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West Coast Railways’ Lake District lifeline ■ £5bn rail

investment for Wales

New trains, new identity, electrification and more

■ GBRf buys

16 Class 56s







Editor: Chris Milner Deputy editor: Gary Boyd-Hope Senior correspondent: Ben Jones Designer: Tim Pipes Picture desk: Paul Fincham and Jonathan Schofield Publisher: Tim Hartley Production editor: Sarah Wilkinson Sub-editor: Nigel Devereux Editorial assistant: Jane Skayman Consultant editor: Nick Pigott Classic Traction News: Peter Nicholson Operations News: Ashley Butlin Narrow Gauge News: Cliff Thomas Metro News: Paul Bickerdyke World News: Keith Fender By post: The Railway Magazine, Mortons Media Group, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR Tel: 01507 529589 Fax: 01507 371066 Email: © 2018 Mortons Media ISSN 0033-8923


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This issue was published on July 4, 2018. The next will be on sale on August 1, 2018.

A slightly different way of marking the centenary of the Royal Air Force and also the centenary of Talyllyn Railway 0-4-0T Douglas brought the veteran loco alongside a full-sized Spitfire replica at Tywyn Wharf station on June 2. The loco previously worked at RAF Calshott and was painted in RAF blue for this year’s commemorative events. BARBARA FULLER

Another nice mess you’ve gotten into


N the past six weeks we’ve seen a shambolic start to the new summer timetable with thousands of passengers unable to travel because of a lack of trained drivers, overcrowded services, while others were written out of a hastily revised timetable. The Lake District branch to Windermere, a major tourist area at this time of year, was left bereft of train services because of timetable and drivertraining issues, resulting in private train operator West Coast Railways coming to the rescue. The East Coast franchise has been taken over by the Government-created London North Eastern Railway after Stagecoach hit financial problems with the franchise, and it has also emerged TransPennine can’t make ends meet, estimating it will lose £106million by the end of the current term. Other franchises are also having problems meeting predicted passenger numbers, revenue and growth forecasts on which their bids were based. The introduction of new trains is running late, and major infrastructure projects have still not been completed. HS2 costs continue to cause headaches, and passenger numbers have seen their biggest fall for 25 years. Could it get any worse? Ongoing strikes have seen passengers effectively lose their jobs or being forced to change them because of late and cancelled services. Rail staff have been verbally and physically abused, leading to some calling in sick to avoid confrontation with the public. Drivers in some companies are demoralised at the nature of shift patterns often because of the need for rest day working, while management struggles to manage effectively. One insider told me experienced staff are looking to leave the industry, with a number seeking early retirement because they’ve had enough. The current driver shortage (which leads to rest day workings or cancellations) is not helped by drivers leaving for better pay and conditions at other operators, and further compounded by the fact a recruitment and


Editor’s Comment

training process can take 12 months. Never before, in almost 25 years of franchising, have there been so many problems, and the rail industry really has got itself stuck between a rock and a hard place. While leaving aside the (misplaced) calls for Nationalisation (Network Rail is already a Government department and franchise terms are set out and overseen by the DfT), the time has come to review how railways are financed and managed. Such a move also means ensuring the right number of staff for the trains scheduled, not a reliance wholly on rest day working, as these are usually the first casualty in a union dispute. Management contracts for a fixed fee, such as GTR, where the DfT is pulling all the strings, don’t appear to be the answer either, so are concessions, of the type Transport for London uses for London Overground and Docklands Light Railway, the way forward? I believe it’s time to take a step back and not only rethink the franchising model and how improvements can be achieved, but also look at introducing a greater element of competition on routes where the majority of passengers have no choice. As comic genius Oliver Hardy famously said… “here’s another nice mess you’ve gotten me into”, which seems to sum up the recent few weeks on the railways. But where do you think the problems lie and what do you think should be done to make improvements? Write and let me know, but please keep letters succinct as possible.

Recognising our electric heritage NEWS that a number of electric multiple units are at last in undercover storage is welcome. But the story should not end there. EMUs have provided a vital role in the day-to-day movement of millions of passengers since the early-20th century, yet overall, electric traction is woefully under represented in the National Collection. While units such as the Merseyrail Class 503 and the 4-SUB have been subject to many years of open air storage, at least they’ve been saved from

scrap and are in dry storage, and work to conserve and restore them can begin. With some units from the former Electric Railway Museum under the custodianship of the Heritage Electric Trains Trust, there is growing optimism that through grants, donations and apprentice schemes and the like, one day a heritage EMU will back working on the national network again – and it can’t come soon enough. CHRIS MILNER, Editor

July 2018 • The Railway Magazine • 3


14 Pre-Grouping Perfection – Part 2

32 The Area Manager's Diary

22 Freight Without Frontiers

38 The Franco-Crosti Story

Keith Farr concludes his assessment of the pre-Grouping 4-4-0s performance with a look back at classic Midland, GCR, Scottish and Irish classes.

Former BR manager and TRM columnist John Heaton opens the pages of his diary, in which he kept a detailed record of events, good and bad.

48 Alternative Fuels for Trains

With emissions from diesel engines becoming increasingly unpopular, Keith Fender looks at the various alternatives being developed and proposed for rail traction.

Twenty years on from the introduction of the Class 66s, Ben Jones considers the impact of these EMD-built diesels on the railfreight industry in both the UK and Europe.

Robert Humm charts the story of a brave experiment to increase the efficiency of Stephensonian steam locomotives and its development in Italy, Great Britain and elsewhere.

54 A Few Hours Driving a Quarry Hunslet

FREIGHT INDUSTRY REVOLUTION: 20 years of Class 66 - p22

HEAT ME UP BEFORE YOU GOGO: The Franco-Crosti Story - p38

LIFE AFTER DIESEL: Alternative fuel sources for trains - p48

4 • The Railway • Magazine July 2018

Cliff Thomas takes the controls of a preserved narrow gauge steam locomotive at Bressingham Steam Museum and finds it far from easy!


July 2018. No. 1,408. Vol 164. A journal of record since 1897.

Headline News

On the cover

ScotRail Class 365 Nos. 365517/ 537 enter Polmont with the 22.30 Glasgow Queen StreetEdinburgh Waverley on June 23. IAN LOTHIAN

MAIN IMAGE: West Coast Type 3 No. 37669 thunders over Burneside Higher level crossing with the 15.20 WindermereOxenholme service on June 17.

Siemens wins £1.5bn Piccadilly Line deal, West Coast Railways steps in to provide Windermere train service, CAF, Stadler and Vivarail share Transport for Wales train orders as part of £5bn new franchise plan, Two inquiries begin as Northern and GTR timetable chaos continues, Virgin Trains East Coast gives way to LNER, £100m rail test centre for South Wales?

INSET 2: The story of Franco-Crosti steam locomotives. INSET 3: Australian solar-powered train - one of several alternatives to diesel.


INSET 1: 20 years of Class 66s. BEN JONES

Track Record The Railway Magazine’s monthly news digest 66 Steam & Heritage

Industrial archaeologists uncover startling new evidence about the true age of 'Killingworth Billy', Gloucs-Warks feels the 'Broadway effect', Severn Valley's end of steam commemoration, 'Patriot' boiler by end of year.

72 Industrial

Main Image: Flashback to the 1980s as Nos. 50049 Defiance and 50007 Hercules lead an (almost) uniform rake of BR blue/grey Mk2s along the sea wall at Dawlish on June 23. The '50s' were returning to their old stamping ground with a Pathfinder Tours 'Mazey Day' train to Penzance. MARK V PIKE

The Railway Magazine’s audited circulation of 36,072 copies per month makes it by far the

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73 Steam Portfolio 74 Irish 76 Narrow Gauge 78 Network 80 Miniature 81 Classic Traction 84 Classic Traction Portfolio 86 Railtours 90 World 93 Metro 94 Traction & Stock First TPE Class 802 lands at Southampton, Class 153s for ScotRail luggage/bike vans, GBRf buys 16 Class 56s, West Midlands new DMUs to be Class 196, TPE scraps Class 68/Mk3 plan.

Visiting‘Britannia' No. 70013 Oliver Cromwell makes a fine sight as it departs Broadway with a well-loaded train bound for Toddington on May 27. JACK BOSKETT

98 Traction Portfolio 101 Operations 106 Stock Update

Regulars 12 Multiple Aspects With Lord Berkeley.

12 Railways in Parliament 36 Subscription Offer

Subscribe today to receive your monthly copies of The Railway Magazine from only £20.

46 Readers’ Platform 58 All Change 60 Panorama

Our regular gallery of the best railway photography from around the world.

64 From The RM Archives

Find out what The RM was reporting 20, 50 and 100 years ago.

Panorama: The Isle of Man Steam Railway’s 3ft-gauge Beyer, Peacock 2-4-0T No. 8 Fenella makes a splendid sight as it heads towards Port Soderick during a charter on April 27, 2017. TERRY AYRES

108 Meetings 110 Heritage Diary

Details of when Britain’s unique collection of heritage railways and railway museums are open.

122 Crossword & Where Is It?

HeadlineNews Vintage Trains forms TOC – but no date yet for first trains

TYSELEY’S VintageTrains has formed its new publically owned Train Operating Company – VintageTrains Ltd (VTL). The move followed the success of VT’s Community Benefit Society share offer, which surpassed its £800,000 target by the May 31 cut-off date, and will now remain open until the end of the year. The board met on June 1 to confirm more than £850,000 in subscriptions had been received, and subsequently made funds available to VintageTrains Ltd to secure its passenger charter licence from the Office of Rail and Road (ORR) and establish a mobilisation plan. It meansTyseley Locomotive Works (TLW) can now begin work on the renovation of its Mk2 carriage and Pullman fleet, starting with a full safety and maintenance audit.

Safety certificate

Additionally,TLW has completed fittingTPWS/OTMR apparatus to its flagship 4-6-0 No. 7029 Clun Castle, and as soon as VTL receives its steam safety certificate and licence, main line trials wiil begin. However, in spite of reports printed elsewhere suggesting a late-summer start for operations, VTL was unable to say when the first trains under the newTOC would run. “Until we have the licence in our hands we cannot say when we will run our first train nor take bookings – it would not be fair to the passengers,” VTL spokesman Ben Mason told The RM. “We are hoping to run the last few‘Shakespeare Expresses’, but again it is dependent upon the licence.” The RM understands paths are booked for‘Shakespeare Express’services in anticipation of operations starting.

Two investigations over timetable chaos begin as Govia CEO resigns

AN INDEPENDENT inquiry into the widespread timetable disruption that affected GoviaThameslink and Northern passengers following the timetable change on May 20 has been announced by the Office of Rail and Road (ORR). The enquiry has been commissioned byTransport Secretary Chris Grayling and will be led by Professor Stephen Glaister, who will:

■ Identify factors that contributed to the failure to produce and introduce a satisfactory operational timetable ■ Reach conclusions about managing risks created by major network changes ■ Make recommendations to the industry and Government before any future major network changes. The inquiry will focus on what actually took place compared to what should have happened, and examine the disruption experienced by passengers, especially on lines served by Northern and GoviaThameslink Railway. Additionally, the inquiry

will look at how Network Rail and the train operators worked together, before and after introduction of the timetable, and the industry’s readiness in preparing for timetable changes. Evidence from those affected by the disruption can be sent to The ORR will publish an interim report in September with final recommendations by the end of the year. In the aftermath of the timetable chaos, Govia managing director (MD) Charles Horton resigned on June 15 saying:“It is the right time to hand leadership of GTR to a new pair of hands.” He has been replaced by Patrick Verwer, former MD of London Midland. On June 18, theTransport Select Committee took evidence over the timetable problems from Mr Horton and GTR chief operating officer Nick Brown; David Brown,

MD of Northern and Rob Warnes, Northern's performance and planning director; as well as Network Rail’s Jo Kaye (MD system operator), John Halsall (route MD South East) and Martin Frobisher (route MD LNW). During evidence it emerged the DfT was fully aware of driver training and infrastructure problems and other issues at both companies, and even though problems at both TOCs produced ‘red flags’, the view was taken to work through these and mitigate or reduce the risks. Both GTR and Northern asked for the timetable to be‘rolled over’(with the old timetable carrying on), but this was rejected by all other train operators. The committee also commented they were surprised neither operator had escalated the problems directly to Chris Grayling given the seriousness of thse issues. Charles Horton called the

“It is the right time to hand leadership of GTR to a new pair of hands.”

problems“a systemic failure of the industry’s timetabling process”, adding efforts to de-risk the changes found GTR overwhelmed in the week prior to May 20. Since the initial timetable change, Northern and GTR have cut around 6% of trains from schedules to reduce cancellations and create more stability. As more drivers learn the routes extra services will be phased in. The select committee has asked witnesses to submit written evidence by September, covering: ■What steps were taken to put things right and when? ■Why the emergency timetable was not effectively delivered ■Why communication with passengers was poor, and websites not informative enough ■Why station information was confused and conflicting ■Why complainants on social media were blocked ■ Levels of compensation and when ■ How confident is the industry of the forthcoming December timetable changes, which are bigger.

£100million rail industry test centre for Wales? SOUTHWales could gain a rail industry test centre to rival Siemens’Wegberg-Wildenrath facility andVelim in the Czech Republic if Welsh Government proposals come to fruition. WelshTransport Secretary Ken Skates unveiled the plan for a £100million Global Centre of Rail Excellence on a former opencast colliery site on June 25. The facility is intended to play ‘a key role in the development of next generation hydrogen- and

battery-powered trains’and would feature two electrified oval test circuits, one 4.5 miles (7.3km) long and a second, 1.9 miles (3.1km) long, both capable of 100mph operation.


The centre would also be used to develop the next generation of signalling and digital control technology. Two sites at the head of the Dulais Valley, north-east of Neath,

are being considered for the development: a mothballed opencast colliery at Nant Helen and the still-operational coal washery site at Onllwyn. Currently, the UK has no rail test facility comparable to those in mainland Europe, which all have waiting lists of up to a year for testing new trains. Many of the new trains now being built for British operators are being tested in Germany, the Czech Republic and Romania

before delivery, adding extra cost and complexity to the approvals process.

Private sector backing

No proposed opening date has been suggested for the facility, which will require substantial private sector backing from the rail industry, but many of the new train fleets currently on order are likely to be in service well before construction of the Welsh facility could be completed.

East Coast route handed over to LNER VIRGIN Trains East Coast (VTEC) completed the transfer of the business to the Governmentbacked LNER company over the weekend of June 23-24. The new company was set up to take the business to the next franchise award. The VTEC franchise, 90% owned by Stagecoach, had been suffering losses, and had pumped more than £160million of its own money into the business to offset declining passenger numbers. During its tenure from March 2015, VTEC says it invested £75m and also increased premium payments to the Government by 30% over what Directly Operated Railways did when the DfT took back the National Express franchise. VTEC says it has paid £800m to the Government. It also claimed passenger satisfaction increased following a re-fit of

One of the LNER Class 800 ‘Azuma’ vehicles on display outside Newcastle’s Discovery Museum as part of the Great Exhibition of the North, which also features Stephenson’s Rocket locomotive, and runs until September 9. The Hitachi Class 800 is only on display until July 2. CHRIS PLAYFAIR

the carriages internally and work to improve rolling stock reliability. Under the control of LNER, the next big phase will be to introduce the first of 65

6 • The Railway Magazine • July 2018

Happy 50th to the Worth Valley

THE Keighley & Worth Valley Railway got its 50th anniversary gala off to a flying start as this Hitachi ‘Azuma’ trains to the issue of The RM went to press. network from December, now Thanks to a superb effort by all 57 stations served have been staff and volunteers at Haworth cleared for use by the new trains. the line’s pioneering locomotive, Rebranding the franchise is the repaint of Ivatt ‘2MT’ said to be costing £8m. No. 41241 into the KWVR’s

early ‘house' crimson livery, was completed in time for the 2-6-2T to take its place in the gala line-up. On June 24, No. 41241 pilots long-time KWVR resident ‘West Country' No. 34092 City of Wells out of Keighley on day one of the eight-day event. MIKE HEATH

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Transport for Wales unveils £5bn masterplan to transform rail network By Ben Jones

RAIL services across Wales will be transformed over the next six years as KeolisAmey and the Welsh Government invest around £5billion in a complete fleet replacement, new stations, electrification and the creation of a higher frequency ‘metro’ network, centred on Cardiff. Every train in Wales will be replaced as part of an £800million programme, with 50% of the new fleet to be built at CAF’s new £30m factory near Newport. Almost 150 new trains will be ordered from CAF and Stadler. CAF is in final negotiations with KeolisAmey to supply and maintain 44 two-car and 26 three-car units for rural and suburban routes across the Principality by September 2022, with a further seven two-car sets to be delivered by September 2024. Colin Lea, mobilisation director at KeolisAmey Wales/Cymru, said: “These new trains will set a new standard of travel comfort and accessibility for the next decade. They will be made for Wales and by Wales as they will be assembled in a new CAF factory in Newport, creating hundreds of new jobs.” Stadler will supply 11 four-car ‘FLIRT’ DEMUs for the Ebbw Vale and Maesteg lines, seven threecar and 17 four-car tri-mode (electric, battery and diesel) ‘FLIRTs’ for the Cardiff to Rhymney route, and 36 three-car Stadler CityLink 40m-long hybrid (25kV AC/ battery) tram-trains to link the Treherbert, Aberdare and Merthyr Tydfil lines, with a new on-street tram route through the Cardiff Bay area.

Tri-mode ‘FLIRTS’

Deliveries of the CAF DMUs will start in the second half of 2021, with the first Metro vehicles due at the end of that year, ‘FLIRT’ DEMUs in mid-2022, and tri-mode ‘FLIRTs’ in mid-2023. The use of tri-mode trains fitted with batteries and diesel engines will enable electric trains to be introduced without the need for expensive modifications to structures such as bridges and tunnels for full 25kV AC OHLE. Discontinuous electrification planned for the South Wales Valleys, totalling 106 route miles, will avoid disruptive civil engineering

work at 55 locations. In central Cardiff, the Queen Street to Cardiff Bay branch will be extended using a tram train and on-street running to The Flourish, one of four new stations in the city, by December 2024. The others will be Loudoun Square, Crwys Road and Gabalfa. Total capacity across Wales will increase by 65%, including 45% more seats into Cardiff and 294 extra Sunday services that will increase the operator’s mileage by 22% from 2019. Overall, 95% of rail journeys in Wales will be made on new trains by 2024, and the average age of the fleet will fall from 25 years today to just seven years by 2023. Highlights of the new service will include a doubling of frequencies on the Central Metro routes, with four trains per hour (4tph) on the lines from Treherbert, Merthyr and Aberdare (12tph south of Pontypridd) through Cardiff to Penarth and Barry Island from 2022 and Rhymney from 2023, plus 2tph on Sundays. The Ebbw Vale line service will be doubled from 2021, with the Vale of Glamorgan line following suit from 2023. Trains will be branded ‘Transport for Wales’, a not-forprofit company wholly owned by the Welsh Government, intended to provide technical advice to the Government and deliver its transport policies.

CAF will build the TfW 'Civity' DMU fleet at its new factory near Newport. Gangway connections will allow units to run in multiple for peak services and also when Cardiff hosts major sporting events.

A computer-generated image of the Stadler 'CityLink' tram train that will operate 'Central Metro' services around Cardiff and over a new street-running extension of the Cardiff Bay branch.

Cascade plan

Before that, much of the current fleet will be replaced by trains cascaded from other parts of the network. During 2019, five Class 769 ‘Flex’ bi-mode trains (converted from Class 319s), five ex-GWR Class 153s and 12 Class 170 DMUs (eight three-car, four two-car sets released by Greater Anglia) will join the Wales & Borders (W&B) fleet as an interim measure. For the thrice-daily Cardiff to Holyhead service, three shortened and refurbished sets of Mk4 stock (four passenger coaches plus DVT) released by LNER will replace the current Mk3 sets in December 2019. W&B has also ordered five three-car Class 230 diesel/ battery hybrid trains from Vivarail to replace Class 150s on the Wrexham to Chester/ Bidston routes. The Vivarail fleet is due to move to Wales for final

A computer-generated view of how the interior will look on the new trains, with 2+2 seating.

testing and commissioning in early-2019. The fleet changes will mean Class 142/143 ‘Pacers’ and Mk3 stock will be eliminated by the end of 2019, with the Class 153s, 158s and Class 175s – and the yet-to-be-seen Class 769s – all going during 2022. The Class 150/2 fleet, which is currently being refurbished to meet new PRM-TSI accessibility rules, is expected to continue until the end of 2023. KeolisAmey has been awarded a 15-year contract to operate W&B services and to act as a development partner for the South Wales/Central Metro network. It will replace Arriva Trains Wales on October 14.

In return, it will invest £800m in new trains, £194m on improving all 247 stations on the network (including flagship schemes at Chester, Shotton, Wrexham General, Blaenau Ffestiniog and Cardiff Central), and £738m in the South Wales Metro – a total of £1.9bn.

Transfer ownership

In September 2019, Network Rail will transfer ownership of the future Central Metro infrastructure to TfW as a precursor to the redevelopment of the network. Investments by the Welsh Government and other stakeholders will take spending to £5bn over the 15-year deal.

Other developments will include integrated bus services connecting with metro services; consistent, clear signage across the network; redoubling of track at 15 locations; and a new £100m maintenance depot for the tram-train fleet at Taff’s Well. Work is due to start in 2019 and be ready for the new fleet in mid-2022. There will be five new and one relocated station (Trefforest Estate), 13 new platforms and 10 new footbridges. The CAF DMUs will be based at upgraded depots in Chester and Machynlleth, while Cardiff Canton depot will be modernised to house the ‘FLIRT’ fleets.

A side on view of the CAF three-car DMU.

July 2018 • The Railway Magazine • 7

HeadlineNews ScotRail journeys up by 30% since 2008

THE number of people travelling with ScotRail has increased by almost one-third over the past decade. Passenger numbers increased from 74.2 million in 2007/08 to 97.8m in 2017/18 – a rise of 23.5m. The ScotRail Alliance said the increase in traffic highlights the scale of the challenge it faces every day to keep people moving. Alex Hynes, ScotRail Alliance managing director, said: “Supporting more than 97 million journeys each year is a complex task, but it is one our people carry out with pride every single day.”

Northern ‘Flex’ bi-mode debut getting closer

WORK to convert Northern Class 319 EMUs into Class 769 ‘Flex’ bi-mode trains is continuing at the Wabtec/Brush works in Loughborough. The first two sets – Nos. 319434 and 319456 – are nearing completion, with much of the work to modify the driving trailer cars with 390kW (523hp) MAN D2876 diesel power packs now in place. The first production power packs are currently undergoing static testing on specially built test rigs at the Leicestershire factory. Work also includes the

installation of sophisticated new electronics systems, exhausts and two Ethernet control buses, allowing the two diesel motors cars to communicate. Porterbrook and Wabtec currently expect the first trains to move to the Great Central Railway for dynamic testing in July, followed by main line testing in late-summer or autumn.


The first sets should have been completed in October 2017 and entered passenger service with Arriva Rail Northern in May, but the innovative project has

faced a number of technical and engineering challenges. Of the 86 units built, 45 are in service with Northern and West Midlands Railway, and of the remaining 41, Porterbrook has orders for 35 ‘Flex’ conversions, with 11 for Northern, five for Transport for Wales and 19 for GWR, which will also retain their 750V DC collection gear, so will be tri-mode units. The GWR sets will be more extensively modified, featuring new air-cooling systems and refurbished interiors for Thames Valley and Reading-Gatwick/ Basingstoke services.

Inside a power pack to be bolted to the underside of a unit is a 16-litre MAN diesel engine connected to an ABB alternator (in blue). CHRIS MILNER

Kildonan station future under review DISCUSSIONS about speeding up trains on the Far North Line could lead to the closure of Kildonan station. The station was used by just 76 passengers in 2016/7; Kinbrace is eight miles away, while Helmsdale is nine. Hitrans Partnership manager Frank Roach called it “a low-cost, nonengineering solution to a long-standing problem”, while Ian Budd, from the Friends of the Far North Line, suggested the installation of an electronic system for passengers to communicate a stop request directly to the train would help speed up services. Such an idea could be used on other request stop stations.

First Group CEO departs TIM O’TOOLE, CEO of train and bus operator First Group, has resigned after the company posted a £326million loss for 2017/8. First’s share price has dropped by 66% since O’Toole took over in 2010. Its results include a £106m non-cash charge relating to the anticipated accumulated losses it will accrue over the remaining term of the TransPennine franchise, which ends in 2023. Last year, the franchise lost £6.5m. A sale of its US Greyhound bus subsidiary is an option under review.

Above: Class 319s in store at Long Marston awaiting their turn in the ‘Flex’ conversion programme. CHRIS MILNER Left: The driving cars in Wabtec Brush Loughborough showing the exhaust pipe. BEN JONES

Graffiti artists killed by train THREE graffiti artists were struck by a train and killed in south London in the early hours of June 18. They have been named as Alberto Carrasco, 19, Jack Gilbert and Harrison Scott-Hood, both 23. Their bodies were found around 7.30am. The incident occurred near Loughborough Junction, Brixton, with British Transport Police believing they were hit by an empty stock move, adding the train had been identified and has been forensically examined. Officers are also continuing to analyse CCTV footage from that morning and are talking to potential witnesses.

Detective Superintendent Gary Richardson said: “We have a dedicated team working to establish how these young men came to be on the tracks. “The initial evidence we have been able to gather indicates the men may have been on the track for the purposes of spraying graffiti." Graffiti attacks on trains have reached an eight-year high, with 982 attacks reported in the first three months of 2018. As well as bridges, walls and stations, one of the prime targets has been the new Class 700 Thameslink trains, their pristine white carriages being an attraction for this form of self-expressionism.

The recent reopening of West Worthing carriage sidings for stabling Thameslink trains immediately led to a graffiti attack. Class 700 No. 700127 had nine of its 12 cars tagged, with the unit having to be taken out of service for cleaning. JOHN VAUGHAN

8 • The Railway Magazine • July 2018

Merseyrail Class 507 No. 507033 arrives at Maghull North working 2O22, the 11.55 Liverpool Central-Ormskirk, on June 18. SIMON POOLE

Maghull North joins the Merseyrail network A NEW station at Maghull North opened on June 18, providing a 15-minute frequency service to Liverpool Central. Costing £13million, work began on the step-free station, which is on the Ormskirk branch

of the Merseyrail network, last September. Hundreds of new homes are due to be built nearby. This is Merseyrail's 68th station and is located between Maghull and Town Green stations.

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West Coast provides free Lakes line service

NEWS that Windermere would be without its regular train service for several weeks as a result of the Northern Rail timetable crisis has led to the West Coast Railway Company (WCRC) stepping in to provide a free service. Growing local concern that since the timetable change on May 20 use of buses rather than trains would seriously damage the tourist industry in and around Windermere was highlighted by Westmorland and Lonsdale MP Tim Farron, who contacted WCRC managing director Pat Marshall to ask if there was anything the charter train operator could do.

with three Mk2 carriages, and the afternoon workings carrying passengers for free. The next day, June 18, West Coast ran six return trips from Monday to Friday, with buses supplementing these trains. On the first day, 600 passengers were carried, but by the end of the first week this had doubled to 1,300. WCR’s operation was due to continue until July 2 as Northern indicated it would be in a position to restart services. There are also questions being asked about future operations of the line by Mr Farron. He said: “This shuttle isn’t a permanent fix. Northern need to keep their Shuttle promise to have some trains As a result, on June 17, WCRC moving again on July 2, and run ran a morning and afternoon their full timetable as soon as test and route-learning trip from possible. However, we also need Oxenholme Lake District station, a serious look at the future of using Class 37 No. 37669 and Class the Lakes line – Northern have 57 No. 57316 in top-and-tail mode seriously let us down, and the

Rail ‘essential’ COVER R STORY tto meet

g growth and environmental targets

WCRC Class 37 No. 37669 passes an ungated level crossing near Burneside on June 19. PETER AINSWORTH

line should now be operated by someone who cares about it as much as we do.”


Mrs Marshall confirmed the service was being operated free for passengers, but the £5,500

daily bill for providing the train and crews was being picked up by the Department for Transport. Not surprisingly, enthusiasts flocked to ride on the 10-mile branch line, which is thought not to have seen a regular loco-hauled train since the end of BR steam .

‘Stop-gap’ Class 365s begin new life with ScotRail

The first Class 365 passenger operation sees unit Nos. 365517/537 entering Polmont with the 22.30 Glasgow Queen StreetEdinburgh Waverley on June 23. IAN LOTHIAN

THE first of the Class 365 EMUs that have moved from store to Scotland as a‘stop-gap’measure began operations on the evening of June 23. ScotRail is taking 10 units on temporary lease to work between Glasgow and Edinburgh because of the windscreen and software problems that have delayed the Hitachi Class 385 units’entry into traffic. They will run in pairs to form eight-car trains and will be phased in over several weeks after modifications to stepboards

and suspension ride heights and the application of ScotRail branding. When the roll-out is complete, seven of the eight trains per hour will be electric, and customers will benefit from an extra 17,200 seats each day. As we closed for press eight of the 10 sets were already in Scotland: Nos. 365509/513/517/ 521/523/525/529/537. The ORR indicated on June 20 it hoped to have the Class 385s authorised for use by the end of June.

Ten Class 50s lined up for Severn Valley October gala A CELEBRATION of 50 years of Class 50 locomotives will see at least 10 of the popular class appearing at the Severn Valley Railway’s diesel gala on October 4-6. However, as many as a dozen of the class could attend. The gala is expected to be the largest event in preservation featuring one type of loco, and has been dubbed ‘the gala of the year'. It is being supported by The Railway Magazine and sister title Rail Express. The ‘Golden Jubilee' gala will feature five locos from the Class 50 Alliance stud – Nos. 50007 Hercules, 50031 Hood, 50035 Ark Royal, 50044 Exeter, and 50049 Defiance. Recent arrival, No. 50033 Glorious, will also be present and it is anticipated it will be running in time for the event. Other locos will include No. 50026 Indomitable, and negotiations are taking place for visits from Nos. 50008 Thunderer, 50015 Valiant, 50017 Royal Oak, and 50050 Fearless. Discussions for other locos

Two of the class that will appear at the gala: Nos. 50049 Defiance and 50007 Hercules, running as Nos. 50011 and 50006, pull away from Abbotswood Junction with Pathfinder's ‘Mazey Day Cornishman' charter from Tame Bridge Parkway to Penzance on June 23. DAVID DEW

from the total of 18 survivors are ongoing. Plans include the operation of a ‘50' on a ballast train, a re-creation of Cornish local services, and an ‘anything goes' day, where ‘control' will swap and change locos. There are plans for a display of Class 50 memorabilia, including flame cut panels, in Kidderminster Railway Museum or the Engine House,

along with a special evening featuring talks and visual presentations on those who worked with the class during their BR years. Plans also include a rededication ceremony for No. 50049 Defiance. Advance adult rover ticket prices start from £26.10 for one day to £56.70 for all three days. Tickets on the day will range from £29-£63 (adult), with

reductions for seniors and children. Family tickets are also available – see http://www.svr. ■ It is hoped to have a display at Kidderminster Railway Museum of as many nameplates as possible from the 50 locos, and anyone with a plate they would like to display should email or write to the editor at the address on page 3.

EXPANSION of rail services is the‘only viable option’to help UK cities achieve economic, environmental and social goals according to a new report from the Urban Transport Group (UTG). Without a bigger and better rail network, UK cities are unlikely to achieve their ambitions for economic growth and housing demand, while creating attractive urban centres with less road traffic and better air quality. The‘Rail Cities UK’report highlights how urban rail has been‘one of the big transport success stories of recent times’, with patronage levels soaring in and around major cities. Over the last decade, passenger numbers have grown by 184% at St Helens Central, by 149% at Birmingham New Street, and by 96% at Bradford Interchange. However, the UTG warns current investment in urban rail‘falls short’ of what is needed for cities to meet their goals and sets out a five-point vision for the future of rail transport.

Higher density

The UTG wants to see higherdensity and more reliable rail services to win a greater share of commuter traffic; greater use of new technologies, such as tram-trains; better integration of rail with other public transport modes, making railway stations into business, community and housing hubs; and interconnected regional rail networks similar to those found around the major city regions of Germany. The report also says a brighter future for rail can only be achieved if the industry addresses key challenges such as the appraisals and decision-making process for new projects; costs and delivery; the return of a national, long-term planning process; better co-ordination with local economic and housing development; and a deeper and wider process of devolution of rail powers to bring about greater integration of urban rail networks with other local public transport services. Jonathan Bray, director of the Urban Transport Group, said: “The Government should fully recognise the reality – and the benefits – of a devolving railway within a devolving UK by completing devolution in key regions, and giving more powers over stations where authorities have the ambition and capacity to take on such powers.”

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July 2018 • The Railway Magazine • 9


Siemens wins £1.5billion deep-level Tube stock order

SIDELINES Anglia strikes suspended

RMT union members working for Greater Anglia, who had been taking strike action as part of the on-going driver-only operation dispute, have suspended strikes for June 16 and 23 following an improved offer. The offer will be voted for on June 28.

Vegetation causes train cancellation

A NUMBER of services on the Coventry to Leamington line were cancelled on June 19 because of ‘lineside vegetation’ and a signalling fault. It is believed tree branches were preventing drivers having a clear sight of signals.

More Mk5 sleeping cars arrive

THE arrival of Caledonian Sleeper Mk5 sleeping cars Nos. 15326/329-331 and 15007 at Polmadie on June 22 from Tees Dock takes the number of vehicles in the UK to 36, from a total order of 75.

Railway personnel honoured by Queen

A NUMBER of railway personnel were included in the recent Queen's Birthday Honours list. Network Rail CEO Mark Carne and Ian Prosser, chief inspector of Railways Office of Rail and Road, were both awarded CBEs. Network Rail's Ian Stevens receives an OBE for his work in suicide prevention programmes, while Rail Alliance International trade director Lucy Prior is awarded an MBE for services to rail exports. Scott Heath, Network Rail project manager, has been awarded the BEM for services to the LGBT community.



SIEMENS has beaten off competition to win an order to build 94 deep-level Tube trains for London Underground. The order, confirmed by Transport for London, will be to design and build a new generation of trains for the Piccadilly Line. Construction will take place at Siemens' Goole factory, which is yet to be built. Each new train will be six metres longer than the Piccadilly Line trains. They will include walk-through, fully air-conditioned carriages and improved accessibility. Twenty-two UK suppliers have been identified in the bid to potentially work with Siemens on the build of the trains. In addition, at least 50

new apprentice and graduate positions could be created, on top of 700 in engineering and manufacturing roles. A further 250 workers will be involved with the factory’s construction. The ‘Inspiro' trains are due to enter service in 2023 and will run initially at 24 trains per hour (tph) – as it does at present with an 86 train fleet – increasing to 27tph by 2026, with one train every 135 seconds. TfL said while this order is for an initial 94 trains, the contract will be awarded on the expectation of a single manufacturer building replacement trains for four Deep Tube lines. Such an order would consist of 100 trains for the Central Line, 40 for the Bakerloo

A computer-generated image of how the new Siemens 'Inspiro' Tube trains will look.

and 10 for the Waterloo & City Line. When new signalling is installed, purchase of a further seven trains will allow peak

frequency to be increased to 33tph and even allow up to 36tph with a further purchase of eight more trains.

Irish passenger numbers increase and losses reduced By Hassard Stacpoole

RECORD revenue and passenger numbers were achieved in 2017 according to the latest Irish Rail (IR) annual report published in June, despite the company reporting a deficit of €1.1million, a 62.8% reduction on the €2.9m loss in 2016. The report also reveals a lack in transparency on how charges are allocated to its freight division. Passenger numbers matched the pre-recession record of 45.5 million carried in 2007. The 6.3% increase was attributed by new chief executive Jim Meade to improvements in the economy and the growth of new services, such as the Phoenix Park Tunnel Cross City service, bringing new customers to the railway. Passenger revenue of €204.9m surpassed the 2016 record high of €193.7m. Changes to travel zones and fares, along with strike days, had a negative impact on passenger revenue of circa €2.4m. Overall revenue from operations was €264.8m, an increase of €20.3m (8.3%). The company received €210,767,000 in public service obligation contracts and additional exchequer funding. Total passenger kilometres

rose by 6.6% on 2016; passenger kilometres for diesel services rose by 6.7%, driven by the introduction of more services through the Phoenix Park tunnel. The Rail Freight Division saw revenue drop by €331,000 to €4,868,000, primarily because of lower volumes and the impact of industrial action. The operating surplus increased by €223,000 to €1,526,000, before the application of track access charges (TAC) of €2,228,000, resulting in a loss €722,000. Freight declined 1%, but despite this TAC increased by 44.67% even though charges are ring fenced in the network statement for the period 2016-19 at €0.0076 per gross tonne/km.

Emission targets

The tariff is one of the highest in the EU. When this is combined with the fact there is no rail freight policy or incentives in Ireland, it explains the recently voiced concerns by the Environmental Protection Agency that Ireland is not taking its carbon emission targets seriously Gerry Culligan, IR commercial director, told The RM the rise attributed to the line in the accounts to TAC also includes the

Dambusters survivor ‘Johnny’ names GWR IET to commemorate RAF centenary SQUADRON Leader ‘Johnny’ Johnson MBE, DFM, the last British survivor of the Dambusters raids, has named GWR Class 800 IET No. 800019 Johnny Johnson. The event marks the centenary of the Royal Air Force and the 75th anniversary of the raids on the Sorpe, Eder and Möhne dams. Mr Johnson was the bomb aimer in the second wave of Lancasters that attacked the Sorpe dam

as part of Operation Chastise, involving 617 Squadron carrying the bouncing bombs, designed and invented by Sir Barnes Wallis. As well as carrying the name Johnny Johnson, the set also carries the name of Joy Lofthouse, one of 166 women pilots of the Air Transport Auxilliary who flew a range of planes, including the iconic Spitfire, to the frontline airfields of England.

10 • The Railway Magazine • July 2018

Next to Joy’s name is the shape of the Spitfire, while next to Johnny’s name is a formation of 19 Lancaster bombers, separated into three groups representing the three waves that carried out the raid. Eight of the planes have been shaded in tribute to those lost on the raid along with the 53 aircrew that did not return. PICTURE: JACK BOSKETT/GWR

cost of maintaining freight-only Caitriona Keenahan, head of lines, primarily Drogheda-Tara governance and regulation at the Mines, where freight is the sole Commission for Rail Regulation user. (CRR), said she could not comment Mr Culligan explained the on how TAC is applied in IR's additional charges attributed were annual report. the result of recommendations She said: “Statutory instruments from a study undertaken by set out the regulations that Cambridge Consultants for the apply to the use of the railway Essential Function Bodies, the network, including access to the independent body within the infrastructure. CIE group which owns IR and “In relation to our role, we give is responsible for track access our position through the provision charges. of formal guidance documents. The 2018 network statement This CRR has not, to date, produced makes it clear that for freight-only guidance in this area.” lines the TAC “includes a variable usage track infrastructure charge Trade routes along with a fixed track access Maggie Simpson, executive charge on an operator-specific director of the Rail Freight Group, ability to pay basis. The fixed track when asked how operators could access charge component will not be encouraged to enter and grow be applicable until post-2019”. the Irish market, commented: Mr Culligan said the business “With Brexit on the horizon, we is charged the standard access know many customers and rate, but IR would like to see TAC shippers are looking at alternative revised to a favourable marginal trade routes, which offers up rate, similar to how it is applied in opportunities for new rail freight the UK, in order to attract more services in Ireland as well as the UK. traffic. He conceded the current “For businesses to invest they TAC regime makes it a challenge need to have costs which are to attract new customers. He competitive with road and added IR is in discussions with the understand there is a fair and legal relevant stakeholders to determine compliant process for establishing the business case for a marginal future access charges, which rate to be applied post-2019. appears to be lacking here."

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Passenger journeys show a decline Above: Weathered, but in secure storage, is Class 503 EMU driving car No. 28690. BOTH IMAGES: NICHOLAS HAIR Left: 4-Sub No. 4732 inside the former Hornby warehouse, away from the elements for the first time in many years.

Historic EMUS now safe, secure and in the dry By Peter Nicholson

FOLLOWING closure of the Electric Railway Museum in October 2017 considerable effort has gone into securing the long-term future of all of the vehicles in the collection - and by the end of June clearance of the site was finally coming to an end. Among the last items remaining at the Coventry site were two of the museum's key exhibits: the Southern 4-SUB and Merseyside Class 503 units. Assurance was given from the outset these historic units were safe, but only recently have details of their new home been announced. They are now in the Locomotive Storage Limited facility in Margate, Kent; safe, dry and secure, under cover for the first time in 30 years. Many will know this building as the former Tri-ang/Hornby factory warehouse, which continues to be the home of the Hornby Visitor Centre. The three-car Class 503 was the first unit to arrive at Margate, on May 30, before ‘A4’ class No. 4464 Bittern, followed by the four-car 4-SUB (Class 405) set No. 4732.

The first car was delivered on June 7 and the last on June 18. Also, spare 2-EPB (Class 415) DTSO No. S15354S, from set No. 5176, has accompanied them and will be a donor vehicle for the 4-SUB.

Storage costs

Heritage Electric Trains Trust (HETT) has been formed as custodian of this stock. It is set to become a charitable trust and has some key names in the UK railway industry as trustees, including Ian Brown (former head of TfL's surface rail division and a member of the Railway Heritage Committee) and Neil Bennett, CEO of Beacon Rail's UK operations. Other trustees include Graeme Gleaves, Mark Walling and Prof John Missenden. Initially, HETT ‘crowdfunded' the movement of 4-SUB No. 4732, raising the required £4,732. This scheme is continuing in order to raise additional finance for storage costs, which are quite significant given the high-quality facilities available at Margate. Donations can be sent via crowdfunding/4sub4732.

For those wishing to support the Southern EMU project the 4-SUB Association has been established to assist the work of HETT. Members receive regular updates and news of the project. Further details are available on website and, or through email at It is hoped a similar supporting body will be set up for the Class 503 vehicles. Nicholas Hair, co-ordinator of movements of rolling stock to the new Margate site, said: “We can't thank Locomotive Storage Limited enough for their help and assistance. In 4732's (and the Class 503's) time of need, it is LSL that has accepted us with open arms, given us support, stood with us, and now we get to see ‘our unit sat alongside a train (sic) of the calibre of Bittern! "Had this offer not been made then we dare not think of what the outcome for the two units would have been. The HETT would also like to place on record its thanks to Dennis Dunstone, chairman of the 5-BEL Trust for his

work in arranging the agreement for the vehicles to move to this wonderful undercover facility. “Thanks also need to be extended to volunteers John Homer and John Winterbottom at the Electric Railway Museum for their tireless work in getting the vehicles extracted from that site.”

Sponsorship plan

This is not the end of the story however, as this site is only intended to be temporary storage. It is hoped eventually, following restoration, the units will be seen out on the tracks in operational condition. To this end, the role of the trustees is to project manage the restoration work and secure funding through donations, sponsorship, grants, legacies and other sources. The total for both units over a 10-year timescale is expected to be in excess of £1million to bring them to heritage railway operation and display standard. The Margate site is currently for storage only, with no public access, but this may change at some point in the future.

