheumatoid arthritis, she could not travel to dine in a train but I am sure she would have enjoyed it too. I noticed specifically that the 12:30 had two minute late start due to your meticulous handling 94 l MainLine l Issue 162 l Spring 2015

of a disabled customer in a wheelchair. We had a wheelchair for 30 years!

I specifically put my head out into the RKB and had a most interesting chat with a chef about Propane Gas. I am no cook but my turkey and all meals were excellent. Coffee arrived just before the return to Loughborough. This was just right and I assume is a norm with 84 diners. Please thank the kitchen staff specifically.

The only catering point of interest my wife would have spotted was the soup pre-poured into bowls in the kitchen or serving table before passing to a customer. I remember Harry Dix (ex Pullman Car Company Senior Conductor) recalling tales on The Cutler with various staff.

This was when soup was served at the table from a very big tureen with a ladle, the soup in the ladle being emptied twice into the pre-prepared empty bowl. Some fascinating memories of trains at 80mph and going round curves and bumpy track required considerable dexterity and care!

I regret because I was eating and talking (and with a lack of space to write) I did not record the detailed journey time as I often do. I know we left to time and stopped at Rothley and on Swithland Viaduct and came back quicker than going.

I was so glad we had the GNR N2 No.1744 on the front (I recall happy memories train spotting at King’s Cross as a school boy. This plus FO3092/3022/3042,RKB 1575, FO E 3126 and BSK 34393 and the magnificent Beavertail® E1719)!

David Wrottesley

Operating the re-unified railway

Philip Wainwright's letter in Main Line No.161 raises questions about how we will operate the re-unified Great Central in (hopefully) not too many years' time. With a double track section between Rothley and Loughborough capable of more trains than the single section between Loughborough and Ruddington, what timetable would need to be developed? As a preserved main line rather than a branch line, appropriate trains would be desirable to demonstrate

diesels for some services - this works well on other railways as well as our own. I would only suggest that locomotives are in an appropriate and historic livery.

Of course, re-unification is not the end of the process of creating a railway that will be able to show future generations how railways were operated in the age of steam, but it certainly goes some way towards realising our founders' ideals.

Peter Godley railways as they were operated at the height of steam through to the transition to diesel. I am sure our planners have given these issues some thought but I would like to make a few suggestions through Main Line for possible future debate.

We could have express services from Ruddington to Leicester North calling at East Leake, Loughborough and Rothley followed by a local service from Loughborough to Rothley (or Leicester North subject to doubling/station enhancements) calling at all stations on the greater capacity double track section. In addition on gala days, a service could run to Swithland Sidings (a two coach platform could be constructed at the north end of the loop, between the Mountsorrel Branch and the signalbox) for trips on the branch or to allow observation of trains from the sidings area. These would then proceed to Rothley Brook and reverse.

I mention Leicester North enhancements as with such a long line surely we need to look at locomotive turning facilities at both ends of the line. I still have a copy of the prospectus from the nineteen nineties which shows a two platform terminal station with turntable at Leicester.

Could this be considered alongside the museum?

With more services at Loughborough, would there be a need for an additional platform there?

For Ruddington, a triangle may be the answer for access and turning. With regard to suitable locomotives, with a finite number of steam engines available we will surely be relying on

Leicester South Shed

I was unable to get to see the Shipley Model Railway Society’s model of Leicester South but has previously seen it in Hornby Magazine. The detail was amazing and it took me back to my youth train spotting on the Black Pad alongside the Leicester to Burton line. Sneaking down to Leicester South shed, dodging the railway policeman, I saw No.18000 and later “Loch Rannoch” far from its home shed in Scotland. On another occasion, venturing down to the turntable at the Great Central station I was invited into the cab of No.6979 “Helperly Hall” by the fireman and he shared a cup of tea while he fried his meal on a special shovel. I was impressed! It was worth the good hiding I got when arriving a hour and a half late from school!

I found the photograph above in a sack of rubbish at a charity shop. Maybe someone could identify the locomotives and the year it was taken at the South Shed?