NEW statistics from the Office of Road and Rail show passenger journeys in 2017/18 dropped by 1.4% to 1.7 billion, alongside of which was a drop in season ticket journeys of 9.2%. It is the first fall in annual figures since 2009/10, and the biggest fall for 25 years. The largest decline in passenger numbers was in London and the South East, at 2.1%; elsewhere the decline averaged just under 1%.

Fare increases

Analysts believe a number of factors have triggered the loss of passengers, including wage increases that have not kept pace with the substantial fare increases; a loss of confidence in rail because of strikes and cancelled trains; overcrowding; plus changes in technology and other factors have led to more people working from home. The Rail Delivery Group, which represents train operators, admitted there was “some slowing down” but didn’t believe “the brakes would be hit long term”.

Derby station gears up for big changes Birmingham direction, and with the removal of the redundant THE final piece of the freight loops over the Christmas electrification jigsaw of the period, all traffic at the south Derbyshire area in general, end of the station is now and the Midland Main Line in channelled through one single particular, will see Derby station bottleneck junction. and its approaches controlled The redesign of the layout by the East Midlands Control separates not only long-distance Centre (EMCC) from mid-August, and local traffic, but also as track rationalisation and segregates cross-country and improvements works close Derby freight, terminating or reversing Power Signalbox (PSB). trains, and London to Sheffield Resignalling work in the region traffic, meaning conflicting has been progressing for several moves are also eradicated. years, with the whole of the MML Track speeds, currently 15mph north of Bedford, routes west to across the whole layout, rise to Nuneaton, east to Newark, the 40mph for the Birmingham ‘Fast' traffic centres of Nottingham line approaches and platforms and Toton, as well as the Erewash 1 and 2 (which will be used Valley and the MML to just by CrossCountry and through south of Sheffield, now entirely freight services to and from the operated from the EMCC. Burton direction) and to 30mph for the rest of the station. Bottleneck junction Platforms 3 and 4 will be used A 79-day closure will upgrade for local traffic, such as Matlock the track layout through to Lincoln, Crewe to Derby and Derby station, which has Cardiff to Nottingham services, changed little since 1969 when while platforms 5 and 6 become the PSB opened. Since the almost dedicated to MML new year, there are just two inter-city services. lines approaching from the Work on the construction of By Richard Tuplin

the new platform 6, on the site of the former freight lines, is well advanced, while the current bay platform 5 is removed and filled-in, allowing the entire formation at the south end of the station to be straightened.

Watering facilities

A new run-round loop will be included alongside the Birmingham line approaches, known as St Andrew's Siding and run-round. This will allow Sinfin branch freight traffic to reverse without affecting the station. It will also provide access to the South Dock, which replaces the North Dock, currently used by some operators for locomotive stabling. The South Dock will also be provided with watering facilities for both steam and diesel locos. Major alterations take place to all passenger services starting, terminating or passing through Derby from July 22 – further details can be found on the dedicated website derby2018.

The new platform 6 at Derby shows how the restrictive curvature is being realigned. The platform 5 bay on the right will be filled in. BOTH: RICHARD TUPLIN

End of an era for Derby Power Signalbox. On completion of the station resignalling, control moves to the East Midlands Control Centre.

July 2018 • The Railway Magazine • 11

Multiple Aspects

with Lord Berkeley

Head in sand over escalating HS2 costs THE long saga of HS2’s costs and programme continues to make waves; where will it end? New Civil Engineer reports design elements for one of the main design and construct contracts let for the civil works were coming in at 18% over the target price, up from £6.6billion to £7.8bn. The reports states: “While one source said that the collective price was coming in at 18% over budget, another said that some bids were ‘as much as 30% to 40% higher’ than their individual target price’. “As a result, the plan to proceed has been pushed back from November until February 2019.” I hear other comments from contractors the project is probably running three to four years late, even before any serious work on the

ground has started. Other estimates from along the route indicate the project is held up because the purchases of the necessary land and additional areas needed for accommodation works are late. This sometimes prevents contractors having access for site investigations and, consequently, the design of foundations to structures and therefore the costs and programme. Has HS2 allowed for the cost of diverting a 12in-diameter fuel pipe a dozen times along the route? Have they applied to the National Grid for the necessary power supply for the trains and for the required capital cost contribution to build the necessary power station capacity? Have they allowed for the cost of driving piles to support 20km of double slab track in the mushy ground of the Trent

Valley? Readers may recall Michael Byng and I gave evidence to the Lords Select Committee on HS2 Phase 1 stating there was a better and cheaper solution to the Euston station issue, and presented costs for both that solution and the HS2 one. HS2 has never challenged the methodology or the figures which, if extended to cover the whole of Phase 1, produce an out-turn cost of £51.23bn. I have asked many questions in the Lords since that time and have always been told the funding envelope of £23.73bn at 2015 prices is still valid. Given what we are now discovering about the scope and costs of accommodation works, and the information coming from contractors above, there seems to be every reason

A need to plug timetable gaps I HAVE often written comparing the services and charges for using UK railways compared to the Continent. I still maintain ours are leaps ahead of most other networks, perhaps excluding Switzerland, particularly in respect of train frequency. Most main towns, cities and routes have at least an hourly service, with many being much more frequent. One exception is Penzance to Plymouth, where there is a 2½-hour gap in the evening, meaning if one disembarks from the Scillonian on a Saturday night (changeover day) at 19.15 you have to wait until 21.29 for a train which terminates

at Plymouth. Let us hope the new Cornwall timetable, promising a 30-minute frequency from this autumn, will put this right. Eurostar has frequent services to Paris, often half hourly, but has now introduced a gap of 2½ hours in the afternoons to Brussels. This is hardly helpful for business people; perhaps Eurostar should try harder on their core market rather than talk about new services to Bordeaux, which will no doubt be as good as the ones to Amsterdam and Avignon outbound, but will still need a two-hour wait at Lille inbound to hump your luggage through security and customs.

to suppose the out-turn cost of Phase 1 will be a lot closer to £50bn than the DfT’s £25bn. More importantly, surely it is reasonable to expect ministers to keep the taxpayer up to date with estimates when so much taxpayers’ money is at stake? Surely it is time to reflect on why ministers continue to allow HS2 to have a blank cheque to spend what they like – a figure likely to reach more than £100bn if Phases 2A and 2B are included – while at the same time starving Network Rail of any investment for vital upgrades to capacity or capability. It is all investment in the railway and there are many who believe £100bn could make a massive difference to improving the present network in a greater number of beneficial ways.

Severn Tunnel electrical equipment already rusty – yet never used! NETWORK Rail will have to close the Severn Tunnel for another three-week blockade because the overhead electrical equipment installed for electrification during the 2016 blockade has gone rusty before even being used! Corrosion of mild steel equipment in tunnels has been known to be a genuine issue for years. I recall a lot of work being done by Eurotunnel during the design and construction phase to try to reduce corrosion in the catenary system because, even in

a tunnel as dry as the Channel Tunnel, the atmosphere was thought to be very ‘salty’. The Severn Tunnel is much wetter (and older) and is also under the sea, so one wonders whether Network Rail sought any advice from Eurotunnel or from operators of the two long undersea rail tunnels in Denmark? I hope the Severn Tunnel will not need a three-week total closure every two years to replace rusty equipment!

■ (The independent views expressed do not necessarily reflect those of The RM or the Rail Freight Group, of which Tony Berkeley is chairman).

Railways in Parliament

by Jon Longman

Dawlish funding

LUKE Pollard (Plymouth, Sutton and Devonport) asked the Secretary of State for Transport, when he plans to announce funding for additional resilience work at Dawlish and Teignmouth. Transport Minister Jo Johnson replied: “The Department for Transport has already provided £15million funding for Network Rail to undertake development work on schemes to improve the resilience of the line through Dawlish and Teignmouth, in addition to the £40million spent by Network Rail to repair the damage caused by the 2014 storm. “This is a highly unique and complex terrain, and in order to deliver the best solution it is critical the resilience study is comprehensive. “The development work encompassing ground investigations, option selection and outline design is expected to be complete in 2019.

“A decision about the next phase of work and the funding for that can then be made.”

Cowley campaign

LAYLA Moran (Oxford West and Abingdon) asked if the Department for Transport will make it policy to reopen the Cowley branch line in Oxford to passenger services. Mr Johnson said: “The Government is working with local authorities and other partners in Oxfordshire to identify new rail projects that can unlock new housing and economic growth while offering good value for money. “As a first step, the Chancellor provided the Department for Transport with £300,000 in the 2017 Autumn Statement to jointly fund with local stakeholders an Oxfordshire Rail Corridor study that will explore rail growth in the area, and look at options for potential new services, stations and routes.”

12 • The Railway Magazine • July 2018

Portishead funding

THANGAM Debbonaire (Bristol West) asked what plans the Department for Transport has to fund the first phase of the Metro West project, and the reopening of the Portishead to Bristol line. Mr Johnson said: “MetroWest is a third party-promoted scheme in development by Network Rail. “The Government has provided funding for the West of England Growth Deal, which includes £53million for Metro West Phase 1. “The department will continue to work closely with the local councils in developing the scheme.”

HS2 disturbance

LORD Berkeley asked in the House of Lords, whether HS2 has made provision in its land budgets for all reasonably anticipated disturbance payments in accordance with the Compensation Code. Transport Minister Baroness Sugg

replied: “The budget for land and property acquisitions was updated to reflect additional provisions following Royal Assent of the High Speed Rail Phase One Bill (High Speed Rail [London-West Midlands Act 2017]). This adjustment was within the funding envelope agreed at the 2015 spending review. “It is not possible to accurately predict the number of properties that may need to be acquired in future by the Secretary of State, which had no budget allocation in the project’s Property Compensation Estimate, since land requirements naturally evolve as the project advances, and the route design becomes more developed. “Provision is made within the HS2 land and property budget for all reasonably anticipated disturbance payments. “The budget is kept under review as compensation claims are negotiated and settled with affected parties.”



DELIGHTS Keith Farr concludes his analysis of the performance of 4-4-0 locomotives


designed before the Grouping in 1923 which handled passenger trains with aplomb before the introduction of larger 4-6-0 and 4-6-2 types by the ‘Big Four’.

T IS lunchtime at Bath (Green Park) station in 1958. The 1.10pm ‘all-stations’ to Templecombe, comprising three Southern coaches and a former LMS ‘2P’ 4-4-0, looks forlorn. But, tranquillity is broken by a shout from the ticket barrier to the guard: “Hang on Bill, we’ve got a passengerrr!” The 4-4-0 steps slowly out from beneath the overall roof and, exhaust beats well-spaced and coupling rods ringing, accelerates past the loco depot before slowing for the sharp turn-out to the former Somerset & Dorset line at Bath Junction. The track, now single, turns sharply left to rise at 1-in-50 to Devonshire and Combe Down tunnels, the grade and curvature bringing the ‘2P’ and its green cargo down to a very low speed; but, beyond the two tunnels and on to Midford Viaduct, double track is regained and the tempo rises – a little.

At Shoscombe and Single Hill Halt, we wait while a lady buys her ticket at the booking office up the slope; then, on to my immediate destination at Radstock to see one of the ‘Sentinel’ shunters serving nearby Tyning pit.

Midland characteristics

This was my only run behind a ‘2P’ working solo; usually they were pilots, one of which, paired with a ‘Jubilee’, attained 77mph descending from Sharnbrook Summit on the Midland Main Line. Cecil J Allen even reported 86mph behind such a pairing, expressing his concern for the crew hanging on to the 4-4-0! Did the ‘2Ps’ really assist – or did they sometimes hinder rather than help? A word is necessary about their origins. Following the Johnson 4-4-0s, the final Midland Railway ‘2Ps’ appeared during the Deeley/

Fowler period before the Grouping. Many were then rebuilt and the later LMS standard version was based on them, with coupled wheels of 6ft 9in diameter instead of 7ft 0½in; however, they retained such Midland characteristics as inadequate axleboxes, short-travel valve gear and tortuous steam passages, such was the influence of the Derby faction in the 1920s. My June article concluded with a run behind a LNER ‘D16/3’, slowly accelerating along the level between Ely and Cambridge with a cross-country express. Now we move north, from the great skies of the Fens to the limestone hills and dry-stone walls of the Pennines, where we find a rebuilt Midland ‘2P’ battling with the long gradients of the Settle & Carlisle. Not only was No. 432 on its own with the admittedly lightweight 11.45am St Pancras-Edinburgh express, but it was booked non-stop from Leeds to

Against an industrial background, a pair of (nearly) new ‘D11/2’ 4-4-0s – Nos. 6379 and 6388 – climb Cowlairs Bank soon after the Grouping. The locos were later renumbered as Nos. 62672 and 62681. Both locos were supposedly named on introduction in 1924, but there is no sign of name application in this photo. RAIL PHOTOPRINTS COLLECTION

14 • The Railway Magazine • July 2018

World Record

Officially the world’s longest-running railway series, established in 1901


2P EXMR

Loco weight Boiler Pressure Grate Area Total Heating Surface Cyls (2) Coupled Wheels Nominal T E

53t 07c 160lb 21.1sq ft 1,404sq ft 20½in x 26in 7ft 0½in 17,585lb

D11/2 GCR DESIGN 61t 03c 180lb 26.6sq ft 1,752sq ft 20in x 26in 6ft 9in 19,645lb

3P EXCR

S EXGNR I

61t 05c 180lb 20.7sq ft 1,529sq ft 20½in x 26in 6ft 6in 21,435lb

53t 06c 200lb 22.9sq ft 1,366sq ft 19in x 26in 6ft 7in 23,125lb

TABLE 1: LEEDS-CARLISLE Train: Loco: Load: Date:

11.45 St Pancras-Edinburgh 2P 4-4-0 No. 432 193/205 tons gross c1925

Distance miles 0.0 0.8 3.1 7.5 11.6 13.8 17.0 21.9 23.2 26.2 29.9 32.8 34.5 36.2 39.5 41.4 45.8 47.5 52.2 53.5 58.4 61.6 64.7 71.5 82.2 85.1 97.6 103.1 110.3 113.0



From Skipton the line climbs more steeply, on gradients varying from 1-in-300 to 1-in-132, and here the former Midland engine fell to 37½mph in the Aire Gap, between the headwaters of the River Aire, flowing east, and the Ribble, bound for the sea near Preston. The downhill ‘breather’ to Settle Junction produced 67mph, providing impetus for the ‘Long Drag’ to Blea Moor. By Helwith Bridge, the 1-in-100 gradient had nonetheless lowered speed to 31mph, increasing to a brief 40mph on the short stretch of easy grade that follows. Plugging away through upper Ribblesdale, millstone grit-capped Pen-y-Ghent to the east, the ‘seven-footer’ then fell to 32mph at

Ribblehead before a slight acceleration across the famous viaduct. The final minimum at Blea Moor Tunnel was 31½mph, after a 14-mile climb chiefly at 1-in-100; Douglas Landau, an expert in such matters, puts the average equivalent drawbar horsepower (edhp) from Helwith Bridge to the summit at some 660, a fair effort for a ‘2P’, even with only 205 tons. However, two minutes had been dropped on the climb and, on the high-level continuation to the 1,169ft summit at Ais Gill, even 65mph at Hawes Junction (now Garsdale) did not prevent the loss of a further minute. Allowed to run freely down Edendale, No. 432 touched 75mph at Kirkby Stephen, winning back some of the lost minutes and coming to a stand at Carlisle in five seconds less than booked; but time would not have been kept had the speed restrictions at Shipley and Skipton been strictly obeyed. Moving north again we cross the Border, evoking personal memories of a visit to Scotland in 1959. On August 21 that year, in the centre of the Fife coalfield, Thornton Junction shed yard was a last resting place for doomed former North British Railway locos; but, at the station, a ‘B1’ 4-6-0 on an Edinburgh to Crail semi-fast had been exchanged for ex-NBR ‘Glen’ 4-4-0 No. 62467 Glenfinnan in pristine condition, and I hoped for something similar for the 5.45pm to Dunfermline (Upper). Motive power turned out to be ‘D11/2’ 4-4-0 No. 62677 Edie Ochiltree, built for the LNER, but to a pre-Grouping design. The journey to Dunfermline had character but little scenic or performance interest and, with its two non-corridors, ‘Edie’ had an easy task. Although Thornton Junction station itself was subsequently razed to the ground, and the coal traffic has disappeared, the route taken

Speed Gradient mph 1-in 633R 633R 52 310F 533R/273R 30* sigs L/334R L/290R 244R 247F/L Level 47*/50 L/213R 42 212F/132R 150R/300R 37½ 132R 214F 67 181F/L 100R 31/40 100R/L 100R 32 100R 35½/31½ 176R/100R 264F/264R 65 288F 165R/L 75 100F 61 176R/440F 74 120F -/52 264F/165R 66/56 220R/132R 67 132F 132F/120R

¶ Now Garsdale Schedule 135min. * speed reduced by brakes

Former LMS ‘2P’ 4-4-0 No. 40491 and ‘Black Five’ No. 44852 – both Holbeck engines – pass Crossflats, near Bingley, with the Down ‘Waverley’ from St Pancras on November 11, 1958. GAVIN MORRISON

Carlisle. The log (Table 1) first appeared in The Railway Magazine for February 1925 and the run was described by Cecil J Allen, although it is not clear whether he timed it himself. The load is quoted as 30 axles, perhaps six eight-wheelers and a 12-wheel restaurant car, weighing 193 tons tare against the 180-ton limit quoted by ‘CJA’ for a ‘2P’ on this service. Once clear of the purlieus of Leeds, acceleration was reasonable, with the 4-4-0 working its 205 (gross) tons up to 52mph before taking Shipley curve at what must have been an uncomfortable 40mph; adverse signals then reduced the rate to 30mph, costing about one minute. Incidentally, passing times in this relatively early log are quoted to the nearest five seconds, while ‘maximum and minimum speeds’ are ‘at or near stations shown’. No speeds are shown up Airedale, but the average from Saltaire, passed at 30mph, to Skipton (47mph) was 48.9mph, implying maxima well into the ‘fifties’.

LEEDS Holbeck Kirkstall Apperley Bridge Saltaire Bingley KEIGHLEY Kildwick Cononley SKIPTON Gargrave Bell Busk Summit HELLIFIELD Settle Junction SETTLE Helwith Bridge Horton Ribblehead Blea Moor Dent Hawes Jct¶ Ais Gill Kirkby Stephen APPLEBY WEST Long Marton Lazonby Armathwaite Scotby CARLISLE

Actual ms 0 00 2 15 6 00 11 20 16 30 20 10 24 25 29 40 31 05 34 25 39 15 43 25 48 20 51 35 53 55 64 35 73 10 75 30 82 20 85 45 88 55 95 05 104 20 107 00 118 10 123 45 130.45 134 55

TABLE 2: GLASGOWEDINBURGH Train: Loco: Load: Date: Recorder: Distance miles 0.0 1.6 6.3 12.9 17.3 21.8 25.0 2.5 4.7 9.8 13.8 19.0 21.1 22.3

Glasgow (Queen St)-Edinburgh (Wav) D11/2 No. 6400¶ Roderick Dhu 9/300/315 tons January 28, 1936 D S M Barrie


Sched Actual Speed Gradient min m s mph 1-in GLASGOW (Q ST) 0 0 00 L/46R Cowlairs 6 05 41R Lenzie Jct 12 12 56 56 Level Dullatur 19 47 64 900R/L Greenhill Jct 23 23 54 66 Level FALKIRK 27 53 69 Level POLMONT 31 30 48 882F Manuel 4 30 53 L/882F Linlithgow 6 54 57 L/882R Winchburgh Jct 12 12 30 40*/25* 882R/960F Bathgate Jct 17 17 55 64 960F Saughton Jct 22 45 70 960F HAYMARKET 24 24 42 - * 960F/L WAVERLEY 27 27 27 500F/300R

¶ later, BR No. 62693

by No. 62677 now flourishes as part of the Edinburgh-Kirkcaldy-Dunfermline-Edinburgh Fife Circular service. While the LNER’s chief mechanical engineer (CME), H N Gresley, had a penchant for experimentation, manifested by his 2-8-2 adventure and the water-tube boiler 4-6-4, the company was never prosperous and the CME had to practise a policy of make-do and mend. For example, more power was needed for the Edinburgh to Glasgow expresses via Falkirk but, July 2018 • The Railway Magazine • 15


Caledonian Railway Pickersgill ‘72’ class 4-4-0 No. 84 (later BR 54489) works a southbound passenger past Stanley Junction, near Perth, in 1924. STEVE ARMITAGE ARCHIVE/RAIL PHOTOPRINTS

TABLE 3: PERTH-STONEHAVEN Train: 5.00pm Glasgow-Aberdeen Loco: Pickersgill 4-4-0 No. 84¶ Load: 315/335 tons Date: Unknown Recorder: O S Nock Distance miles 0.0 1.6 4.2 7.2 11.3 15.8 20.5 26.8 31.8 32.5 2.4 7.0 5.3 8.4 2.7 3.9 6.0 8.1 10.2 11.3 3.3 7.3 11.9 14.5


Actual ms PERTH 0 00 Almond Valley Jct 4 05 Luncarty 7 45 Stanley Junction 12 15 Cargill 17 05 COUPAR ANGUS 21 45 Alyth Jct 26 15 Glamis 32 25 Forfar South Jct 36 25 FORFAR 38 40 Clocksbrigg 4 55 Guthrie 10 30 Farnell Road 7 30 BRIDGE OF DUN 10 50 Dubton Jct 5 30 Kinnaber Jct 7 35 Craigo 10 35 Marykirk 13 05 MP 209¼ 16 05 Laurencekirk 18 10 Fordoun 5 25 Drumlithie 10 45 Dunnotar 16 20 STONEHAVEN 19 10

Speed mph 44 40/45 38 61/55 65 62/63 58 61 -/55 -/69 39 33½ 56 45 35½ 53 37 68 -

Gradient 1-in 267F/L 412R 179R 125R 140F/160R 260F/850R Level 220R 685F/248R 640R 565F/L 232F 118R/107F L/356F 531R/112R 215R 421F 104R 139R 285F 780F/L 170R/141R 102F 92F

¶ Later, BR No. 54489

16 • The Railway Magazine • July 2018

rather than spend money on a new design, he perpetuated the former Great Central Railway’s ‘Improved Director’ (LNER ‘D11’) 4-4-0 type, already proven on through Marylebone to Manchester workings. The LNER wasted no time, ordering 12 ‘D11/2s’ from Kitson & Co and another 12 from Armstrong Whitworth in December 1923; the new 4-4-0s, with cut-down mountings for Scottish routes, were delivered by November the following year. Despite having right-hand drive, new to former NBR crews, they became popular; it may have helped they were given romantic names after characters from Walter Scott novels.

Colliery subsidence

A scan of the Railway Performance Society’s (RPS) electronic archive revealed a Glasgow to Edinburgh log, recorded by the indefatigable D S M Barrie, behind No. 6400 Roderick Dhu (BR No. 62693). Only a pedant would point out the Gaelic is incorrect and here ‘Dhu’ should be ‘Dubh’, for dark or dark-haired. Only if the subject were feminine should the ‘D’ have been aspirated - followed by an ‘h’ and changing the pronunciation. The route is gently graded, apart from the first 1¼ miles up to Cowlairs, chiefly at 1-in-41, where they would have taken a banker. Along the level to Lenzie, the 4-4-0 accelerated its nine coaches to 56mph, increasing to 69 before the first stop, at Polmont. From there, a smart acceleration to 57mph at Linlithgow was followed

by a slack at Winchburgh Junction, possibly for a colliery subsidence; but the fastest section was on the ‘descent’ (at 1-in-960!) towards Edinburgh, with No. 6400 being coaxed up to 70mph at Saughton Junction, where the Aberdeen line converges. After passing Haymarket and threading Princes Street Gardens, ‘Roderick’ came to a stand in Waverley station after a loss of just under half-a-minute from Polmont, presumably because of the Winchburgh check. The flooding of the LNER system by ‘B1s’ from 1942 marked the beginning of the end for the Scottish ‘Directors’. Thompson’s 4-6-0s were ideal successors to ‘D11/2s’ and other 4-4-0s, although in the 1950s the ‘Scottish Directors’ still occasionally appeared on such workings as the ‘Fife Coast Express’ from Queen Street. From 1959 to 1961, most of the ‘D11/2s’ were in store at a variety of locations. Although No. 62685 Malcolm Graeme was officially the last to be withdrawn, its final years were spent as a stationary boiler, which surely doesn’t count. Edie Ochiltree, on the other hand, was condemned within weeks of my August 1959 journey and would appear to have been the final ‘Scottish Director’ in passenger service. Moving north yet again, we come (eventually) to Caithness where, on August 25, 1960, Pickersgill 4-4-0 No. 54482 took over the Thurso portion of the early train from Inverness at Georgemas Junction. Based at Wick, the former Caledonian loco was deputising for Stanier 2-6-2T No. 40150 which was under

World Record

Officially the world’s longest-running railway series, established in 1901

TABLE 4: BALLINLUIG-PERTH Train: Struan/Aberfeldy-Perth Loco: Pickersgill 4-4-0 No. 54486 Load: 5/150/160 tons gross Date: September 2, 1959 Recorder: A Varley

Workstained former Caledonian Railway ‘72’ class 4-4-0 No. 54467 on Forfar shed in 1959. DAVE COBBE COLLECTION/RAIL PHOTOPRINTS

repair. No. 54482 featured in my Far North contribution in The RM for May 2015, so I shall not dwell on the tender-first trundle to Britain’s ‘ultimate’ station. Instead, a few words about these ‘Caley Bogies’ are appropriate. William Pickersgill succeeded J F McIntosh as Caledonian CME at St Rollox, Glasgow, in March, 1914, producing his first six 4-4-0s in 1916, followed by 10 built by the North British Loco Company. Production restarted in 1920, with 10 locos completed at St Rollox and 22 by external manufacturers, bringing the total to 48, the later locos with enlarged cylinders and 180lb instead of 175lb per sq in boiler pressure (see panel).


Initially, the performance of the Pickersgill 4-4-0s – Class 113 – barely matched that of their predecessors, the McIntosh ‘Dunalastair IVs’, and their reputation was not enhanced by an undistinguished performance by No. 124 over the Settle & Carlisle line during comparative trials in 1924. Their duties declined in status with the influx on the Glasgow to Aberdeen route, first of Derby Compound 4-4-0s, then of ‘Black Fives’ and ‘Jubilees’, and the ‘Caley Bogies’ were relegated to semi-fast workings. The final ‘Dunalastair’ met its end in 1958, although the Pickersgill type remained active on such duties as Glasgow-Greenock, Perth-Blair Atholl, Elgin-Inverness and Inverness-Tain, plus piloting and banking in the Highlands. To demonstrate the capability of a Pickersgill 4-4-0 in its youth I have taken a log from O S Nock’s book on the Caledonian Railway, published by Ian Allan Ltd in 1961 (Table 3). Regrettably, neither the schedule nor the date is given, but the run probably took place in the early-1920s. Steam performance between Perth and Aberdeen was invariably vigorous, culminating in the exploits of ‘A3s’ and ‘A4s’ in the mid-1960s. In comparison, the run shown in Table 3 appears unexciting, but the ‘Caley Bogie’, with less than half the boiler power of a Gresley Pacific, was hauling a train 25% heavier than the three-hour ‘flyers’ of 1962-66. From the Perth start to Stanley Junction, grades steepening to 1-in-125 brought the 4-4-0 down to 38mph; then came a spell at 55-65mph along Strath More, that erstwhile racetrack between the Highlands and the Sidlaw hills. From Forfar to Guthrie in particular No. 84 must have been worked hard to make such a smart start-to-stop time as 10½min for seven miles.

The ‘stepped’ ascent from Bridge of Dun to Drumlithie summit was taken with zest, with speed still 33½mph at the confluence of East and (former) West coast main lines at Kinnaber Junction; and the climb of Marykirk Bank, partly at 1-in-104, but mounted at 35½mph, must have created invigorating acoustics. Similarly, after restarting from Laurencekirk, the drop in speed only from 53mph to 37mph at Drumlithie would have meant an edhp of about 720. So we leave No. 84, taking the winding descent to Stonehaven at up to 68mph and arriving there, 14½ hilly miles from Laurencekirk, in just over 19 minutes – after, in Nock’s words, a “thoroughly lively performance”. Fast forward to September 1959 and we join RPS member Alan Varley on the morning Struan/ Aberfeldy to Perth local train at Ballinluig, on the main line from Inverness. Struan station stood 4½ miles north of Blair Atholl on the climb to Druimuachdar Summit, and the Aberfeldy branch came in at Ballinluig, where the two portions of the train were combined. Struan, Ballinluig and the Aberfeldy branch were all closed in 1965.

“The experience was one to be remembered; and it remained my last journey by ordinary service train behind an inside-cylinder 4-4-0. “ After an unexplained 14½min late departure, a minute was regained to the stop at Dalguise; then, from Dunkeld, the strident exhaust beats of the 4-4-0 must have echoed from the trees and rock cuttings as the veteran tackled the 1-in-80 ascent out of Strath Tay to Kingswood Tunnel, entered at 27mph. Another 5½ minutes were won back to Murthly, following 57mph downhill from Kingswood; and, after joining the Aberdeen line at Stanley Junction, the ‘Caley Bogie’ touched 59mph down to Perth itself, where arrival was just two minutes in arrears on what appears to have been a very easy schedule. By March 1962, just three of the class remained in service: Nos. 54463, 54465 and 54502. However, as they had Westinghouse air brakes, they were used to haul new EMUs for the South Clydeside electrification to their depot at Hyndland. Until, that is, two Type 1 (now Class 20) diesels were given air brakes enabling them to take over the duty; but first, on May 20,

Distance miles 0.00 2.10 3.26

Location Ballinluig Guay Dalguise



2.67 5.21

Kingswood Murthly

3.12 6.15 10.35

Stanley Jct Luncarty PERTH

Sched Actual Speed Gradient min m s mph 1-in 0 0 00 14½L 440F 3 45 0 750R/L 7 5 42/ 150R/142F 6 15 9 7 08/ 100R/110F 7 40 6 33 27/57 80R/82F 16 10 14/ 82F/730F 10 37 5 58 - * 108R/93F 9 53 59max 125F/800F 20 17 38 2L 173F/L

Nos. 54463/65 went ‘on display’, vociferously double-heading a nine-car EMU rake from Shields Junction up to Cumberland Street; and, five days later, No. 54465 worked a Glasgow suburban railtour. The end came with the withdrawal of No. 54463 in December 1962.

Elderly coaches

For my final inside-cylinder 4-4-0, I hope readers will forgive me for returning to Northern Ireland so soon after my ‘Jeep’ 2-6-4T contribution (‘Practice & Performance’, January 2018). In 1964, I had arrived in Belfast with only a vague notion steam was still active in Ulster; but, the next day, I was en route by diesel railcar from Londonderry to Portadown via the former Great Northern Railway’s ‘Derry Road’ when, at Omagh, exhaust beats, deep and measured, heralded a glimpse of an inside-cylinder 4-4-0 passing my carriage window on its way west. It was the 3.00pm Belfast-Derry, with a slower-than standard schedule – in common with the obvious return working in mid-morning. So the following day found me at Portadown watching ‘S’ class 4-4-0 No. 174 Carrantuohill striding in from Derry with five or six elderly coaches: an Edwardian train with a locomotive named after Ireland’s highest mountain. Calling at Lurgan and at Lisburn, No. 174 was not exerted on the short run to Belfast (Great Victoria Street), but the experience was one to be remembered; and it remained my last journey by ordinary service train behind an inside-cylinder 4-4-0. In essence, the ‘S’ class was a superheated version of the GNR’s ‘QL’ 4-4-0 design with a longer firebox and increased cylinder diameter, but initially with boiler pressure reduced from 175lb per square inch to 165lb. Orders for five locos were placed with Beyer, Peacock in January 1912, but some changes to the design were made by George Glover, who succeeded Charles Clifford as GNR locomotive engineer at Dundalk the same year. Delivered in February 1913, the locos were numbered 170-174 and named Errigal, Slieve Gullion, Slieve Donard, Galtee More and Carrantuohill. Two years later, three more 4-4-0s with detail differences were built as Class ‘S2’. This was before the partition of Ireland, with Nos. 170/2/3 sent to Dublin and 171/4 to Belfast, although 174 Carrantuohill was then transferred to join the Dublin trio. In their early days, steaming was indifferent, but was improved by reducing the blastpipe top diameter from 5¾in to 4¾in; this enabled Dublin driver Walsh, for July 2018 • The Railway Magazine • 17

PRACTICE & PERFORMANCE example, to cut the coal consumption of his ‘S’ over two weeks from an average of 42lb/mile to no more than 34.3lb. Between 1926 and 1928, following successful trials with No. 172, all the ‘S’ and ‘S2’ 4-4-0s received 200lb boilers, and then had their valve travel increased from 3¾in to 45⁄32in. During 1937-9, they were renewed with new, deeper frames, slightly increasing their weight (see panel), were painted blue and regained their evocative ‘mountain’ names which had been removed in their early years. Both the ‘S’ and the similar ‘S2’ classes were then regarded as ‘new’ locos and, despite their Beyer, Peacock origins, carried works plates claiming ‘Built Dundalk’!


Following the demise of the GNR in 1958, the inside-cylinder locos were shared between the two national authorities: Córas Iompair Éireann (CIE) in the South and the Ulster Transport Authority (UTA) in the North. CIE acquired ‘S’ Nos. 170/1/4 and ‘S2’ No. 191, while ‘S’ Nos. 172/3 and ‘S2’ Nos. 190/2 went north, to be renumbered by UTA and repainted. With CIE almost completely reliant on diesels, the future of its three Class ‘S’ members seemed precarious; but they were overhauled at Dundalk

TABLE 5: DUBLIN-BELFAST Train: 8.45 (ThO) Dublin-Belfast Loco: S Class 4-4-0 No. 174 Carrantuohill Load: 7/210/225 tons Date: November 11, 1962 Driver: H Penrose, Dublin Fireman: M Welsh, Dublin Recorder: J C Natzio Distance miles 0.0 2.4 4.8 6.7 9.0 11.4 13.9 17.9 21.7 24.0 27.1 30.0 31.7 33.0 37.3 41.7 43.6 47.2 52.0 53.7 54.3 56.0 60.0 62.5 65.25 69.2 71.9 76.9 79.6 82.0 87.7 90.6 92.6 96.0 98.1 102.4 105.0 108.5 111.2 112.6


Actual ms DUBLIN (Amiens St) 0 00 Killester 5 53 Howth Junction 9 35 Portmarnock 11 44 Malahide 14 20 Donabate 17 15 Rush & Lusk 20 08 Skerries 25 00 Balbriggan 28 40 Gormanston 30.53 Laytown 33 58 MP 30 37 03 DROGHEDA 39 47 MP 33 42 24 Kellystown 48 50 Dunleer 53 18 Dromin Junction 55 02 Castlebellingham 58 18 MP 52 63 06 Dundalk South 64 46 DUNDALK 66 07 MP 56 68 57 MP 60 75 50 Adavoyle 79.55 MP 65¼ 83 41 Bessbrook 87 57 GORAGHWOOD 91 17 Poyntzpass 98 02 Scarva 101 47 Tanderagee 104 15 PORTADOWN 111 30 Boilie 115 43 LURGAN 117 53 MP 96 121 34 Moira 123 36 Maze 127 26 LISBURN 129 58 Dunmurry 133 26 Adelaide 136 23 BELFAST (GT V ST) 140 30

Speed mph 33 50 55/51 54/50* 49/55 50/45 64/60 65/62 62/60 64 52 24* 40/39 43 70 64 68/61 64/53 61 30* 41 32½ 39 50/41 64/46* 50*/68 28*/32* tsr 54* 63 24* 54 56 55 71 65/71 50* 64/67 - * tsr 3E

Gradient 1-in Level 173R/213R 200F Level/200R 200F 265R/400F 180R/163R 150F 400F/400R 400F/330R 330F/L 300R 500R/L 438F/187R 177R 197F Level 177F/L L/167R 160F 800R 200R 100R 109R 140F/120R 103F 139F 160F/250R Level 170F/L Level 196R/171F 227R 210R 185F 188R/398F 324R/289F 459R/289F 533F 400F

18 • The Railway Magazine • July 2018

GNR(I) ‘S’ class 4-4-0 No. 174 Carrantuohill leaves Portadown with the 10.15 Londonderry- Belfast Express on September 3, 1964. HUGH BALLANTYNE/WWW.RAILPHOTOPRINTS.CO.UK

and transferred to Ulster where there was a shortage of power, migrating north to Portadown in June 1963. Carrantuohill, the final loco to be overhauled at Dundalk, was dispatched to the UTA resplendent in blue livery and carrying her Great Northern number (174) and crests! The three migrants were then employed on former GNR lines to Warrenpoint, Londonderry and occasionally south to Dublin until diesel railcars finally ousted them in 1964/65. Despite the effort at Dundalk works, their nameplates had been removed and in UTA hands their blue livery had become barely discernable. Nonetheless, the ‘S’ 4-4-0s retained their aesthetic appeal, their popularity with crews and their ability to run. As early as February 26, 1914, Carrantuohill had worked a special train from Belfast to Dublin non-stop in 116min for the 112½ miles, admittedly with a featherweight two coaches, but with five temporary 12mph speed restrictions en route as well as the many permanent limits. In his book, ‘Irish Steam’, O S Nock related how they occasionally touched 85-90mph down Mount Pleasant Bank, on the northern approach to Dundalk. My friend Conrad Natzio enjoyed many runs behind the ‘S’ class during the 1960s while he was at Trinity College, Dublin. No. 174 was his favourite and he has kindly sent me a log of a non-stop Dublin to Belfast marathon when it deputised for the three-cylinder ‘VS’ 4-4-0 No. 207 Boyne on the Thursday excursion between the two cities (Table 5). Carrantuohill’s load of seven coaches may seem light but we are discussing a 49-year old Edwardian 4-4-0, albeit one renewed half-way through its existence. The start from Amiens Street (now Connolly) was gentle, speed rising to a little over 30mph up the initial 1-in-213, followed by an unexciting maximum of 55 on the minor undulations along the coast to Donabate. The 1-in-163 past Rush & Lusk was taken at 45mph and 60 was exceeded for the first time down the ensuing descent to Skerries. After the slack for the severe curve through Drogheda, the veteran quickly recovered to 40mph at the foot of the 1-in-187/177 climb to

Kellystown, a speed held, with minor variations, to the summit. Following descent Carrantuohill nudged 70mph, reduced to 53mph by the hump before Dundalk, where the slack to 30mph robbed northbound trains of impetus for the long climb to the Border. To counter the 1-in-100 above Mount Pleasant, driver Penrose was using full regulator and about 40% cut-off, so it would have been with mighty front-end music that the 4-4-0 maintained speed in the low thirties and accelerated to 39mph on slightly easier grades to the intermediate summit at Adavoyle, a feat requiring some 700 edhp. From Adavoyle, the line dips at 1-in-140 for half-a-mile, enabling Carrantuohill to dash up to 50mph before tackling the 1-in-120 to the summit at 41. Downhill into Ulster, after slowing over Bessbrook Viaduct, they reached 68mph below Goraghwood, at that time junction for the scenic Warrenpoint branch. The onward section across bog-land through Scarva and Tanderagee to Portadown is a succession of curves, preventing No. 174 from showing its paces; but the hard work was not over, with the climb at 1-in-227/210 to Milepost 96 mounted at 55mph, followed by the highest speed of the journey: 71mph, achieved downhill through Moira and again on the descent to Maze. Despite temporary slacks at Balmoral and at Adelaide, the Dublin excursionists were able to alight at Great Victoria Street terminus three minutes early in 2hr 20½min for the 112½ none-too-easy miles from the start – after a non-stop journey over a distance almost equal to that tackled by the ‘2P’ over the Settle & Carlisle. On February 13, 1965, the last Saturday of the Derry Road, ‘S’ class 4-4-0s Nos. 60 (formerly 172), 170 and 171 were still active on their last ‘normal’ passenger duties, while No. 174 Carrantuohill was shunting at Portadown. However, thanks to the RPSI, sister engine Slieve Gullion is preserved and, although currently in works, has often appeared on railtours and doubtless will do again. And the restoration this year of its near relative, ‘Q’ 4-4-0 No. 131, is another grand achievement of the Railway Preservation Society of Ireland. ■

Please see for more holiday details

July 2018 • The Railway Magazine • 19



FRONTIERS 20 YEARS OF CLASS 66 Two decades after the first examples landed at Immingham Docks, Ben Jones looks back at the development and the early years of the General Motors-built machines, and their effect on the railfreight industry in the UK and mainland Europe.


ery few locomotives can claim to have revolutionised the freight operations of an entire country, but since 1998 the UK railfreright industry has been changed beyond recognition by hundreds of Class 66s imported from North America. On a cold April 18, 1998, the first three machines – Nos. 66001/003/004 – were unloaded onto the dockside at Immingham after their long journey by rail and sea from General Motors’ Electro-Motive Division plant at London, Ontario, in Canada. Their arrival marked the beginning of the end for hundreds of ex-British Rail diesels inherited by the privatised freight operators in the mid-to late-1990s. Little did we know at the time that EMD’s JT42CWR design – better known as Class 66 in the UK and mainland Europe – would make such a huge impact on freight operations, both in the UK and, to a degree, in mainland Europe, where the type was at the forefront of crossborder open access operation in the early-2000s.


It was perhaps inevitable that the recently formed English Welsh & Scottish Railway

(EWS), which brought the three regional Trainload Freight companies and Rail express systems together under the ownership of Ed Burkhardt’s Wisconsin Central, would choose to buy American when it needed new locomotives. An order for no fewer than 250 3,200hp Co-Co diesel-electrics, priced at £375million, was placed with EMD, financed by Locomotion Capital (later Angel Trains) in May 1996. By early-1998, the first locomotives were ready – the fastest delivery of an all-new locomotive type by GM. Ed Burkhardt, then boss of EWS, accepted No. 66001 in Canada on March 23 of that year, after which it was shipped from the Port of Albany, north of New York, to Immingham. The locomotive was landed at the East Coast port on April 18 – the GM invasion had begun. It combined a Class 59 style bodyshell with the more modern EMD 710 series 12-cylinder engine used in the North American SD-70 and 201 Class diesels built by GM for Irish Rail, and introduced a number of novel features to the UK, including bogies with steering radial axles, US-style auto-couplers, and an on-train monitoring and recording (OTMR) ‘black box’. They were intended to replace more

First of the line: EWS No. 66001 stands out in the snow at EMD’s London, Ontario plant in early-1998. Alongside is a 6,000hp SD-90MAC – part of an order for more than 300 locomotives for Union Pacific. STEVE GRIMES Right: Dwarfed by two SD-90s, a partially completed EWS Class 66 inside the assembly hall at EMD’s London plant in 1998. The ‘66’ has been fitted with a temporary US-style standard knuckle coupler and pilot ready for initial testing in Canada. STEVE GRIMES

than 900 ex-Railfreight diesel and electric locomotives, from Class 31s and 37s to Class 47s, 56s and 58s. With a top speed of 75mph they were not envisaged as heavy haul machines, but were to be deployed on faster ‘Enterprise’ wagonload freights, intermodals and lighter bulk flows, leaving the Class 60s to handle the heaviest work. However, as we know now, the EWS ‘66s’ soon found themselves on all kinds of freight work, increasingly taking on the heavier trains as Class 60s fell by the wayside. In response to this need for greater haulage capacity, a re-geared version with higher tractive effort and lower top speed, designated Class 66/6, was adopted by Freightliner’s Heavy Haul division, with the first examples landing in the UK in 2000. Subsequent deliveries were made to Newport Docks in South Wales, with this route also adopted for Freightliner and GBRf locomotives, and EWS staff initially commissioning them on the dockside. Compared to the lengthy commissioning periods of many BR locomotives, most notoriously the Class 60s, the ability to simply start up ‘66s’ on the dockside and drive them

DRS No. 66303 charges along the West Coast Main Line near Linslade with a Stobart Rail/Tesco intermodal train on April 24, 2013. FRASER PITHIE


GB Railfreight’s No. 66722 Sir Edward Watkin was one of five delivered in Metronet colours in 2006 for use as part of a long-term engineering contract on London Underground’s sub-surface lines. All were given London Transport and Metropolitan Railway related names. No. 66722 and standard GBRf-liveried No. 66711 were stabled at March depot on March 25, 2009. BEN JONES

Fastline Freight was a short-lived operator which took delivery of five Class 66s for power station coal contracts in 2008. However, less than two years later, the company went bust and Nos. 66301-305 were transferred to DRS. In July 2010, the quintet was lined up at DRS’ Gresty Road depot in Crewe. BEN JONES

under their own power to depots to enter service was nothing short of a revelation. The frantic pace at which the EWS ‘66s’ were introduced is typified by the fact No. 66001 worked for the first time under its own power on May 21, 1998 and hauled its first revenue-earning train – the 04.00 Bentinck Colliery-Drakelow PS MGR coal – from Toton on June 2. Previous days had also seen the ‘66’ haul training trips from Toton to Peak Forest. While production-series deliveries started in July 1998 with the docking of Nos. 66003-005 at Newport, No. 66002 was retained in the USA for extensive tests at the Association of American Railroads’ test centre at Pueblo in Colorado. It finally joined its sisters in the UK on April 24, 1999. Even Railtrack, not known for its speedy approval of new vehicles, had given its blessing for Class 66s to operate across most of the network by August 14, 1998, subject to a route availability of seven (RA7). Over the next two years, 250 locomotives were delivered, with most going straight into service from commissioning at Newport. In August 2000, No. 66250 made its first public appearance at the Old Oak Common Open Weekend. 24 • The Railway Magazine • July 2018

They quickly ventured to all corners of the network, taking over international freight to and from Dollands Moor, Cornish china clay duties from St Blazey, long-distance power station coal flows, intermodal services as far north as Inverness, and almost everything in between. Kinder to the track than their predecessors, the ‘66s’ are permitted to visit many lines that previously required the retention of smaller types, such as Class 37s.

EWS looks abroad

Having established its presence in the UK, by the mid-2000s, EWS management was looking across the English Channel to France for new markets. The liberalisation of railfreight under European Union rules opened up the potential for open access operators to compete with SNCF, many of whose customers were dissatisfied with the service being offered by the encumbent. Euro Cargo Rail was established in February 2005 and gained authorisation to operate freight trains two months later. After a lengthy approvals process, requiring numerous modifications to meet French standards, extensive testing in Brittany and elsewhere and acres of paperwork, permission was finally gained to use modified EWS Class 66s in France.

EWS ordered 60 additional locomotives modified for European operation for its Euro Cargo Rail subsidiary in France. After the sale of EWS to DB Schenker, many of these have been moved to Germany, where they are used in the industrial Ruhr district and in Bavaria. On January 29, 2016, No. 247 051 passes Heimeranplatz station in Munich, heading east towards Muhldorf with a short chemical train. BEN JONES

No. 66125 was the first to receive all the necessary modifications. By November 2007, no fewer than 50 Class 66/0s were at work across the ‘hexagon’, reaching destinations from Calais to Ventimiglia on the Italian border, Hendaye on the Franco-Spanish frontier, and Basel in Switzerland. ECR’s business grew at such a rate – thanks to its greater flexibility and better service than Fret SNCF – that the ‘go-anywhere’ Class 66s were joined in 2008-10 by a batch of 60 JT42CWRMs, built specifically for mainland Europe. Numbered as Class 77 (Nos. 77001-060) they carried ECR grey livery and could be readily identified by their large roof-mounted air-conditioning units. Maintaining a comfortable temperature in Class 66 cabs had been an issue since the introduction of the class in 1998, but providing air-conditioning was far more critical in France, where summer temperatures regularly exceed 30°C in the south of the country. The unusually small profile of the ‘66’ within the European loading gauge allowed the units to stand well proud of the roof line. The ‘Class 77s’ have also been deployed in Germany – increasingly so since ECR became part of the DB Schenker empire in January 2009. DB transferred 32 over the border in 2010 to

replace older diesel-hydraulics and ex-Deutsche Reichsbahn Russian-built Class 232 diesel-electrics in the industrial Ruhr district and in Bavaria. Ownership switched from ECR to DB Schenker Rail Deutschland in 2013, and several more ‘77s’ have moved since, to become Class 247 under the German system. EWSR’s initial ambition was to double its freight business in the UK, but the operator has seen a significant reduction in traffic over the last two decades. This is partly explained by the loss of heavy industry in the UK, and the decline of traditional bulk traffic such as coal, steel and oil, but the operator has also lost out to smaller, more flexible rivals such as GB Railfreight in the fiercely competitive freight market. As a result, only around 150 of the original 250 Class 66/0s are still active with DB Cargo UK. Although the numbers fluctuate, 60 have been modified for use in France and a further 15 (Nos. 66146/153/ 157/159/163/ 166/173/178/180/189/196, 66220/227/237/248) have been exported to DB Cargo Polska in Poland. At the end of the initial 15-year lease period in 2013, DB Schenker chose to buy the 250 locomotives outright from Angel Trains.

Beacon Rail Leasing’s T66714 was originally one of a pair of demonstrators built for the Scandinavian market. It now works for CFL Cargo in Denmark. On May 27, it was stabled at Padborg on the German/Danish border waiting to pick up its next train. HOWARD LEWSEY

July 2018 • The Railway Magazine • 25

LOCOMOTIVE HISTORY Early-2018 saw the first disposals from the original EWS fleet, with 10 Class 66/0s sold to GB Railfreight (Nos. 66008/016/046/058/0812, 66132/141/184, 66238/250), becoming Nos. 66780-789.


Although it initially denied it was ordering ‘66s’, Freightliner took the plunge in April 1999 and placed an order for five locomotives for intermodal services. Unlike the huge EWS order, Freightliner took a more incremental approach to acquiring new locomotives, with small batches of between five and 20 ordered when new traffic was won or when it needed to replace elderly Class 47s inherited from Railfreight Distribution. Ownership is split between Porterbrook, Beacon Rail, Macquarie and Eversholt and the fleet itself is split between the company’s intermodal and Heavy Haul businesses. The first Freightliner ‘66s’ arrived in July 1999 and were put straight into service. They were followed by Nos. 66506-525 for FHH in summer 2000 and were subsequently supplemented by many small batches over the next few years, taking the fleet to more than 120 by 2008. Freightliner was the first operator to order a lower-geared version – the ‘66/6’ – for hauling heavier freights at lower speeds. Rather than the 75mph and 92,000lbf tractive effort of standard locomotives, the 25 Class 66/6s are geared for 65mph, but have an increased maximum tractive effort of 105,080lbf. Freightliner’s No. 66521 was written off in the fatal collision with a GNER express at Heck in February 2001, which killed driver Steve Dunn. No. 66554 was ordered as a replacement in 2002. Like DB Cargo, Freightliner also has a Polish open access subsidiary specialising in bulk traffic

such as coal and aggregates across the country and into eastern Germany. As well as JT42CWRM ‘Euro 66s’, it also operates 18 locomotives exported from the UK (Nos. 66411/412/417, 66527/530/ 535/582-584/586/ 595, 66608/609/611/ 612/624/625, 66954) and at least one more is expected to follow shortly. Third in the queue for ‘66s’ was new open access operator GB Railfreight, launched by the GB Railways group in 2000. It ordered seven Class 66/7s (Nos. 66701707) in April 2000, which were handed over in Canada in January 2001 and landed in the UK in February of that year. They were initially used on Railtrack National Logistics Unit bulk ballast trains and Autoballaster workings, but the company quickly widened its sphere of operation with contracts for shipping firm Medite in 2002 and British Gypsum in 2003. This led to an order for Nos. 66708-712 in November 2001. Nos. 66713-717 arrived from Canada in May 2003, while Nos. 66718-722 were ordered in March of that year and arrived a few months later.

New intermodal traffic

Since then, GBRf has expanded in many directions, winning considerable new intermodal traffic to rail, and moving into the coal, aggregates and oil business, as well as expanding its range of Network Rail and intermodal contracts. From the start, GBRf has been perhaps the most enthusiastic user of Class 66s, and its fleet certainly has the most varied and interesting history of any in the UK. Keen to maintain as standard a fleet as possible, it has supplemented the locomotives acquired direct from EMD with second-hand machines bought from other operators in the UK and mainland Europe.

The company’s founder and managing director John Smith is full of praise for the design and has often said that GBRf would not have been able to develop its business to the same extent without the ‘66’. A further batch was acquired from EMD in 2006 (Nos. 66718-722) for the Metronet engineering train contract on the London Underground network, all carrying names associated with London Transport and the Metropolitan Railway. Nos. 66723-727 followed later in early-2007 and were the only batch to receive the short-lived First GBRf ‘Barbie’ livery. Another two years passed before the arrival of Nos. 66728-732 in 2008. GBRf then took advantage of fleet changes elsewhere to acquire Nos. 66401/403/404/405 from DRS, Nos. 66578-581 from Freightliner, and Nos. 66841-845 from Colas Railfreight (the latter originally delivered to DRS as Nos. 66406410 in 2003) to create Nos. 66733-746. However, the most unusual development came in 2012 when GB Railfreight imported five ‘Class 66s’ from mainland Europe and had them modified to work in the UK. Nos. 66747-749 were built in 2008 for Swiss/Dutch open access operator Crossrail AG (Nos. DE6313/15/16) and intended for use in the Netherlands. However, they were never deployed and remained in store until sold to GBRf. They were joined in 2013 by two older ‘Euro 66s’ from the Beacon Rail Leasing fleet, which became Nos. 66750-751. Works Nos. 20038513-01/04 were built in 2003, used in the Netherlands, Germany and Poland, and ran for some months in their Euro liveries. They can still be identified by their European-style headlights. Deliveries of new ‘66s’ restarted in 2014 with an order for 21 locomotives (Nos. 66752-

GBRf’s No. 66779 Evening Star was the last of more than 500 EMD JT42CWRs built over an 18-year period. After delivery from the USA in spring 2016, it was unveiled in BR lined green livery to mark its special status. On May 13 of that year it was on display in the Great Hall of the NRM alongside its namesake, BR’s last-built steam locomotive, No. 92220. HOWARD LEWSEY

Looking like an ‘HO’ scale locomotive hauling ‘OO’ gauge wagons, HHPI’s No. 29005 illustrates the difference in loading gauge between Britain and Germany as it approaches Bremen Hauptbahnhof with a train of bogie coal hoppers on June 16, 2016. HOWARD LEWSEY

Open access operators working from Rotterdam and Antwerp Docks have made extensive use of Class 66s, especially for international intermodal traffic. The unique Lineas-liveried 513-10 stands at Antwerp-Noord Yard on August 22, 2017. HOWARD LEWSEY

772), although by now production had switched from Canada to the EMD/Progress Rail plant in Muncie, Indiana. However, by this stage it was clear production of Class 66s would soon have to stop as the design no longer met current standards, especially with regard to emissions. The final seven of 455 Class 66s built for the UK were completed at Muncie in late-2015/ early-2016, using up spare power units and even reusing an engine recovered from No. 66734, which had to be scrapped after it derailed and rolled down an isolated embankment above Loch Treig on the West Highland Line in June 2012. As a tribute to the design, No. 66779 was painted in mock BR lined green and named Evening Star at a ceremony in the National Railway Museum’s Great Hall on May 10, 2016; No. 66779 has been pledged to the National Collection once its working life is over.

Nuclear option

Direct Rail Services surprised many when it took a GBRf ‘66’ on trial in 2003. Previously, its traction policy had been based on refurbished second-hand locomotives, some of which had been retired by EWS when its ‘66s’ were introduced. No. 66710 was tested on the overnight Grangemouth to Daventry W H Malcolm train in place of the-then usual pair of Class 37s. The trial was considered successful enough to prompt DRS to order 10 locomotives of its own, hiring Nos. 66710-712 from GBRf as a stopgap. Nos. 66401-410 were delivered in two groups from October 2003. A further 10 of the modified ‘low-emission’ machines followed in

EWS/DB Cargo has exported almost a third of the UK Class 66/0 fleet, with more than 60 in France and another 15 to Poland. On February 7, 2016, No. 66227 stands at Ruda Sláska, near Katowice, in the south of the country. HOWARD LEWSEY

More than 60 former EWS Class 66/0s have been used in France since 2007. Emerging from the mist at Caffiers, near Calais, on August 22, 2017, Nos. 66212 and 66248 depart from the quarry sidings with a train of limestone hoppers. HOWARD LEWSEY

2006 (Nos. 66411-420), with Nos. 66421-430 being ordered in October 2006 and Nos. 66431434 added in 2007. In 2009, DRS decided to reduce its fleet and focus on ‘low emission’ Class 66s. Nos. 66401410 were returned to Porterbrook and leased to GBRf (Nos. 66401-405) and the short-lived Advenza Railfreight briefly took Nos. 66406409, renumbering them as 66841-844 for a few months in mid-2009. After Advenza went bust, they were briefly leased to the new Colas Railfreight operation (see below) before joining Nos. 66401-405 at GBRf and gaining their third identities as Nos. 66742-746. Five additional Class 66s were leased by DRS in 2010 after the collapse of Fastline Freight. Nos. 66301-305 were built for the Jarvis subsidiary in 2007/08, but the venture lasted less than two years and its smart grey/yellow ‘66s’ were sold to CB Rail. DRS then returned Nos. 66411-420 to the leasing company in 2011, with Freightliner taking over the 10 machines, keeping seven for UK use and exporting Nos. 66411/412/417 to Poland. Today, DRS operates Nos. 66301-305 and 66421-434, all leased from Macquarie Rail and based at Carlisle Kingmoor, on West Coast Main Line intermodal trains, nuclear flask duties and Network Rail infrastructure trains. The final UK user of ‘66s’ is Colas Railfreight, which initially took the four ex-DRS, ex-Advenza machines when it started operations in 2009/10. Nos. 66841-844, plus No. 66845 (formerly No. 66410), then moved to GBRf, in exchange for off-lease ex-Freightliner Nos. 66573-577, which became Nos. 66846-850 in 2011.

Every UK freight operator has adopted Class 66s as a key part of their traction fleet over the last two decades. While they may not be the world’s best locomotive, and drivers complain about noisy, hot and uncomfortable cabs, they have kept GM’s promises about reliability and availability, and provided some welcome stability in uneasy times for the UK railfreight business.

Continental cousins

Class 66 also proved to be an ideal vehicle for the growing number of open access operators starting up in mainland Europe after the turn of the century. In September 1999, two JT42CWRs were diverted from the EWS order (said to be Nos. 66154/155) and shipped from Canada to Rotterdam for use as European demonstrators. Numbered 9901 and 9902, the locomotives were prepared for use in Germany and tested by Cologne-based Hafen und Güterverkehr Köln (HGK). Over the next few months, Nos. 9901/02 were used to gain approval for the type in Holland, Belgium, Luxembourg and Germany, and paved the way for a new generation of GM diesels for Europe. Since then the type has gained clearance for use in Poland, Denmark, Sweden, Norway and Switzerland (although it was later banned by Swiss authorities). In January 2001, GM announced it was building 10 locomotives to act as European demonstrators, although these were acquired by Porterbrook (Nos. PB01-10) as it expanded its leasing business outside the UK. Porterbrook subsequently ordered 10 more July 2018 • The Railway Magazine • 27


Offering a glimpse of how the Freightliner ‘66’ fleet may look in the future. Under the ownership of Gensee & Wyoming, Rotterdam Rail Feeding’s 561-04 rolls through the countryside near Terneuzen, in the Zeeland province of the Netherlands, with a train of containerised chemicals on August 22, 2017. HOWARD LEWSEY

28 • The Railway Magazine • July 2018

speculative ‘66s’ (PB11-20) for hire to European operators. Most of these were placed with open access railfreight companies and are at the forefront of cross-border operations between Belgium, Holland and Germany. Early operators included Rotterdam-based Shortlines, Dillen & Le Jeune Cargo (DLC), which ran Belgium’s first privately operated freight train of the modern era from Antwerpen Docks to Germany with PB03 in 2002, ERS, Rail4Chem and HGK (now renamed RheinCargo). German railfreight operator Heavy Haul Power International (HHPI) built on its experience with ex-Foster Yeoman GM No. 59003 Yeoman Highlander and uses several ‘66s’ to haul heavy coal trains in Germany. HSBC Rail (now Eversholt Rail Leasing) also entered the European leasing market with six ‘66s’ acquired for lease to Scandinavian freight business CargoNet. A joint venture between Norwegian and Swedish railways, CargoNet used its locomotives – designated Di9 under the Norwegian system – on freight trains over the Nordlandsbanan between Trondheim and Bodø, in northern Norway. To be able to operate in this harsh environment, the locomotives were modified

Egyptian National Railways took delivery of 41 JT42CWRM diesels from EMD in 2009, but it is thought many are now out of service awaiting spares or repair. RICHARD GENNIS

to cope with the bitter cold and deep snow. However, they did not prove to be up to the challenge and were later replaced by Spanish-built Vossloh Euro 4000s in Norway. Nos. T66401/402/405/406 are now operated by Hector Rail in Sweden, sister company to GBRf. Also modified for winter were two ‘66s’ delivered to TGOJ in Sweden in 2000. Nos. T66713/714 were used as demonstrators for Scandinavia, and early duties included an IKEA open access train from Sweden to Denmark. No. T66713 remains on lease to IKEA Rail in Sweden, while T66714 is with Captrain in Denmark. The nature of open access traffic means contracts can often be short-lived and locomotives often switch between operators as leasing companies look to keep them employed. In 2018, there are 138 locomotives in use in Germany, the Netherlands, Belgium, Poland and Scandinavia. Today, the other ‘Euro 66s’ are owned by RheinCargo (2), Alpha Trains (7), Akiem (7), Macquarie European Rail (7), Beacon Rail Leasing (59), Crossrail Benelux (10), Deutsche Leasing (1), Eversholt Rail Leasing (13), MRCE (19), KBC Leasing (4), ERS Railways (5) and GM/Opel Leasing (3), and leased in small numbers across a wide range of operators, including Rotterdam Rail Feeding, ITL, Captrain, VFLI, RheinCargo, HHPI, Railtraxx, Lineas and Freightliner Poland. Most of the routes over which they work are electrified, but each country has its own electrification system, and diesel traction is seen by some operators as a quicker and more cost-effective solution for international freight rather than expensive multi-voltage electric locos. Outside France, much of their work centres on the huge North Sea ports of Rotterdam and Antwerp, which forward raw materials, cars and millions of containers each year by rail to northern, central and eastern Europe. Finally, the rugged nature and proven

abilities of GM’s design led to two orders from African railways. In 2007, EMD received an order for 40 JT42CWRMs (later increased to 41) from Egyptian National Railways. Modified for operation in the intense heat and harsh desert conditions of the country. Delivered to the port of Alexandria in three batches from 2009, they are unique in being the only ‘66s’ built for passenger work. However, reports in 2017 suggested only 12 of the 41 locomotives were active, the rest being sidelined due to crash damage or a lack of spares. Two more locomotives, built for Crossrail Benelux but never accepted, were sold to SETRAG in Gabon in 2011. Numbered CC401 and CC402, they were modified by NedTrain in Rotterdam for their new home and fitted with automatic knuckle couplers to match local stock. A further four locomotives (CC403-406) were delivered direct to Gabon by EMD/Progress Rail in 2011/12. There is a relatively limited market on offer for large diesel locomotives, and the big European train builders have struggled to offer a product that could match the capabilities of the Class 66, not to mention the price or delivery times offered by EMD. For a time, GM even looked at moving production to Europe to encourage even more sales, and briefly toyed with the concept of an updated, improved ‘Class 66 EU’ designed to the more generous European loading gauge and fitted with additional features such as dynamic braking. Unfortunately, the project was cancelled in 2011. Despite this, more than 500 ‘Class 66s’ play an important role in the UK and European railfreight business, offering a rugged, reliable machine capable of going almost anywhere and hauling anything from a single nuclear flask to heavy bulk freights of more than 2,000tonnes. We may still not have warmed to them, but we can’t ignore the enormous contribution they’ve made to the railway over the last two decades. ■

Six ‘winterised’ Class 66s were built for CargoNet in Norway to work freight over the Nordlandsbanen from Trondheim to Bodø, deep in the Arctic Circle. However, they were later replaced by more powerful Euro 4000 locomotives on this challenging 453-mile route. ØYVIND SVÄRD

July 2018 • The Railway Magazine • 29

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30 • The Railway Magazine • July 2018

Final lift for the damaged Totnes footbridge on October 18, 1987. ROGER PENNEY

THE AREA MANAGER’S DIARY Career railwayman and Practice & Performance contributor John Heaton kept a detailed diary of the events – good and bad – during his role as a BR area manager, which is chronicled in book form. One memorable incident at Totnes is recalled here while maintaining an operational railway.


uring the 1980s I was enjoying my railway career as area manager, Exeter; a plum posting, especially for a 32-year-old in those more traditional pre-sectorisation days. When I took the role, I was responsible for 960 staff. MAS resignalling had to take place and the railway from Bridgwater/Castle Cary to Ivybridge, Castle Cary to Dorchester West, Sherborne to Exeter, as well as branch lines to Barnstaple, Paignton, Heathfield, Meldon and Exmouth had to be run safely and as efficiently as possible. I chose to live next to the infamous Dawlish Sea Wall section, and during my tenure, kept a detailed diary, recording both successes and failures, concentrating on operations – but inevitably chronicling the effect processes such as sectorisation had on getting the job done. The original notes are faithfully reproduced, with italicised passages if current comments are added in a book, ‘Devon Railways: The Area Manager’s Diary’ Volume 1 covering 1986-1987, which has proved popular. Volume 2 (19871988) will be published concurrent with this 32 • The Railway Magazine • July 2018

issue of The Railway Magazine. The books are available on Amazon (free P&P), with volume 1 costing £12.99 and volume 2 £13.99. A kindle version costs £4.99. The extract forms part of the entry for Sunday, October 18, 1987. The events constituted a failure in a great many ways, but were any successes salvaged from the mess?

Totnes footbridge blocks the main line

It is 11.00 and I am just deciding what to have for lunch before watching Spurs versus Arsenal on television when my operations assistant Bernard Price rings. It must be important, Bernard is a time-served operator, who has worked the massive Shrewsbury signalboxes as a young man, and usually handles everything that crops up when he is on call. A rail-mounted mobile crane has been operating in the Totnes station area in broad daylight and has demolished the station footbridge by trying to pass under it with its jib raised. The problem is it was not hit hard enough

to knock it out of the way and is too precarious to allow trains to pass under it. There is an estimate of 12 hours before normal working can be resumed, and buses are being organised by Exeter guards’ inspector Ray Thorn. There is an inherent problem on Sundays in that there is a succession of around a dozen Up long-distance trains in the next five hours or so, but only four Down ones, and none of those in the first few hours. That means a lot of stock marooned in Plymouth and Cornwall. Control has responded well by diverting a St Philips Marsh to Cardiff empty HST to Exeter to form a Paddington departure via Bristol Parkway, where a DMU connection from Cardiff will meet it. In view of criticisms about an incident last week I ask another member of the team, former management trainee Tony Crabtree, if he will turn out to the panel box with a one-word remit: ‘Information’ - to which he immediately responds without demur. I set off for Totnes by car. The weather is wild with a strong southerly gale, deteriorating into torrential rain as I drive west. I am held up in Newton Abbot, but reach Totnes at 12.10.

RAILWAY MEMORIES Left: HST power car No. 43018 emerges from Dainton Tunnel in the summer of 1983 with the 13.45 PaddingtonPenzance train. COLIN J MARSDEN

Below: The Totnes footbridge in better days as the driver of a seven-car HST destined for Plymouth slows for the station call in 1984. COLIN J MARSDEN

Above: Placing the damaged bridge on ‘gane’ wagons at Totnes. ROGER PENNEY

Right: The Area Manager’s Diary Volume 1 cover showing Class 50 No. 50049 Defiance on the sea wall at Dawlish.

Exeter area train crew manager (and former Great Eastern ‘Britannia’ Pacific steam loco driver) Alan Bell is already there, and Colin Carr, who is on call for the area civil engineer. Laira plant engineer Phil Shepherd has just arrived on the Up main line with the Laira breakdown train and No. 50022 Anson is in the Up platform line on ballast and two empty ‘gane’ wagons. All the engineers’ fleet had the names of sea creatures, broadly defined, and including mermaids. I explain to the engineers I really need the Up platform for single line working as there are no Down trains for a long time. Because of the awkward layout and the centrally located crossover this will be time consuming. The alternative of using the clear Down line would mean under track circuit block regulations only one Up train could be allowed on the Down between Brent and Newton Abbot West. This would be 15miles, possibly up to 25min, including the Totnes stop, and includes three steep gradients. If we were using the Up line normal signals could be obeyed by Up trains. I decide to create an absolute block section from Brent to Totnes in the old signalbox, with Up drivers informed by the pilotman not to proceed past Totnes until authorised by the temporary signalman. There would be a handsignalman to relay the instructions and emergency detonators placed on the track until authority was given to proceed. Now, this was putting my neck on the block so I phoned the regional on-call officer Ray Spackman to tell him my solution and what I was going to do unless specifically told to refrain. That would allow three trains an hour to come east, possibly

slightly more until the backlog is cleared. The main requirement now is to stabilise the bridge so trains can pass safely beneath; the proposal being to park the breakdown crane to support the weight. The bridge is made of cast iron and 99 years old, badly buckled and broken off its supporting pillars. Totnes Civic Society has been told a replacement is needed, but they wanted this one refurbished and special celebrations, featuring period dress, are planned for its centenary. No doubt they had organised a message from The Queen as well! Today’s event, they tell me, is not an accident; it is the result of a nefarious British Rail plot. In reply I show them the disruption being caused. I realise there are safety implications but I wonder why the option of wrenching it off its remaining ties and cutting it up was not pursued more seriously. Signalling inspector Bill Marden arrives with relief signalmen Gordon Vowden to act as pilotman and Nigel Turner for the Brent points. Plymouth cannot find anyone who knows the ground frame even though it is technically ‘theirs’. We will operate Rule Book T4 protection for the crane at Totnes. I set off for Brent with the two signalmen. Gordon knows just where to find the key for the disused Brent ’box even though he has never been there before. The resourcefulness of experienced relief signalmen, and the inspectorate drawn from their ranks, never ceased to amaze me. Nothing ever beat them. When I get back, the crane is in position and the first Up train has been organised to be the 14.05 from Plymouth. At 14.15 there are still doubts about how the bridge strain should be taken, but by the time the train leaves Brent we are ready. A procession then follows, all on the Down line. We are trying to arrange a 40min gap

to burn off the last bits of the bridge span from its stairs and then turn in 90° to put it on the wagons on the Up line. I liaise with Bernard, who is at Exeter, and Control to cancel the two empty stock workings for evening Waterloo trains. Our secret scratch set will be used for the 17.45 departure and the 17.59 arrival at Exeter will go back as the 18.25. After the 16.15 leaves Totnes at 16.40 we give the engineer his 40minutes. Half an hour goes past and the lift has still not started. Every time, apparently, the last bolt is burnt off, the next to the last piece has welded itself back on. The bridge just will not die. Now they think they are ready. The next train is off Brent and our handsignalman is ready with flags and detonators acting as the protecting signal. The actual lift takes only 10min before the bridge span is centred over the empty ‘gane’ wagons, so we suspend crane operations and let the HST pass. It is 17.20. The bridge now needs to be loaded to the empty ‘gane’ wagons and cut into safe-sized pieces so the vehicles can be removed to the short up refuge siding, a process that takes 3½hrs. We give priority to the 17.20 PenzancePaddington over the first two Down trains, which are waiting at Newton Abbot, to prevent disruption to passengers still with long distances to travel. The Down trains are running by 20.40 with the intention of getting enough of them to Plymouth and Cornwall to start a credible Up service the next morning. Newton Abbot and Paignton have been served by a shuttle service from Exeter and their own through trains, but extra delay has been caused by the high seas affecting the track circuits. I drive away at 20.50 and normal working is resumed at 21.30. ■ July 2018 • The Railway Magazine • 33

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‘Merchant Navy’ No. 35028 Clan Line passes Cockwood Harbour, near Starcross, with the return ‘Torbay Express’ from Kingswear to Bristol Temple Meads on June 3. DAVID HUNT


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The Franco-Crosti preheater was a brave yet ultimately unsuccessful attempt to increase the efficiency of the classic Stephensonian locomotive. Robert Humm charts its development in Italy, Great Britain and elsewhere


mproving the efficiency of the steam locomotive by using waste heat to raise the temperature of the boiler feedwater was hardly a new idea. Joseph Beattie, locomotive engineer of the London & South Western Railway, tried something of the sort as early as the 1850s. His rather complicated locomotives were considered more economical than any of their contemporaries on other railways. Yet, in a country apparently blessed with limitless supplies of cheap, high quality, steam coal the additional expense and maintenance seemed hardly worth the effort. Beattie’s successor-butone, William Adams, had all the feedwater heaters removed in the 1880s. Circumstances were different in Italy, where practically all locomotive coal had to be imported, much of it from South Wales, at high cost and any measures to reduce consumption were to be encouraged. Italian railways were early adopters of compounding in 1890, and a number of two-cylinder and four-cylinder classes were brought into use, culminating with the imposing Gruppo 476 (2-8-2) Mikados of 1922. A different Italian approach to fuel economy was the development of the preheater. In passing it should be mentioned the distinction between a feedwater heater and a preheater is somewhat jesuitical. The technical writer Brian Reed pointed 38 • The Railway Magazine • July 2018

out the difference between the smokebox feedwater heater used in Germany and the USA and the Crosti version was merely one of size. The Franco-Crosti company preferred the term “preheater”, and it is what we shall use here. The principle of the preheater was relatively straightforward. Cold water from the tender passed first into a drum or drums where it was heated by waste gases from the smokebox passing in the opposite direction. It has been described as a contra-flow system in which the coldest water was heated by the coldest gases at the remote end of the drum, while at the smokebox end the hottest water was heated by the hottest gases. The drum was not a boiler as such (it didn’t “boil”), but internally resembled a boiler in that the gases travelled through a series of tubes before being ejected to atmosphere by means of a set of blast pipes at the cab end of the boiler.

The beginning

The locomotive engineer Attilio Franco experimented with the concept of the preheater before the First World War, but it was not until 1932, while working with Belgian locomotive manufacturer Les Ateliers Métallurgiques Tubize, he was able to put his ideas into practice. The outcome was one of the most unusual locomotives built in western Europe,

an ingenious articulated 3,000hp triple-section tank engine, the centre section of which carried a pair of back-to-back boilers in the fashion of a modified Fairlie. The twin driving controls were also in the mid-section. A large drum type preheater was mounted on each of the outer sections, connected to the boilers by flexible ducts, in which the flue gases raised the temperature of the feedwater to 160 degrees C. The entire locomotive was covered in a semi-streamlined casing, and given the maximum permitted speed was 60kph (37.5mph), this served no functional purpose apart from tidying up the general appearance. Wheel arrangement of this elephantine 12-cylinder equipage (Tubize works No. 2096) was 0-6-2+2-4-2-4-2+2-6-0 with a total length of 102ft. All up weight was 238 tonnes, of which 163 tonnes were on the coupled wheels. Tractive effort was above 83,000lbs. The locomotive was capable of traversing a 100 metre radius curve. Tests were carried out on the steeply graded Brussels to Luxembourg line where it took a 1,214-tonne freight train up a 1-in-62 gradient at 15 mph, and fuel consumption per tonne hauled was considered good in comparison with conventional Belgian locomotives. Despite this considerable measure of success the locomotive was set aside at the Tubize factory by 1935.

Left: In its original form, BR Crosti ‘9F’ 2-10-0 No. 92026 works an Up coal train away from Redhill Tunnel on the Midland Main Line. The location is where East Midlands Parkway station stands today, with Ratcliffe power station in the fields to the right. T G HEPBURN/RAIL ARCHIVE STEPHENSON

Right: Shorn of smokebox numberplate, No. 92025 crosses over at Chinley North Jct to take the Peak Forest line with an Up mixed freight on February 17, 1967. Nine months later the loco was withdrawn. D L DOTT/COLOUR RAIL

A Crosti boiler is lowered onto the frames of a ‘9F’ at Crewe Works in 1955. BRITISH RAILWAYS/ROBERT HUMM COLLECTION

It was far too complex for everyday service, and with a grate area of 70sq ft, it required two firemen, and the driving positions had a restricted view of the road ahead. To conclude this opening chapter of the Franco story, the Tubize locomotive was seized following the German occupation of Belgium, and in 1943 converted into a pair of 0-6-2+2-6-2T four-cylinder shunters. This entailed a drastic and probably not cost-effective butchery of the middle section, including separation of the double fireboxes. The pair were put to work at the Deutsche Werft shipyard at Kiel. In the closing weeks of the Second World War they fell into Soviet hands and ended their days working in the Poznan and Krakow districts of Poland until the mid-1950s As a footnote to history, it might be added one Tubize sales catalogue optimistically included a diagram of a 6,000hp Franco with four boilers and four pre-heaters, intended for service in the USSR. The response of the Russian locomotive engineers, already burdened with experimental locomotives foisted on them by their academic engineering institutes, is unrecorded. Unsurprisingly, no Franco design of this type was commissioned by the USSR, nor brought into service by any other railway administration. We are also left with a tantalising reference to

The Crosti boiler in situ with the pre-heating boiler visible between the frames together with some complex pipework and other fitting. ROBERT HUMM COLLECTION

another might-have-been, a 2-8-2+2-8-4T singleended Franco design for the metre gauge Parana to Santa Caterina Railway of Brazil. As before, the pre-heater was to be carried on the front unit. Two were ordered in 1938 and Tubize may have started work on one, but the order was cancelled when the railway found itself unable to pay.

Developments in Italy and Germany

Readers might recall in The Railway Magazine for March 2014 I described briefly the Gruppo 670 cab-forward 4-6-0s, built originally for the Italian Rete Adriatica system in the early years of the 20th century. It was a successful class and some had been superheated (reclassified as Gr 671) but they were facing withdrawal in the late-1930s. One, No. 670.030, was set aside for reconstruction on Franco principles and renumbered 672.001. The cab-forward arrangement was retained, the preheater being mounted on a permanently coupled tender, water supplies being carried in narrow, full-height tanks flanking the preheater tube. In the fashion of the day both locomotive and tender were streamlined. The design was certainly more compact than the Tubize giant though it still had the disadvantage of articulated steam joints between the locomotive boiler and the preheater.

In comparative trials between No. 672.001 and other Gruppo 670/671 locomotives the former showed fuel savings between 14.25% and 20% and led to the widespread conversions of other Ferrovie dello Stato (FS) classes to the Franco system as a stop-gap prior to further electrification. The fate of No. 672.001 is not well recorded: it appears to have been taken out of service about 1941 or 1942 and was broken up in 1948. Attilio Franco had died in 1936 during a consultancy visit to Persia, and it fell to his younger colleague Dr Ing Piero Crosti to continue the development of the preheater principle and to apply it in a practical fashion. Crosti was an engineer of wide experience in the power generation field, having worked on hydro-electric schemes, and engines for aircraft and submarines. E S Cox described him as “a small round man of boundless energy and infectious enthusiasm”. The crucial step forward was Crosti’s realisation that mounting the preheater on a separate vehicle, with all the complication of flexible steam joints and much extra deadweight, was not necessary. All that was needed were two preheaters mounted each side of the boiler or, where space permitted in larger locomotives, a single preheater beneath the boiler. That would July 2018 • The Railway Magazine • 39

UNUSUAL LOCOMOTIVES make the conversion of classes a reasonably economical proposition for FS. Between 1940 and 1960 a total of 215 Italian steam locomotives was converted to the FrancoCrosti system. Although the majority were freight 2-8-0s, the first to be treated were five express passenger 2-6-2s of Gruppo 685, introduced in 1912. The rebuilds were designated ‘Gr 683’, equipped with horizontal twin preheaters and fully streamlined. Later the casings were partially removed, turning them into the most pleasing in appearance of the Italian Crostis. They were all allocated to Venice Mestre until displaced by advancing electrification and were withdrawn in the early 1960s. In 1942 a start was made upon the Gruppo 740 2-8-0s of which 470 had been built between 1911 and 1923. Again a batch of five was rebuilt with twin preheaters and streamlined casings. They were designated ‘Gr 743’. Post-war the conversion programme was resumed and a further 88 were converted during 1951-1953, though without the streamlined casing. (At the same time the streamlining, now rather battered, was removed from the original five.) There was no chimney in the conventional position in any of these FS classes, something that foreign observers found rather strange. Next to be treated were 35 of Gruppo 625 mixed traffic 2-6-0s. This numerous class of inside cylinder locomotives was built between 1910 and 1922, and after conversion in 1952/1953 were designated ‘Gr 623’. Again twin preheaters were located at a slope alongside the relatively slim boiler, and a pair of blast pipes was mounted high next to the firebox. Some remained in service until 1970. Lastly, in the mid-1950s, came a further conversion programme of the Gruppo 740, this time with a single pre-heater beneath the boiler and a single blast pipe group on the right-hand side of the locomotive. The prototype conversion No. 740.443, at first numbered in the 743 series, emerged in 1955, and after extensive trials a further 80 locomotives were converted from 1958-1960. The rebuilding appears to have been more extensive than was the case with the earlier conversions and included better draughting and improved steam passages. Fuel savings of up to

A diagram showing the bi-directional pre-heater and gas flow on a RENFE Crosti boiler.

25% were claimed. These conversions remained in traffic until the end of the 1970s and one of them, No. 741-120, has been preserved in working order. The first success in selling the Crosti idea elsewhere came in 1951 when Deutsche Bundesbahn (DB) experimented by converting a pair of wartime ‘Kriegslok’ Class 52 light 2-10-0s, Nos. 52.893 and 52.894. The conversions, renumbered as Class 42.90, were carried out by Henschel and utilised a pair of preheaters beneath the boiler. A fuel saving of about 10% to 12% was claimed, but at a cost of no less than 13.7 tonnes (about 10%) extra in locomotive weight. In 1954, a solitary Class 50 2-10-0 was converted, this time with a single preheater beneath the boiler, and this was followed by a further 30 Class 50 conversions in 1958. Both versions of the DB Crostis suffered from severe tube corrosion caused by the accumulation of low-temperature sulphuric acid. The problem was mitigated but not cured by the substitution of stainless steel tubes. As in Great Britain, the Crostis were disliked by their engine crews and all were withdrawn by the mid-1960s.

An experiment in Ireland

The Franco-Crosti system made a fleeting appearance in Ireland. Following his appointment

Deutsche Bundesbahn Class 50 No. 50.4009 with a Crosti pre-heater and not quite as unsightly as Italian versions. ROBERT HUMM COLLECTION

40 • The Railway Magazine • July 2018

in February 1951 as chief mechanical engineer of Córas Iompair Éireann (CIÉ), O V S Bulleid obtained approval for the construction of 50 turf-burning 0-6-6-0 locomotives not unlike his SR ‘Leader’ class in layout and appearance. Turf (compressed peat) has a calorific value about one-third of coal, but exists in abundance in Ireland, unlike coal virtually all of which has to be imported. As part of his investigations into the use of turf as a locomotive fuel Bulleid converted a single locomotive with a modified grate, mechanical stoker, a forced draft fan and, to extract the maximum heat from the low grade fuel, twin preheaters on the Franco-Crosti system. The guinea pig was No. 356, a 2-6-0 that had been built in 1903 by the North British Locomotive Co as an 0-6-0 for the Great Southern & Western Railway. Bulleid consulted SA Franco on an informal basis and the company produced a general arrangement drawing which Bulleid modified to meet his own ideas. As first converted, No. 356 closely resembled the FS Gruppo 623: twin preheaters beside the boiler, inside cylinders, no chimney. When in 1954 SA Franco tried to claim royalties the CIÉ solicitor shrugged it off on the grounds that there was no formal contract and the locomotive was in any case a failure.

The pre-heater of Italian (FS) No. 672.001 with casing and nearside water tank removed to show construction details. ROBERT HUMM COLLECTION

The smokebox end of cab-forward No. 672.001, streamlined casing removed to show connections to tender and pre-heater. ROBERT HUMM COLLECTION

In its first manifestation No. 356 was a poor steamer and as an expedient the steam turbine fan was supplemented by a secondary fan powered by a Leyland bus engine purloined from the Broadstone Works and mounted on a wagon behind the tender. Shortly the preheaters were replaced by banks of light alloy heat exchangers suggested by the eminent power engineer Sir Harry Ricardo, in which form No. 356 made a few successful runs before being set aside. The first of the 50 authorised production turf burners was completed in 1957 (numbered CC1, in true Bulleid style). Although it had a feedwater heater at the base of the water tank the idea of a Crosti preheater seems to have been abandoned. By then Bulleid was on the point of retirement, the complete dieselisation of CIÉ was in progress, and the Irish had lost all interest in turf- burning locomotives. No. 356 was broken up in 1957, as was CC1 in 1962.