Michael Petty

Cup Final Specials

We all know what an excellent publication Main Line is. Besides all the latest news, the historical articles put together by our Editor Dennis make most interesting reading; whether it's about Swithland Reservoir, Marylebone Goods operations, disappeared lines like the Somerset & Dorset or the histories of preserved locomotives, particularly those seen on the GCR. MainLine l Issue 162 l Spring 2015 l 95

These articles take us all back in time and when one reaches a certain age there is nothing like a good old reminisce!

A question I would like to pose is how many of you remember the good old days of the 1950s when was it the first Saturday in May, FA Cup Final Day at Wembley, when at least one team and often both came from Lancashire; Blackburn Rovers, Bolton Wanderers, Burnley, Preston North End, Blackpool and both Manchester teams to name those I can remember? It meant at least two and sometimes five Cup Final specials usually hauled by Jubilees or Black Fives. I remember well the huge “Special” disc covering the smokebox so at Rothley on the bridge a sideways view to cop the engine was needed and I particularly remember No.45581 “Bihar & Orissa”.

Also, if I remember correctly, similar specials came through for the Rugby League Final so perhaps a fellow reader could furnish Main Line with an article with any records of dates and numbers etc.

A thought for a future gala: why not relive the ‘50s with Cup Final Specials – “Leander” and “Galatea” plus Black Fives Nos.45231, 45305, 44871, 45407 etc. The choice is yours.

Photographic charters on the GCR. Above: Weathered 8F No.48624 brings a rake of Windcutter wagons through Swithland on 22nd January, 2015 Below: Evoking memories of the Western Region No.7820 “Dinmore Manor” at Loughborough Central on 4th February, 2015.

BOTH: MICHAEL SUTTON

Richard Kinton

Winter Steam Gala

I am writing to congratulate you all on the wonderful Winter Steam Gala. I attended on the Saturday starting at Leicester North and despite the cold day with sleet first thing, I thoroughly enjoyed the day and I was pleased to see so many people attending.

The organisation was spot on. It was a full schedule and all running to time. Stations were very tidy with nice fires in the waiting rooms, the 96 l MainLine l Issue 162 l Spring 2015

staff very helpful and smart, all helping to create the atmosphere of a bygone steam railway. I stopped at various stations along the line to drink and eat and was served efficiently with good food at a reasonable price. So thank you to staff and volunteers for a memorable day.

To the friends who have not yet obtained their copy of the DVD The Quorn and Woodhouse Gala Experience, produced by The University of Bradford, 2014: You are missing a treat. 130 minutes of steam without leaving your armchair.

Purchase also helps the Bridge to the Future appeal.

W John Thornton

FRIENDS OF THE GREAT CENTRAL MAIN LINE LOVATT HOUSE, 3 WHARNCLIFFE ROAD, LOUGHBOROUGH, LE11 1SL

COMMITTEE: Andy Fillingham (Chairman & Treasurer), Steve Evans (General Secretary), Alan Brassey (Membership Secretary), Dennis Wilcock (Publications Secretary), Andy Bennett, Brian Phillips, Bob Stephens Internet: www.gcrailway.co.uk/friends

GREAT CENTRAL RAILWAY plc

Authorised Share Capital £5,000,000 Registered Office GREAT CENTRAL STATION, LOUGHBOROUGH, LE11 1RW Registered No.1257394 England Patron: The Countess of Lanesborough President: M Gregory Vice President: M J Sheppard DIRECTORS: D T Morgan (Chairman), W J C Ford (Managing Director), R Patching (General Manager), K Byass, M J Sheppard, E H Smith, D Wilcock Company Secretary: C Pollard General Enquiries Telephone: Loughborough (01509) 632 323 Fax: Loughborough (01509) 632 366 Internet: www.gcrailway.co.uk Email: sales@gcrailway.co.uk