The British Railways Crosti‘9Fs’

The impetus for the BR Crosti programme was the coal crisis of 1950. At that time UK annual coal production was running at a little more than 200 million tons, of which British Railways consumed about 14.5 million tonnes. An ambitious National Coal Board scheme to mechanise coal cutting and open new collieries had yet to produce significant results and by the end of 1950 national stocks were down to three weeks’ supply. As emergency measures, coal was imported from the United States at about three times the price of home-produced coal, bunkering of foreign owned ships was restricted, and coal exports to Europe were cut by half. At the same time the Government pressed BR to reduce its consumption by 9,000 tons a week – equivalent to about 500,000 tons a year. In the short term the objective was met by cutting train services. In the long term there were other forms of traction in prospect. But what about the medium term, say, the next eight or 10 years? With steam expected to remain the predominant form of motive power during that period any means of reducing locomotive coal consumption could be worth exploring. Chief mechanical engineer R A Riddles and his senior staff would have been aware of Franco-Crosti developments from articles in The Locomotive and Railway Gazette, whilst the Franco company had a British representative in the person of the persuasive P M Kalla-Bishop, later well-known as the author of several books on Italian railways and motive power. Riddles’ third in command, E S Cox, as executive officer

BR Crosti ‘9F’ No. 92026 on arrival at Cricklewood Yard after its first test run from Wellingborough on July 7, 1955. BR/RM ARCHIVE

(design) was responsible for the BR Standard locomotive range and it fell to him to push the Crosti programme forward. The decision to include a batch of 10 FrancoCrosti-boilered locomotives in the impending ‘9F’ building programme must have been taken in late-1950 or early-1951. To acquaint himself with

these unconventional locomotives on their home ground Cox took a holiday in Venice. While Mrs Cox was left to explore St Marks Sqaure and the Rialto Bridge, Cox crossed the causeway to Mestre depot where he examined preheater 2-6-0s and 2-6-2s in detail. He rode on the footplate of a 2-6-2 to Verona: “an unusual but July 2018 • The Railway Magazine • 41


Above and below: A comparison of an original and rebuilt Crosti ‘9F’. No. 92029 at Wellingborough shed in January 1957 (above) contrasts to No. 92026 also at Wellingboroough shed in October 1959 having reverted to a more conventional boiler. BOTH: KEN FAIREY/COLOUR RAIL

Crosti No. 92028 emits exhaust from its centre orifice as it gets away from Finedon Road yard, Wellingborough on July 16, 1959, with a coal train for Cricklewood. KEN FAIREY/COLOUR RAIL

not very remarkable experience”, he said. Later, during the same holiday, he visited Milan and met the “volatile master” on his home ground. In his book BR Standard Steam Locomotives Cox describes his reaction to the chimneyless Crostis. “If the shape of the chimney is one of the most decisive factors in an engine’s overall appearance, no chimney at all is the ultimate solecism, and I came back more than determined that such an omission would not occur on our own locomotives.” The use by BR of the patented Franco-Crosti boiler was subject of a detailed agreement dated March 31, 1953 with the Società Anonima Locomotive a Vapore Franco. All construction costs were to be borne by BR. In particular the agreement provided for a royalty payment of £800 (about £11,000 at today’s prices) per locomotive if the measured fuel savings reached 18% or more, tapering to zero in the event of savings of less than 12%. It was a tough target and BR were taking no chances. Design work on the preheater/boiler to fit the restricted British loading gauge was carried out by the Franco company, and in Richard Derry’s words (The Book Of The 9Fs) the sole British locomotive class to be schemed out in Milan. Extensive work was also carried at the Brighton locomotive design office under R G Jarvis. Only the high-pitched boiler and small driving wheels of the ‘9F’ made it possible, and it was soon apparent no other modern British class 42 • The Railway Magazine • July 2018

could be ‘Crostified’. Even so it was all very much a tight squeeze, achieved only by discarding the standard ‘9F’ boiler and substituting a new smaller one (BR9A) at the absolute height limit of the loading gauge. The boiler centre line was 9ft 11¾in above the rails, nearly 6in more than the standard ‘9F’ boiler and the highest pitch seen in this country. This in turn necessitated further departures from standard in the firebox, throat plate and other components. The preheaters themselves were built by Babcock & Wilcox. Cox got his traditional chimney, though it was a tiny button of a kind not seen since the days of the parallel boiler ‘Royal Scots’. The chimney was used only for lighting up purposes; in road service there was a manually operated blankingoff plate. The operational exhaust consisted of a gang of four blastpipes on the right- hand side of the boiler, located well back and next to the firebox. The use of a single exhaust was suggested by Ron Jarvis and subsequently adopted by the Franco-Crosti company as standard, principally in the FS Gruppo 740 rebuilds. The ten ‘9F’ Crostis – Nos. 92020-92029 – were part of the initial batch of 30 ‘9Fs’ ordered on November 9, 1952 for construction at Crewe under order number E488. Because the novel design work proceeded rather slowly the locomotives were not delivered to traffic until May-August 1955, by which date Crewe had completed a further 20 of the conventional ‘9Fs’.

The cost of each engine and tender was £25,584 or around £2,000 more than the ordinary ‘9Fs’ built at the same time. All 10 Crostis were allocated to Wellingborough locomotive depot on the Midland Main Line, where they were mostly used on coal trains from Toton to Brent, North London. The choice of Wellingborough has been criticised by several writers. Wellingborough crews were described by one anonymous senior BR engineer (believed to be Bond) as “an unadventurous lot unlikely to get the best out of any new design”. The Brent coal trains spent a lot of time crawling from one adverse signal to another. It was suggested by Dennis Carling (head of the Rugby testing station) more arduous duties such as the Annesley to Woodford Halse “windcutters” would have shown the Crostis’ performance in a better light. To the present writer there seems to be an element of special pleading here, for surely by the mid-20th century it was the task of the designer to produce equipment capable of performing a wide range of duties within the capacity of the average crew. Immediately upon completion on May 20, 1955, No. 92023 was dispatched to the Rugby testing station for a series of comprehensive fuel consumption tests under the joint auspices of BR and Società Franco. No. 92023 was in the test hall between June 7 and September 28 that year, during which time 79 ‘runs’ were made.

Fellow class member No. 92050, then only three months in traffic, was also sent to Rugby to act as a yardstick, and 38 similar ‘runs’ were made between October 7 and November 15 with the same Blidworth Grade 2B small cobbles and under identical conditions. From the Italian perspective the results were profoundly disappointing. Overall fuel savings by No. 92023 were of the order of 6.7%, way below the minimum required to trigger even the lowest royalty payment. The feelings of the BR team must have been mixed: on the one side hard evidence of the sheer efficiency of the standard ‘9F’ design, and on the other that much time and money had been wasted in pursuing the fuel-saving chimera. It was clear the meagre fuel saving was wiped out by increased capital and maintenance costs. The Italians suggested better results might be achievable with actual road tests. Although not provided for in the 1953 agreement, BR nevertheless arranged for a number of test trains between Carlisle and Kilmarnock over the former GSWR main line in November and December 1955 using the same locomotives and the LMR No. 3 Dynamometer Car. As far as possible realistic operating conditions, including standing time at signals and light engine movements, were replicated. Results were not significantly different as regards fuel saving, but did highlight the lower drawbar horsepower produced by the Crosti over

TABLE 1: SUMMARY OF FS FRANCO-CROSTI CLASSES Class Rebuilt From Date Rebuilt Wheel Arr Qty 672 670 (1900-06) 1936 4-6-0 1


685 (1912-27) 1940




740 (1911-23) 1942









625 (1910-22) 1952-53








all speed ranges. The reason for this comparative failure should have been blindingly obvious. All previous conversions were of old warhorses, whereas the ‘9F’ was a new stateof-art steam design. Kalla-Bishop himself put it succinctly many years later in 1986: “If magnificent fuel savings are required on modernisation it is as well to choose a poorly designed locomotive class to rebuild.” As a final throw Società Franco asked André

Notes Cab-forward express passenger locomotive rebuilt with preheater mounted on permanently coupled ‘tender’, withdrawn circa 1941 and dismantled 1948. Caprotti valve gear, twin preheaters, fully streamlined. Last withdrawn 1962. Twin preheaters, streamlined casing (removed early 1950s). As above without streamlining. Last withdrawn late 1970s. Mixed traffic, inside cyls. Twin preheaters. Said to save 15% fuel. Last withdrawn 1970. Single preheater beneath boiler, single chimney on RH side of firebox. Caprotti valve gear and redesigned steam passages. Last withdrawn 1980, one preserved in working order.

Chapelon, the leading steam theoretician of the day, to review the test data and make suggestions for further improvement. This he did with his usual thoroughness. By the time his report was received, translated and analysed at Rugby it was mid-1958 and the whole Crosti project was dead in the water. The coal crisis was long in the past, the first pilot scheme diesels had already been delivered, and the British Transport Commission was in no mood to spend capital on steam power July 2018 • The Railway Magazine • 43


FS Crosti No. 741.107 takes water at Brunico while working the 07.26 Fortezza-San Candido on September 4, 1973. The boiler appears slimmer and sits higher in the frames than a ‘9F’ example. IAN TURNBULL/WWW.RAILPHOTOPRINTS.CO.UK

The Tubize-built Franco-Crosti about to be moved to display at the Brussels International Exhibition of 1935, the motion having been removed for towing. ROBERT HUMM COLLECTION

A drawing of the proposed André Chapelon conversion of an Argentinian Class 11B 2-8-0 which never materialised. RICHARD CAMPBELL COLLECTION

TABLE 2: THE BR CLASS 9F CROSTI LOCOMOTIVES 92020 92021 92022 92023 92024 92025 92026 92027 92028 92029

To Traffic 18/5/55 18/5/55 18/5/55 120/5/55 6/6/55 17/6/55 17/6/55 25/6/55 6/7/55 18/7/55

Rebuilt 6/61 6/60 6/62 9/61 2/60 4/60 9/59 10/60 12/59 8/62

44 • The Railway Magazine • July 2018

Condemned 21/10/67 11/11/67 11/11/67 11/11/67 11/11/67 11/11/67 11/11/67 5/8/67 22/10/66 11/11/67

Breakers Buttigiegs, Newport 8/68 Campbells, Airdrie 1/68 Campbells, Airdrie 4/68 Campbells, Airdrie 4/68 Campbells, Airdrie 5/68 Campbells, Airdrie 4/68 Campbells, Airdrie 4/68 Buttigiegs, Newport 12/67 Cashmores, Great Bridge 1/67 Campbells, Airdrie 2/68

beyond that already committed to the completion of the ‘9F’ building programme. Back at the daily workface, the Crostis were proving unpopular with both crews and depot staff. The location of the exhaust close to the cab made the footplate dirty and smoky under certain conditions of side wind. It is noticeable the more generous continental loading gauge permitted the exhaust nozzle outlets of the Italian and German Crostis to be well above the top of the boiler and cab roof. The Crostis also required a different method of firing, and because of the 36ft-long gas passages some crews found it difficult to maintain a bright fire. Unlike the boiler the preheater was not self-cleaning. Some parts were difficult to access for maintenance, at a time when depot fitters were increasingly in short supply. The dirt problem was tackled within months by the addition of a smoke deflector next to the exhaust nozzles. Sharpening the blast nozzles, a time-honoured remedy, largely overcame the draughting difficulty but tended to increase coal consumption by up to a third beyond the conventional ‘9Fs’, which rather negated the entire exercise. Above all, after a short time in service, a severe corrosion problem began to emerge in the preheater tubes, the lower smokebox and the sidemounted chimney. Sulphuric acid accumulated in these places in the form of dew at certain temperatures. As we have seen DB had had the same experience, but it is unclear whether BR tried the German solution of expensive stainless steel components. The use of an alkaline powder additive imported from Italy seemed not to work either and the problem was not properly resolved during the short lifetime of the preheaters. Surviving mileage records for the ‘9Fs’ are at best patchy and in any event ceased to be maintained after 1960. Average annual mileages for conventional ‘9Fs’ were typically 28,000 to 35,000, and at certain depots such as Annesley and Doncaster ‘9Fs’ could exceed 40,000 miles per annum. By contrast the Crosti ‘9Fs’ struggled to reach 20,000 miles per annum (the best was No. 92027 with 25,798 in 1958, followed by 92024 with 23,646 in 1957). This compares with 25,000 to 30,000 per annum for conventional ‘9Fs’ at Wellingborough, suggesting the Crostis were spending longer undergoing repair and maintenance. By 1958 the Crostis were averaging 125 weekdays per annum out of service. One of the very few, possibly the only, recorded Crosti footplate trips in ordinary service was published by the indefatigable Dr P RansomeWallis in the November 1959 issue of Trains Illustrated. Towards the end of November the previous year he travelled on No. 92029 hauling the 10.10am Class ‘J’ freight from Finedon Road Yard (Wellingborough) to Brent Sidings. The load was 58 loose-coupled coal wagons and the schedule for 60¼ miles was three hours. Ransome-Wallis commented: “The blast from the chimney was sharp and clear but its effect on the fire was much less than in a conventional boiler, and with the engine working hard the diminished brightness of the fire was quite noticeable. When steam was shut off the fire died down immediately.” Nevertheless the 2-10-0 was on top of the job and three minutes were gained by Bedford North signalbox. The maximum speed down Sharnbrook Bank was 41mph. South from Bedford the train was checked all the way, frequently stopped by signals and given no chance to run at all. Arrival at Brent Sidings was 77 min late, not helped by the need to stop

Another Franco-Crosti modification with pre-heaters each side of the boiler. FS No. 743.395 heads a southbound freight through Valenza station on July 3, 1972. IAN TURNBULL/WWW.RAILPHOTOPRINTS.CO.UK

en route to detach a wagon with a hot box. He observed boiler pressure was maintained steadily at 220 to 240lbs but the Belgian coal tended to cake badly on the second half of the trip. Well aware of the complaints of footplate dirt he put in a final corrective. “There was not the slightest sign of any smoke from the chimney in the cab. In fact I arrived at Cricklewood with a much cleaner face than I usually have after 4½ hours on the footplate.” By the time Ransome-Wallis’s article appeared the brief Crosti era in Britain was already finished. No. 92029 itself was taken out of service in June 1959 and languished dismally at Wellingborough with all the others until called to Crewe for reconstruction a year later. The first to be converted had been No. 92026, which returned to traffic in conventional form in September 1959. It took three years to deal with the rest, the last being No. 92022, which emerged from Crewe in June 1962. In view of their expected short lifespan Crewe took a minimalist approach to the reconstruction. The main alteration was the removal of the preheater and the side-mounted blast pipe. The smaller BR9A boiler was retained and as a consequence the ex-Crostis were classified ‘8F’, (though they continued to carry the cabside ‘9F’ designation) and there were always plenty of less demanding duties available for them. None received smoke deflectors. Initially, they all returned to the LM Midland Division, Wellingborough or Kettering mainly, but by 1962/63 they began to drift further afield. Annesley got a couple, as did Carlisle Kingmoor. Unlikely depots were Banbury (92028 for four months) and Croes Newydd (92029 for three months). Eventually, most of them congregated in the North West at Newton Heath, Speke Junction, and above all Birkenhead, where eight of the 10 finished their days. The first to be withdrawn was Saltley’s No. 92028, which was condemned on October 22, 1966 and sold for breaking to the nearby Cashmore’s yard at Great Bridge. Next to go

In a tidy external condition, No. 92024 takes water on Birkenhead shed on July 4, 1965. COLOUR RAIL

were 92020 (Birkenhead) and 92027 (Speke Jct), in October and August 1967, respectively, both bought by Buttigeigs at Newport. The remaining seven were withdrawn on November 11, 1967 and sold en bloc to Campbells of Airdrie, where they were dismantled between January and May 1968, a sad end to a notable experiment. From first to last it had taken 13 years.

Last gasps in Argentina and Spain

In 1955 a proposal was put forward by André Chapelon to rebuild on Franco-Crosti lines the ‘11B’ class 2-8-0s of the former Buenos Aires Great Southern Railway, of which 100 had been supplied between 1913 and 1931. It was a neat design with twin preheaters side by side beneath the boiler. The conventional chimney was retained. Nothing came of it as the state railway administration had already embarked upon an

extensive programme of dieselisation. Lastly, we have to record the final variation on the Franco-Crosti theme. This was the conversion of a Spanish National Railways 2-8-0 No. 140.2438, one of a class of 403 locomotives first introduced in 1909. Conversion was carried out by Vulcano Enrique Lorenzo SA of Vigo. Reported in Modern Railways for April 1962, the underslung preheater was divided longitudinally into two chambers. Exhaust gases entered the top part of preheater at the front, reversed at the rear end into the lower chamber, and were eventually voided at the front into a conventional chimney. “No results of this interesting experiment have so far been made available,” said the Modern Railways reporter with a straight face. Thereafter the locomotive seems to have disappeared without trace. ■ July 2018 • The Railway Magazine • 45

Readers’ Platform TALKING POINTS

Class 385 windscreen issues WITH reference to drivers stating they are seeing double signals – particularly at night – as a result of the curved windscreens on the above EMUs. Back in the early 1960s, BR introduced the Class 124 transPennine DMUs. They had curved windscreens too, but I don’t recall there being any issues with those! Tony Potter Burlington, Ontario

Send your letters to: The Railway Magazine, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR. email: NB. Publication of a letter does not imply that the Editor or staff of The Railway Magazine necessarily agree with its contents.


Time for TOCs to stop relying on rest-day working and overtime IN JUNE RM’s news story on timetabling, an old chestnut reared its head, namely ‘crew shortages caused by the suspension of voluntary rest-day working’. This excuse is trotted out on a regular basis by a number of train operators, who have not grasped a seven day-a-week railway cannot rely upon the goodwill

of train crews and their willingness to suspend a decent work-life balance. Common sense should also dictate safety critical staff such as train drivers need a reasonable break between sometimes arduous turns of duty. Even while complying with the ‘hidden agreement’ (arising from the Clapham crash 30 years ago) it is possible for train

Test line for battery units?

Timetable pains, gains and losses

Oral history project appeal to railway employees

AT A time when diesel power is rapidly losing its lustre, the initiative by Vivarail to produce a battery/ electric hybrid multiple unit, might I suggest the Swanage Railway would surely be an ideal test site? With battery charging from the third rail at Wareham and as far as Worgret Junction, a quick out and back to Swanage should easily be possible within the projected 30-mile range, with no expensive additional infrastructure required. Furthermore, finding rolling stock for Wareham to Swanage services has been a long-standing problem and such a solution would solve this issue, allowing them, quite rightly, to concentrate on heritage services. Richard Long By email

MUCH has been written about the May timetable change, with the travelling public not interested in the reasons for the problems caused. As with any purchase, delivery of the product as advertised is vital. If this does not happen we simply go elsewhere. Unfortunately, with rail, travel passengers do not have a choice. My questions are: 1) Why does the rail industry go through the annual ritual of changing timetables twice-a-year? 2) If a train operator knew in advance the May change was beyond its capability to deal with why was the change not delayed until it could be made smoothly? I appreciate that would raise problems of interconnectivity with other operators, but surely resolving the differences would be preferable to the ‘disaster’ this May?

BETWEEN 1999 and 2002,the Friends of the National Railway Museum conducted a series of oral history interviews with former railway employees, and also some of those involved in the early days of preservation. These recordings are now lodged with the NRM and are accessible for interested listeners, and for research and study purposes. With August 2018 marking the 50th anniversary of the end of steam, those who worked in the railway industry during the BR steam era will now be at least 70 – some very much older. Time is quickly running out to obtain oral history recollections from those working on the railway up to and including 1968. As a private venture, I am writing to invite anyone who did not take part in the NRM project, but is interested in contributing to a new oral history archive, to make contact with me so a questionnaire can be forwarded.

Middleton Press accolade WHAT a most enjoyable article on Vic Mitchell and the Middleton Press books. I have a copy of Branch Lines to Midhurst signed by Keith Smith on October 24, 1981. I have bought a few more editions over the years, but I do envy those who have the whole collection of 400-plus editions. Congratulations to Vic and Keith on their splendid success and here’s to many more books from them and the Middleton Press team. John Dinning Worthing, West Sussex

PUTTING THE RECORD STRAIGHT (RM JUNE) ■ In our Skipton-Colne reopening feature, the A 629 was referred to as the A692, likewise the A65 as the A56. Our apologies. ■ P30 a reference to the Northern Line terminus should have said Morden, not modern. ■ The class in the lower picture on p109 is of course a Class 325 and not a 315.


Publication of a letter does not imply the editor or staff of The Railway Magazine necessarily agree with its contents.

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John Woodfield Princes Risborough In answer to point one, former BR employee John Heaton says it stems from the inclusion of many summer holiday trains when more people travelled. It's worth pointing out the trend in Europe is for one timetable change in December. To the second point, agreement to roll the timetable over needs the approval of all other operators, and while this was requested for GTR and Northern, it didn’t get full support – Ed.

drivers to work 13 consecutive days out of 14. Simply put, every TOC should employ sufficient train crew to operate their services. Unfortunately, even after 20 years of Privatisation, many don’t. Richard Hurrell (retired train driver) By email An initial enquiry would not imply any obligation to contribute, although its success, or otherwise, will of course depend on obtaining a reasonably positive response. The intention is to lodge any recordings so made with one of the national sound archives. Footplate grades and train guards would be especially welcome, and it is hoped others – signallers, p-way engineers, workshop staff, admin and clerical staff, even those employed in hotels and catering – will want to tell their personal stories. Reasonable expenses would be reimbursed, although the intention would be as far as possible to visit participants in their own locality. Any personal information given will be held securely, and not shared with third parties. Anyone wishing to be involved in this initiative should contact me via email at, call me on 01225 338459, or write to 52, Langdon Road Bath BA2 1LS. Graham Vincent Bath

A railway that works today, not jam tomorrow ON PAGE 8 of the June RM, mention is made of Network Rail’s ambitious ‘digital railway’ programme. Surely it would be better to postpone this and put the money into completing outstanding current projects – not the least of which is the Great Western electrification. Heaven only knows when the wires will reach Oxford, a city which has seen its previous direct London services decimated. I’m also sure most RM readers could highlight an issue at their own local station. For example, at mine – Egham – the footbridge between the platforms has more rust than paint and looks disgraceful. Wider afield, I understand the proposed Feltham resignalling has been postponed from Period 5 until Period 6 because of a lack of funds. What we need is a railway that works today and is not subjected to a ‘rose-tinted spectacle’ programme of ‘jam tomorrow’. Martin James Egham, Surrey

46 • The Railway Magazine • July 2018

How safety has moved on READING through some back issues of The Railway Magazine I came across the absolutely brilliant (and pre-1974 Health & Safety Act) photograph in April 1964 entitled ‘Relaying at Milford’. Readers will soon spot how many things are going on that would never be allowed today. Mike Bussell Yeovil, Somerset

Mr Bussell refers to a photo where so many alarm bells ring, one of the worst being three children feet away from a rail panel weighing several tons – such was a time of apparent innocence. While the 1974 HSE Act is part of our everyday lives, the act, together with subsequent legislation and safety improvements, has made an incredible difference to railway safety, and is something we should be thankful for and proud of – Ed.

Please see for more holiday details

July 2018 • The Railway Magazine • 47



FUELS FOR TRAINS With the writing on the wall for diesel-powered trains and a lack of commitment from the Government for further electrification, Keith Fender looks at some of the alternative fuel options for new trains and trams.


HE UK Government has announced it wants to phase out diesel-powered trains by 2040 – and the race is on to find alternatives power sources. The use of hydrogen fuel cells to power trains is being trialled in Germany with the ‘iLint’ unit, and this technology will be soon be on test in the UK, with Alstom planning to convert a Class 321 multiple unit. Battery-powered trains have been used with varying degrees of success for many years, with the first experimental battery-powered trains appearing more than 125 years ago in the 1890s. Midland Metro has just started tests with its CAF ‘Urbos’ tram, which have been retrofitted with batteries, and plans to use them on the new Edgbaston extension of the Birmingham network. Vivarail has developed a two-car, battery-powered Class 230 unit, due for a launch in June, followed by tests on the national network later in the year, with batteries being charged at station stops. Train manufacturers around the world are looking at other, sometimes less obvious, options to power trains. All of them, however, have one thing in common – they produce electricity in one way or another to power traction motors.

Solar power

Probably not an ideal solution for Northern Europe – but possibly perfect for sunnier climes – the world’s first solar-powered train entered service just before Christmas when the Byron Bay Railroad began operations on a 3km section of the former North Coast line, south of Brisbane (which closed in 2004), linking the Elements resort with Byron Bay. The service is aimed at tourists. The train is formed of two former New South Wales Standard suburban EMU vehicles – known as ‘Red Rattlers’, built between 1925 and 1937 – which are fitted with photovoltaic cells (solar panels) on the roof. These work with energy from sunlight causing a chemical reaction in the cell, which in turn causes an electric current to flow. The AUS $4-million (£2.27m) project also includes solar panels on the stations, enabling more energy to be captured and stored so the train can be plugged in to recharge between trips if poor weather means it is not generating enough of its own. The technology isn’t completely new as solar-powered buses have been tried in China, for example, although in most places (including

Running on battery power, Vivarail’s ‘D’ stock conversion No. 230002 undertakes a public demonstration run during the Rail Live event at Long Marston on June 21. Vivarail has orders for eight trains, including five bi-modes. CHRIS MILNER

48 • The Railway Magazine • July 2018

Brighton) solar-powered buses run using batteries that are charged by solar panels at the bus depot rather than on the vehicle. Indian Railways introduced coaches with roof-mounted solar panels in mid-2017, but these provide onboard power for lighting and cooling systems rather than traction.

Prototype Compressed Natural Gas-powered loco TEM19 001 outside the Bryansk Engineering Plant. The gas tank to hold the CNG is at the hood end of the loco. TRANSMASHOLDING.

The Byron Bay solar-powered train.


Natural Gas

Russian Railways (RZD) has sponsored extensive research into the use of natural gas to power locomotives – hardly surprising with Russia having huge reserves of the commodity. The first Russian prototype gas turbine loco – numbered as GT1 001– was built by the

Voronezh Locomotive Repair Plant, in southern Russia, in 2006, and was powered by liquefied natural gas (LNG). LNG (by being liquid) is denser than gas and enables more fuel to be carried in the loco’s tank, although it also heavier. GT1 weighs 300 tonnes when fully loaded with LNG, and

Siemens ‘Avenio’ for Education City, Doha (Qatar) on display at Innotrans Berlin in 2016. The pantograph is only used when stationary. KEITH FENDER

capable of 11,100HP (8277kW) has hauled 12,000-tonne freight trains in trials. The current version – GT1h 001, built by Sinara, which will shortly enter series production, with 39 more planned – was first exhibited in 2013, and is also a massive 12-axle BoBoBo+BoBoBo two-section design. It has been used to haul 9,000-tonne trains for up to 700km without refuelling in trials. In 2013, RZD revealed the first prototype of a heavy shunter powered by lighter compressed natural gas (CNG) – the Class TEM 19, built by Russian manufacturer Transmashholding (part owned by Alstom) at the Bryansk Engineering Plant, in western Russia. Following trials, a production batch of 50 of the 880kW locos was ordered in 2015, which are now being delivered. Transmash say using gas could be up to 20% cheaper than using diesel fuel, which in Russia is not as expensive as it is in other countries. RZD, along with the manufacturers, has signed agreements with Russian gas firm Gazprom to establish a network of gas fuelling points on the rail network, especially in Siberia, where much of the gas originates from. July 2018 • The Railway Magazine • 49


SRS charging point at a tram stop in Nice. ALSTOM/A. FEVRIER

North America

There are large amounts of natural gas in North America too, and the shale gas obtained by fracking has become cheaply available in recent years, but will not last for ever, with some experts forecasting it will run out by the mid-2020s. In the USA, Class 1 railroad BNSF has trialled locos part-fuelled by LNG, with two locos coupled either side of a 75,700-litre ‘tender’ bogie tank wagon. The locos have been set up to part-use diesel and part-use LNG, with differing amounts, depending upon the engine types being tested (both EMD- and GE-built locos have been tested). Other operators, including Florida East Coast, have trialled LNG as a fuel. In Canada, Canadian National (CN) tested two EMD SD40-2 locos, which had been converted No pantograph – Nice ‘Citadis X05’ tram 2 running in SRS mode at Bellevue test track, La Rochelle, on March 15. KEITH FENDER

50 • The Railway Magazine • July 2018

SRS charging point under the floor of the Nice ‘Citadis X05’. The collector shoe drops automatically from this box when at a stop fitted with the SRS system. KEITH FENDER

to 90% LNG operation during 2013, but nowhere in North America does it look like natural gas will replace diesel any time soon.

Gas-powered passenger trains in Spain

Spanish operator RENFE launched the first LNG-powered passenger train in Europe on January 8. The train is a converted metre gauge ex-FEVE Class 2600 DMU, which has had a LNG engine fitted in place of the diesel one. The train is being tested in service on the Baiña-Figaredo line, south of Oviedo.

Nuclear power

The concept of nuclear-powered locomotives was discussed by both American and Soviet scientists during the Cold War years.

In 2011, the vice president of Russian Railways announced plans to build an 11-coach, nuclear-powered test train; it is unclear if this was built – if it has it has been kept secret. Nuclear reactors can be made small enough to power submarines, and some have been used in satellites, so their use in a locomotive is technically feasible. In practice, substantial weight would be added to shield the reactor from the train crew and anyone near the loco, but conceptually it could be powerful enough to be used on heavy freight trains, effectively by generating electricity via steam turbines which then provide power to traction motors.

Storing the energy onboard

The earliest battery-powered trains in the 19th and 20th centuries had onboard

stops) rather than along the entire length of the line. In Nice, for the new 11.3km-long Line 2, all of the line above ground uses the SRS stops; the 3.3km section built in a tunnel uses overhead line as this remains the cheapest method of electrifying a tramway because there is no benefit burying the energy supply in a tunnel!

Overhead charging

DB ‘H3’ hybrid loco No. 1002 005 at Nuremberg Hbf on December 13, 2016. KEITH FENDER

batteries that had to be removed to be charged; the batteries were also heavy and relatively low powered. Technology has come a long way since the 19th century and batteries can now be very compact and relatively lightweight, although the battery and traction convertor modules for Midland Metro’s battery-fitted ‘Urbos’ trams are 1.7 tonnes. Energy can also be created onboard the vehicle, captured by regenerative braking, and then stored in supercapacitors, which were first developed in the 1970s/80s, and are suitable for capturing (and discharging) electrical energy quickly: for example, during regenerative braking or discharging it means a train or tram accelerates away from a stop. Supercapacitors are increasingly being

used for light rail applications and can also be used to ‘capture’ energy at stops for systems where electrical energy is only provided at stops. Alstom delivered the first of 19 new ‘Citadis X05’ LRVs to Nice’ in the south of France’ in February. The 44-metre vehicles are being built to operate the new Line 2 route, which will connect the airport to the city centre, and are fitted with roof-mounted supercapacitors, branded ‘Eco Packs’ by Alstom to store energy from both braking, but also from charging while stopped at tram stops.

Recharge at stops or stations

The development of alternative ways of storing electric power on rail vehicles has also seen new technology developed that allows them to recharge batteries or super capacitors at stops or stations. The new Alstom ‘Citadis X05’ LRVs for Nice use Alstom’s new ‘SRS’ static charging system, which provides powers to the tram during stops. The SRS system is similar to that used by some buses in the UK, and uses high power levels to reduce the time needed to recharge the trams onboard storage system (super capacitors) to just 20 seconds. The SRS charging system is located beneath the tracks at tram stops and works by only being ‘live’ when a tram with a collector shoe is above it; the collector shoe drops automatically at each SRS-equipped stop, with the 750V DC supply transmitted to the vehicle at 1,600 amps. The SRS system enables cities to eliminate unsightly overhead power lines. The earlier APS system developed by Alstom has been used in more than 350 trams running in several French cities, including Bordeaux, Tours, Angers and Reims. Power is supplied through a third rail at ground level, but the rail only becomes ‘live’ as the tram passes over. A coded radio dialogue between the tram and the ground ensures segments not ‘covered’ by the tram are not powered. Ingenious as this system is, it’s also expensive because the power rail is required along the length of the line. The new SRS system, while still more expensive than traditional overhead wires, is simpler, because traction power is only located at a few locations (ie: the tram

Several tram systems in other countries now use the charging-at-stops technology, although apart from the new Alstom trams in Nice they all use conventional pantographs raised at the stop. The new tram network in Luxembourg will use this method when it expands into the city centre next year, and it is already in use in the UAE (Doha) and China. Buses in many European countries are beginning to use similar technology, too.

Partial electrification?

The idea of partial electrification for mainline railways to recharge batteries en route is also being examined for heavy rail trains in the north of the Netherlands. Here, new Stadler ‘Fink’ bi-mode trains have been ordered with an option for them to be converted from bio-diesel to battery, with re-charging at stations on otherwise non-electrified lines. The British Government decision to not electrify sections of the Great Western and Midland Main Lines means bi-mode electric/ diesel trains are needed. Current super capacitor and battery technology would not support 125mph operation for long periods between charging so diesel power remains the only viable option where there are no overhead wires; this may change in the future, but currently seems unlikely to before the 2030s.

Hybrid diesel-battery combinations

Battery-powered locos are not a new idea. They existed more than a century ago, but had the drawback the batteries had to be charged, and this was both time consuming and complex. Locos that use diesel engines initially and to recharge batteries (along with regenerative braking), but which largely operate as battery-electric locos, are becoming more common. Alstom has been building its H3 shunting and trip loco at Stendal in Germany since 2013. Many are in use with industrial users in central Europe and with German national rail operator DB. In the USA, a number of operators use ‘Green Goat’ hybrid-switcher locos for shunting work. More than 50 have been built by Railpower Technologies, and feature a Caterpillar C9 six-cylinder inline engine, developing 300hp, which is also connected to a large battery bank. Together both sources combine to produce a power output of 2,000hp. CAF is building 12 hybrid-battery and overhead-electric locos for Paris RER and metro operator RATP. These feature Nickel– Cadmium (NiCd) batteries instead of diesel engines for use when the overhead power is not available ■ July 2018 • The Railway Magazine • 51

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April 2018 • The Railway Magazine • 53


A few hours driving a

Quarry Hunslet While many enthusiasts are attracted by the lure of driving a standard gauge loco, Cliff Thomas takes the controls of narrow gauge ‘Quarry Hunslet’ Gwynedd with an unfitted goods train at Bressingham Museum… and finds it far from easy!


n invitation by Bressingham Steam Museum trustee Robert Ellis to spend a few hours driving newly overhauled ex-Penrhyn Gwynedd hauling a train of slate wagons was too good to turn down. Gwynedd is a Hunslet 0-4-0ST (316/1883) Penrhyn ‘Port’-type loco built for the slate quarry operation to work at Port Penrhyn. The loco was laid up in August 1954 when Penrhyn’s rail operations ceased, and entered preservation in May 1965. It was bought by the late Alan Bloom in 1966 for use on the Nursery Railway being constructed at Bressingham in Norfolk, entering service in 1967. After withdrawal because of firebox problems in 2007 the loco was stored until Bressingham volunteers launched the Gwynedd Restoration Project in summer 2012. By 2014, boosted by an agreement with now-closed Penrhyn Quarry Railway and a substantial donation from a sponsor, Gwynedd was on its way back to steam. With the

chassis overhauled and a new firebox fitted to the boiler at Mervyn Mays’ workshop at Yaxham, Norfolk, a fire was lit in Gwynedd’s boiler on September 13, 2016. It was officially relaunched back into service on April 29 last year carrying Penrhyn slate quarry black with blue and red lining, surprisingly for the first time in preservation.

Authentic slate wagons

The 1½-mile long Fen Railway at Bressingham (originally the Nursery Railway) comprises a circuit through fields and woods, starting and finishing at a station close to the main entrance and exhibition buildings. Gwynedd and her fellow ex-Penrhyn Hunslet George Sholto (and ‘new-build’ 0-4-0STT Bevan) normally haul passenger carriages on the 2ft-gauge railway as part of the attractions, which also include standard, 15in- and 10¼in-gauge railways. However, a rake of seven on-loan

Ffestiniog two-ton slate wagons and a flat (loaded with hefty lumps of slate slab) provides an alternative train for special events, along with the opportunity to try one’s hand at driving a ‘Quarry Hunslet’, hauling an authentic train. It takes up to 2½hours for Gwynedd to raise steam. After lighting the fire, the driver oils around the motion as pressure gently builds. After moving off shed we did a light engine circuit of the railway, partly so I could gather an idea of the line, partly to watch how the expert handled the loco, and largely because our steed was ‘a bit wet’ for a while after raising steam. Basically, a light mist of water (really, very wet steam) periodically showers from the chimney as the cylinders warm through – very noticeable from the open footplate and rather more pronounced on this Penrhyn ‘Port’ type locomotive which has drain cocks only on the steam chests and not the cylinders. That said, it was clean water. Some locos seem to enjoy showering the footplate with seriously dirty water, but whoever said you can expect to remain clean on the footplate of a steam locomotive? Back at the station, the tank was filled from the water column opposite the end of the platform and the bunker topped up from the coal heap. Rob added a little coal to the fire, moved over to the left side of the footplate and pronounced it was my turn.

Starting – and stopping

Having got Gwynedd and her train of slate wagons moving out of Bressingham’s station, the author starts to wind on the hand brake. All pictures taken on July 19, 2017. CARRIE THOMAS

54 • The Railway Magazine • July 2018

So, ensure the drain cocks are open (a lever low down on the right side of the firebox is pulled fully back to drop into a slot), reverser lever in full forward notch, whistle (as always before moving a loco), wind the handbrake anti-clockwise to release the brakes, tap the regulator over to the left to allow a touch of steam into the cylinders and we are moving. Handling the regulator is second nature to a regular steam driver, but represents a rather imprecise art to the rest of us. On a ‘Quarry Hunslet’ the regulator handle describes a small arc from fully closed with the handle to the right to progressively more open the further it is moved to the left. It may be the equivalent of a car accelerator pedal but is quite stiff to move. It can be done one-handed, but I found it easier to lightly hold the handle with one hand using the palm of the other hand to gently tap it open – it just seems more controllable. Push it too far and the loco either leaps forward or it loses adhesion leaving the wheels slipping and the motion flailing and could send part of the fire up the chimney. “The trick is to listen for a slight change in the sound from the front end as steam starts to do its work,” advised Rob.

One advantage of driving your own train is the opportunity to stop in the countryside when the sun comes out to take a few photographs! Gwynedd and its train of Ffestiniog slate wagons pause part-way round Bressingham’s Fen Line on July 19, 2017.

Having got the train moving, each of the loose-coupled slate wagons emitting a clang as the chain couplings tighten, and each wagon in turn starting to move (another reason to be very gentle starting away – too rough and a wagon coupling could break), the next move was to immediately close the regulator and start winding the handbrake clockwise until the brakes start biting. From the curve out of the station at Bressingham there is a noticeable down gradient past the fairground Gallopers, loco shed and workshops to the right-angle crossing with the 15in-gauge line. Moreover, the track is alongside a wide path/road used by visitors and crossed by a couple of pedestrian crossing places. Controlling the speed of descent is crucial. No sooner had the loose couplings taken the pull of moving away, almost immediately there was another series of metallic sound effects that with the strain off, the chains were slackening and each wagon was buffering up to its companion in turn, all now ‘leaning’ on the loco. Frankly, I was surprised even winding the handbrake on fully tight did not bring the weight of the loco and wagons to a complete stand. The handbrake simply arrested the rate of progress and with no more braking available, should an emergency stop be required, the reverser lever would have been pulled back into full reverse notch to halt the train. All this, of course, related to there being no brakes on the wagons. The railway’s passenger trains do have air brakes.

Cracked open

As we reach the crossing over the Waveney Line – Bressingham operating practice requires the 15in gauge to always give precedence to the 2ft gauge – the gradient flattens out and the handbrake is unwound. Clear of the crossing the drain cocks are closed (the lever is easily lifted with a foot and moved forward to the closed position) and the regulator is cracked open again for Gwynedd to start doing some pulling. As the loco picks up, the reverser is moved back to third notch, where it will stay for the rest of the trip until stopping back at the station. The Fen Line continues with a curve to the

Above: Gwynedd is blown down outside the shed at the end of the day. The jet of steam clears water carrying suspended deposits out of the boiler. Right: The view of the driver’s side of Gwynedd’s footplate. Behind the regulator (in closed position) are the Salter safety valves with the gauge glasses lower down the firebox backplate and the fire hole door just above footplate level. The coal bunker is on the left side, while to the right of the firebox the hand brake column is prominent, with the reverser handle a little to the right of this. Bottom right of the image the drain cock lever can be seen just above footplate level. All pictures CLIFF THOMAS UNLESS STATED.

left alongside a field, into woods and, preceded by a ‘whistle’ board, which was observed, then approaches a level crossing over the Waveney Line. The route continues through fields, at one time largely covered by cultivation beds for the former nursery business but now grass. There are no significant gradients, but the line does undulate, Gwynedd periodically gaining or losing a little speed. Similarly, tighter curves create more drag and speed drops, only to pick up again as the line straightens. Each slight climb or curve seemed to demand a little more steam to avoid coming to a standstill. Inevitably, I opened the regulator a shade too much and we gained too much speed, followed by trying to back off a shade – all this accompanied by the audible reminder I was not getting it quite right as the wagons bumped into each other and pulled back apart again. “The trick with the regulator is to find the

sweet spot and leave it there,” Rob explained. As an experienced driver, who knows the route inside out, he does this as second nature and probably only touches the regulator three times during the mile-and-a-half circuit. I found establishing that sweet spot more difficult than you might think. Completing the circuit and running into the arrival platform at Bressingham provided an interesting challenge. The driver has to keep sufficient steam on to crest the slight climb on the approach and run fully into the station before shutting off and applying the handbrake to bring the train to a stand just short of the barrier protecting the pedestrian path across the track between the arrival and departure platforms. Shut off too early and Gwynedd stops of her own accord, short of where we want to be, meaning re-starting and pulling a few yards further forward. An embarrassment rather than a problem with a train of wagons, but not July 2018 • The Railway Magazine • 55


One hand on the closed regulator (rather unnecessarily) the author’s right hand is firmly holding the handbrake wheel fully on as Gwynedd and its train descends past the Gallopers. CARRIE THOMAS

acceptable hauling passenger carriages which, if not fully in the platform, creates the danger of people trying to alight as the driver starts easing further forward. Practice is said to make perfect and I managed it flawlessly – once in three attempts. With the train stopped and handbrake fully wound on, the reverser is shifted back to mid-gear and the drain cocks are opened. Two crucial elements in handling steam locomotives, tending the fire and feeding water into the boiler to replace that used in the form of steam have not been mentioned. Neither figured while traversing Bressingham’s running line, largely because at no stage was Gwynedd really working, certainly not hard enough for consumption of coal or water to be significant. Naturally an eye is kept on the gauge glasses, but an injector only needed to be used during a stop at the station before setting off again. It is also the case that, rather usefully, the station at Bressingham is the highest point on the line. As Rob explained, the general rule with most locos and routes is ‘steam at the bottom of the hill, water at the top’, which means the injector is put on at the top of a gradient when the fire has been drawn by the climb and is burning brightly, but steam is no longer required for climbing. It is usual to get the water into the boiler at that point since the next movement is likely to be downhill, which increases the possibility of exposing the firebox crown as the water rushes to the front of the boiler as it goes nose down – assuming the loco is travelling chimney first.

Stoking the fire is usually done while descending since adding coal initially cools the fire and can drop the pressure temporarily as the heat energy is diverted to igniting the fresh coal. Adding coal on the descent gives time for the new coal to ignite prior to any forthcoming climb. The procedure for feeding water into the boiler is common to all steam locos; turn on the water from the tank (for Gwynedd, by pulling the control rod beside the right-side ‘cab’ sheet back), check water is flowing, turn on the steam cock, mounted on the top of the firebox fully anti-clockwise, and check the injector is lifting by observing the water is no longer exiting the overflow pipe. When the water level in the boiler has risen to around three-quarters of the way up the gauge glass, close the steam cock then push the control rod forward to close the water cock. While the injector is working the tank can be topped up with water from the column and coal added to the fire. Gwynedd never really had to work, always being clearly capable of hauling far more weight and running at much greater speed than it was asked to undertake during this experience. Frankly, I suspect finding that regulator sweet spot would actually be easier if working on a longer line with more weight on the draw hook. That said, Gwynedd and her ilk, were built for use in a rough quarry environment, working over quite short distances, over some pretty poor track. Trains would often be quite short, although heavy when loaded with slate blocks or waste. In preservation these Hunslet 0-4-0ST

As water from the column fills the saddle tank, Rob Ellis tops up the coal bunker.

Bressingham’s other Hunslet 0-4-0ST – ex-Penrhyn George Sholto – drops down past the Gallopers with a passenger train. The cab is a preservation-era addition, albeit constructed to Hunslet form as employed on some Dinorwic locos.

Fire and water

56 • The Railway Magazine • July 2018

one-time industrial locomotives have proven more than successful in totally different operating environments. At Bressingham, Gwynedd and George Sholto haul loaded passenger trains around the comparatively twisty railway at low speed throughout the day without complaint. Similar locos are operated around the country, including forming the core motive power at Llanberis Lake, Launceston and Bala Lake Railways, which are longer and handle more carriages (and passengers) at higher speeds than appropriate at Bressingham – still completing their task with ease. It would be pushing a point to say ‘Quarry Hunslet’ locos were easy to drive, but they are not difficult, with simple controls all easily handled and plenty of grunt to undertake the work asked of them. Hunslet definitely got it right when they produced these locos!

Want to have a go yourself?

Driving Gwynedd or George Sholto, hauling a rake of slate wagons, is not the exclusive preserve of volunteer drivers - or fortunate journalists! A full-day Slate Train Experience package with an experienced steam driver at Bressingham costs £195 (increasing to £225 for the 2019 season) and covers pretty well everything I have described, including blowing down the boiler while disposing of the loco when the day’s work is done. Packages are also available covering the other railways at Bressingham and driving a traction engine. See explore/driver-experience.aspx for details. ■

July 2018 • The Railway Magazine • 57



With tanks overflowing, Collett ‘14XX’ 0-4-2T No. 1424 and auto-trailer No. W238W depart from Hayles Abbey Halt with the 1.17 Honeybourne-Cheltenham on February 27, 1960. The halt closed on March 7 that year and was subsequently demolished. HUGH BALLANTYNE/RAIL PHOTOPRINTS

Fast 5, 2017 and No. W238W once again Halt, painstakingly by volunteers at the F forward f d to a wet JJune 5 d auto-trailer il N i calls ll at Hayles H l Abbey Abb H l which hi h has h been b i ki l re-created db l h Gloucestershire Warwickshire Steam Railway. The loco on this occasion was Mike Little’s No. 1450, which hauled the official reopening train that day. MALCOLM RANIERI

58 • The Railway Magazine • July 2018


Rebuilt ‘Balloon’ car No. 718 passes the famous Pleasure Beach on an almost deserted Blackpool promenade with a service to Starr Gate on May 26, 2017. This was the tram’s first day back in traffic following a full repaint into green & cream at Rigby Road depot. STEVE SIENKIEWICZ

60 • The Railway Magazine • July 2018

In the days before ERTMS put an end to steam on the Cambrian Coast, BR ‘4MT’ Mogul No. 76079, then owned by Ian Riley, nears Llwyngwirl with a ‘Cambrian Coast Express’ from Machynlleth to Porthmadog on August 8, 2007. BOB GREEN

A showcase for the best in railway photography

The tide has covered the beach at Dawlish as ‘King’ No. 6024 King Edward I passes through with a Sunday ‘Torbay Express’ to Kingwear during August 2005. The ‘King’ has just passed over the section of sea wall that would be washed away in the storms of 2014. PETER ZABEK

‘Large Logo’ Class 50 No. 50040 Centurion (formerly Leviathan) passes Cockwood Harbour with a short Up van train on June 17, 1989. RAIL PHOTOPRINTS

The Isle of Man Steam Railway’s 3ft-gauge Beyer, Peacock 2-4-0T No. 8 Fenella makes a splendid sight as it heads towards Port Soderick during a charter on April 27, 2017. TERRY AYRES

July 2018 • The Railway Magazine • 61


62 • The Railway Magazine • July 2018

A showcase for the best in railway photography

Portsmouth’s Spinnaker Tower is visible in the distance and Wightlink ferry St Clare crosses the Solent en route from Portsmouth to Fishbourne. This is the backdrop as the Isle of Wight Steam Railway’s Adams ‘O2’ 0-4-4 No. W24 Calbourne passes milepost 3½ with a train for Havenstreet on November 10, 2010. JOHN FAULKNER

July 2018 • The Railway Magazine • 63


RM Archive


use of chemicals, guns, walkie-talkie radios, face visors, safety harnesses and even falcons have all been considered. First success to BR was the use of 15 gas-operated guns which fire at regular intervals; these have all but driven the starlings from the southern end of the bridge and more are to be installed on the northern end. BR is also providing a high-speed inshore rescue craft which will patrol the bridge regularly, as well as for emergencies.

JULY 1918

PAPER on “London and the Channel A Tunnel” was read on June 13th by Sir Arthur Fell MP, Chairman of the

House of Commons Channel Tunnel Committee, at a meeting of the London Society. The tunnel would consist of two parallel tubes, as in the case of the great Simplon Tunnel under the Alps. Reasons for adopting two tunnels are numerous. They include better facilities for ventilation, drainage and repairs to the structure and permanent way when these are necessary during traffic, as well as greatly increased safety in case of derailment. URTHER restrictions have been made in regard to travel to Ireland. The Defence of the Realm Regulation (14G), which places restrictions on travelling to or from Ireland, has been extended to enable a Secretary of State to prescribe the ports at which passengers from Great Britain to Ireland or from Ireland to Great Britain may embark, and the routes by which they may travel. In the House of Commons, Mr Illingworth (Postmaster-General), mentioned that the mails had been affected by the restrictions of the railway service. He also said that the Post Office (London) Railway promised to be of great value, but that it would be impossible to complete its construction until after the war.



JULY 1998 100 YEARS AGO: Military tank ‘Egbert’ loaded on to a North Eastern Railway 40-ton quintuple wagon stripped of its bolsters and refitted with a new floor and special packing. The tank has seen active service overseas and has since done great work in connection with the sale of British War Bonds and War Savings Certificates.


JULY 1968

strenuous efforts made to counter the effects of rising costs, wages, fuel and equipment. AKING RECOMMENDATIONS for future use of half-barrier level crossings, a Ministry of Transport paper mentions plans for 125mph trains in five years and 150mph trains in ten years. AFETY OF MEN working on the Tay Bridge in Scotland has been endangered for some years now by flights of starlings, against which the

RITISH RAILWAYS BOARD annual Bforreport and statement of accounts M the year ended December 31, 1967 shows a drop of eight per cent in freight ton miles and two per cent decline in passenger traffic, compared with 1966. These are given as the main reasons for an increase in the annual deficit from £135 to £153 million. Financial results for 1967 would have been worse but for


BRIGHT new name and image was A launched on May 21 when the Regional Railways North East franchise,

owned by MTL Trust Holdings, was relaunched as Northern Spirit. The launch coincided with the unveiling of new breathtaking train liveries – one for ‘TransPennine Express’ Class 158 stock and the other for local area sets. The first two trains to sport the new livery are Class 158 No. 158811 and Class 142 ‘Pacer’ No. 142065. N MAY 15, Railtrack announced details of the ‘moving block’ signalling it plans to install on the West Coast Main Line as part of the £2bn modernisation of the route. Known as TCS (Train Control System) it will, said Railtrack commercial director Richard Middleton, “result in more capacity, faster journeys and improved reliability”.


Britain’s leading Railway Society – still observing after 90 years

The RCTS: then and now

ENTHUSIASTS’‘hot spots’, places where you could guarantee to find spotters all the time, were natural locations to feature in Railway Observer (RO) reports on an almost monthly basis. One such place, where there was always something of interest to watch and record for many years, was Bromsgrove, which being located at the bottom of the Lickey Incline and on a major trunk route, had double interest as both the motive power and the day-to-day operations would always provide something to hold the attention of the observers. If your interest was in the constant to and fro of the bankers and watching them buffer up to the rear of the next train to assault the famous 1-in-37 bank, then either‘Garrington’s Bridge’to the south of the station, or the platform itself would be the place to go. The shed at Bromsgrove used to be in LMS territory and so for many years ‘Jinties’and the 0-10-0‘Big Bertha’held sway on banking duties. The arrival of ‘9F’No. 92079 as a replacement for the latter engine in 1956 was duly recorded in the pages of the RO as was the transfer of the shed to Western Region control in 1958. The change of boundaries heralded the brief reign of 0-6-0PT Nos. 8400-

8406, and later other members of the class as one by one engines were withdrawn and replaced. Upon dieselisation of the banking duties, Class 35‘Hymeks’were the first choice, but were soon ousted by the EE Type 3s that held sway for many years. Banking these days is a rare event, but when required causes a Class 66 to run light from sidings near Saltley to assist trains up the bank. Motive power heading trains ascending the bank did not appear to be affected much by boundary changes with LMS types being the mainstay of all services until ousted by Classes 37, 45, 46 and 47, followed by HSTs, 170s and 220s on passenger duty, and with Class 60s and 66s heading most freights in later years. Having more rarity value, the use of‘Western’hydraulics on freight duties and Class 50s on passenger work of course attracted specific reports in the RO. It was not just the details of motive power that have filled the column inches. Bromsgrove station has seen many changes over the years and the prolonged building of the new station and its subsequent electrification has featured on many occasions. It is hoped electric services to Birmingham should

64 • The Railway Magazine • July 2018

Route learning has been taking place between Barnt Green and Bromsgrove in preparation for the electric services. ‘Turbostar’ No. 170513, on one such duty, is at the rarely used platform 3 on April 20, 2018. PAUL CHANCELLOR

finally start around the time this article appears in print. Physical observation, and particularly photography, has become much more difficult because of the arrival of the wires, with Garrington’s Bridge having high barriers erected and southbound trains now running through the station on what was the course of the slow line, hard alongside the regulation pailing fence, so perhaps it will no longer be a place where

enthusiasts gather, but passengers surely will with four trains per hour to Birmingham instead of the present one. To find out what The Railway Observer has to say about Bromsgrove and the rest of the national network why not take the free membership offer for 2018 which is open until the end of October. For information on Britain’s Leading Railway Society visit: – still observing after 90 years.

TRACK KREC CORD The Railway Magazine news n digest

An almost timeless scene as DRS Class 37 No. 37419 leads the 15.48 Lowestoft-Norwich into Reedham on June 5, with 37425 on the rear, past the signalbox and semaphores from an earlier generation. JOHN STRETTON


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Brookes No. 1 for Foxfield summer gala THE Middleton Railway’s Hunslet 0-6-0ST Brookes No. 1 (2387/1941) will be appearing at the Foxfield Railway’s Summer Steam Gala on July 21-22 as the railway prepares to say farewell to an old favourite. The former Brookes Chemical Company, Halifax loco will join Leedsbuilt brethren – ‘Austerities’ Whiston (3694/1950) and Wimblebury (3839/1956) – and Dübs 0-4-0CT No. 4101 to mark the final turns of the Vintage Carriages Trust’s 0-6-0WT Bellerophon, the boiler ticket of which expires that weekend. The four 0-6-0s will work an intensive timetable of passenger and demonstration freight trains: Bellerophon will take charge of the Knotty Trust’s heritage train as well as leading the traditional 18-wagon freight up Foxfield Bank on the Sunday.

Beyer comeback

The Dübs will feature on its first booked turns this year, working down at the colliery, where it will be banking freights, performing lifting demonstrations and acting as yard pilot. A sixth locomotive – Beyer, Peacock 0-4-0ST No. 1827 – is currently in the final stages of a major repair programme. The motion is being reassembled at the time of writing and, subject to testing, the 1879-built loco will join the line-up. As in previous years a connecting bus service will link the two ends of the railway, and on the Saturday connect with the main line Blythe Bridge station.

45231 to SVR for End of Steam commemoration

CREWEBASED ‘Black Five’ No. 45231 The Sherwood Forester will be one of the star attractions at the Severn Valley Railway’s (SVR) Last Days of Steam event on August 4, exactly 50 years on from British Rail’s last timetabled steam-hauled main line service. The event is being hailed as a commemoration of steam’s final fling, featuring 1968-surviving locos in action and on display, shed staff reunions, a book launch, 1960s catering and music, and classic car displays. No. 45231 will be visiting courtesy of Jeremy Hosking/ Icons of Steam in order to provide the SVR with an authentic flavour of BR steam’s finale. During the day the loco will work re-creations of the ‘Belfast Boat Express’ and of course the ‘Fifteen Guinea Special’, which officially brought the curtain down on steam on August 11, 1968. Making a rare appearance away from the Engine House at Highley will be the SVR’s Stanier ‘8F’ No. 48733, which was one of the locos in action on August 4, 1968. The 2-8-0, together with ‘Black Five’ No. 44781, worked the Blackburn to Carnforth leg of the Locomotive Club of Great Britain’s ‘Farewell to Steam Railtour’ (1Z74) from London, a train that featured, among others, ‘Britannia’ No. 70013 Oliver Cromwell. The ‘8F’ will be moved from Highley and put on display in front of the Kidderminster Railway Museum, where footplate access will be available all day. Joining it will be celebrity ‘Black Five’ No. 45110, which was also in steam on that August day

Like us TheRailwayMagazine Follow us @railwaymagazine 66 • The Railway Magazine • July 2018

The Severn Valley Railway’s ‘Black Five’ No. 45110 secures its place in the history books at Manchester Victoria at the head of the ‘Fifteen Guinea Special’ on August 11, 1968. The loco will be on static display at Kidderminster on August 4. JOHN MARSHALL/KRM

50 years ago, albeit only as a standby for classmate No. 45305 on the 1T85 ‘Last Days of Steam’ railtour. No. 45110 went on to achieve fame working the opening and final legs of the 1T57 ‘Fifteen Guinea Special’ on August 11. The museum at Kidderminster will be a focal point throughout the day, hosting an exhibition of photographs showcasing a range of emotive images captured during the last years of BR steam, including those taken in August 1968. The exhibition will run until August 19. Additionally, the museum

will provide the venue for the launch of Colin T Gifford’s new book Transition. Mr Gifford, who is widely regarded as a master of railway photography, will be on hand to sign copies of the book, which captures the changing steamto-diesel transition from the late-1950s to 1968. Other highlights of the day include a reunion of staff and crews from Lancashire’s Lostock Hall and Rose Grove sheds, and a gathering of the surviving members of the Master Neverers Association, who famously cleaned the locos

during the night of August 3, 1968, ahead of their moment in the spotlight the following day. It is understood they will be set to work once more, giving Nos. 45110 and 48773 a clean during the day. The service trains will be worked by No. 45231 and the railway’s own Ivatt ‘4MT’ 2-6-0 No. 43106, which itself will be celebrating 50 years on the SVR, having arrived on August 2, 1968. Diesel locomotives of the period will also be in action. ■ For more information visit:

‘Number Nine’ returns after firebox repairs JOHN Cameron’s ‘A4’ Pacific No. 60009 Union of South Africa is back in action following repairs to its firebox by Riley & Son at Heywood. The ‘Streak’ had to miss its booked appearance on the Edinburgh to Perth legs of the ‘Great Britain XI’ railtour in late April after cracks were discovered in the backplate. Over the weekend of June 9-10, Union of South Africa worked services at the East Lancashire Railway as a prelude to its main line return, seen here with the 10.20 departure from Rawtenstall to Heywood on the 10th. BRIAN DOBBS

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‘King’ crowns Gloucs-Warks gala success as visitor records tumble THERE was a certain historic irony to a Great Western ‘King’ sharing the spotlight with a locomotive named after Oliver Cromwell at the Gloucestershire Warwickshire Steam Railway’s (GWSR) gala on May 26-28 – an event which has smashed many records for the heritage line. The high-profile ‘Royal’ No. 6023 King Edward II and ‘Roundhead’ No. 70013 were just two of the four visiting locos at the GWSR’s Cotswold Festival of Steam, together with ‘S160’ 2-8-0 No. 5197 and Llangollenbased ‘64XX’ 0-6-0PT No. 6430. The ‘King’, ‘Britannia’ and pannier had previously been together at last September’s Old Oak Common open day, along with GWSR resident ‘Modified Hall’ No. 7903 Foremarke Hall, which was also in action during the gala. Completing the line-up were home-based ‘Manor’ No. 7820 Dinmore Manor, ‘28XX’ 2-8-0 No. 2807, and ‘Merchant Navy’ No. 35006 Peninsular & Oriental S. N. Co. All took turns on a varied timetable, which featured both top-and-tail and

double-headed workings, with Toddington being a hive of activity. Having eight locomotives in steam, but particularly Nos. 6023 and 70013, coupled with the newly opened extension to Broadway, was bound to be a recipe for success for the railway. A spell of decent weather was an added bonus, attracting just 40 short of 6,000 visitors over the duration of the gala. May 26 was a record-breaking day, seeing nearly 2,200 travel in the one day. The eight-coach trains, plus No. 6430 hauling a three-car DMU, ran to capacity every day with many passengers having to stand, such was the visitor turnout. Colin Fewell, the GWSR’s volunteer commercial director, said: “All of us expected a big uplift in passenger numbers following the opening of Broadway station on Good Friday, but May has been astonishing, with the Cotswold Festival of Steam taking passenger numbers well past the 40,000 mark for this year.”

Visiting ‘Britannia’ No. 70013 Oliver Cromwell makes a fine sight as it departs Broadway with a well-loaded train bound for Toddington on May 27. JACK BOSKETT

No. 7820 Dinmore Manor pilots No. 7903 Foremarke Hall out of Greet Tunnel, near Winchcombe, with the 13.40 Cheltenham Racecourse-Broadway service on May 26.


Historic Lydney footbridge to be restored for Dean Forest line A DISUSED Severn & Wye Railway footbridge spanning the Dean Forest Railway (DFR) at Lydney will be fully restored and returned to use. The 126-year-old, Grade II-listed St Mary’s Footbridge was closed for safety reasons in 2007, and had fallen into disrepair over the past decade. However, Lydneybased bridge specialist Mabey has been awarded the contract to restore the bridge, with work beginning on June 18. Over six days the bridge was to be dismantled using the DFR’s rail crane and transferred by road to Mabey’s site for work to get underway. Funding for the work has been provided by the Rural Development Programme for England – Rural Tourism Infrastructure Growth

Programme and the European Agricultural Fund for Rural Development. Once the bridge has been reinstated, an 11-year diversion will be lifted and the right of way linking the town and the boating lake with Church Road will reopen. Jane Kelly, project manager for the DFR, said: “The St Mary’s Footbridge is a much-loved heritage asset for Lydney and plays a vital role in connecting the local community. “We thank everyone who gave their support to our application for funding.” She added: “The grant would not have happened without the backing not only from local organisations but many local people and older residents, who used the bridge daily as children.”

‘King’ No. 6023 King Edward II hurries past Hayles Abbey with a service for Broadway during the Cotswold Festival of Steam on May 26. GRAHAM NUTTALL

Duke of Gloucester (no, not that one!) welcomed at Swanage…

THE Duke of Gloucester paid a visit to the Swanage Railway on June 8 to formally oversee the handover of the railway’s Queen’s Golden Jubilee Award for Voluntary Service. His Royal Highness, accompanied by the Lord Lieutenant of Dorset, Angus Campbell, was given an exclusive tour of the railway by Swanage Railway Trust chairman Gavin Johns and Swanage Railway Company chairman Trevor Parsons. The tour began at Swanage, where the Duke unveiled a blue plaque in the booking hall of Swanage station, marking the Peter Manisty Award from the Heritage Railway Association. Maunsell ‘U’ class 2-6-0 No. 31806, adorned with a royal train headcode of four white discs on the front, then worked a special ‘Wessex Belle’ dining train for His Royal Highness

and more than 70 guests. The destination was Corfe Castle goods shed museum, where five Swanage Railway volunteers were presented with the Queen’s Award for Voluntary Service crystal trophy. In awarding the trophy, His Royal Highness praised the Swanage Railway’s achievements, particularly in re-building the line and re-establishing the rail connection with Wareham. He said: “There is a huge satisfaction both in hearing the wonderful sound of a steam engine, but also in providing a public service that is extremely useful to the community. “In congratulating you, I hope you feel a shared sense of pride in that what you could never have done by yourself you have achieved by working together as a group of volunteers. “I wish the very best of luck to the Swanage Railway.”

Eardington station to open for passengers

THE Severn Valley Railway’s Eardington station is to welcome passengers once again, 36 years after it closed to regular traffic. The halt was removed from the SVR timetable in 1983 after the southern end of the platform was condemned owing to embankment slippage. This part of the platform was later demolished, although the rest of the halt has been maintained and has been used on rare occasions. However, the platform has now been rebuilt using original GWR bricks obtained thanks to the Great Western Main Line electrification. The £26,000 restoration has been part-funded by the Friends of Eardington Station, and when complete the halt will be used on a limited number of occasions for certain special events. An open weekend was held on June 2-3, albeit with no trains.

July 2018 • The Railway Magazine • 67

Steam & Heritage Track Record SIDELINES Bittern moves into storage at Margate

GRESLEY ‘A4’ No. 4464 Bittern has taken up residence in the former Hornby factory in Westwood, Margate, as it awaits its eventual turn in the overhaul queue at LNWR Heritage in Crewe. The ‘Streak’ and its two tenders left Crewe for Kent on June 2, becoming the first locomotive to be rehomed in the Locomotive Storage Ltd (part of the Jeremy Hosking empire) site, next to the Hornby Visitor Centre. Since the purchase of the site in February last year, the main warehouse has undergone extensive redevelopment, including laying seven railway ‘roads’ with access loading docks to facilitate the unloading and loading of locomotives and stock. It is expected up to 30 items of rolling stock will eventually be housed there. The site will eventually be opened to the public as a visitor centre, providing access to items that would ordinarily remain out of the public eye.

First fire for GCR’s ‘8F’ No. 48305

THE boiler of Great Central Railway-based Stanier ‘8F’ No. 48305 received its first fire in seven years at Loughborough on June 19. The Crewe-built 2-8-0 is currently nearing the end of a 10-yearly overhaul, the June 19 light-up being a warming fire ahead of steam tests expected to take place the following week. No. 48305 is expected to return to traffic later this year.

Housing for former Snibston museum site

THE site of Leicestershire’s closed Snibston Discovery Museum in Coalville will give way to 144 new homes after getting planning approval from North West Leicestershire District Council. The museum was closed in 2015 and the main building demolished. However, the Snibston Colliery buildings and 1831 loco shed are protected by Scheduled Ancient Monument status, and the museum’s railway exhibits – including ex-GWR 0-4-0ST No. 921 – will remain and be displayed on occasion.

New general manager for Bluebell Railway JULIE Jones has been appointed as the Bluebell Railway’s new general manager. A former civil servant with the Ministry of Defence, Ms Jones has been heavily involved in railway preservation for 17 years, starting out as a station porter and eventually being passed out as a steam driver on the Mid-Hants Railway in 2010. She will take up her new role on August 6.

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Official: Billy is the world’s oldest standard gauge loco

THE Stephenson Railway Museum’s star attraction – Killingworth Colliery 0-4-0 the Killingworth Billy (or simply Billy) – can claim to be the world’s oldest surviving standard gauge locomotive after an archaeological survey revealed the loco was 10 years older than originally thought. It had previously been believed Billy had been built by Robert Stephenson & Company in 1826, a year after George Stephenson’s Locomotion No. 1, for the Stockton & Darlington Railway. However, the survey, carried out by early railway experts Michael Bailey and Peter Davidson, who have performed similar archaeological investigation on locos, including Rocket, concludes Billy was in fact The world’s oldest surviving standard gauge locomotive – the Killingworth Billy – is the jewel in the originally built at Killingworth crown of the Stephenson Railway Museum collection, where it remains on public display. SRM Colliery’s West Moor workshops under the supervision of George – for example, the distance High Level Bridge in Newcastle significance world-wide. Stephenson himself in 1816, just between the two cylinders until 1896 when it was plinthed “As a locomotive, Billy’s value two years after Stephenson built and the axles present a unique at Central station. in historical terms has been his first loco there - Blücher. identifier. increased, not just because it’s Stephenson is believed to have Media spotlight the world’s third oldest, but Clear footprint built 16 locos for Killingworth In 1945, the loco was moved because it feels like we have This revelation leapfrogs Billy and Billy was thought to be the to Exhibition Park: Science & George Stephenson’s signature ahead of Locomotion No.1 by last of its type to be constructed; Industry Collection, where it on it. Everyone has heard of almost a decade, making it the the new evidence would make it stayed until the early-1980s, Rocket – now everyone is going third oldest surviving locomotive one of the first. then in 1988 was rehomed at to hear about Billy too.” in the world behind William The new findings add greatly the Metro Test Centre at Middle Billy’s propulsion into the Hedley’s Puffing Billy and Wylam to the life story of this fascinating Engine Lane, later to become the world’s media spotlight has Dilly. survivor. After a lengthy career at Stephenson Railway Museum. resulted in a plan to redisplay While none of Billy’s surviving Killingworth it was presented to Geoff Woodward, museum the loco in time for the summer components can be traced back the city of Newcastle-upon-Tyne manager North & South holidays. This will include directly to 1816, Messrs Bailey in 1881, and two years later was Tyneside, Tyne & Wear Archives reinterpretation and improved and Davidson believe it has shipped to America for display at & Museums, said: “The findings lighting, with longer-term plans features which, despite being the National Railway Appliance of this research are great news for moving the locomotive to a later replacements, provide a Exhibition in Chicago. Upon its not only for North Tyneside more prominent location within clear footprint of the original return, Billy was displayed on the and the region, but also for its the museum.

Eastern promise as ‘B1’ and ‘A4’ join Bluebell’s October Giants of Steam gala

TWO of the best-known Eastern Region locomotives in preservation will both make their debut at the Bluebell Railway’s Giants of Steam gala this autumn. John Cameron’s Gresley ‘A4’ No. 60009 Union of South Africa and David Buck’s Thompson ‘B1’ No. 1306 Mayflower have been confirmed for the October 12-14 event, marking the first time either loco has worked over Bluebell metals, and possibly the only time for the ‘A4’. By the time of the gala ‘Number Nine’ will be well into its final year in service before it is retired for good to a new museum being built by Mr Cameron at his home in Fife. Withdrawal is scheduled for July 2019, after which No. 60009 will join Mr Cameron’s Gresley ‘K4’ No. 61994 The Great Marquess

68 • The Railway Magazine • July 2018

as the centrepieces of the new visitor centre. The Bluebell Railway event will therefore provide one of the last opportunities to see the ‘A4’ on a heritage line in the south of England, and as such the loco will undoubtedly provide a great draw.

members of the Bluebell home fleet, including Maunsell ‘Q’ 0-6-0 No. 30541 and ‘S15- 4-6-0 No. 847, SER ‘O1’ 0-6-0 No. 65, SECR ‘H’ 0-4-4T No. 63 and BR ‘4MT’ 4-6-0 No. 73082 Camelot. Some of the smaller members of the steam fleet, such as SECR ‘P’ 0-6-0Ts Nos. 323 and 178, may also be Home fleet in service during the gala. Mayflower, meanwhile, is still Further details on the format under overhaul at Carnforth of the event have yet to be and has yet to make its main announced, but it is expected line comeback. The ‘B1’ had there will be an intensive been booked to appear at train service featuring the Nene Valley Railway’s both passenger and freight Tornado 10 in May, but had to workings. be withdrawn from the line-up In previous years a vintage as work was still ongoing at bus has linked the railway with Carnforth. It was expected to Brighton and Lewes, special make its return to service on viewing/photography areas Steam Dreams’‘Cathedrals have been set up, and the Express’ from Paddington to usual range of trade stands Stratford-upon-Avon on July 1. found at Horsted Keynes. The Eastern duo will be For further details visit: joined by the operational

‘Patriot’ to get boiler by the end of this year THE boiler of the LMS-Patriot Project’s new-build Fowler 4-6-0 No. 5551 The Unknown Warrior could be united with the loco’s frames before the end of this year if current progress is maintained by Swanwick-based Heritage Boiler Steam Services (HBSS). At the time of writing, HBSS was close to being able to trial fit the inner and outer fireboxes together, crown stay holes having already been drilled. Subject to no unforeseen problems, the ’box will be attached to the parallel barrel later this summer, around the same time No. 5551’s rolling chassis is completed at the Llangollen Railway. Whether the boiler is fitted at Swanwick or Llangollen has yet to be agreed.

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Timetabled steam returns to Helston branch

REGULAR timetabled steam has returned to Cornwall’s Helston Railway after an absence of more than 55 years. Peckett 0-4-0ST Kilmersdon, on hire from the Somerset & Dorset Railway Trust at Washford, made history on May 27 when it worked the 10.30 departure from Prospidnick Halt to the newly opened Truthall Halt. The train, made up of the South Devon Railway’s BR Mk1 Suburban No. E43147, ran as part of the railway’s Return to the ‘40s weekend, and is seen shortly after arrival at Truthall. STEVE MOORES

Rare outdoor appearance for Didcot’s Shannon

Water tank installed at Corwen THE latest milestone in the construction of the Llangollen Railway’s Corwen East station was reached on June 12 when the new 2,000-gallon pillar-type water tower was installed. The five-tonne tower, fabricated by Barnett Engineering Ltd of Rhosllanerchrugog, was erected at the eastern end of the new platform 2 onto a pre-prepared concrete base, and serves as a visual statement of intent. When fully connected the tower will draw water from a specially drilled bore hole and be capable of replenishing locomotives on either of the station’s loop lines. Installation was completed in around two hours, although a sump and drain-away will still need to be created before the

tank can be trial filled for the first time. Six days later, on June 18, the new tank was shown to the Welsh Minister for Culture, Tourism and Sport, Lord Elis Thomas AM, who was on site to inspect the progress on the construction and learn more about the work still required to complete the station in time for an opening in 2019. Lord Thomas said:“I am very impressed with what has been achieved by the project team in creating the new station for Corwen. “The completion of this project will add a new dimension to tourist facilities in north-east Wales and will secure the future of the Llangollen Railway as a major attraction in the beautiful Dee Valley.”

The new water tower at Corwen East station after installation on June 12. GEORGE JONES

THE National Railway Museum’s ex-WantageTramway 0-4-0WT No. 5 will make a rare appearance outside the GWR engine shed at its Didcot Railway Centre home on July 14. The 1857-built George England loco will see daylight to coincide with a visit by the Shannon Express

Male Barbershop Harmony Chorus, which is based in Potton, where the loco originally ran on the Sandy & Potton Railway until 1862. The day will provide an opportunity to see and photograph the unique loco in its new livery in the open air. FRANK DUMBLETON

A chance to acquire H C Casserley’s Morris

The Morris 12/4 saloon once owned by Henry Casserley is being offered for sale by the family of the late railway photographer. JOHN BEESLEY

THE family of well-known railway photographer H C (Henry) Casserley has decided to offer his 1935 Morris 12/4 light saloon for sale. The car, which was the property of both Henry and his late son Richard, was used regularly for photographic expeditions to far-flung locations. The Morris is not as well-known as the Bentley owned by equally revered photographer Ivo Peters (now in the ownership of Julian

Birley), but provided Casserley with the means to reach locations where he created many of his finest images.

Good condition

The Morris is of a typical 1920s design. Passengers were expected to travel in the back, hence the slightly regal luxury of the back seats, while luggage was carried on a fold out rack behind the externally mounted spare wheel, there being no boot.

The car is in good condition, having had the body restored and painted around 30 years ago. Very little has been added or altered since ‘H C’first acquired it, so is very much of the steam age. There is also a large quantity of associated paperwork relating to the car, including original handbooks and several maintenance bills. The family is hoping the car will sell for £12,000, and serious enquiries should be directed to 01442 871350.

July 2018 • The Railway Magazine • 69

Steam & Heritage Track Record Peak Rail reports 2017 losses of more than £110,000 SIDELINES

‘Manors’on the move at Swindon this summer

THE Severn Valley Railway’s ‘Manor’No. 7819 Hinton Manor is expected to return home in late-August after 11 years on display in Swindon’s MacArthur Glen retail outlet, part of the old Swindon Works. Its place will be taken by classmate No. 7821 Ditcheat Manor, which is vacating STEAM Museum to make way for ex-NRM‘28XX’2-8-0 No. 2818.

Tenders issued for‘P2’ boiler construction

THE A1 Steam locomotiveTrust has issued invitations to tender for the manufacture of the boiler for its new-build Gresley ‘P2’2-8-2 No. 2007 Prince of Wales. A total of 10 potential suppliers have been contacted, both UK-based and overseas, with a decision expected to be made by the end of the year. The order for the boiler, which will be interchangeable with that of‘A1’Tornado, is likely to be placed next June.

Wheel cracks delay WSR ‘4F’return until 2019 CRACKS in all six wheels of West Somerset Railway-based ‘4F’No. 44422 have delayed the post-overhaul return of the locomotive until next year. The cracks were discovered during tyre turning at Riley & Son (E) Ltd at Heywood, and will require repair by specialist welding.

80080 boiler in frames

THE boiler of the Princess Royal Class LocomotiveTrust’s BR ‘Standard Four’tank No. 80080 was returned to the frames on June 8 at the trust’s West Shed, Swanwick Junction. The 2-6-4T is currently in the final stages of overhaul and will undergo testing at the Midland Railway-Butterley before returning to the East Lancashire Railway for long-term hire.

‘King’reaches Paignton

COLLETT 4-6-0 No. 6023 King Edward II arrived at the Dartmouth Steam Railway on June 14 fresh from its appearance at the Gloucestershire Warwickshire Steam Railway. The‘King’s’first booked turn was to be June 29, and will be in steam on July 13-15 for Paignton’s beer festival. Its next steaming will be the August Bank Holiday weekend and then No. 6023 will be in use throughout September.


DERBYSHIRE’S Peak Rail has told its shareholders the railway made a financial loss in excess of £110,000 during the year up to December 31, 2017. In the Peak Rail plc summary financial statements for the year, which have been issued to shareholders ahead of the June 28 AGM, joint managing directors Roger Hallatt and Jackie Statham said:“The accounts presented to you do not, unfortunately, make for good reading.You will see that the company made a loss for the year of £111,466.” Much of the loss can be attributed to costs connected with the legal case between Peak Rail plc and Grinsty Holdings Ltd, which concerned the unauthorised use of the latter’s Hunslet‘Austerity’0-6-0ST Lord Phil (3883/1962), resident on the line between 2011 and 2016.

John Bunch’s on-hire Vulcan Foundry-built ‘Austerity’ 0-6-0ST No. 72 heads away from Peak Rail’s Darley Dale station with the 11.00 Rowsley-Matlock train on April 25. ANDREW SOUTHWELL

Legal proceedings

The loco, which now resides at the Epping Ongar Railway, had been contracted for 75 steamings per year at Peak Rail, but Grinsty Holdings director (and former Peak Rail engineering director) MikeThompson claims the railway steamed the‘Austerity’on more than 260 additional occasions without authorisation. Legal action began in September 2016, and ultimately resulted in Peak Rail making an out of court settlement of £130,000 (£108,000 plusVAT) plus costs in September last year. While this chapter is now behind the company, and the railway is pushing ahead with studies for a northern extension into the Peak District National Park to serve locations such as Bakewell and Buxton (see The RM, March), the

legacy of the case can still be felt. The financial report outlines the underlying reasons for the losses, citing a £72,000 increase in administrative costs, largely attributable to the legal expenses of the Grinsty Holdings case (some £75,000 in total), and a £29,000 downturn in turnover for the year, because of a reduction in income from train fares and restaurant/ buffet sales. Additionally, it reports the cost of sales increased by £127,000 because of a rise in train operating costs, and including the £108,000 plus VAT settlement for historic steaming fees. On the flip side, the railway has been able to report an upsurge in other operating income

of £108,000, which includes a £100,000 anonymous gift, although this was used to help cover the Grinsty settlement.

Company restructure

The repercussions of this will be felt for some time; a campaign group called the Peak Rail Action Group (PRAG) has been established with the aim of forcing an EGM to unseat the current plc board. On its website ( PRAG claims if“Peak Rail plc continues with its present management it will probably end up insolvent. Its best future lies in a radical management overhaul”. According to the Peak Rail

plc financial statement“steps have been taken to strengthen the business development of the railway”and“an imminent expansion and restructuring of the company’s board, together with additional capital investment, will permit a renewed emphasis on marketing core business operations”. Furthermore the railway has the support of its recently appointed president Pete Waterman, whose GWR‘4575’2-6-2T No. 5553 is under overhaul at Rowsley. Work is also underway on the restoration of Mr Waterman’s ‘56XX’ 0-6-2T No. 6634, and the overhaul of the railway’s RSH‘Austerity’ 0-6-0ST Royal Pioneer.

Isle of Wight reunites three Ivatts

IVATT ‘2MT’2-6-2T No. 41313 was formally launched into Isle of Wight Steam Railway (IoWSR) traffic over the weekend of May 26-28 during the line’s Three Island Ivatts’celebration. The gala was conceived as a ‘thank-you’event for all those who have helped return the three Ivatt ‘2MTs’– Nos. 41313, 41298 and 46447 – donated to the IoWSR by the Ivatt Locomotive Trust in 2009 to steam, not least the original saviours Roy Millar and Peter Clarke. And what better way to acknowledge these contributions than by bringing all three Ivatts together on the Isle of Wight. To do so the railway shipped East Somerset Railway-based 2-6-0 No. 46447 across the Solent to join the two resident 2-6-2Ts. The Mogul thus became

70 • The Railway Magazine • July 2018

Ivatt‘2MTs’Nos. 46447, 41313 and 41298 are caught together on camera at Havenstreet during the pre-gala private event on May 25. Despite appearances, the 2-6-0 is not about to depart tender-first. JOHN FAULKNER

the first tender locomotive to operate on the Island, although its lack of air brakes meant it had to work inside one of the tank engines on passenger turns, having been temporarily fitted with a‘through pipe’. Unfortunately, it was too long for the headshunt at Wootton and could not run round, so it

could only work passenger trains from Havenstreet, returning from Wootton light engine after the tank engine took the trains back to Havenstreet. On the day prior to the gala a private steaming took place for invited guests, principally Roy Millar, and several members of the East Somerset Railway.

Sadly, ill health meant Peter Clarke was unable to attend, but a small plate carried on the inside of the cab roof of No. 41298, which reads‘Driver Peter Clarke’, ensured he was there in spirit. A similar plate on No. 41313 acknowledges Roy Millar’s role in saving the loco from Barry Scrapyard.

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Huge 2018 increase in Gloucs Warks numbers after just six months

‘Western’ 4-6-0s Nos. 7820 Dinmore Manor and 6023 King Edward II trundle across the skyline near Laverton en route to Broadway during a photographic charter at the Gloucestershire Warwickshire Steam Railway on June 9. JACK BOSKETT

THE opening of the GloucestershireWarwickshire Steam Railway’s (GSWR) extension to Broadway at Easter must surely rank as one of modern preservation’s greatest achievements, not only in terms of physical construction, but also for the effect it has already brought to the Cotswold line. Up until the end of May the GWSR had carried 42,000 passengers compared with 25,900 by the point last year; an astonishing 62% increase.This is even more remarkable when you consider these are just ordinary

ticket sales, and exclude special services such as the Cheltenham race trains, fish & chip specials, and driver experience days.

May Day weekend saw a staggering 127% increase. The line’s second annual Steam and Bricks (Lego) was up by 47% compared to the first event last 127% increase year, and the Real Ale and Steam A breakdown of the figures weekend was up by 69% on last shows the year-on-year increases year.This latter event took place are not isolated and in fact are on the same weekend as the Royal consistent across events.The Easter wedding, begging the question: period, for example, following What would it have been if there the opening to Broadway, saw had not been theWindsor Castle numbers up 92% year-on-year, attraction on the Saturday? with other ordinary running days As already mentioned elsewhere, in April being up by 86%.The The RM-sponsored Cotswold annualWartime in the Cotswolds Festival of Steam saw 6,000 tickets event was up by 11%, while the sold (an increase of 66% on last

year’s event) and other ordinary running days in May were up by 69% on 2017.The opening to Broadway was always expected to have a positive effect on passenger numbers, but few could have foreseen such a large increase, and in such a short space of time.

High expectation

As a mainly volunteer-run railway, it means the railway’s financial reserves are being significantly bolstered, enabling it to press ahead with many of the projects planned – not least, the £90,000 expenditure on crash

beams to protect Broadway bridge. GWSR spokesman Ian Crowder told The RM:“We expect numbers to continue to be significantly higher than last year. However some events – such as the fish & chip specials and‘Santa’specials – are already at their limit in terms of numbers, which will drag the average over the year down. “So a possibly conservative estimate is we will see the year out with somewhere between 130,000 and 140,000 passengers – which will be the third year in succession we have carried over 100,000 passengers.”

Chasewater brakevan dedicated to all Bescot railwaymen – past and present

Hagley Hall’s new cylinders delivered to Bridgnorth

THE newly cast cylinder blocks for the SevernValley Railway’s (SVR) Great Western‘Hall’No. 4930 Hagley Hall were delivered to the railway’s Bridgnorth works on June 12.The castings, which each weigh about 2½ tons, were manufactured at the Shakespeare Foundry in Preston, Lancashire,

using the polystyrene pattern method. Also on the same lorry were the new cast cylinders for Dinmore Manor Locomotives Ltd’s Toddington-based‘2884’ 2-8-0 No. 3850, which the SVR has agreed to store until required. BOB SWEET

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A NEWLY restored BR 20T brakevan has been dedicated to railwaymen past and present of the LMS/BR Bescot shed and Bescot TMD. Built at Doncaster in 1958, No. B953827 has been resident on the Chasewater Railway for some years, but had lain out of use and unrestored at Chasewater Heaths station. Last year it was sold to volunteer William Owen, himself an ex-Bescot man, who set about restoring the brakevan over the winter. The ’van made its debut at the railway’s Made in Staffordshire Newly restored BR 20T gala at the end of May, brakevan No. B953827 is resplendent in its BR bauxite livery. pictured at Brownhills West The restoration has been carried station on the Chasewater out to the highest standards, Railway during May’s Made in and as much original material Staffordshire gala. Inset: The as possible has been retained. It plaque dedicating the ’van to was one of a few of its type to be the men of Bescot depot. fitted with a vacuum reservoir, but BOTH: WILLIAM OWEN during the restoration has been fitted with an air brake pipe to Inside, a brass plaque enable it to work with the railway’s acknowledges the Bescot growing collection of‘HAA’Merry- dedication, while outside the Go-Round wagons. As such it now ’van carries the legend Return to sports yellow end and side panels Bescot. around the duckets, signifying it Mr Owen said:“I’m a driver is air piped. for DB Cargo based in the West

Midlands hub, and being an exBescot man I decided to dedicate it to all the members of the Bescot cabin past and present.” A formal dedication took place on April 21 with several former Bescot men in attendance.

July 2018 • The Railway Magazine • 71

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SIDELINES Cottesmore re-creates wartime Hawthorn

ROCKS by Rail has temporarily renamed its Hawthorn, Leslie 0-4-0ST Singapore (3865/1936) as former Ministry of Munitions classmate Munition, which was supplied to W Burke & Co Ltd’s ironstone quarry at Caythorpe, Lincolnshire, in 1918. The original loco helped in the transport of raw ore during the latter part of the First World War and throughout the Second World War.

Steam returns at Marsh Mills

THE Plym Valley Railway has resident steam once more after Andrew Barclay 0-4-0ST No. 705 (2047/1937) entered revenue-earning service. The former Clyde Valley Electrical Power Co loco worked its first trial trains on April 1 following a six-year overhaul, undertaken on-site at March Mills.