GREAT CENTRAL RAILWAY (NOTTINGHAM) LTD

Registered Office NOTTINGHAM HERITAGE CENTRE, MERE WAY, RUDDINGTON FIELDS, RUDDINGTON, NOTTINGHAM, NG11 6NX Registered No. 4277779 England DIRECTORS: B O’Hanlon (Chairman), P M Stanway (Secretary), M Fairburn, M Fowler, R A Hull, R A Kemp, D Morris, A S Newcombe, R Whalley, P D Wilson General Enquiries Telephone: Nottingham (0115) 940 5705 Fax: Nottingham (0115) 940 5905 email: info@gcrn.co.uk Internet: www.gcrn.co.uk

THE DAVID CLARKE RAILWAY TRUST Incorporating Main Line Steam Trust Ltd

A Registered Charity supporting the Great Central Railway Registered Charity No.1104839 LOVATT HOUSE, 3 WHARNCLIFFE ROAD, LOUGHBOROUGH, LE11 1SL TRUSTEES: C I Baines, W J C Ford, M Freckelton, K M Lloyd, R J S Stephens Internet: www.gcrailway.co.uk/dcrt MainLine l Issue 162 l Spring 2015 l 97

GREAT CENTRAL RAILWAY (NOTTINGHAM) 2015

MERE WAY, RUDDINGTON, NOTTINGHAM NG11 6NX Tel: 0115 940 5705 Miles Station

Timetable A (Blue)

Ruddington (Dep) East Leake (Rushcliffe Halt) (Arr) East Leake (Rushcliffe Halt) (Dep) Loughborough† (Arr) Loughborough† (Dep) East Leake (Rushcliffe Halt) (Arr) East Leake (Rushcliffe Halt) (Dep) Ruddington (Arr)

0 3.5 3.5 9 9 3.5 3.5 0

† = There are no passenger facilities at Loughborough to board or alight from trains.

The services are operated by Great Central Railway (Nottingham) Ltd (GCR(N)), to whom all enquiries should be addressed.

At special weekends and some Bank Holidays these timetables may be suspended and services run as required – see our “Special Events” page.

Note: While every effort will be made to maintain the above services and times, GCR(N) does not guarantee that trains will depart or arrive at the time published and reserve the right to cancel, alter or suspend any train and/or service without notice and will not accept any liability for loss, inconvenience or delay thereby caused.

GCR(N) accepts no liabilities for inaccuracy in the information published here.

11:00 11:20 11:25 11:41 11:49 12:09 12:15 12:35

13:00 13:20 13:25 13:41 13:49 14:09 14:15 14:35

Timetable B (Yellow)

15:00 15:20 15:25 15:41 15:49 16:09 16:15 16:35

10:30 10:50 10:54 11:10 11:12 11:28 11:32 11:52

12:15 12:35 12:39 12:55 12:57 13:13 13:17 13:37

14:00 14:20 14:24 14:40 14:42 14:58 15:02 15:22

15:45 16:05 16:09 16:25 16:27 16:43 16:47 17:07

GCR(N) Special Events 2015 5th & 6th April 26th April

Fantastic Easter “Eggspress” Steam Specials Road Transport Event

3rd & 4th May

Edward the Bear Specials

17th May

Family Fun Day

14th June

Spring English Electric Running Day (Subject To Confirmation)

11th & 12th July

Summer Diesel Extravaganza (Subject to Confirmation)

19th July

Nottingham Area Bus Society gathering and running day

1st & 2nd August

Model Rail Extravaganza

9th August

Stewart Classic Vehicle Register Summer Gathering

30th & 31st August

Edward the Bear Specials

13th September

Autumn Sulzer Running Day (Subject to Confirmation)

11th October

Road Transport Event

7th November

Firework Spectacular

Saturdays & Sundays 28th November – 20th December

Santa Specials

24th December 27th & 28th December

Christmas Eve Santa Steam Specials Winter Holiday Trains

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April ‘15 T 2 9 16 23 30

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July ‘15 T 2 9 16 23 30

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Su 4 11 18 25

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August ‘15 T F 6 13 20 27

5 12 19 26

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W 3 10 17 24

June ‘15 T 4 11 18 25

F 5 12 19 26

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M

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(Dates in RED = Special Event. See Website for further information and timetables)

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GREAT CENTRAL RAILWAY 2015 BRITAIN’S DOUBLE TRACK MAIN LINE STEAM RAILWAY GREAT CENTRAL STATION, LOUGHBOROUGH LE11 1RW

Weekends

D

March to 15th November Loughborough Central Quorn & Woodhouse Rothley Leicester North Leicester North Rothley Quorn & Woodhouse Loughborough Central

dep dep dep arr dep dep dep arr

9:40 9:48 9:58 10:08 10:10 10:21 10:29 10:36

Midweek Loughborough Central Quorn & Woodhouse Rothley Leicester North Leicester North Rothley Quorn & Woodhouse Loughborough Central

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* 12:15 12:24 12:35 12:45 13:00 13:12 13:23 13:30

13:15 13:24 13:35 13:45 14:00 14:12 14:23 14:30

13:15

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14:07 14:20 14:47 *

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Griddle Car - Hot and Cold Refreshments Restaurant Car - Advanced ticket holders only Limited non-dining passenger accommodation Runs in March and November only Runs April to October Hauled by heritage diesel or multiple unit Saturdays Only - The Charnwood Forester This train may be steam or diesel hauled Special Event - Enhanced timetable may apply Contact GCR for details Santa Special and Santa Deluxe - Contact GCR for details

M A D SO *

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Tu

6 13 20 27

7 14 21 28

M

Tu

6 13 20 27

7 14 21 28

M

Tu

5 12 19 26

6 13 20 27

January ’15 W Th F 1 2 7 8 9 14 15 16 21 22 23 28 29 30

W 1 8 15 22 29

April ’15 Th 2 9 16 23 30

W 1 8 15 22 29

July ’15 Th 2 9 16 23 30

Sa 3 10 17 24 31

Su 4 11 18 25

F 3 10 17 24

Sa 4 11 18 25

Su 5 12 19 26

F 3 10 17 24 31

Sa 4 11 18 25

Su 5 12 19 26

Sa 3 10 17 24 31

Su 4 11 18 25

October ’15 W Th F 1 2 7 8 9 14 15 16 21 22 23 28 29 30

M

Tu

February ’15 W Th F

Sa

2 9 16 23

3 10 17 24

4 11 18 25

6 13 20 27

7 14 21 28

M

Tu

W

4 11 18 25

5 12 19 26

6 13 20 27

May ’15 Th F 1 7 8 14 15 21 22 28 29

Sa 2 9 16 23 30

M

Tu

W

3 10 17 24 31

4 11 18 25

5 12 19 26

M 2 9 16 23 30

March ’15 Th F

M

Tu

W

2 9 16 23 30

3 10 17 24 31

4 11 18 25

5 12 19 26

6 13 20 27

7 14 21 28

Su 1 8 15 22 29

Su 3 10 17 24 31

M 1 8 15 22 29

Tu 2 9 16 23 30

W 3 10 17 24

June ’15 Th 4 11 18 25

F 5 12 19 26

Sa 6 13 20 27

Su 7 14 21 28

Su 2 9 16 23 30

M

7 14 21 28

Sa 1 8 15 22 29

Tu 1 8 15 22 29

September ’15 W Th F 2 3 4 9 10 11 16 17 18 23 24 25 30

Sa 5 12 19 26

Su 6 13 20 27

Tu

November ’15 W Th F

Sa

3 10 17 24

4 11 18 25

7 14 21 28

Su 1 8 15 22 28

Tu 1 8 15 22 29

December ’15 W Th F 2 3 4 9 10 11 16 17 18 23 24 25 30 31

Sa 5 12 19 26

Su 6 13 20 27

5 12 19 26

August ’15 Th F 6 13 20 27

5 12 19 26

6 13 20 27

Su 1 8 15 22

7 14 21 28

M 7 14 21 28

Sa

The Great Central Railway cannot accept any responsibility for any consequences arising from the late running or cancellation of any of the advertised services.

Contacts: General Enquiries 01509 632 323 www.gcrailway.co.uk MainLine l Issue 162 l Spring 2015 l 99

100 l MainLine l Issue 162 l Spring 2015