Peckett 2000 ready for a return to steam BARROW Hill-based British Sugar Corporation (BSC) Peckett 0-6-0ST No. 2000 is close to a return to service as its 10-yearly overhaul by David Wright at Locomotive Maintenance Services (LMS) at Loughborough nears completion. At the time of writing, Peter Kennan’s 1942-built ‘B3’ type was awaiting the fitting of its regulator casting, which had returned from Cast Iron Welding Services, at Coalville, where some small cracks had been repaired. Otherwise the loco is largely complete. The overhaul has been extensive, with much of the work focused on the boiler. This has included welding in a small new piece into the barrel, manufacture and fitting of a new front tubeplate, and new metal in lower sections of the firebox. Additionally, new plating has gone on the running boards, new wooden toolboxes made, and the pistons straightened

and new piston rings fitted. The loco’s boiler passed its out-of-frames steam test on April 5, and was returned to the fully repainted rolling chassis on April 18. With lagging and cladding fitted the tank was trial fitted on April 30, although was subsequently removed for ‘fettling’ to ensure a correct fit. No. 2000 has been finished in a new coat of Peckett’s works green livery, lined in black and yellow, as it appeared when it first emerged from the Atlas Locomotive Works, Bristol, in December 1942. Painting was carried out by LMS, with Durham-based traditional sign-writer Sarah Jarman drafted in to complete the lining. The Peckett was delivered new to BSC’s factory at Colwick, Nottingham, where it worked until 1955 when sent back to Peckett & Sons for repair. However, it did not return to Nottingham, and upon completion of the repairs it went to BSC’s Ipswich factory,




The impressive paint finish and lining of Peckett 0-6-0ST No. 2000 are shown to good effect as the loco is trial fitted with is tank at Locomotive Services Ltd’s Loughborough base on April 30. PETER KENNAN

Well tank Willy impresses at Chasewater gala BILL Parker’s Kerr, Stuart 0-4-0WT Willy (3063/1918) proved to be a popular draw at the Chasewater Railway’s Made in Staffordshire gala over the May Bank Holiday weekend. The former National Shipyard, Chepstow, well tank was one of three Staffordshire-built steam locos in action during the event,

New home for Daphne

THE North West Museum of Road Transport in St Helens has emerged as the preferred candidate to re-home the Ribble Steam Railway’s 119-year-old Peckett 0-4-0ST Daphne (737/1899). It will be something of a homecoming for the unrestored loco, which worked in the town when owned by glass manufacturer Pilkington Brothers.

where it remained until entering preservation at the Nene Valley Railway in 1977. With the overhaul now complete, No. 2000 will go out on hire for the summer, but will return to Barrow Hill in October.

sharing duties with Bagnall 0-4-0STs Dunlop No. 6 (2648/1940) and Kent Electric Power Company No. 2 (2842/1946), together with a host of locally built diesels. Here, Willy arrives at Chasewater Heaths with a train of 16-ton coal wagons on May 25. ALISTAIR GRIEVE

Cement firm pledges support for swift return for Nunlow BREEDON Cement Ltd, owners of the Hope Cement Works in Derbyshire, has pledged its desire to be involved in the overhaul of the Bahamas Locomotive Society’s (BLS) Hudswell, Clarke 0-6-0T Nunlow (1704/1938). The ‘Cornist’ class loco, which

worked the last trains of its boiler certificate on April 15, spent its entire working life at Hope Cement Works in the Edale Valley until being bought by the BLS in 1968. The society is already considering the loco’s next overhaul, which could come

sooner rather than later with Breedon’s support. During the locomotive’s 80th anniversary celebration on April 16, Ed Cavanagh, works manager at Hope, said: “Not only do we look forward to involving the Bahamas Loco Society at Hope Cement Works’

90th anniversary event next year, but we are determined it will not be too long before we see Nunlow back in steam. “We want to be very involved in the overhaul of the locomotive and to work in partnership with BLS on a number of ideas.”

North Tyneside Bagnall re-wheeled

AUSTIN Motor Company Bagnall 0-6-0ST No. 401 Thomas Burt MP (2994/1950), known to generations as Vulcan, is on course for a return to traffic later this year at the North Tyneside Steam Railway/Stephenson Railway Museum. On May 17, the Bagnall’s overhauled frames were reunited with the wheelsets at Middle Engine Lane, the wheels having been re-tyred at the South Devon Railway last year. All bearings have been

72 • The Railway Magazine • July 2018

overhauled and the springs fitted, and following the re-wheeling the valve gear is almost fully reassembled. Once this has been completed work will turn to fitting the brake gear. The loco’s boiler returned from overhaul at the North Norfolk Railway on January 17, and the hope is it will be returned to the frames during the summer. Railway spokesman Robin Gibson told The RM:“We’re fairly close to the boiler being lifted in place, hopefully within six to

eight weeks, then a mad rush to assemble all the top bits. “I would love to think we can have it in steam for September, but there are no promises.”

Bagnall 0-6-0ST No. 401 is at the rolling chassis stage after the loco was re-wheeled at Middle Engine Lane on May 17. ROBIN GIBSON

Steam Portfolio Track Record

John Jones’ Mid-Hants Railway-based Ivatt’ 2MT’ 2-6-2T No. 41312 took part in a Mike Tyack-organised photo charter at the Dean Forest Railway on June 9, ahead of its appearance at the line’s inaugural Royal Forest of Steam gala on June 15-17. During the charter the ‘Mickey Mouse’ heads a short mixed freight towards Whitecroft. DAVID CABLE

The Tanfield Railway’s Legends of Industry gala took place over the weekend of June 16-17 featuring Aln Valley Railway-based ‘Austerity’ 0-6-0ST No. 60 and RSH 0-4-0ST No. 15 (Eustace Forth) as the guest locomotives. The duo attack the gradient up towards Andrews House during a charter on June 15. A write-up of the event will appear next month. ALISTAIR GRIEVE

USATC ‘S160’ 2-8-0 No. 5197 and ex-Port Talbot Railway 0-6-0ST No. 813 topped the Epping Ongar Railway’s guest list at its June 8-10 steam gala, which saw the former Underground branch turn out five steam locomotives for the first time. The two visitors are seen arriving at North Weald on June 8. MARTYN HUNT

July 2018 • The Railway Magazine • 73

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RPSI’s No. 131 gets full TPWS approval

GREAT Northern Railway (Ireland) ‘Q’ class No. 131 passed the final stages of commissioning its electrical systems on May 21 with a day of electronic testing at Whitehead. Two test engineers from Thales Ground Transportation Systems UK were on hand to issue a ‘First- in-Class’ certificate for the Train Protection & Warning System (TPWS) on the 1901-built 4-4-0. Such testing and certification would normally run into five figures, but the RPSI’s charitable, volunteer-led nature NEW trains, faster journey times resulted in Thales carrying out the and improved infrastructure work for free. are the three main elements of The tests followed an early a new strategic development hours TPWS trial on April 29, plan for the Belfast to Dublin which saw No. 131 undertake a ‘Enterprise’ as set out by Translink series of braking runs between and Iarnród Éireann-Irish Rail (IÉ). Whitehead and Belfast Central. Translink chairman Frank During the trial, No. 131’s Hewitt and his IÉ counterpart TPWS equipment had to bring Frank Allen laid out their vision the five-coach test train to a halt for the ‘Enterprise’ service at after passing red signals, with the Bus + Train Week 2018 derogation obtained to run the conference in Belfast on June 8. loco at 60mph at one point. A three-staged approach, subject to funding, will begin Design work with the introduction of a new The completion of the tests fleet of trains to allow for an signalled the end of the electrical hourly service between the two installation for the RPSI, which has capitals. been working on the restoration This will be supported of No. 131 since mid-2014. by additional investment “When this locomotive last in infrastructure and line hauled passengers in the 1960s, it improvements, with the aim of had no electrical parts at all – the reducing the journey time to less headlights were oil lamps,” said than two hours. the RPSI’s locomotive running However, the vision does not end there, and a longer-term aspiration would see the route electrified and new stock introduced that would achieve further frequency improvements, and potentially CONTAINER traffic between bring the journey time down to Waterford’s Belview Port and under 90 minutes. Ballina came to an end on May 29 after operator DFDS ‘Economic links’ (Det Forenede Dampskibs“Developing the crossSelskab) finished its contract border ‘Enterprise’ rail service with Iarnród Éireann. will be essential to further The service, which was run in strengthening economic links collaboration with the Port of between our two capital cities,” said Mr Hewitt. “Last year we carried almost one million passenger journeys on the ‘Enterprise’, and we believe more and more people want to use public transport as a way to enjoy high-quality, affordable travel experiences. “We are committed to building MAY 19 was an historic day for on this success and want to the Downpatrick & County Down make it even better in order to Railway as it was able to have further increase modal shift both of its former Cómhlucht toward sustainable transport.” Siúicre Éireann Orenstein & Mr Allen added: “The next Koppel 0-4-0Ts in steam together steps are to secure funding to for the first time since they take this project forward and arrived at Downpatrick in 1987. Translink and Iarnród Éireann Former Cómhlucht Siúicre are keen approval is granted Éireann (Mallow) Orenstein to start procurement of a new & Koppel 0-4-0T No. 3 ‘Enterprise’ fleet, and to fund a (12662/1935) was in steam for project to undertake a detailed the first time since withdrawal technical and feasibility study to in 2010 as its overhaul nears further assess the journey time completion. improvement options.” Project leader Bob Edwards

Translink and IÉ launch their strategic vision for cross-border ‘Enterprise’

With No. 131’s TPWS trials completed the RPSI now has two 60mph 4-4-0s at its disposal. No. 131 pilots larger GNR(I) sibling No. 85 Merlin at Whitehead Excursion station on June 16. ADAM LOHOFF

officer James Friel. Fortunately, the experience gained in fitting TPWS equipment to GNR(I) Compound No. 85 Merlin proved invaluable, as the design of the electrical gear had been proven on a similar locomotive. “The design work was almost all a straight copy from No. 85,” added Mr Friel, “although it was a struggle to hide the wiring conduits which run from the front bufferbeam to the cab.

“No. 85 is built right out to the loading gauge, so there was plenty of room to put the conduit inside the splashers and under the running plates. No. 131 is much narrower, which required some lateral thinking and a lot of reaching into confined spaces to complete the job.”

Express speeds

With the ‘First-in-Class’ test results, and braking data from two brake testing trips, the

RPSI hopes it will not be long until No. 131 is hauling trains at express speeds once more. “The 60mph top speed limit gives us more flexibility in pathing, and is particularly useful for our trains to Portrush in the summer months,” said Mr Friel. “Will we see No. 131 at the head of the ‘Portrush Flyer’ this summer? I certainly hope so. It will be a tribute to everyone who has worked to bring this wonderful locomotive back to life.”

End of DFDS container traffic from Waterford to Ballina Waterford and IÉ, was reduced from two departures per week to one late last year to minimise losses. It has failed to turn a profit for DFDS and has been run at a loss for some time. DFDS managing director John Coleman said: “Despite

the best efforts of all parties involved, DFDS has now concluded the rail service cannot continue in its current form and we must cease to operate it.” In response, Port of Waterford chief executive Frank Ronan said: “All of us have worked

to try to make the service a success, but unfortunately the commercial proposition was not stacking up for the operator. “We will continue to seek alternative opportunities for rail access at Belview, which is the only port outside of Dublin that has this capability.”

Downpatrick’s ‘Sugarpuff’ No. 3 makes its first move

74 • The Railway Magazine • July 2018

was on hand to ensure the test proceeded satisfactorily, and was happy enough to let No. 3 make its first tentative moves up and down the yard at Downpatrick. It was joined in this by is ex-Thurles class mate No. 1 (12475/1934), providing a truly momentous moment for the heritage line. Apart from a couple of minor leaks No. 3 performed well, and the railway hopes it can be made ready for service later this year.

Overhaul leader Bob Edwards stands with O&K 0-4-0T No. 3 at Downpatrick on May 19, the loco’s first day in steam in eight years. MORGAN YOUNG

July 2018 • The Railway Magazine • 75

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STR opens Slaggyford extension to public trains

THE South Tynedale Railway (STR) began running public trains over its extension from Lintley to Slaggyford on June 9. The extension was officially opened on July 24 last year

but, as previously reported, more work was needed on the extended line and at Slaggyford station before public services could start. Prior to construction of the

extension to the 2ft-gauge STR, public trains had last run over this trackbed when BR’s DMU services to Alston were withdrawn on May 1, 1976. Opening the extension

Boiler appeal for Pamela

THE Old Kiln Light Railway (OKLR) has launched a £68,000 appeal to finance a new boiler for Hunslet 0-4-0ST Pamela. The loco – HE920/1906 – has a uniquely different appearance from other ‘Quarry Hunslets’, having been fitted with the boiler and cab components from Hudswell, Clarke 0-6-0WT Bronllwyd during its working days at Penrhyn slate quarry. Pamela probably last steamed in the late-1970s/ early-1980s, its boiler certificate having expired by October 1984. Pamela was bought by the OKLR in 2013 and work on the chassis re-started. OKLR’s current priority is completing the overhaul of its O&K 0-6-0T Elouise, with the design of a new boiler for Pamela having been approved. The boiler has been lifted from Jim Haylock’s 0-4-0T Emmet at the OKLR and sent to Moors Valley Railway to be re-tubed. Emmet’s chassis will be overhauled at the OKLR.

Loco variety at Corris gala

THE Corris Railway’s (CR) Ruston & Hornsby 4wDM No. 6 (RH518493/1966) returned to service just in time for the line’s Annual Gala Day. It was withdrawn at the beginning of the year for attention to the wheels and transmission, the wheelsets being turned by Vale of Rheidol Railway. The day also featured steam and battery-electric motive power, but heavy showers forced cancellation of planned gravity trains. Steam trains ran from the first section of the CR’s extension, south of Maespoeth Junction, non-stop to Corris. Work on the roof of the former stables and coach house (now the shop and museum) in Corris was not sufficiently complete to open for visitors.

to Slaggyford completes a development project funded by a £4.3million Heritage Lottery Fund award. A new timetable came into use from June 12.


BREDGAR & Wormshill Light Railway’s Fowler 0-4-2T Zambesi hauls a passenger train over Swanton Crossing as Fowler 0-6-0WT Limpopo waits in the siding on May 7. DAVE BOWLES

Lyn keeps steaming at L&BR

THE 762 Club’s re-created Lynton & Barnstaple Railway (L&BR) Baldwin 2-4-2T No. E762 Lyn ran throughout L&BR’s May 12-13 Spring Gala. This was despite concerns over marks which appeared on the rail head around the nose of the new points installed at Killington Lane (RM June). It continued hauling passenger trains subsequently, although visitors report hearing a‘bonk, bonk’sound as it ran through the turnout. The wheels may be reprofiled at the end of the season. Lyn will temporarily come out of service in late-June/early-July for planned modifications to the injectors. Following remedial work 0-6-0T Axe has secured a 14-month boiler ticket extension.

Longer Lincs Coast line for new season

LINCOLNSHIRE Coast Light Railway opened its new season on May 27 with trains running over a 150m extension to a relocated South Loop, completed during the winter. The revised location of the terminus allows for future construction of a station. Constructuon of the new loop involved use of ex-MoD Eastriggs track, sleepers from London Underground, and fixings from Ffestiniog Railway.

76 • The Railway Magazine • July 2018

More Lynton & Barnstaple trackbed acquired for trust extension project

LYNTON & Barnstaple Railway Trust (L&BRT) has bought two further sections of old Lynton & Barnstaple Railway trackbed. Acquired from trackbed acquisition company Exmoor Associates, the section known as Higher Bodley covers a third of a mile between Bridge 65 (Killington Bridge) and Bridge 63 (Parracombe Lane Bridge). That titled Bridwick Farm

covers a half-mile from the south of the former Blackmoor station site to Bridge 53 (Wistlandpound Bridge). Both lay on the route of extensions covered by planning permission granted to L&BRT. The trust now owns about three-quarters of the trackbed between Killington Lane and Wistlandpound.

HENRY Lionel FramptonJones died on June 1 aged 86 following a short illness. He was a true pioneer who supported, practically and financially, many narrow and standard gauge projects from the earliest days of preservation, and remained actively involved until late-2017. Henry, with his wife Mary, are best known latterly for their 2ft-gauge Derbyshire Dales Narrow Gauge Railway at Rowsley South. Mary has no intention of selling their collection and intends to continue the couple’s work, including a new railway project they were planning at Strathpeffer, in the Scottish Highlands, and has extended the lease of their ex-BR Ruston to Mountsorrel. A charming man, he will be much missed by all who knew him. Peter Nicholson

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New-build steam loco at Purbeck museum A NEWLY built 0-4-0VBT will provide resident 2ft-gauge steam at Purbeck Mineral & Mining Museum, located at Norden, next to the standard gauge Swanage Railway. The loco, described by its owner Noel Donnelly as“at the experimental stage”, aims to provide enjoyment rather than be a serious hauler – although Noel has also constructed a knife-board passenger coach for use behind the loco. The original intention was to produce an internal combustion loco using a Renault 4 engine. However, Noel acquired a Merryweather B boiler and the project changed direction! The engine, a high-pressure twin with 3in bore by 5in stroke cylinders, has been constructed by Mr Donnelly. The chassis utilises wheels and axle boxes from a kiln wagon. The loco has Hackworth valve

gear, the engine driving a geared down layshaft. This drives the first axle, which is also geared down. The axles are coupled by chain drive. Consideration is being given to altering the gearing to reduce the reduction.

The loco is ready to undergo extended testing to establish how well it maintains steam. The boiler might prove too small to keep the engine supplied with steam, in which case a larger boiler is available for fitting. When complete it will have an enclosed body to produce the appearance of a street tramway loco, although this will be removable to enable running with an‘industrial-style’roof and open sides. The demonstration line at the museum is primarily worked by internal combustion locos, although Hampshire Narrow Gauge Railway Trust’s Hunslet 0-4-0ST Cloister provided a steam presence during 2014/2015 loan. Left: Noel Donnelly’s 0-4-0VBT pictured in the Purbeck Mineral & Mining Museum workshops at Norden on May 13. ALISTAIR GRIEVE

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End in sight for restoration work on Avonside Nancy

FORMER Eastwell Iron Ore Quarries 3ft-gauge Avonside 1547/1908 0-6-0T Nancy could appear in steam at Alan Keef Ltd’s 2018 Open Day – if Avonside Nancy Restoration Group (ANRG) can raise sufficient finance. Nancy entered preservation in 1972 when bought for Shane’s Castle Railway in Ireland. It was stripped for assessment, but work was never completed, with components sold to Cavan & Leitrim Railway (C&LR) and taken to its base at Dromod, Ireland in 1997 following closure of the Shane’s Castle line. The ‘kit’ went to Alan Keef in 1999 for full restoration as funds became available. C&LR have spent more than

£145,000, with the rolling chassis largely completed, a new boiler constructed and replacement platework produced. Restoration went on hold between 2007-2016 because of the economic recession in Ireland, but was revived in 2016 following the formation of ANRG. About €17,000 is required to see the project completed. The prospect of Nancy visiting Isle of Man Steam Railway in 2019 has been mooted to raise the profile of Cavan & Leitrim Railway, which has not run steam-hauled trains since resident 0-4-2T No. 1 Dromod – a loco based on the frames and wheels of Kerr, Stuart 3024/1916, fitted with a Robey boiler – went out of ticket in 2004.

With the engine running for the first time in more than 50 years volunteers Tim Ratcliffe (in driver’s seat) and Andy Forbes check all is well. Behind LR2182 is Motor Rail 4wDM 7105/1936 Red Rum, which provided the ‘push’ for the first attempt to start the 1917-vintage Dorman engine. TONY TOMKINS

Great Day for Armoured Simplex restoration THE original Dorman 4JO four-cylinder petrol engine in Greensand Railway Museum Trust’s (GRMT) 40hp petrol ‘Armoured’ Simplex LR2182 (MR 461/1917) was started for the first time in more than half a century on May 27. The engine was seized after decades out of use (RM March 2017) and when stripped found to have suffered significant damage. Repairs have included production of new pistons, valves and guides

and stitch welding to the cylinder block, crankcase and manifold. The engine was reassembled by volunteer Peter Thorne, and after fitting in the loco’s restored chassis at Leighton Buzzard Railway’s Stonehenge Works ran at the first push-start attempt. Remaining work primarily involves reassembly of surviving bodywork and replication of the distinctive cupola roof and doors, expected to be undertaken by a contractor later this year.


The trio of ex-colliery locos operated during the Lancashire Steam Heritage Festival at Lancashire Mining Museum (Astley Green Colliery). Left to right are Hunslet 8975/1978 Newton, Hunslet No. 3 and Ruston & Hornsby 497547/1963 Point of Ayr. All three are on loan from Leeds Industrial Museum. JAMES HAMILTON

Astley Green line aims for summer public opening

RED Rose Steam Society Reports from the festival day volunteers hope to offer suggest the private owner of passenger rides on the railway a number of these locos has at Lancashire Mining Museum been given notice to remove his (former Astley Green Colliery) by collection by January 2019, saying mid-summer. attempts to find a new location for Some 400metres of track has the locos have been unsuccessful been relaid and a small passenger and he may have to scrap them. platform constructed. A further Astley Green pit closed in 1970. 400m of track will also be relaid The winding house, winding and ballasted. engine and headgear survived, Three locos were in and in 1983 the site was leased action providing shunting to Red Rose Steam Society, which demonstrations during a May has subsequently restored the 19-20 Lancashire Steam Heritage winding engine and winding Festival event at the colliery, house to working order, running when 26 ex-mining industry locos, on compressed air. many stored and not apparently The development of a in working condition, were noted passenger-carrying railway will at the site. further enhance the site.

Thomas Edmonson sold to Feldbahnmuseum

SOUTH Tynedale Railway (STR) has sold Henschel 0-4-0T Thomas Edmonson to Frankfurter Feldbahnmuseum. The German museum approached STR and with doubts Thomas Edmonson would be suitable for operating the extended STR the decision was made to sell. The loco last steamed at Christmas 2015. Privately owned Henschel 0-4-0T Helen Kathryn (28035/1948), an STR stalwart until withdrawn in early 2014,

left last September and is stored at Threlkeld pending overhaul. The boiler of STR’s Chrzanow 0-6-0WTT Naklo has gone to TRS Welding in Derbyshire for construction of a new boiler, incorporating some reusable parts of the old unit. Delivery is expected by the end of 2018. Newly overhauled Hunslet 0-4-2T Green Dragon, steam tested and undergoing trial runs on STR, should be in traffic this summer, together with Thomas Green & Company 0-6-2ST Barber.

Lottery grant boost for Apedale Tracks to the Trenches event

MOSELEY Railway Trust has heavy artillery pieces on 2ft-gauge secured a £10,000 Heritage Lottery tracks, and allow a draught horse Fund grant to support its July team and a field gun and limber to 13-15 Tracks to the Trenches event visit the event. at Apedale Valley Light Railway. Lincolnshire Coast Light The money will finance an Railway’s First World War bogie extension of the Field Railway, ambulance van, Class ‘P’ wagon support the cost of a First World and 20hp bow frame Simplex War-era visiting steam locomotive, 1935/1920 Nocton will visit the re-creation of a wagon to transport event.

Statfold Barn Railway unveiled Armley Mills museum’s Hunslet 0-4-0WT Jack (HE684/1898) in steam at its June 9 Open Day. It ran on the 18in-gauge, dual-gauge line shared with the 3ft-gauge track built for Burton and Ashby Light Railway Tram No. 14. Ex-John Knowles & Sons (Wooden Box) Ltd Jack last steamed in May 2015 and was moved to Statfold for resolution of boiler issues, fortunately just prior to the Leeds museum’s loco shed being flooded in early-2016. Jack will stay at Statfold for some time. CLIFF THOMAS

July 5-7 Poppleton Nursery Railway, York 30th anniversary 7 Statfold Barn Railway, family day 13-15 Apedale VLR, Tracks to the Trenches 14 RHDR, Dungeness Line 90th anniversary 14-15 Amberley Museum, railway gala 14-15 Cleethorpes Coast Light Railway, 70th anniversary event 22 Bursledon Light Railway, trains at the brickworks 25-29 Manx Heritage Transport Festival 27-29 Welland Steam & Country Rally, Worcs. 28-29 Fairbourne Railway, steam gala 28-29 Threlkeld Quarry, gala August 4 Abbey Pumping Station, Leicester railway gala 4-5 Great Bush Railway, East Sussex running days 11-12 Devon Railway Centre, steam weekend 11-12 West Lancs Light Railway, steam gala 19 Amberley Museum, petrol locos day 26 Bressingham Steam Museum, everything goes 26-27 RHDR, Dymchurch Day of Syn 27 Westonzoyland Pumping Station, railway gala

SINGLE LINES ■ A TRANSPORT Trust Red Wheel plaque was unveiled on the façade of the former Mail Rail engineering depot at Mount Pleasant by HRH Prince Michael of Kent on May 14. The building originally served the ground-breaking underground mail railway and opened in 1927. It is now the base for The Postal Museum’s Rail Mail underground 2ft-gauge passenger rail attraction. ■ WELSHPOOL & Llanfair Light Railway ex-Hungarian State Railways bogie carriage MAV 418 returned from Rampart Engineering in Chesterfield on May 21 following modifications to facilitate carrying passengers in wheelchairs. It is now finished in a different shade of green from that previously applied. Similar carriage MAV 430 went to Rampart Engineering for modification as a return load. ■ RAVENGLASS & Eskdale Railway’s Davey Paxman 2-8-2 River Esk started post-overhaul trial runs in early May and returned to full service hauling public trains on June 15. Withdrawn in 2012, its overhaul was severely affected by the March 2013 Ravenglass workshop fire. ■ GUEST Engineering (18/1963) 2-4-2 Siân, owned by Siân Project Group and hitherto based at Windmill Farm Railway, arrived at Kirklees Light Railway at the end of May. Siân will remain at Clayton West for the foreseeable future, joining Kirklees LR-owned sister loco Katie.

July 2018 • The Railway Magazine • 77

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SIDELINES Disposable plastics to be banned from NR stations

NETWORK Rail is banning retailers from supplying plastic cutlery and cups at the country’s busiest railway stations by the end of 2020. NR will also introduce a coffee cup recycling scheme and roll out the recycling of coffee grounds at all its managed stations by the end of 2020. The announcements are part of NR’s growing environmental efforts. A total of 94% of the organisation’s waste is already diverted from landfill.

£4m Broxbourne footbridge open

A NEW footbridge opened at Slipe Lane, Broxbourne on June 8 as part of a £4million Network Rail project to replace a foot crossing on the Liverpool Street to Cambridge route. Work to install the bridge started in November last year and the main span of the footbridge, stairs and ramps were added in January. Last year, there were 25 near misses at the crossing, which is used by around 80 people per day, as well as 378 trains each day passing at up to 80mph.

Halton Curve project completed on time

WORK to upgrade the 1.5-mile Halton Curve near Runcorn was completed as planned over the Spring Bank Holiday weekend, allowing preparations to start for new passenger services from December. Completed on time and within budget, the £18.75million project restores the long-neglected link for use in both directions, enabling a new hourly Wales & Borders service between Liverpool and Chester from December. It will serve Liverpool South Parkway, Runcorn, Frodsham and Helsby, with an ambition to eventually expand the services further into North Wales. The chord links the ChesterWarrington-Liverpool-Crewe line at Frodsham Junction. Around 250,000 passenger journeys each year are expected to be generated by the new service. As part of the project, the Frodsham area has been re-signalled and the signalbox (pictured) now houses a new modern signalling panel to control train movements in the area.

Frodsham signalbox in Cheshire has been modernised with a new control panel to oversee new bi-directional services over the reinstated Halton Curve from December. NETWORK RAIL

At the Runcorn end, a more modern signalling system has also been installed, with signalling control in the Halton area transferred to Manchester Rail Operating Centre (ROC). The project has been funded by the Government’s Local Growth Fund and the Liverpool City Region Combined Authority, and forms part of a £340m investment in the Liverpool City Region, under the umbrella of the Great North Rail Project. The latest major engineering

Pub and restaurant use for former ticket hall

A NEW pub and restaurant is now open at Cambridge station, located in the former ticket office, and appropriately named The Old Ticket Office. Visitors can enjoy the heritage railway colours, dining booths with seating in the style of vintage carriages, and railway memorabilia. The Old Ticket Office is next to Cambridge’s recently improved booking hall, and complements the £4million investment made by Greater Anglia in redeveloping the entire station.

Once complete, the work will enable an extra three services per hour in and out of Lime Street, including new direct TransPennine Express services to Scotland, which will be worked by new CAF Class 397 EMUs from 2019. The project includes the provision of additional and longer platforms, improved passenger flows through the station, and greater capacity for the increasing numbers of people using the terminus.

Press-and-ride trial for ScotRail request stops

Upminster station upgrade underway

AN £800,000 programme of improvements funded by c2c is underway at Upminster station, in east London. The three-month project involves rebuilding the platform 1 ticket office and entrance from the station car park, and is designed to make the station lighter, brighter, and easier for customers to buy their tickets. It is the first stage of a £17million scheme to transform all of c2c’s stations, including upgrades at several key stations.

blockade at Liverpool Lime Street started on June 2 and continues until July 29. Most main line services from the south and east are terminating at Liverpool South Parkway, where connections can be made to and from the city centre via the Merseyrail local rail network. However, platforms 1 and 2 reopened on June 11 and will be available until July 13, allowing a limited Arriva Northern service to Manchester Victoria and Wigan.

Hackney Wick revitalised LONDON Overground’s rebuilt Hackney Wick station was officially unveiled on May 24 by Sir Peter Hendy CBE, chairman of Network Rail and London Legacy Development Corporation. The £25million project includes the construction of a new underpass for passengers and

local pedestrians, improved stairwells, passenger lifts, and better access to the station. A new ticket hall has also been built at ground floor level. The striking design, by architects Landolt Brown, draws on the area’s industrial heritage and waterways.

1844 loco shed finds new use

A 175-YEAR-OLD Grade II-listed Darlington engine shed, built for the Newcastle & Darlington Junction Railway in 1844, has been converted into social housing. The shed was made redundant almost immediately after it was completed. It is one of the oldest surviving main line locomotive depot buildings, but stood derelict for decades before its recent transformation. It is a rare survivor from the early decades of British main

78 • The Railway Magazine • July 2018

line railways, and stands on the original route of the Stockton & Darlington Railway. It has been threatened with demolition on numerous occasions. After more than a century and a half of sporadic use, the building was sold by BR to an overseas developer in 2004. A plan to demolish the shed for housing was successfully fought off, and listed status was obtained from English Heritage, helping to secure the future of this important railway building.

THE traditional method of flagging down trains at remote stations may soon be consigned to history in Scotland. ScotRail is testing a new ‘pressand-ride’ system on the Far North Line this autumn, under which passengers wishing to board a train will press a button on the platform, alerting the driver of the approaching train of the need to stop at the next station. Currently, trains have to slow down for all request stops, even if there’s no-one boarding or alighting. This can contribute to delays, and compound punctuality problems on line with lengthy single-track sections and few passing loops. ScotRail hopes to eliminate unnecessary braking for stops on the Far North Line, and could extend the system to other routes such as the West Highland, Oban and Kyle of Lochalsh lines if the trail is successful. The press-and-ride system will

be accompanied by multi-lingual information electronic screens at stations, which will confirm the request to stop has been made, making it more user-friendly for locals and tourists. ScotRail managing director Alex Hynes said: “There will be trials in the autumn on a request stop system, which will provide real-time information to the driver. Once we have demonstrated a viable solution we will find the money and roll it out. “It’s about preserving the wonderful quirkiness of the Victorian railway, while speeding up the operation,” he added. ScotRail has also expressed an interest in faster and more frequent trains on the Far North Line between Inverness, Dingwall and Invergordon, including ‘express’ services to Wick and Thurso. However, additional and extended passing loops would be required to accommodate the extra trains.

EMT marketing team gets stuck in VOLUNTEERS from the East Midlands Trains marketing team helped to give Ambergate station in Derbyshire a much-needed makeover on May 25. EMT staff worked throughout the morning painting the fences that surround the station, as part of

a team away day. Community rail action days are organised at EMT stations along local routes, backed by the management team, and where relevant, the community rail partnership officers. They help complete bigger projects station adopters want to achieve.

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Cracked rails disrupt Liverpool Street

Hitachi IETs cleared for East Coast operation

More than 1,700 miles of regular ECML and diversionary routes have now been cleared for Intercity Express Train (IET) operation, which should start in December. A pre-series, nine-car IET crosses the Royal Border Bridge at Berwick-upon-Tweed during a test run from Doncaster to Edinburgh. NETWORK RAIL

PREPARATIONS for the introduction of Intercity Express Trains (IETs) on the East Coast Main Line from December have passed two major milestones in recent weeks. Network Rail engineers have completed gauge clearance work over more than 1,700 miles of ECML and diversionary routes, including 3,000 sets of

switches and crossings and 800 from simple relocation of bridges and structures from lineside equipment, such as London King’s Cross to Inverness, ground signals and speed Aberdeen, Leeds, Hull, Harrogate, restriction signs, to much Skipton and Glasgow, London more substantial modifications, to Peterborough via Ely and including demolition and Newcastle to Glasgow via Carlisle. reconstruction of platforms and In addition, NR had to bridges. make more than 40 separate NR has also removed 35 modifications to accommodate electrical boosters, which are the longer IET vehicles, ranging incompatible with the new

trains, from 12 locations along the ECML. The overlap booster transformers, which channel traction return current into the return conductor, were located between Finsbury Park and Berwick-upon-Tweed. Those north of Newcastle alone resulted in 1.5 tonnes of copper being sold for recycling, giving a return of £3,000.

Siemens wins £20million Highland Main Line deal A £20 MILLION contract to upgrade sections of the Highland Main Line between Inverness and Perth has been awarded to Siemens. The work is part of a £57m programme of improvements funded by the Scottish Government to reduce journey times over the 120-mile route. Work will include resignalling of Aviemore and Pitlochry stations, replacement of the semaphore signals with new LED signals, platform extensions at Pitlochry, and the lengthening of the double-track section north of Aviemore. Three private level crossings near Pitlochry will also be upgraded, along with further improvements at Inverness, Kincraig and Slochd to be completed by March, ready for the new timetable in May 2019.

The upgrades will help the ScotRail Alliance to introduce an hourly inter-city service between the Highland capital and the Central Belt, and reduce average journey times by around 10 minutes using refurbished HSTs, which start work on the route later this year. Scottish Minister for Transport Humza Yousaf said: “The awarding of a further contract for work on the Highland Main Line is another important milestone in this Scottish Government-funded project. “The signalling works between Inverness and Perth enable far more efficient crossing of trains, which combined with infrastructure enhancements, will contribute to delivering faster and more frequent journeys between Inverness and the Central Belt.”

Pennine platform extension

NETWORK Rail is extending the platforms at Marsden station, on the Standedge route west of Huddersfield, to accommodate six-car trains. Since the May 20 timetable change, many of Northern’s stopping services between Huddersfield and Manchester have been taken over by TransPennine Express (TPE), and these will include six-car Class 185 formations in the future. CHRIS MILNER

Runcorn bell removed for restoration

AN HISTORIC bell located at the top of Runcorn’s 150-year-old Britannia railway bridge has been removed by helicopter ahead for restoration. The navigation bell, which used to sound in foggy weather to warn approaching ships of the viaduct’s location, was removed in mid-June as part of the £6million restoration of the viaduct. It is being restored to mark the bridge’s 150th anniversary in October. Because of the height and location of the bell, 100ft above the water,

a helicopter was the only option to safely remove the historic item. Once restored, the redundant bell will be displayed at the Brindley Theatre in Runcorn to commemorate the vital role it played in helping ships safely navigate across the Manchester Ship Canal. Since October 2017, Network Rail has been strengthening, waterproofing and refurbishing the bridge’s timber, steel and brick structures.

The redundant bell is removed from Runcorn’s Britannia bridge by helicopter as part of a £6million restoration programme. NETWORK RAIL

PEAKHOUR commuter services on the Great Eastern Main Line were heavily disrupted for almost two weeks in June after a major track fault was discovered on the approach to Liverpool Street. Two platforms had to be taken out of use at the already congested terminus because of a crack in a set of curved points that could not be repaired. Network Rail engineers had to order a bespoke replacement part and wait for an opportunity to replace the damaged track sections.


During the disruption, Greater Anglia was forced to alter or cancel some of its services at peak times, affecting passengers on routes to Norwich, Ipswich, Harwich, Clacton, Braintree, Colchester, Chelmsford, Southminster, and Southend. Off-peak and TfL Rail services were not affected. Services returned to normal on June 18. The section of track had already been identified as worn out and was due to be replaced in October. However, NR had to ask its supplier to bring forward the delivery of the replacement rails.

Market Harborough car park resited A NEW 300-space car park opened at Market Harborough on June 18 as part of a £53million project to realign the Midland Main Line for higher speeds through the Leicestershire town. The new facilities are part of a wider scheme of improvements at the railway station, which includes straightening the track to increase line speed, enabling quicker journeys and platform extensions to cater for longer trains with more seats, which are expected as part of the next East Midlands franchise. Other improvements to the station include the installation of a new footbridge and lifts and better facilities for cyclists. The car park will also be increased to 500 spaces once the trackwork has been completed.

July 2018 • The Railway Magazine • 79

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New loco delivered to Beale Park

ALAN Keef delivered a new steam-outline diesel loco to the 10¼in-gauge Beale Railway in February. Howard (Keef 104 of 2018) is an 0-6-0DH with a Perkins engine and is finished in ‘Thomas’blue, lined white with red wheels and motion. The railway is located in Beale Wildlife Park and Gardens, Lower Basildon, Pangbourne, Berkshire. It runs every day when the park is open – 10.3016.30 in low season, and 10.30-17.30 in high season.

Beer Heights honours Jools Holland

EXMOOR Steam Railway 0-4-2T (308 of 2000) Samastipur was due to be relaunched in its new form on June 28 by musician Jools Holland, who will unveil its new name, Jools. The loco has been extensively rebuilt in the workshops of the 7¼ingauge Beer Heights Light Railway, Pecorama, Devon.

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Steam returns to Watford

THE 10¼in-gauge Watford Miniature Railway has a steam loco again after many years absence. No. 7 Marri was built for the railway by Willis Light Engineering of Perth, Australia (No. 46 of 1993) and re-entered service at Cassiobury Park, Hertfordshire on April 14-15. It was withdrawn for overhaul in 2003, but remained dismantled, with parts stored at three locations for many years. The railway’s new owners (RM Nov, p78) gathered the parts together and rebuilt it. Willis’s ‘Marri’-type loco is based on a full-size Baldwin 2-6-0 and has ‘Wild West’ features such as a bell, chime whistle and a cowcatcher. The type was advertised in the UK by the Miniature Railway Supply Co, of Hemel Hempstead, in 1997, available for 7¼in-gauge, but no other examples are known.

Australian-built 2-6-0 No. 7 Marri has made a triumphant return to the Watford Miniature Railway after a 15-year absence. It is seen on April 15 with Conway Castle (Fenlow Bo-BoDH) on the rear of the train. CHRISTOPHER GEORGE

Hastings celebrates 70th anniversary in style THE 10¼in-gauge Hastings Miniature Railway (HMR) held a 70th anniversary gala on June 2-3, with all available resident locos joined by visitors. These were No. 6100 Royal Scot, from the private Ingfield Light Railway, West Sussex (similar to the original HMR Bassett-Lowke loco of 1938); Firefly, the original HMR Bullock 0-6-0; and Meteor IV (Shepperton 2-4w-2DM), from Vanstone Woodland Railway, Hertfordshire.

A similar event was due to take place on June 30-July 1, with the annual gala on September 29-30 also expected to see a number of interesting visitors. HMR has been much enhanced since a change of ownership in 2010. The railway opened in 1948 in Old Town, Hastings, East Sussex, where it runs alongside The Stade, home of Europe’s largest beach-based fishing fleet, famous for its large net shops.

Star of the Hastings June 2-3 gala was 0-6-0 Firefly (HCS Bullock 3007). Built in 1936 as an 0-6-0PT it was rebuilt as a 0-6-0 tender loco in 1945, and was one of the HMR’s early locos. Now based on Kerr’s Miniature Railway, Arbroath, Scotland, it also visited the Eastleigh Lakeside Railway’s Surrey & Border & Camberley Railway gala on June 16, and was set to return to Hastings for an event on June 30-July 1. PICTURE: TERRY BLACKMAN

‘Back to the future’ at Hastings with rebuilt ‘Rio Grande’ AT FIRST sight, this is a typical Severn-Lamb ‘Rio Grande’ steam-outline 2-8-0DH with dummy loco and powered tender. However, Severn-Lamb 526 6 93 is one of only two known ‘Mini Rio’-type locos built, this being a 7¼in-gauge version of the familiar 10¼in- and 15in-gauge type. This one ran at Pickie Family Fun Park, Bangor, County Down, from 1993-2008, and has been acquired for Hastings via MRW of Sheffield. Following rebuild and regauging to 10¼in by RVM at Hastings, it entered service in February.

Hastings Miniature Railway required a shorter version of the ‘Rio Grande’ than the standard locos which are too long for the run-round headshunt. Originally a 2-4-2, the ‘loco’ is now a 2-2-2-2-2 (i.e. it has a two-wheel pony plus eight large driving-type wheels, but with no coupling rods). Power remains in the tender. No. 1993 is finished in a smart new maroon livery and named Emmett after Dr Emmett Lathrop ‘Doc’ Brown, Ph.D of the Back to the Future films. It is seen on June 2 during the HMR’s 70th anniversary gala. Picture: TERRY BLACKMAN

KNOW YOUR LINES: No. 60 Ashton Court Railway Gauge: 7¼in Location: Ashton Court Estate, North Somerset, near Bristol, BS8 3PX. Entrance via Clifton Lodge Gate on A369 (Rownham Hill) OS ref: ST 554729 Operator: The Bristol Society of Model and Experimental Engineers (BSMEE) Tel: Ashton Court Visitor Centre 0117 963 9174; on the day to check running 0117 946 7110 Email: railwaymanager@ Website: www.bristolmodelengineers. Running days: Selected Sundays, MarchOctober 2018: June 17, special steam day; 24, July 8/22, August 5/26/27; September 9, diesel & electric gala; 23, October 7/14. 12.00-17.00, weather permitting.

80 • The Railway Magazine • July 2018

BSMEE dates back to 1909 and caters for a wide range of model engineering interests, but is best known for its two popular railways at Ashton Court – ‘Santa’ special tickets sell out during the July running days! The current location has been used since 1973, with a 7¼in- and 5in-gauge ground-level track running for about one-third of a mile around the site, which also has a raised 3½in- and 5in-gauge track. The lines pass through a tunnel and are signalled with semaphores and colour lights. Most trains are worked with members’ steam locos, but club locos include petrol-electric/battery-electric Class 67 No. 67014 Thomas Telford, built by BSMEE in 2010, finished in Wrexham & Shropshire Railway silver, white and grey.

Two frequent performers at Ashton Court on May 7. Pictured left is 0-6-0T No. 7 Laus Deo (Rev. D. Marshall 1980) and right, one of the most historic 7¼in-gauge steam locos in regular use on a public railway. LSWR‘H15’class 4-6-0 No. 486 was built by Ernest Cooper in LSWR’s Eastleigh Works, 1913-22, alongside the full-size locos under construction. It was recently fitted with a new boiler, hence a colour variation between loco and tender. PETER NICHOLSON

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SIDELINES ‘Chopper’ getting chopped up at Toddington

CLASS 20 No. 20035, in French CFD orange livery, is being dismantled at the Gloucestershire Warwickshire Railway to provide spares for Nos. 20137 and 20228.

Further gala visits from ELR ‘Warship’

EAST Lancashire Railwaybased Class 42 No. D832 Onslaught is the guest at the Gloucestershire Warwickshire Railway’s July 27-29 diesel gala, the GCR’s September 7-9 event (tbc), and Dean Forest Railway gala on September 14-16

‘Gronk’ added to Ecclesbourne fleet

CLASS 08 No. 08605 was moved from Wigan Springs branch on June 7 to the Ecclesbourne Valley Railway. It is due to run during the August 11-12 Rails and Ales diesel gala.

THE Mid-Hants Railway’s June 1-3 diesel gala featured three visiting locos: Class 20s Nos. 20001 and D8059 and Class 26 No. 26043.

Also in operation were current residents Class 47 No. 47579 James Nightall G.C. and Class 33202 Dennis G. Robinson. Unfortunately, Class 50

No. 50027 Lion, which had been repainted on one side, failed during the event. Much-travelled Class 26 No. 26043, visiting from the

Gloucestershire Warwickshire Railway, is seen approaching Ropley with the 12.00 shuttle from Alresford on June 3. Picture: JAMIE SQUIBBS

Swindon DMUs finding regular use at Bo’ness

ELR DMU visits Llangollen

CLASS 110 DMU Nos. 51813 and 51842 ran at the Llangollen Railway’s June 3-4 DMU gala. They stayed on for the Llangollen’s 1960s weekend on August 4-5 before returning to Lancashire.

East Lancs gala visitors confirmed

GUEST locos at the East Lancashire Railway’s July 6-8 summer‘diesel spectacular’are Class 25 No. D5185, from the Great Central Railway, Class 33 No. 33103 Swordfish, from Ecclesbourne Valley Railway, and Class 40 No. 40012 Aureol. They join nine resident locos for the event.

■ Our thanks to contributors: Joshua Brinsford; DEPG; Alistair Grieve; David Hunt; Ivatt Diesel Recreation Society; Andy Marrison, Martyn Tattam; Sam White (WSR); 4-SUB Association, and 125 Group.

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THE Bo’ness & Kinneil Railway now operates its sole-surviving Swindon-built Inter-City DMU once every month. It is used on the 15.35 from Bo’ness to Manuel and return on the last service of the day, and is seen on June 10 following return to Bo’ness. Once the passengers have alighted the set runs back out of the station accessing the yard via

the crossover. With power car No. Sc51017 leading, it returns to the building where it is kept under cover between its monthly outings. The Class 126 has benefited from Heritage Lottery funding with the obligation of being seen in regular public use rather than being kept on permanent static display. IAN LOTHIAN

Hunslet Louise among the Sentinels at Elsecar THE Elsecar Heritage Railway had a number of Sentinel steam locos in operation on June 3. Also running was resident Louise (Hunslet 6950 of 1967). Prior to preservation, this 0-6-0DH worked at various oil refineries, latterly at Coryton in Essex. It ran in its BP livery

at Elsecar until recently, where, following transmission repairs, it returned to traffic in dark blue livery. This loco features in a range of models issued to mark the 50th anniversary of the N Gauge Society, finished in original BP white and later BP green liveries. Picture: BEN BUCKI

New impetus at Peak Rail for LMS No. 10000 project THE new-build project by the Ivatt Diesel Recreation Society to re-create one of the two pioneer Ivatt man line diesel locos – Nos. 10000 and 10001 – has been out of the news for some while, but is now raising its profile. Plans are being drawn up for

the stripping of Class 58 No. 58022 at Peak Rail, Rowsley South, which is a direct descendant of the LMSdesigned locos, and will form the basis of the new loco. The society has so far raised £63,000 and has a suitable English Electric 16SVT diesel

engine. An appeal has been launched to acquire the sole-surviving pair of bogies of the correct pattern. Previously used under a Class 77 electric loco they are currently at Swanwick Junction on the Midland RailwayButterley.

The society needs to raise £40,000 to buy and restore these bogies. For details of how to donate, and further information on the project, see website For more details see full-page advertisement (RM June, p26).

July 2018 • The Railway Magazine • 81

Classic Traction Track Record Rare DMU travel on Mountsorrel branch THE Great Central Railway’s Mountsorrel branch only sees very limited public running at present, the next occasion being July 21-22, when a DMU service will be in operation. Visitors will be able to catch a train at any of the GCR’s main line stations for a ride up the branch via Swithland Sidings to Mountsorrel & Rothley Community Heritage Centre and back. There will be four return trips each day. Train times and prices will be available on website, under ‘special events’.

DIARY July 6-8 East Lancashire Railway, diesel spectacular 7-8 LT Museum, Acton, family open days 13 GCR, Class 47 No. 1705 running days 14-15 Middleton Railway, Leeds, diesels on display 20 Derwent Valley Light Railway, annual running evening 21 DRS Crewe, open day 21-22 GCR Mountsorrel branch, diesel weekend 27-29 Glos-Warks Railway, Broadway diesel gala 28-29 GCR(N), diesel gala August 2-4 Crewe Heritage Centre, 30 Years in preservation: APT and Class 47 3 Spa Valley Railway, Class 33 running day 3-5 Spa Valley Railway, diesel gala 4-5 Llangollen Railway, 1960s event 11-12 Ecclesbourne Valley Railway, diesel gala 18-19 Caledonian Railway, Brechin diesel gala 25-27 Cholsey & Wallingford Railway, diesel weekend September 1-2 West Somerset Railway, mixed traction event 7-9 Great Central Railway, diesel gala 8-9 Cholsey & Wallingford Railway, diesel event 14-16 Dean Forest Railway, diesel gala 15-16 Epping Ongar Railway, diesel gala 15-16 Mid-Hants Railway, heritage open weekend 21-22 Bodmin & Wenford Railway, diesel gala 22-23 LT Museum, Acton, open days

WSR gala success marred by ‘Western' transmission failure

THE West Somerset Railway’s June 7-10 diesel gala was declared a success, with more than 2,000 visitors carried and receipts well up on previous diesel events. The loco line-up was enhanced from recent years with five visitors: ‘Deltic’ No. 55019 Royal Highland Fusilier, Class 50 No. 50035 Ark Royal, Class 45 No. 45041 Royal Tank Regiment, and Class 20s Nos. 20142 Sir John Betjeman and 20189. The event did not pass without incident, however. Resident Class 52 No. D1010 Western Campaigner suffered a B-end transmission failure on Friday evening at Bishops Lydeard. The transmission was manually locked in neutral to permit the loco to be towed to the Diesel & Electric Preservation Group’s base at

Williton. Only after removing the cooler group will it be possible to look inside the gearbox to see the extent of the problem. The loco was still at Bishops Lydeard more than a week later, and it is thought it will be out of action for the rest of this year. No. D1010 had returned to service in June 2016 following a major overhaul, and in 2017 clocked up its highest annual mileage for many years. Its place in this year’s gala was taken by Class 33 No. D6566, newly returned to traffic following overhaul. This meant splitting it from No. D6575, the two ‘Cromptons’ having been booked to double-head for the weekend.

Disabled coach disabled The 10.09 from Bishops Lydeard on June 9, headed by Class 20s Nos. 20142 and

Class 50 No. 50035 Ark Royal awaits departure from Williton at 15.26, heading the delayed 13.18 from Bishops Lydeard. Planned to be a non-stop service to Minehead, it had been due to pass through Williton at 13.46. Substituting for a Mk1 BG brake coach, ‘Toad’ brakevan No. W114751 was definitely ‘Not in Common Use’, as stated on its side. It was able to be replaced by the offending BG after one round trip from Minehead. PETER NICHOLSON.

It had been hoped ‘Hymek No. D7018 would be ready to enter traffic during the WSR’s June 7-10 gala, following its 22-year long overhaul, but this was not to be. When nearly complete it had to give up its voltage regulator to sister No. D7017 so that loco could fulfil its engagement at the recent Swanage Railway diesel gala. A replacement regulator has been adapted from a Class 47 unit. The Class 35 was started up outside Williton shed on June 9 and is seen here ticking over with a clear exhaust a few minutes later. The test was declared a success and it remained on display for the rest of the afternoon. PETER NICHOLSON

20189, was severely delayed because the train departed with its handbrake left on in the BG brake vehicle. The audible warning indicating the brake is on when the vacuum has been created was not functioning, leading to oversight of it being on. The train stopped close to the advance starting signal at Bishops Lydeard, the brake released before proceeding slowly to Crowcombe Heathfield. Following inspection of the wheelsets it was decided to proceed to Minehead at 10mph, omitting some intermediate stops. On arrival at Minehead the BG, No. W80736 Lorna Doone, was removed, but as there was no spare passenger brake coach available a ‘Toad’ goods brakevan was attached to the remaining five coaches.

It may have appeared a strange combination, but it did not in any way impinge on safety regulations. However, this had a considerably adverse effect on the timetable for the rest of the day. Some of the damage to the coach wheels was ground out sufficiently for it to be returned to use when the set arrived back at Minehead after one round trip with the ‘Toad’. A spokesman for the WSR said the Lorna Doone carriage, which has been adapted for carrying disabled parties, will be out of traffic while essential work following this incident is carried out. However, every loco-hauled service train in the WSR timetable will have a Standard Class carriage with some seats and tables removed to provide access for wheelchair users.

HST power car shed appeal launched by 125 Group THE 125 Group aims to raise £100,000 to build a maintenance depot at GCR (N), Ruddington. This will be the operating base for restored prototype HST power car No. 41001 and the six Mk3 coaches owned by the group. It will also be used as the restoration home for the Production HST power cars the 125 Group plans to acquire in the future. The objective is to preserve a Production HST powered by the original Valenta engines, the group having secured a large number of major components and spares. The National Collection prototype HST power car has been returned to full working order by the group at its expense, including installation of a replacement Valenta engine. Four of the Mk3 coaches have also been restored, but all this work has been undertaken in the open air at Ruddington. Production vehicles are almost

82 • The Railway Magazine • July 2018

certainly going to become available in the near future and it is recognised the necessary maintenance work required needs to carried out in suitable covered accommodation. This has led to the development plans for a small, two-road shed able to accommodate four vehicles, three of which will be 125 Group-owned power cars or coaches. There are three ways to donate to the 125 Group HST Depot Appeal: Bank transfer to 125 Group HST depot appeal account, sort code 40-52-40, account No. 00099501; by cheque to 21 Elmwood Close, Woodley, Berkshire RG5 3AL; and by PayPal or debit/credit card via the link on website: Corporate sponsorship is also welcomed and Porterbrook Leasing has already pledged a sizeable donation, getting the appeal off to a very good start.

A little bit of Bagnall history at Chasewater THE Chasewater Railway celebrated its 50th anniversary on May 26-27 with the Made in Staffordshire gala. Visiting from the Foxfield Railway was 4wDH Bagnall 3207, seen on the left. This gave the opportunity on Saturday to bring it together with resident Bagnall 3208, which is undergoing restoration

following arrival from private storage in September 2015. These were the last Bagnall diesels built at Castle Engine Works, Stafford in 1961. They were the only two examples of this design built, 3207 going to Ley’s Malleable Castings, Derby, while 3208 went to Harrison & Co, Lincoln – a Ley’s subsidiary. ALISTAIR GRIEVE

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Avon Valley operates a continuous Type 2 service THE Avon Valley Railway ran an intensive Class 31 top-andtail service on June 1-2, in conjunction with a beer festival at Bitton station. The first day promised ‘90 miles of thrash’ on the line, which is a little over 2.3 miles in length. There were 19 return trips

between Oldland Common and Avonside, some passing through Bitton station non-stop. Turn-around at each terminus was usually three minutes. Only 14 trains were operated on the Saturday, these running around a driver experience course.

Mid-Norfolk extension opens Class 31 No. 5518 (31101) was booked to lead towards Avon Riverside, but on Friday, following the arrival of the 13.25 from Oldland Common at Avon Riverside, the two locos were swapped around for the return. No. 31130 was suffering a slight fuel problem and the line’s gradient required the better-running loco to be on the western end. Its repaint nearly complete, No. 31130 heads the 16.05 from Oldland Common non-stop to Avon Riverside, alongside the cycle track, just east of Bitton. PETER NICHOLSON

Brush Type 4 running day at GCR

THE Great Central Railway’s next diesel running day on July 13 sees Class 47 No. 1705 Sparrow Hawk making its first appearance on a Diesel Running Friday following overhaul. The normal rover fare of

£17 offers up to five round trips between Loughborough Central and Leicester North. Trains depart Loughborough at 12:00, 13:45, 15:15, 17:00, and 18:30, returning from Leicester at 12.50, 14.30, 16.00, 17.45 and 19.15.

THE Mid-Norfolk Railway officially reopened its next section on May 19, heading north to a temporary terminus at Worthing level crossing. This is about 15 miles from the southern terminus at Wymondham Abbey. The first timetabled service to reach Worthing since closure of the Dereham to Wells-next-the Sea line on October 5, 1964 was 1Z01, the 11.00 from Dereham, arriving at 12.20.

The train used on the initial services comprised newly restored Class 04 No. D2334, with Class 101 DMU trailer No. 56347 providing passenger accommodation. The pair is seen on May 20 running as 1Z15, Worthing to Dereham. No. 56347 was acquired from Regional Railways in 2005 for use as a hauled coach at Bressingham Steam Museum. It passed to the Foxfield Railway in 2015 for similar use, but never entered traffic,

ALL remaining stock had been removed from the closed Electric Railway Museum (ERM) at Baginton, Coventry by late-June. The '4-SUB', Class 503 and 2-EPB EMU trailer car are now in the care of Locomotive Storage Ltd, in the old Hornby factory in Margate (See Headline News p11). In addition to departures reported previously (RM June, p82 and May, p91), Class 307 BDTBSO No. 75023 and Class 308 BDTCOL No. 75881 have joined the two-car Class 312

set No. 312112 at the Colne Valley Railway. Three-car Class 309 set No. 309616 is now at the Tanat Valley Railway, Shropshire, and Class 501 cars Nos. 61183 and 75186 moved to the Coulsdon Old Vehicle site at Finmere, Oxfordshire, on June 9. The former ERM AC EMU stock now comes under the title Project 300, and is owned by AMPS Rail Ltd. The ERM company, launched in 2007, continues to exist to help settle these projects into their new locations.

Class 03 No. 03089, from the Mangapps Railway. The dual-braked shunter is seen approaching North Weald station on April 28, returning from Epping Forest, dragging Class 205 ‘Thumper’ DEMU No. 205205. CHRIS GEORGE

Hornby locos Rowntree No. 3 and British Sugar 165. A Wickham trolley and original DVLR pump trolley will be giving demonstration runs. Admission is £6 for unlimited travel, and refreshments will be available. See website:

However, it has the long-term aim of locating a suitable site where a museum could be re-established. SERA (Suburban Electric Railway Association) also continues, with several items in its care. These are the Tyneside 2-EPB and Spondon electric loco at the Battlefield line, the restored Class 457 car No. 67300 at the East Kent Railway, and 2-EPB set No. 6307, Liverpool Overhead Railway trailer car and City & South London carriage body, all in store at Sellindge, Kent.

Multiple unit memories at Ecclesbourne

Evening running at Derwent Valley

THE Derwent Valley Light Railway, North Yorkshire, is holding its annual evening running event on July 20. A loco cavalcade will include Class 04 No. D2245 (original DVLR No. 2), Class 03 No. 03079, and former York-based Ruston &


Coventry museum clearout complete

EOR gala success – despite a no-show by ‘Gronks' EPPING Ongar Railway held a successful diesel gala on April 28-29, but none of the hoped-for Class 08s were able to appear. Visiting were Chinnor & Princes Risborough Railwaybased Class 20 No. D8059, and

and was sold to the Mid-Norfolk Railway in June 2017. It was required as a spare for the MNR’s Class 101 DMUs, and following restoration ran as part of a DMU formation for the first time in preservation on May 13. However, it returned to use as a loco hauled coach for the inaugural trains on the new extension. This leaves just another mile to go to reach the next milestone of North Elmham.

Railbus No. E79960, currently on long-term loan from the North Norfolk Railway to the Ribble Steam Railway, visited the Ecclesbourne Valley Railway’s May DMU event. The German-built vehicle approaches Idridgehay on the 11.12 service from Duffield to Wirksworth on May 19. BRIAN SHERRINGTON

THE Ecclesbourne Valley Railway held its Multiple Memories DMU event on May 19-20. This offered a good selection of restored railcars, including guest railbus No. E79960 from the Ribble Steam Railway, courtesy of owners, the North Norfolk Railway. Also in operation were Derby Lightweight No. M79900 Iris, Class 101 Nos. E50170, E59303 and E50253, Class 108 No. E53599, Class 119 No. W51073, and ‘bubblecar’ Class 122 No. W55006. Derby Lightweight DMBS No. M79018 was displayed at Duffield station.

July 2018 • The Railway Magazine • 83

Traction Portfolio Track Record Shades of summer Saturday holiday trains on the West Somerset Railway during the diesel gala on June 10 as the driver of the Class 33 pair of Nos. D6566 and 6575 prepares to surrender the token for the single-line section from Minehead to the Blue Anchor signalman. MARK V PIKE

‘Deltic’ No. 55019 Royal Highland Fusilier approaches Bishops Lydeard with the 09.05 from Minehead on June 9. DAVID HUNT One of the highlights of the North Norfolk Railway’s mixed traction gala over the weekend of June 16-17 was the first visit to the county by a ‘Warship’ hydraulic. D832 Onslaught is seen easing away from Weybourne with a train from Sheringham to Holt. ANDY MARRISON

84 • The Railway Magazine • July 2018

‘Western’ No. D1010 Western Campaigner leaves Bishops Lydeard on June 8 with the 16.48 to Minehead. The loco was later declared a failure and took no further part in the West Somerset’s diesel gala. DAVID HUNT

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Big Colas diesels prove popular with ‘punters’

Right: Colas Class 70/8 No. 70811, with WCRC No. 47804 coupled inside, heads south along the West Coast Main Line at Brock with the 05.07 DumfriesScarborough ‘Scarborough Spa Express’ on June 7. This was the first time a Colas ‘70/8’ had hauled a passenger train. STEVE SIENKIEWICZ

JUNE saw Colas Railfreight diesels drawing in the punters at the head of popular railtours. On June 7, No. 70811 was the first of its type to haul a passenger train when it topped West Coast Railtours’‘Scarborough Spa Express’ from Dumfries to York, with WCRC No. 47804 coupled behind to provide electric train supply (ETS). None of the 17 Colas Class 70/8s had previously hauled a passenger train since they were delivered in two batches by General Electric in 2014 and 2017. The GE ‘Powerhaul’ and its Brush-built companion gave way to steam traction at York, but were another successful variation on the ‘SSE’ theme, following the use of a Colas Class 56 and a Class 40 in 2017. Two days later, Pathfinder Tours

headed for the Peak District with Colas Class 56 diesel No. 56302 PECO The Railway Modeller 70 Years 2016 taking over the train from Birmingham. The Crewe-built Type 5 worked to Buxton before hauling a mini-tour over the freight-only branch to Dowlow Briggs Sidings – travelling over the only remaining section of the long-closed LNWR BuxtonAshbourne route. DB Cargo Class 66 diesel No. 66177 accompanied the Class 56, working in top-and-tail formation between Birmingham and Dowlow.

Left: Colas No. 56302 worked Pathfinder’s Taunton to Buxton tour forward from Birmingham on June 9. During its break in the ‘Capital of the Peak’, it hauled a mini-tour to Dowlow Briggs Sidings on the former LNWR route south to Ashbourne. Rolling through the weeds, the ‘56’ approaches Hindlow with DB Cargo No. 66177 on the rear of the train. DUNCAN SCOTT

Large Logo ‘37s’ on tour

Looking very much the part in its Eastfield-inspired large logo BR blue, No. 37403 Isle of Mull stands alongside ScotRail EMU No. 314214 at Neilston on June 2. This was an extremely rare visit of a locomotive-hauled train to this suburban branch, south-west of Glasgow, as part of the 18.00 Mossend Yard-Mossend Yard ‘Routes and Branches’ railtour. MICHAEL WARRENDER

‘Union’ back on the main line

John Cameron’s ‘A4’ No. 60009 Union of South Africa is back in action in the south of England. On June 16 it powered Railway Touring Company’s ‘Cotswold Venturer’ from Paddington to Worcester, seen here passing Ashchurch on the Cheltenham to Worcester route. DOMINIC HORNE

86 • The Railway Magazine • July 2018

DRS large logo Class 37/4s have made some high-profile railtour outings following a reduction in their Cumbrian Coast duties. On June 2, No. 37403 Isle of Mull was one of several locomotives involved in the epic SRPS ‘Routes & Branches’ two-day tour of rare lines across the Central Belt of Scotland. Other locomotives used over the two days included Caledonian Sleeper’s No. 86401 Mons Meg (owned by the AC Loco Group) and Inverness large logo ‘37’ No. 37025 Inverness TMD. On June 14, the Branch Line Society’s ‘Nosey Peaker' tour from Crewe to Peak Forest was

powered by a trio of large logo DRS ‘37/4s’, with Nos. 37407 and 37424 (running as No. 37558) top-and-tailing with No. 37401 Mary Queen of Scots. The stock and locomotives were later used to transport railway staff taking part in the annual Three Peaks Challenge to raise money for the Railway Children charity. The crew of No. 37407/424 exchange tokens with the signalman at Great Rocks Junction while working the return leg of the BLS ‘Nosey Peaker’ tour from Buxton to Crewe on June 14. LES NIXON

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‘The Fellsman’ in the Fells

Making their debut on the Kyle line, electro-diesels Nos. 73967 and 73966 pass Loch a’ Chuilinn, between Lochluichart and Achanalt, with the SRPS train from Paisley on June 9. Two more ‘EDs’ – Nos. 73968 and 73969 – are attached at the rear of the train. JAMIE SQUIBBS

SRPS takes 'EDs' to Kyle WEST Coast Railways’ Stanier ‘Jubilee’ 4-6-0 No. 45699 Galatea crosses Ribblehead Viaduct with the 15.35 Carlisle-Lancaster return leg of the ‘Fellsman’ charter on May 29. Over the summer months, the Settle-Carlisle Line sees regular steam workings with ‘Fellsman’ tours from Lancaster and ‘Dalesman’ trains from York or Chester, all powered by locomotives from the WCRC steam pool. MARK V PIKE

Budapest-based Class 47 conquers the world-famous Semmering Pass THE Austrian Alps echoed to the sound of a Brush/Sulzer Type 4 for the first time on June 9-10 when Continental Rail Solution’s No. 47375 Falcon hauled a unique railtour from Budapest to the world-famous Semmering Pass. Around 50 visitors from the UK enjoyed the ex-Tinsley, ex-Fragonset Class 47/3 performing faultlessly throughout the 430-mile round trip, the highlight of which was the 18-mile ascent to Semmering, with a ruling gradient of 1-in-40 and severe curves throughout. At more than 895 metres (2,936ft) high, the line’s summit is almost twice as high as the highest point on the British main line network, at Druimachdar, on the Highland Main Line (1,484ft). The Semmering line was built between 1848 and 1854 as part of the Austrian Southern Railway (Südbahn), linking Vienna with Trieste, and was the first standard gauge mountain railway in Europe. Engineering features include 16 major viaducts, 118 smaller stone bridges, 11 iron bridges

and 14 tunnels, including the 1,431m-long summit tunnel. It is regarded as one of the greatest feats of civil engineering from the early period of railway construction, and remains a key part of the Austrian national rail network. It was awarded UNESCO World Heritage Site status in 1998. To celebrate the 20th anniversary of that event, the Südbahn Museum at Mürzzuschlag, the southern end of the mountain section, hosted an International Nostalgia Festival on June 10, at which No. 47375 was one of the star guests.

ON A weekend of locomotives in unusual places, the Scottish Railway Preservation Society (SRPS) took four former Southern Region Class 73s to Kyle of Lochalsh – the first time the electro-diesels have visited the West Coast port. GBRf/Caledonian Sleeper Nos. 73967 and 73966 hauled the train north early on June 9 from Paisley Gilmour Street to Inverness via the Highland Main Line. In the Highland capital, Nos. 73968/969 were attached to the train, having worked north on June 8’s sleeper in place of the booked Class 67. The train was worked in top-and-tail formation to save time and avoid a complex

run-round procedure at Kyle. Unfortunately, the return trip was heavily delayed by the failure of No. 73969’s portable Radio Electronic Token Block (RETB) equipment, which meant the leading pair of locomotives had to be switched. Although this was completed quickly, confusion between the train staff and signallers meant departure was delayed for two hours, until the 17.12 ScotRail DMU to Inverness had reached Strathcarron. A slow run back to Inverness contributed to further delays and the train was eventually terminated at Burnside on the Cathcart Circle because of planned Network Rail engineering work.

plus a veteran diesel railbus from the Graz-Köflacher Bahn. Unfortunately, it is likely to be the last open day of its kind at Mürzzuschlag for some years as construction is due to start shortly at the site in preparation for the new Semmering base tunnel. Set to open in 2024, this will divert all inter-city passenger and freight traffic away from the mountain route, which will be downgraded to local passenger status. Continental Rail Solution also confirmed the June 9-10 tour was No. 47375’s final passenger outing. The ‘47’, which is leased from International visitors Nemesis Rail, will be fully engaged Several other railtours ran on for at least the next two years June 10, bringing hundreds of hauling engineering trains on the enthusiasts and guest locomotives Hungarian network. from across Austria, Hungary and After that, the future is uncertain, Slovenia. but it is unlikely to return to These featured NOHAB diesel No. the UK, and could be scrapped M61 001 and 4-8-0 No. 424.247 overseas if no further work can be from Hungary, Slovenian Railways’ found for it. However, BudapestSpanish-built GM diesel No. 644 based CRS is already working on Chiltern Railways DMU No. 165034 makes an unusual sight under 016, the superb Austrian Gölsdorf more high-quality railtours aimed the container unloading gantries at FCC Environmental’s Calvert 2-6-4 No. 310.23, and preserved at UK enthusiasts for 2019. waste recycling terminal on June 10. KEN BRUNT ÖBB Co-Co electric No. 1010.10,

The astonishing sight of an ex-BR Class 47 on the Semmering mountain railway in Austria. Continental Rail Solution’s No. 47375 Falcon heads for the summit on June 9, crossing one of the route’s many beautiful stone viaducts. The four-coach ‘Continental Classic Express’ includes two former Austrian Federal Railways Schlieren First Class coaches, an ex-DB restaurant car built for the TEE ‘Parsifal’ in the 1960s, and a former Austrian government staff car. ROBERT GRAY

Charity tour visits Calvert

THE Branch Line Society (BLS) and at Quainton Road to attend a Chiltern Railways ran a special train special event marking the 100th from Aylesbury on June 10, raising anniversary of the end of the money for The Royal British Legion. First World War. Visiting rare track, including the The BLS will be visiting rare track Calvert waste terminal and the again on August 27, when Buckinghamshire Railway Centre ‘The Marching Crompton’ tour at Quainton Road, three-car Class takes two Class 33s back to the 165 DMU No. 165034 worked Welsh Marches route. ‘The Sopwith Camel’ from A pair of West Coast Railways Aylesbury to Bicester Village ‘Cromptons’ is booked to run from via Calvert and Claydon L&NE Crewe to Llanelli via Shrewsbury, Junction, traversing what will soon Hereford, Newport and Cardiff, become part of the East West visiting numerous rare freight Railway from Oxford to Cambridge. loops and connections en route. The train was billed as the final An extended break in Llanelli chance to travel over the route offers the opportunity to visit the between Claydon L&NE Junction heritage Llanelli & Mynydd Mawr and Gavray Junction in both Railway or enjoy leisure time in directions before it closes for East Cardiff or Llanelli. Route highlights West Rail work on September 1. include Leckwith Loop, Briton Participants also had the Ferry Sidings and the Swansea opportunity for a three-hour break Avoiding Line.

July 2018 • The Railway Magazine • 87

Railtours Track Record ‘Western’ comeback tours postponed

THE eagerly awaited main line return of ‘Western’ No. D1015 Western Champion in August has had to be postponed as its engine repairs will not be completed in time. The ‘Wizzo’ was booked to haul two tours next month – Charity Railtours’ ‘The Magnificent Severn’ on August 4 and Pathfinder’s ‘The Western Glory’ on the 25th. Both tours are expected to be re-dated once more is known about the locomotive’s return to working order. The Diesel Traction Group (DTG) said: “Due to ongoing delays with the engine rebuilds, D1015 will be unavailable to work its next two scheduled tours in August. “Unfortunately, there have been further delays to the engine being rebuilt in Germany. At present, it is not known when this will be delivered to the UK.” A second Maybach power unit is currently being rebuilt at Kidderminster, but will take longer than expected to complete because of complications with undersize crankpins.

BOOKING CONTACTS A1SLT – A1 Steam Locomotive Trust 01438 715050 (UK Railtours is agent) BEL - Belmond 0845 077 2222 BLS - Branch Line Society LTM - London Transport Museum NB - Northern Belle 0844 8404525 NENTA – Nenta Tours 01692 406152 PT – Pathfinder Tours 01453 835414 RPSI – Railway Preservation Society of Ireland 00 353 1 480 0553 (Dublin tours) or 028 9337 3968 RTC – Railway Touring Company 01553 661500 SD – Steam Dreams 01483 209888 SR – Statesman Rail 0345 3102458 ST – Saphos Trains TEX – Torbay Express 01453 834477 UKR – UK Railtours 01438 715050 VT - Vintage Trains 0121 708 4960 0140500121 708 4960 WCRC – West Coast Railways 01524 737751

NOTES ■ Please note that advertised traction, routes, times and even tour dates can, and often do, change from the advertised details. Check with your tour promoter before travelling. The Railway Magazine cannot accept any responsibility for changes to any advertised trains. ■ Note: Tours may start and finish elsewhere.



Tour Name

Steam-Hauled From-To

Motive Power




Fort William-Mallaig

WCRC steam



Cathedrals Express

King’s Cross-Newcastle

WCR diesel/steam



Scarborough Spa Express


WCRC diesel/steam



Sugar Loaf Mountaineer

Birmingham NS-Carmarthen




Bournemouth Belle





The Waverley





Sea Breeze

Dublin Connolly-Rosslare

GNR(I) 85



End of Southern Steam





RAF 100

Lincoln-King’s Cross




The Fellsman


WCRC steam



Cathedrals Express

West Brompton-Bristol TM




Scarborough Spa Express


WCRC diesel/steam



Cumbrian Mountain Express


86259/WCRC steam



British Pullman





Torbay Express

Bristol TM-Kingswear






WCRC diesel/steam



Cathedrals Express





Scarborough Spa Express


WCRC diesel/steam



The Talisman

King’s Cross-Newcastle




Cumbrian Mountain Express





William Shakespeare


TBC/LSL diesel



Cathedrals Express

Southend Victoria-Poole

60009/WCRC diesel



North Wales Coast Express





Royal Duchy


34046 or 46100



The Boyne

Dublin-Dundalk x2




Welsh Mountaineer


48151 or 45699



The Fellsman


WCRC steam





WCRC diesel/steam



Dorset Coast Express


60009 or 45305



Scarborough Spa Express


WCRC diesel/steam



The Hadrian


WCRC diesel/steam



West Somerset Steam Express





Steam on the District

Ealing Broadway-High Street Kensington

Met 1



Steam on the District

Ealing Broadway-High Street Kensington

Met 1



Tornado 10th Anniversary Yorkshire Circles 1





Tornado 10th Anniversary Yorkshire Circles 2





Cathedrals Express

Paddington-Corfe Castle




Steam Enterprise





Torbay Express

Bristol TM-Kingswear






WCRC diesel/steam





WCRC diesel/steam


Date 5 6 7 7 7 11 12 12 12 13 14 14 14 14 15 19 19 20 20 21 21 21 21 21 22 26 27 28 29

Tour Name British Pullman Northern Belle British Pullman Severn Valley Explorer Northern Belle British Pullman British Pullman Conwy Valley Explorer Northern Belle Northern Belle Tees & Wear Explorer Settle & Carlisle Statesman Northern Belle Sunny South Express Northern Belle British Pullman Royal Windsor Express British Pullman Northern Belle Solent & Sussex Explorer British Pullman Crewe Open Day Special Middlesbrough Goods Northern Belle Northern Belle Southern Express Northern Belle Hills of the North Northern Belle


88 • The Railway Magazine • July 2018

From-To Victoria-Canterbury Birmingham Int-Edinburgh Victoria-Worcester Norwich-Worcester Manchester Vic-Berwick Victoria-King’s Lynn Victoria-Canterbury Dumfries-Betws-y-Coed King’s Cross-King’s Lynn Gloucester-Llandudno Gloucester-Sunderland High Wycombe-Carlisle Cardiff-St Austell Stevenage-Weymouth Swindon-Weymouth Victoria-Canterbury Bangor-Windsor Victoria-Victoria Euston-Altrincham Cardiff-Littlehampton Victoria-Victoria Euston-Crewe AV Dawson terminal Birmingham Int-Canterbury Manchester Vic-Carnforth x2 Kidderminster-Paignton Victoria-Victoria Euston-Carlisle Oxford-Reading

Motive Power DBC 67 WCRC diesel DBC 67 DRS 57/68 WCRC diesel DBC 67 DBC 67 WCRC diesel WCRC diesel WCRC diesel GBRf 47 WCRC diesel WCRC diesel 2xGBRf 73 WCRC diesel DBC 67 WCRC diesel DBC 67 WCRC diesel GBRf 47/73 DBC 67 DRS 88/68 01567/08774 WCRC diesel WCRC diesel WCRC diesel WCRC diesel TBC WCRC diesel


July 2018 • The Railway Magazine • 89

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Bulgarian steam giant in action

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95,000 vacancies – 25 million applicants! IN LATE-April Indian Railways undertook the world’s largest recruitment drive, advertising more than 95,000 jobs. The move attracted an amazing 25 million applications – a huge increase compared with 2014 when only 9.2m people applied for 18,252 jobs. Selection processes for the applicants will take a year and involve those shortlisted attending more than 1,100 recruitment centres in 350 cities, following on-line exams. A job in the railways is highly coveted in India and is often the first choice for people from poorer families. Our thanks to the UK-based Darjeeling Himalayan Railway Society for Indian news items this month

BDZ 2-12-4T No. 46.03 (Cegielski 203/1931) at Kremikovtsi on April 13 with a charter organised by UK firm PTG. This loco was delivered numbered 4.503 and renumbered to 46.03 in 1936. KEVIN HOGGETT

A RECENT special train in Bulgaria saw one of Europe’s most unusual steam locos in action – a 2-12-4 tank engine. Bulgarian State railways (BDZ) bought 20 of the huge 2-12-4Ts in two batches: 12 two-cylinder locos in 1931 from Polish builder

H Cegielski (Nos. 4.501- 4.512) standard gauge tank engines and another eight ever built. three-cylinder versions during BDZ used the locos for heavy the Second World War, freight, in particular coal trains delivered (Nos. 46.13-46.20) between Pernik and Sofia. The by Berliner Maschinenbau entire class was withdrawn in (formerly Schwarzkopff ); with 1975 and two were assigned to nine axles and weighing up to the museum collection in 1979, 155 tonnes these are the largest operational No. 46.03, along

Amtrak Pacific Coast locos for Chicago commuters CHICAGO commuter rail operator Metra is buying up to 21 second-hand EMD F59 locos from Amtrak, which currently uses them for ‘Pacific Surfliner’ and other state-funded services in California. Each loco is likely to cost Metra $1.3million, substantially less than new locos, although Metra

Iconic DB E03 001 back on main line THE prototype Class 103 loco No. E03 001 has been returned to main line operation by the DB Museum, which will use it for special trains. The overhaul was undertaken at the former Class 103 depot in Hamburg Eidelstedt and the museum’s Koblenz Lützel base. The loco was used as a test vehicle from 1982, and withdrawn in 1998, after which it was on display at the main DB Museum in Nuremberg for many years. No. E03 001 was built for Deutsche Bundesbahn by Henschel in 1965, one of four pre-production Class 103.0 prototypes.

does plan to tender for new locos shortly. Metra will use the locos, which date from 1998, to supplement and potentially replace older EMD F40 locos, the oldest of which was built in 1976. The F59 locos are up to 25% more fuel efficient than the oldest F40s.

CAF-built DMU No. 61-27 at Manacor on May 13. It will be replaced within 12 months. PHIL BARNES

Electrification work to replace diesel in Majorca ELECTRIFICATION work is 1981, but have reopened since underway on the Spanish island 2001, expanding the island’s of Majorca to remove the last rail network substantially in the section of diesel-operated, process. metre gauge railway. Operator Serveis Ferroviaris The single-track routes from de Mallorca (SFM) plans to use Enllaç to Manacor (31km) and its EMU fleet to operate through Sa Pobla (12km) are being services to and from Palma, electrified at 1,500 V DC at a cost withdrawing the Class 61 of around €47million. DMUs currently used on Both routes were closed by non-electrified sections.

Turkish electrification work progresses to Izmir TURKISH Railways (TCDD) continues to modernise its network and has extended electrification to the country’s third largest city Izmir, on the Aegean coast. The first electric trains operated on May 15 on the 241km route from Izmir Basmane to Balıkesir,

with No. 46.13 – the first of the German built three-cylinder locos. The fact the locos are unique, coupled with growth in rail-based holidays in Bulgaria, led BDZ to agree to restore 46.03 back to working order, which was completed in 2015.

with modern Class E68000 electric locos replacing diesel locos. Electrification to Izmir is the first step in introducing high-speed services to the city. A new highspeed line, due to open in 2019, is being built from a junction southwest of Ankara connecting with the Konya line west to Izmir.

90 • The Railway Magazine • July 2018

Heading to the mid-west in the special ‘Operation Lifesaver’ livery promoting rail safety, EMD-built F59 Bo-Bo No. 457 crosses the San Dieguito Lagoon trestle at Del Mar, a few miles north of San Diego, with a ‘Pacific Surfliner’ train from Los Angeles on December 26, 2013. KEITH FENDER Modern Turkish electric loco E68044 seen at Sabuncupinar on May 18 with train 1420 Eskişehir to Kütahya. This line was electrified in 2015. Turkish rolling stock builder TÜLOMSAŞ won the contract to build the 80 new Class E68000 electric locos in conjunction with South Korean manufacturer Hyundai Rotem. D LANGHAM

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Kenyan standard gauge set to expand

THE new 472km standard gauge line that opened in Kenya between the Indian Ocean port of Mombasa and capital Nairobi on May 31, 2017 is celebrating its first anniversary, just as ambitious plans to extend into neighbouring Uganda get underway. The new line, which was built in just 30 months at a cost of US $3.6 billion, opened to passengers on June 1 last year and has carried more than 610,000 passengers in its first six months. Freight has been carried since January 1, reducing transit time for containers from Mombasa to Nairobi to just over eight hours. Passenger trains between Nairobi and Mombasa run daily – known as The Madaraka Express (Madaraka is a Swahili word meaning power and used to celebrate Kenya’s independence day) – currently consisting of 12 coaches, including a dining car and two First Class coaches (each seating 72 passengers); the remainder are Second Class coaches with 118 seats arranged in a 3+2 configuration.

High-quality track

Maximum speed for passenger services is 120kph, although in practice trains operate slightly below this on high-quality track, with journey times of 5hr 50min from end to end. A connecting service, using the old metre gauge line, runs from the new Nairobi standard gauge station (11km from the city

DF11 loco No. 5301 at Nairobi with ‘The Madaraka Express’ from Mombasa on May 9. On the far left the green & cream-connecting metre gauge train to the city centre can just be seen. ROBERT DE BERRY

centre) for passengers wishing to travel by rail to the centre. This line has not been upgraded and uses older diesel locos and coaches – some built by Metro Cammell in 1951. These are now the only metre gauge passenger services, apart from peak- hour services, although freight, especially to Uganda, continues to use the old route (which is largely paralleled by the new one), built between 1896 and 1901 by the British colonial government. Chinese engineering conglomerate CRRC has supplied 56 diesel locos from Qishuyan Locomotive Works to operate services on the new

US Government to ban Chinese made trains? US CONGRESS has passed especially GE Transportation, legislation which would prohibit have previously sold public transport agencies locomotives to Chinese funded by taxpayers from Railways, some of which were buying goods or services from built in the USA. Chinese controlled companies, CRRC is currently building even if the production facilities 284 subway vehicles for were located in the USA. Boston operator MBTA’s Red The move is part of ongoing and Orange ‘T’ lines at the trade disputes with China. Springfield factory. The first This could severely impact 12 coaches and components plans to buy new subway trains for the remaining trains were by operators in both Boston and made at the CRRC factory in Chicago as they have placed Changchun in north-east China. contracts with Chinese firm The order is worth CRRC, which has set up an EMU $430.2million with a $136.4m production plant in Springfield, option for 58 more coaches. Massachusetts to build the Deliveries will begin this year trains. and be complete by the end American companies, of 2021.

The new CRRC-built trains for Boston’s Orange Line will replace the distinctive 1979-81 vintage trains built by Hawker Siddeley in Canada by 2023. One of the Hawker Siddeley-built trains is seen leaving Roxbury Crossing station, in the south-west of Boston, on June 19, 2017. KEITH FENDER

line, comprising five type DF11 and Kampala, with the Kenyan 3,860kW Co-Co passenger locos, section being built in two stages 43 type DF8B 3,860kW Co-Co – Naivasha to Kisumu and then freight locos, and eight type DF7G Kisumu to the border at Malaba. 1,850kW Co-Co locos for shunting In common with the first in yards and stations. section to open, Chinese construction companies – Well advanced financed mainly by loans from Plans to expand the railway to Chinese banks – are building the neighbouring Uganda are well extensions. Based upon current advanced, with construction of plans the railway should be open the first 273km from Kampala to from Mombasa all the way to the Kenyan border due to start Kampala during 2020. this year. This section is forecast In Uganda, the government is to cost $2.3billion. planning a further 1,451km of The governments of Kenya standard gauge lines. and Uganda agreed a 42-month Our thanks to Robert de Berry construction timescale for the for some of the information in entire route between Nairobi this item.

More than 1,000 new metro cars for new Paris metro lines PARIS is in the middle of a mega-project called Grand Paris Express to build more than 200km of new automatic metro lines, mostly in tunnel, in the outer suburbs of the city. Some two million passengers daily are expected to use the new network when it is complete, with trains running at two-to three-minute headways, serving 57 new stations (with another 11 being rebuilt). A 15-year framework contract – worth up to €2billion – awarded to Alstom by Île-de-France transport authority STIF and Grand Paris Express sponsor SGP in early-2015 will see up to 217 eight-car fully automatic EMUs built for the new Grand Paris Express routes as well as replacement trains for metro lines 4 and 11. So far firm orders have now been placed for: ■ 35 new type MP14 eight-

car trains to operate line 14 (which is being extended in both directions) in an order worth €520million for delivery from 2019. It is expected 37 more new trains are likely to be ordered before the Paris Olympics in 2024 to cater for the planned southern extension to Orly airport ■ 133 six-car trains for the new 75km-long orbital ring line (line 15) and up to 50 three-car sets for new lines 16 and 17 to the north and east of central Paris. Unlike the rubber tyre-fitted MP14 EMUs for line 14, those for the other new lines will use conventional steel wheels. The Grand Paris Express network was originally due to cost €22.6bn and be complete by 2024, but is now expected to cost around €38.5bn and not be finished before 2035. Routes that will serve venues for the 2024 Olympic Games are being prioritised for early completion.



Stadler to build hydrogenpowered trains for the Zillertalbahn

STADLER has won a contract to supply five hydrogen fuel cellpowered trains to the Zillertal 760mm-gauge line, connecting Jenbach and Mayrhofen in Austria’s Tyrol region. The contract is worth €80million, with the first prototype train scheduled to be delivered in 2020. Previous plans to electrify the dieselworked line (which also operates seasonal steam trains) have been abandoned, partly on aesthetic grounds.

Cross-border electrification project from Germany to Netherlands THE 6.5km section of line between Landgraaf (Netherlands) and Herzogenrath, just over the border in Germany, is being electrified with double track to allow more frequent services. Work costing around €60million started in mid-April and electric operation of through trains from Aachen to Heerlen and Maastricht is due to begin in December. The new service, which will be extended from Maastricht to Liege, Belgium in the future, will be operated by Arriva, using new tri-voltage ‘FLIRT’ EMUs built by Stadler.

Hitachi sets up Russian joint venture

HITACHI has set up a joint venture to produce high-performance traction equipment with Russian rolling stock producer Transmashholding, which is 33% owned by Alstom. The new joint venture split – Transmashholding 51% and Hitachi 49% – will be based at Transmash’s Metrowagonmash subsidiary in Mytishchi, north-east of Moscow. Alstom owns 33% of Transmashholding.

July 2018 • The Railway Magazine • 91

World Track Record

Nine steam locos at German ‘Dampfspektakel’ festival THE sixth large ‘Dampfspektakel’ event since 2000 was centred on the city of Trier, Germany, running between April 28 to May 1, and featured nine steam locos from museums in Germany, the Netherlands, Switzerland and Luxembourg. As in previous events, the federal state of Rheinland-Pfalz and local transport authorities contributed significant funding to make the event possible, money that is more than re-paid by the large number of visitors attending the event from all over Europe and further afield. The success of previous events in promoting tourism has allowed the authorities to repeat the event at roughly four-year intervals. The initial ‘Dampfspektakel’ events were based on the established German ‘plandampf’ practice – using steam locos to operate scheduled services, and usually funded by participating photographers. While this was still relatively simple 10 years ago, when many local services were still locohauled, it is now impossible as scheduled services are operated by modern EMUs or DMUs, so cannot be steam hauled. Consequently, all the locomotives used at ‘Dampfspektakel’ have to be specially moved to the event, as are all carriages, which has, over the years, increased the cost of staging the events. This year's event was the first where special tickets were required. Previously the full range of local tickets could be used on the steamoperated trains but frequently resulted in severe overcrowding. The nine steam locomotives which took part included three former Deutsche Reichsbahn (DR) Pacifics, built in the late-1930s (01 1075, 01 202 and 03 1010); vintage 1923 DR T18 class 4-6-4T No. 78 468; three examples of the ubiquitous Class 52 2-10-0 ‘Kriegskloks’, of which more than 7,000 were built during the Second World War; plus a post-war version, built for

Above: For photographers the favourite line used during the Dampfspektakel was the ‘Eifelbahn’ line, north from Trier towards Cologne, as it is not electrified. Ex-DR Pacific 01 202 is seen shortly on April 29 before arrival at Birresborn with the 11.18 Trier-Gerolstein (Train DPE 61936). AD VAN STEN Right: 1923 vintage, Henschel-built, 4-6-4T 78 468 4 approaching Kordel on April 29 with the 16.14 Trier-Bitburg (Train DPE 61940). AD VAN STEN

CFL in Luxembourg to the light DR Class 42 ‘Kriegslok’ design, No. 5519. In addition, the Brohltalbahn narrow gauge line, next to the River Rhine, in Brohl, operated its recently restored ‘Mallet’ 0-4-4-0T No. 11sm, which dates from 1906. Heritage diesel and electric

Former DB diesel hydraulic V200 033 was a last-minute substitute for Pacific 01 202 after it was involved in an accident at Trier Hbf on April 28. The diesel is seen passing Philippsheim with the 14.18 Trier-Gerolstein. DONALD TAGGART

92 • The Railway Magazine • July 2018

locos also featured, with ex-Deutsche Bundesbahn V200 class No. 200 033 being the star performer along with several ex-DB V100 B-B diesel hydraulics and TEE-liveried Class 103 electric No. 103 113 from the DB Museum collection, which replaced the previously advertised older Class E18 loco.

The DB Museum also provided two more electric locos (110 239 and 111 001) as reserve locos. The organisers provided detailed timetable and photographic guides online in advance in both German and English. Sadly, the event was marred by a serious accident when a

The event also featured special trains from several German cities. Ex-DB ‘Rabbit’ No. 218 396 makes its passenger debut in the livery of its new owners the Brohltal Eisenbahn, and leaves Kordel with a returning Trier to Mönchengladbach excursion on April 28. DONALD TAGGART

man trying to take photographs fell into the path of Pacific No. 01 202 at Trier Hauptbahnhof on the first day, leading to temporary suspension of operations, and substantially more security personnel on platform ends in the following days to prevent a repeat accident.

Former DB express electric loco No. 103 113 (Krauss-Maffei/Siemens in 1970) waits to leave Koblenz on April 28 with the 07.41 TEE91341 service to Trier Hbf via Trier West. One of the four Rheingold coaches had been vandalised with graffiti overnight, resulting in a later departure, as the coach was removed from the formation. D LANGHAM

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Tram and bus collide A SERIOUS incident was only narrowly avoided after a tram and bus collided near Edinburgh airport on the afternoon of June 13. Tram No. 258 was leaving the airport stop around 17.30 when it was hit by the single-decker bus at the Eastfield Avenue level crossing. The force of the impact derailed the first vehicle of the tram, while the bus overturned and hit some nearby parked cars. The bus driver was taken to hospital with what were described as serious injuries. The driver and conductor of the tram were also hurt, but neither needed taking to hospital. The six tram passengers were uninjured and the bus was empty. Police are looking into whether the bus driver was taken ill just prior to the crash. The derailed tram was removed the following day and services ran between the city and Gyle Centre until fully restored on June 15. Tram No. 271 was used to test the repaired infrastructure was working as normal.

Very Light Rail link for Coventry station

TRANSPORT Design International (TDI) has been chosen to work with Warwick Manufacturing Group (WMG) to design and build a Very Light Rail vehicle for use in the Coventry area. The vehicle will be lightweight, battery-operated and capable of operating without a driver. It will also be compatible with the Midland Metro tram system. A prototype vehicle will be designed to carry 20 seated

passengers and another 50 standing. It will be tested at the Very Light Rail National Innovation Centre in Dudley before a permanent tracked route is installed across Coventry and a fleet manufactured.

Simpler trackwork

Battery operations means costly overhead wires and masts will not be required, while the lightweight vehicles will need

much simpler trackwork. The idea is prefabricated slabs will be laid into channels cut into the road surface, and the rails will fit into the slabs. The £12.2million project is being funded by the Government’s Local Growth Fund through the Coventry and Warwickshire Local Enterprise Partnership and the West Midlands Combined Authority Devolution Deal. WMG is part of the University

of Warwick, and TDI is based in Stratford-upon-Avon.

Longer route

The service could be ready to carry passengers between the railway station and city centre in 2021, when Coventry is the UK City of Culture. A longer route could follow in 2023/24, which could link the universities at Warwick and Coventry.

ROUTE CLEARANCE FOR MIDLAND METRO EXPANSION: Vegetation has been cleared on the former LNWR South Staffordshire Line through the West Midlands, which is to become part of Midland Metro’s Wednesbury to Brierley Hill extension route. This is the view looking north-east from Lower Church Lane in Tipton on May 23 – showing the‘mothballed’main line tracks still in situ. MIKE HADDON

TRAM-TRAIN REACHES ROTHERHAM: ‘Celebrity’ tram-train No. 399202 became the first of the class to reach Rotherham Parkgate, the northern terminus of the South Yorkshire tram-train project, in the early hours of June 5. No. 399202 was also the first to carry passengers on the Supertram system in September 2017 and the first to venture onto Network Rail metals for gauging trials on May 8 (see last issue). Tram-trains are due to start running between Sheffield and Rotherham using both Supertram and main line tracks from late-summer. IAN AMBROSE

NEXUS begins process to procure new fleet for Tyne & Wear Metro NEXUS, the public body that runs the Tyne & Wear Metro system, played host to a number of train manufacturers from around the world on June 18 as it started the process to replace its train fleet. The event, held at The Sage in Gateshead, allowed potential bidders to speak with Nexus and find out more about the project. A fleet of 84 new trains

is being sought to replace the current fleet of 90, making use of increased reliability to maintain the present level of service. Nexus wants the new trains to improve passenger flow and reduce dwell times at stations, with features such as longitudinal seating, wider doors and standing areas, wider aisles, and a layout to

encourage passengers to move through the vehicle. They should also be dual voltage to operate on the Metro’s 1.5kV DC electrification system and the main line’s 25kV AC, which would allow for expansion of Metro services onto under-utilised National Rail lines. The successful bidder will be responsible for maintaining

the current fleet of trains and to ensure there is a smooth transition between the old and new fleet. Formal tender documents are due to be released at the end of the summer, with Nexus awarding the contract by the end of 2019 for entry into service in the early 2020s. ■ Tyne and Wear Metro staff have been issued with

body cameras to help tackle anti-social behaviour and fare evasion. They were trialled last year and are now being rolled out permanently, although will only be switched on as required with any footage passed to the police for use as evidence. British Transport Police Inspector Brian Buddo said: “The presence of a camera can often help diffuse escalating incidents.”

ADVERTISING VINYL LEAVES ONE: Edinburgh tram No. 265 has received advertising livery promoting windows and doors company CR Smith – the 20th of the 27-strong fleet to be sponsored by this firm, which is claimed to be a record for current British trams. No. 268 has also received vinyls for the Parabola development at Edinburgh Park, which means only No. 264 remains in original livery. No. 265 is pictured climbing from the airport towards Ingliston Park and Ride on June 6. IAN LOTHIAN

July 2018 • The Railway Magazine • 93

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153 wheelslip protection rolled out

LEASING company Porterbrook is rolling out a wheel slide protection (WSP) system to 24 rail vehicles before the autumn. This follows the success of WSP equipment installed on Class 156 units last year, operated by Abellio East Anglia and East Midlands Trains. Class 153 units operated by Abellio East Anglia, West MidlandsTrains and East MidlandsTrains will be fitted with the system, which reduces wheel wear and damage during the autumn leaf fall season. Porterbrook will lead and manage the £1million fitment project , the equipment being supplied by KBRS (Knorr-Bremse), with first in-class installation carried out in Derby by Loram UK.

Siemens win ETCS fitment contract SIEMENS has won a contract for the‘first-in-class’project to install itsTrainguard 200 ETCS equipment on a Great Western Railway Class 387 EMU. The work will allow the Office of Road and Rail to provide‘type approval’for fitting of similar equipment in other Class 387s. It is one of several projects to fit trains with ETCS under the digital railway programme.

First TransPennine Class 802 arrives in UK

THE first of 19 Hitachi Class 802 Intercity Express Trains (IET) destined for use with TransPennine Express, was unloaded at Southampton on June 11. This followed a journey from Japan that began in April and included passage via the Pacific Ocean and Panama Canal. Set No. 802201 has been moved by road to Hitachi’s Doncaster depot from where it will undergo commissioning tests ahead of introduction on the East Coast Main Line from 2019 on services between Liverpool, Manchester and Newcastle to Edinburgh. The bi-mode sets have been branded‘Nova 1’by TPE, and feature an uprated MTU engine,

rated 940hp. Each set will have 342 seats (318 standard, 24 first) providing an increase of 161 over a three-car Class 185. Features of the trains will be power sockets at each pair of seats, a traffic light system for electronic seat reservations, space for five cycles, and wi-fi. These sets are similar to the five ordered by Hull Trains to replace the Class 180s, with a second TPE set due to arrive in late summer from Kasado, Japan. The rest of the fleet are being built at Pistoia, Italy. All sets arrive in a white livery ready for application of vinyl branding. TPE set Nos are 802201-219, and A driving vehicle of set No. 802201 is taken off the ship at Hull Trains are 802220-224. Southampton. HITACHI RAIL EUROPE

Cycle space plan for West Highland 156s

MORE POWER CARS TO SCOTLAND: Former FGW power cars Nos. 43169 and 43183 – in their new Scotrail ‘Seven Cities’ livery – have just left Milford Tunnel, north of Duffield, as they make their way from Brush Loughborough to Doncaster on June 15. Various problems in the work on the power cars and also the Mk3 trailers have delayed ScotRail’s plan to start services. STEVE BELL/RAILTEC TRANSFERS

Class 68s work air show specials DRS Class 68 Nos. 68018 Vigilant and 68002 Intrepid, with DVT No. 82112, depart Yarmouth with the 17.35 to Norwich on June 17 at the conclusion of the Haven Great Yarmouth Air Show. In the nearby platform are Nos. 68004 Rapid and 68001 Evolution, with DVT No. 82118, forming the 18.35 to Norwich. DR IAIN C SCOTCHMAN

Les Ross – ‘Thunderbird’ locomotive! CLASS 86 No. 86259 Les Ross came to the rescue of Rail Operations Group No. 37800 Cassiopeia on June 11. The Class 37 failed while hauling Crossrail EMU No. 345035 from Crewe (LNWR) to Old Oak Common, with Les Ross scrambled from Rugby, and taking the train toWembley yard.

94 • The Railway Magazine • July 2018

SCOTLAND’S Transport Minister Humzaa Yousaf has confirmed discussions are being finalised to lease five Class 153 single-car units, which will be modified internally and added to Class 156 formations used between Glasgow, Oban, Fort Mallaig. The plan is to use them from the summer 2019 timetable. The internal modifications will be for storage of cycles, hiking and other equipment. Porterbrook, owner of many 153s, sees a future for the vehicles, and is working on the scope of the changes, which are expected to include accommodation for passengers with limited mobility along with an accessible toilet. The West Highland area is much used by hikers, outdoor sports enthusiasts and cyclists, but with limited luggage space. Mr Yousaf said:“It is our aspiration the first dedicated carriage for cyclists and other sports enthusiasts will enter service by summer next year. “This unique initiative, a UK first, is supporting improved transport connectivity and active travel choices.” Use of a dedicated carriage on lines from Inverness to the Kyle of Lochalsh, Wick and Thurso is also under consideration, particularly as many cyclists still attempt the endurance and charity rides from John O’Groats to Land’s End.

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GBRf buys 16 Class 56s from UK Rail Leasing

GB RAILFREIGHT has confirmed When UK Rail Leasing invited it will buy 16 Class 56 locos from the press to Leicester depot Leicester-based UK Rail Leasing, in 2015, there was talk then of which will be used as part of its developing a project to replace future expansion. the original Ruston-Paxman In addition to the locomotives, 3,250hp power unit with a more GBRf has bought spare parts and fuel-efficient engine – one that other materials. would meet more stringent GBRf says the locos are a emission regulations. mix of stored, serviceable and The RM understands up to five non-running donor locomotives, locos could be back working which GBRf will be able to put around October, which potentially to a variety of uses as business points to the autumn RHTT trains, demands. releasing Class 66s for other duties. Initially, a number of the ‘Grids’ There are also contracts to be at Leicester were expected to be awarded within the next 12-24 moved to Longport before the months in connection with the end of June. Paperwork issues did construction of HS2, with some of delay a planned move on June 21. the Class 56s bought by GBRf used At least three locos are operational. in the construction phase of the Once moved, GBRf will assess LGV Est from Paris to Strasbourg each loco pending a decision on in 2005. their future re-engineering, while UKRL’s fleet comprises others may be returned to service Nos. 56007/018/ 031/032/ 037/ in a shorter timescale. 038/ 060/065/069/077/081/ The scope of any re-engineering 098/104/106, the other two locos is subject to ongoing discussions to make up the 16 are thought to and award of a final contract. be 56311/312.

Plenty of Class 56s locos on Leicester shed on April 21, with the line nearest the camera including Nos. 56104, 56312, 56081, 56098 and 56311. Since this picture was taken, the shed yard has seen considerable change, including movement of ‘demic’ locos from the back of the yard ready for onward movement. Parts of the yard also need to be cleared ready for stabling of East Midlands Trains sets during the Derby blockade. CHRIS MILNER

GBRf managing director John Smith said: “This is an important deal for us as it provides much-needed capacity for our expanding business.

“At a time when rail freight is facing an uncertain future, GBRf is able to say it is growing and confident the industry will overcome current challenges.

“With ambitious housing and infrastructure targets and the need to reduce carbon emissions, rail freight must play a central role.”

Rainbow trains mark ‘Pride’ VIRGIN Trains, GWR and ScotRail have marked the annual LBGT Summer of Pride events by adding coloured vinyls to one train in each fleet as a public show of embracing diversity. ‘Pendolino’ No. 390045 was renamed Virgin Pride and had a completed driving car appear in a revised livery with rainbow vinyls.

GWR added stripes to the cab of Class 800 set No. 800008, while ScotRail’s approach was more subtle and amounted to a ‘rainbow’ adaptation of the familiar logo on the side of a Class 170 DMU. GWR says its ‘Pride’ branding will remain in place until September. Pictures: VIRGIN TRAINS/


IET TESTING CONTINUES: Testing of Class 800 IET trains has been continuing, with further forays along the Highland Main Line to Inverness. Here, set No. 800201 leads 800202 south through Gleneagles on June 12 as 5X72, the 10.25 Inverness Motorail Siding-Doncaster Carr. IET sets have also recently visited Skipton, Carlisle and Harrogate as part of the testing and gauging regime. IAN LOTHIAN

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Traction & Stock Track Record West Midlands CAF units will TransPennine scraps Mk3 plan be Class 196

THE fleet of 12 two- and 14 four-car DMUs from CAF’s ‘Civity’ family being built for West Midland Trains (WMT) will be known as Class 196. This fleet is intended to replace the Class 170 ‘Turbostars’ currently used by the franchise, from the summer of 2020. West Midlands Trains has given local rail user groups a preview of the seating earmarked for the new fleet, which is being developed by FISA and Schoenemann Design. There have been well-publicised problems over seating in new trains, with WMT having stated customer experience is at the heart of the design process, a particular emphasis being placed on the comfort and configuration of new saloon seats.

TRANSPENNINE Express has scrapped plans to use two short rakes of Mk3 carriages, hauled in top-and-tail mode by Class 68 locos, on Liverpool to Scarborough workings from July. The use of two four-carriage sets formed from the former Virgin West Coast and more recently Greater Anglia WB64 set was aimed at improving passenger capacity problems, but also to give customers a taste of what was to come when the new Mk5A push-pull carriage sets come on stream later in the year. However, the two rakes would have been inaccessible for wheelchair users and could have meant delays for passengers waiting for accessible services. Following concerns raised, alongside discussions with the Department for Transport and other stakeholders, TPE says the plan has been abandoned. TPE has said it will use the sets for driver training, and as part of this on-going process has been using Class 68 Nos. 68027 and 68032 between York and Scarborough. PICTURE: RICHARD LILLIE


passes Waterbeach on May 25 hauling a Greater Anglia Mk3 set from the Norwich Crown Point to Bounds Green for tyre turning, as the Norwich lathe was out of action. The e.c.s. move was diverted via Cambridge and Hitchin because of a possession on the Great Eastern main line. TOBY RADZISZEWSKI

Window views

The new Class 196 units will have additional capacity in comparison to WMT fleets, and the final design scheme allows improved seat pitch and window views in all positions. Passengers will all have access to a USB point or a plug socket, and every seat in standard or priority positions will have either a seat-back or fixed table. The cantilever design of the seats will also improve cleanliness and luggage storage.

DC ‘GRID’ ON TEST: Devon & Cornwall-owned Class 56 No. 56103 – still with its Fertis grey livery – was out on a test run on June 19, working under its own power for the first time since April 20, 2016. Behind is a single PNA wagon, with Class 50 No. 50008 Thunderer on the rear in case of failure. It worked from Leicester to Doncaster Decoy and is passing Thurmaston on the return. BEN WHEELER

WAGON REPORT RAILVAC machines are now a common sight on Network Rail lines. Built in Sweden by Railcare Group AB they are formally known as BVES (or ballast vacuum extraction system), though colloquially sometimes the term ‘rail elephant’ is used. The system allows ballast, clay, gravel and mud to be removed from the formation, while leaving the track in position. Another task that can be undertaken is drainage clearance. Currently, there are six Railvacs either in service or on order – Nos. 99 70 9515 001-4/002-2/003-0/004-8/0055/006-3. They are built on

by S F Lappage frames and bogies recovered from withdrawn KHA curtain-side flats Nos. 33 70 4666 028-4/003-7/004-5/0094/045-8/033-4. Two hundred KHAs were built for Tiphook in 1987/88 by Arbel-Fauvet, Douai, France, as Nos. 33 70 4746 100-199. Nylon hoods provided full-length access, and though intended for strip coil traffic, other cargoes carried were aluminium ingots, beer kegs, fertilizer and paper rolls. Despite this versatility, many were frequently stored and large numbers were subsequently converted into YFA/YXA rail recovery and delivery ‘Slinger’ flats by Jarvis

IDA 'Lowliner' wagon No. 39 70 4901 070-5, one of four such wagons stored at Bombardier, Litchurch Lane, Derby on May 5.


96 • The Railway Magazine • July 2018

at York between 2001-04. Power wagons were YXAs Nos. DR 92502/503/ 520/525/533/ 534/548/549/ 562/563, while crane-equipped YFA flats were Nos. DR 92507/ 512-519/ 521-524/526-532/ 535-547/550-561/ 564-571. Following the collapse of this company the wagons were stored, then eventually scrapped. Four IDA ‘Lowliner’ container flats were seen stored in the works yard of Bombardier, Litchurch Lane on May 5. Also present were two internal users – No. 024717, formerly YMO ‘Salmon’ sleeper flat No. DB 996000, and No. 041999, previously ZSW 14-ton ‘Conflat L’ No. ADB 733500. This is very different to the days when Derby works built tens of thousands of wagons for the Midland Railway, followed by the LMSR and then British Railways. Arlington Fleet Services, Eastleigh, is undertaking life-extension work on spoil and ballast opens for London Underground. Arrivals have been Nos. SB 237/238/245/ 246/253/257/ 261-265/267269/ 271/274/277/279/282/

Materials handing wagon No. 9985 9352 058-3 in Bescot Yard on May 21. S F LAPPAGE

283/288. Wagons earmarked for scrapping by Raxstar are Nos. SB 231/236-238. Network Rail has awarded Balfour Beatty a four-year contract to operate/maintain the plain line ‘Stoneblower’ fleet, Nos. DR 80201/204/208-212. They will be replaced from 2020 by seven new high-output machines. Redundant Nos. DR 80202/203/ 207 have been sold to Harsco. RRAs Nos. 110640/770 were seen passing through Walsall station on May 14, acting as runners to FZA bogie pointwork carrier No. 600501. Few runners are needed on the railway today, largely because of the decline in steel traffic. DB Cargo UK disposals

have included: OAA ‘Squid’ open No. 100098, MFA spoil and ballast carriers Nos. 391053/069/ 074/075/082, MEA box opens Nos. 391290/321/337/ 458/525/604, MHA ‘Coalfish’ ballast carriers Nos. 396070/148, FPA runner flats Nos. 400018/069, SPA steel coil carriers Nos. 460050/711/744, FDA paired sleeper flats Nos. 621472/499/501/510, CTA bogie brine tanks Nos. 870000/001/ 003/006011/ 013/015, CSA lime tank No. 876063, BEA bogie bolster flat No. 950476, YQA ‘Parr’ railflats Nos. DC 967512/584, YGB ‘Seacow’ ballast hoppers Nos. DB 980003/041.

Traction Portfolio Track Record

GBRf Class 66 No. 66763 Severn Valley Railway appeared at the railway’s mixed traffic gala with a modern freight comprising covered biomass wagons. Here, it crosses Victoria Bridge under stormy late-evening skies on June 2 returning from Bridgnorth to Kidderminster. The ‘66’ had collected No. 50033 Glorious from Tyseley and delivered it to Kidderminster diesel depot on May 31, with the wagons acting as brake force. PHIL JONES

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Our theme of trains near water continues with ScotRail Class 158 No. 158722 working the 17.13 Kyle of LochalshElgin past the attractive scenery at Badicaul on June 9. The location is a couple of miles from the Kyle. JAMIE SQUIBBS

DRS Class 68s Nos. 68004 Rapid and 68003 Astute top-and-tail Northern’s 11.40 Barrow-in-FurnessCarlisle along the sea wall at Tanyard Bay, Parton on May 15. DAVE MCALONE In place of the normal Class 73, DB Cargo Class 67 No. 67005 Queen’s Messenger is distinguished haulage for the northbound ‘Caledonian Sleeper’ from Edinburgh to Inverness on May 15. The train runs by the River Truim, near Drumochter. DAVID LINDSAY

Carrying the torch for the oldest rolling stock operating daily timetabled services, 80-year-old Isle of Wight Class 483 No. 008 trundles up Ryde Pier on June 6 with the 16.38 Shanklin-Ryde Pier Head. The future of the eight-mile line and its rolling stock is the subject of a review that was presented to the Department for Transport in April, and is now under consideration. CHRIS MILNER

July 2018 • The Railway Magazine • 99

Operations Track Record COMPILED BY


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INCREASING numbers of new IET units are being reported. On May 8, Class 801/1 No. 801101 worked 5X71, the 08.34 Newark North Gate-Newcastle test train, returning as 5X72, the 12.29 Newcastle-Doncaster Carr IEP Depot. Noted at the Hitachi depot Doncaster on the evening of May 13 was No. 800103. The pairing of Nos. 800201/02 worked north to Glasgow Central on June 6 returning via Carlisle and Newcastle. CLASS 90 No. 90036 was noted on the rear of the 10.45 Leeds-King’s Cross, as it left Leeds on the morning of May 16. No. 90039 worked the 09.15 Leeds-King’s Cross on June 7. SERVICES north of Peterborough suffered cancellations and delays on the afternoon of May 16 because a signaller had been taken ill, according to station announcements. CLASS 73 Nos. 73107 and 73119 passed north through Peterborough light engine on the afternoon of May 16.

FURTHER reports of IET units included that on May 11 when nine-coach No. 800302 was observed at 12.30 on test at Hereford station. It came in from the south and remained around 10 minutes then left in the same direction. Observed on test at Reading during the afternoon of May 11 was No. 802101.

Above: Virgin Train East Coast power car Nos. 43307 and 43302 power the 09.40 Inverness-London King’s Cross at Birnam Wood, Dunkeld, on June 10. JAMIE SQUIBBS Right: GWR Class 153 No. 153373 has moved to Northern as part of an ongoing DMU cascade, and on May 25 worked the Barton-on-Humber branch. Here, it crosses over Barrow Haven bridge with the 19.00 Cleethorpes. Other Class 153s being used by Northern include 153305 and 153380. DUNCAN SCOTT

19.57 Paddington-Plymouth service on June 10. The train arrived at Swindon with the whole downside covered in diesel from a leak on the power car. Not only were the windows misted over but the smell of fuel was seeping into the train and onto the platform. The train was eventually cancelled and passengers taken forward on the following 20.57 to Exeter St Davids, which made a special call. After a further 90 minutes the stricken train was moved to St Philips Marsh for attention and a deep clean.

CLASS 800 Nos. 800005-36 have now all been accepted into traffic with GWR. DELIVERIES of Class 802/0s from Pistoia in Italy found Nos. 802003/04 hauled from Dollands Moor to North Pole depot by GBRf Class 66 No. 66778 on May 8. These were followed on May 24 by Nos. 802005/06, hauled by No. 66767. Nos. 802007/08 were moved by No. 66745 on June 7 and Nos. 802009/10 on June 12, also hauled by No. 66745. CELEBRITY Power Car No. 43002 Sir Kenneth Grange ran into trouble while leading GWR’s

AS A result of the new timetable introduction on Monday, May 21, ScotRail’s Class 156 No. 156503 ventured into North Yorkshire. The diagram started at Dumfries, then worked the 08.03 Carlisle-Nunthorpe, the 11.18 Nunthorpe-Hexham, the 13.57 Hexham-Newcastle, the 16.19 Newcastle-Morpeth, and then the 16.58 Morpeth- Carlisle. CLASS 385 unit No. 385004 has been fitted with a modified new flat windscreen at Newton Aycliffe, and was hauled north

to Craigentinny along with No. 385003 by Class 67 No. 67029 overnight on May 16-17. A further move followed on June 5-6 when No. 385005 was also moved by No. 67029. Following testing Aslef has lifted its ban on the class, paving the way for the class to enter traffic once they have been modified and run-up mileage accumulation. INTEREST in the former GWR Class 43 power cars continues unabated, with Nos. 43012 and 43163 newly reliveried in ScotRail InterCity colours travelling north from Brush Loughborough to Craigentinny TRS&MD on May 29. On June 1, Mk3 No. 42288 was taken north from store at Ely to Craigentinny hauled by Class 47 No. 47812 with barrier coaches Nos. 6330 and 6338. WITH delays to the introduction of the new Class 385s continuing, further Class 365 units have been moved north, with Nos. 365509 and 365537 being hauled north to Glasgow Works by Class 37 No. 37800 on June 6. On the same day, Nos. 365517+365525 ran from the Works to Eastfield to start driver training. The class began working in pairs between Glasgow Queen Street and Edinburgh Waverley in the

late evening of June 23, freeing up Class 170s which are due to move south for use by Arriva Rail Northern. IN A move on June 11, the 5Q10/20.20 Bathgate Light Maintenance depot-Polmadie Carriage Maintenance depot comprised of Class 37 Nos. 37611 and 37884 top-and-tailing EMU No. 334017. The unit had sustained severe damage to the coupling system when it ran into cows on the line at Uphall in early May.

ON TUESDAY, June 5 teal blue-liveried Class 73 No. 73970 passed Thankerton while working 0V73, the 14.15 Crewe Loco Holding Sidings-Craigentinny TRS&M depot light loco move.

ON APRIL 21, Class 220 ‘Voyager’No. 220016 failed at Darlington on 1S37, the 05.25 Plymouth-Edinburgh, because of

overheating traction equipment. After 45 minutes the stricken set was parked beneath the trainshed, before returning south after a further 150 minutes as 5Z16, the 15.19 DarlingtonBarton-under-Needwood. THE 11.00 CrossCountry service from Glasgow Central to Penzance was 10 minutes late on arrival at Darlington on May 18. The train had been held at signals outside both Durham and Darlington because of a person being struck by a train near Northallerton. Also affected were Virgin East Coast and TransPennine Express services.

THE 12.50 Heaton-Allerton e.c.s. move on April 21, comprised Class 156 No. 156468. ALLERTON-based Class 156 No. 156455 was noted stabled at Leeds Holbeck on the early morning of May 14. OBSERVED at Salwick on May 15 were Class 156s Nos. 156486+156490 on a Manchester Airport to Blackpool North and Nos. 156454+156481

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Operations Track Record on a Blackpool North to Manchester Airport. A Blackpool South to Colne was powered by No. 156471 and in the opposite direction by Class 142 No. 142029. THE first day of the new timetable on May 21 brought an improvement in standards for passengers on the LeedsHarrogate-York line. Newly transferred Class 170 No. 170476 and Class 153 No. 155346 were used instead of ‘Pacers’ and ‘Sprinters’. PROBLEMS encountered by Northern customers were widely reported in the national press. One of our correspondents arrived at Leeds on the morning of May 22 to find the timetables from May 19 would not be available until June 1. Northern and TransPennine trains were generally running five to 20 minutes late. The 07.34 Harrogate-King’s Cross started at Leeds ‘because of congestion at the depot’. As this runs full from its Horsforth stop, a lot of disgruntled customers can be assumed. The 08.45 Leeds-King’s Cross was 17 minutes late, while returning on the 18.33 was seven minutes late. THERE was a disappointing start to Northern’s new Leeds to Southport via Dewsbury service on May 23 as the 10.20 ex-Leeds was composed of a two-car Class 142 ‘Pacer’ with the only toilet out of order! FROM observations it would seem Class 158 units are once again working the Furness line between Lancaster and Barrow-in-Furness. On May 23, a correspondent had

Class 158 No. 158909 on the 09.20 Grange-over-Sands-Preston. His 10.24 departure from Preston to Manchester Airport was one of three cancellations at that time, everyone being ushered onto the following 10.44 two-car Class 156 No. 156471 to Piccadilly; this then terminated at Oxford Road.

CLASS 150 No. 150270 worked the 5E17/09.30 Kilmarnock (Barclay Sidings) to Neville Hill on Saturday June 9.

TYPICAL of the problems faced by Northern customers was that of the 10.50 service from Wigan North Western for Alderley Edge via Manchester Oxford Road and Piccadilly on June 4. On arrival at Oxford Road it was routed into the bay platform. Lack of information from station staff resulted in a member of the public having to inform customers to catch the next train to Piccadilly!

CLASS 185 No. 185111 passed Thankerton with the 11.01 Glasgow Central- Manchester Airport on June 10 in place of the more usual Class 350 unit.

JUNE 2 saw Class 158 No. 158902 leave Preston 1½ minutes late with the 14.47 service to Leeds, but because a female passenger was taken ill, the train was stopped at Blackburn for 22 minutes until medical assistance arrived to attend to her. An announcement was made saying people travelling to intermediate stations between Sowerby Bridge and Leeds were to change at Hebden Bridge as the train was being diverted to run non-stop to Leeds. After Sowerby the service went via Brighouse and Dewsbury, and despite a spirited downhill run, was held for 5½ minutes waiting for a vacant platform at Leeds. Final arrival was four minutes late. A WELCOME and comfortable change awaited commuters on the 08.00 Sheffield-Leeds via Castleford on June 4 when Class 158 No. 158793 arrived in place of the usual Class 144 ‘Pacer’.

TransPennine Express Class 185 Nos. 185112 and 185149 await their next workings at Hull Paragon on June 7. Banners hanging down remind passengers of Hull’s City of Culture status last year.

HAVING only worked between Holyhead and Crewe during w/c April 30, the Premier service resumed to Cardiff on Tuesday, May 8, Monday being a bank holiday. During the day, work was carried out on the DVT at Canton which, when coupled back up, refused to ‘speak’ to the locomotive; a Class 150 was substituted at 20 minutes’ notice. The following morning, a three-car Class 175 was found at Holyhead to cover the train. Normal service resumed on the Wednesday evening, albeit with a bright red DBC Class 67 and with one Standard Class vehicle short, something that is becoming a regular occurrence. Three days later, Class 67 No. 67003, one of the blue 67s that should have been on the Premier train, was noted at Newcastle Central, presumably as a ‘Thunderbird’ loco. AT ABOUT 05.30 on Wednesday, May 9, a body was discovered on the lineside near Kidwelly. BTP

attended but were not satisfied the deceased had been hit by a train so sent for a scenes of crime officer (SOCO) from the nearest location, Bristol. It wasn’t until around 11.00 the SOCO was satisfied the fatality was not suspicious and the line reopened. Trains were unable to operate between Carmarthen and Llanelli during that time. By evening, the delays had spread across Wales and our correspondent was delayed for several minutes at Wrexham North on the Premier service awaiting a late-running train off the single line. Had the original doubling proposal for the line not been dropped, it is likely the delay to the northbound train would not have occurred because double track would have extended to just south of the A483 underbridge. THE Manchester to North Wales Class 67 diagram was a unit on May 14. The next day, No. 67022 appeared, and was still working at the end of the month. Rumours abound these loco-hauled workings will cease in the autumn, as a result of the franchise moving to Keolis Amey. The coaching stock is owned by ATW, not leased.

ON THURSDAY, June 7, the 12.36 London Northwestern Railway train from Birmingham New Street to Liverpool South Parkway was routed on the through line on approaching Crewe, instead of platform 11. On consultation, the driver continued a little way

Northern Class 158 No. 158851, with 158871 trailing, runs into Settle with the 14.50 Carlisle-Skipton on May 26. The train terminated short of Leeds because of strike action. LES NIXON


EWS-liveried Class 90 No. 90037 Spirit of Dagenham is seen leading Royal Class 67 No. 67006 at Wandelmill on May 14, while working south in beautiful light with 6O15, the 17.39 Mossend-Dagenham car empties. STUART FOWLER

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DB Cargo No. 66185 passes the former Gun Lane Crossing, Trimley, on June 13, with a Wakefield Europort to Felixstowe South terminal intermodal. Here, work is taking place to construct a 1.4km bi-directional loop to improve capacity of the busy branch line. Six minor user-worked or footpath level crossings have been closed and three automatic half-barrier crossings to full barrier crossings with LIDAR object detection are being installed. The project will be completed in autumn 2019. DR IAIN C SCOTCHMAN

onto the Chester line, then walked back through the train to take it back into platform 11, resulting in some puzzled looks both on the train and on the platform!

DELIVERIES of the final five Class 700 units found No. 700150 hauled from Dollands Moor to Hornsey on May 16 by Class 66 No. 66772; No. 700154 on May 17, hauled by No. 66778; No. 700146 on May 22, also hauled by No. 66778; No. 700060 on May 29, hauled by No. 66783; and No. 700059 on May 31, also hauled by No. 66783. ON MAY 12, recently delivered Class 700 No. 700153 paid a visit to Littlehampton on a test run from Three Bridges. This was followed on May 19 when No. 700150 arrived, and in the early hours on June 22, No. 700154 made an appearance. THE last unit of the Class 700/1 series – No. 700155 – was noted at Brighton on a service from Bedford on May 15. CLASS 700 No. 700111 made an appearance to Littlehampton on May 11 on a test train from Three Bridges to West Worthing Sidings for berthing trials. The sidings, previously undercover as West Worthing depot until it was demolished a number of years ago, were last used for storage of the slam door stock for scrapping, followed by the Class 377s, prior to entering traffic for Southern. The sidings were reopened on May 31 and in the evening unit No. 700127 was seen parked. Overnight it was heavily graffitied to the point it was clear vast amounts of paints had been required along with ladders to reach the top of the coaches. It was taken to Three Bridges on June 7 to be cleaned. MAJOR disruption because of signalling problems at Preston Park on June 11 meant the London services from Littlehampton were terminated at Hove. They then returned to Littlehampton to run via Horsham to regain the main line at Three Bridges. The services concerned were 06.40. 07.00 and 07.29, all to London Victoria. The 05.52 Thameslink service to London Bridge, formed of Class 700 No. 700108, terminated at Hove and was put away in the sidings. The 06.29 service to London Bridge, formed of No. 700109, terminated at Hove, and formed a special back to Littlehampton. On arrival at Littlehampton the unit formed a 08.45 special to Three Bridges via Hove as the line was reopened. This replaced the normal 08.51 to London Victoria, as it was cancelled. However, on departure, No. 700109 developed a door fault, but was soon rectified with a 10-minute late start.

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A remarkable scene for 2018 – four locos in one location at the Cemex sidings, Peak Forest: Freightliner Class 66 No. 66621 arrives on June 5 with Chesterton Junction to Tunstead empties, GBRf No. 66706 Nene Valley moves a loaded aggregates wagons into sidings, flanked by DRS Class 37 No. 37716 and Colas Class 56 No. 56113, which are now being used at Peak Forest as shunting locos under contract to Victa Railfreight. ROBERT FALCONER

CLASS 700/0 eight-carriage units have appeared at Littlehampton instead of the normal 12-car formation. The 16.44 BedfordLittlehampton service on June 25 arrived at Littlehampton in the form of No. 700013 eight-car formation instead of the normal 12 carriages. No. 700011 worked the 15.44 Bedford-Littlehampton on May 31, and the 06.52 Littlehampton-Bedford the following day. No. 700013 was on the same diagram on June 4, and No. 700012 on June 5.

EUROPHOENIX-liveried Class 37 No. 37800 Cassiopeia hauled Crossrail Class 345 No. 345019 north on May 10 as the 5Q46/12.50 Old Oak CommonOld Dalby. The pair returned south on May 18 as the 5Q72/11.35 Old Dalby-Wembley EFOC.

A TRESPASS incident at Kettering caused delays of around 30 minutes to some EMT London services during the mid-afternoon of May 10. THE new timetable from May brought many alterations to EMT London route services, including different departure times from most stations. The changes also meant the evening’s 1F55/16.47 London St Pancras-Sheffield ‘Master Cutler’service is now back in the hands of an HST,

with Class 43 Nos. 43054+43055 Sheffield Star operating the service on the first weekday of the new timetable, May 21. THE first of the ex-Grand Central HSTs are now in service with EMT from the timetable change, with Class 43 Nos. 43480+43423 and associated refurbished stock seen working the 1C52 13.59 SheffieldLondon St Pancras and 1F73 20.31 London St Pancras-Derby on May 21 and 22.

MOVEMENTS of‘Electrostar’units between Ramsgate and Derby for minor rectification work found Nos. 375301+375310 returned south by Class 37 No. 37601 on May 12, the Class 37 then taking Nos. 375304+375305 to Derby. This pair were returned the following weekend on May 19 by Class 37 No. 37601, with Nos. 375306+375308 being taken to Derby. These in turn were brought south on May 26 by No. 37800 with No. 375309 being taken north; the train was 2 hours 41 minutes late when observed at Market Harborough. This unit was returned on June 2 by No. 37611 before the final two units – Nos. 375302+375303 – were taken north. These were returned by No. 37800 on June 9.

THE 13.59 Portsmouth & Southsea-Littlehampton

terminated at Havant on May 10 with loss of power on Class 313 No. 313210. Eventually, the unit ran e.c.s. to Littlehampton and formed part of the 19.52 to Brighton. At West Worthing, No. 313210 was seen attached to No. 313219, running about 30 minutes late. On the same day, Class 377 No. 377105 was seen in ex-works condition and with a modified Southern logo working the 18.10 London Bridge-Littlehampton and 20.22 e.c.s. to Brighton depot. ON MAY 11, Class 313 No. 313204, working the 07.45 LittlehamptonBrighton service, developed a door fault. It was soon rectified, but caused a delay of 13 minutes. AN AIR leak on Class 313 No. 313205 on May 14 resulted in the 06.53 Brighton-Chichester via Littlehampton being cancelled. Changes to the diagram found the 08.13 Bognor Regis-Brighton service cancelled and replaced by an 08.21 ChichesterLittlehampton, starting at Bognor, using unit No. 313212. OBSERVATIONS at Kensington Olympia on June 5 produced six pairs of Class 377/2 units with Nos. 377207+377210 on the 09.12 Milton Keynes-East Croydon; Nos. 377203+377214, 09.16 Watford JunctionClapham Junction; Nos. 377212+377213, 08.12 Milton Keynes-East Croydon; Nos. 377206+377208, 10.00 Clapham Junction-Shepherds Bush; Nos. 377209+377211, 08.11 East Croydon-Milton Keynes, which terminated at Watford Junction with power problems;

and Nos. 377205+377215, 09.10 East Croydon-Milton Keynes.

A LINE rarely reported is that on the Isle of Wight. On May 12, the 09.38 Shanklin-Ryde Pier Head, formed of two-car 1938 Tube Stock No. 483124, came to a halt in the tunnel after Ryde St John’s Road because of a brake pipe fracture. The conductor did a good job in keeping passengers informed, while the driver went back to investigate and protect the train. During the 45-minute standstill busker Bern Stuiver kept his fellow travellers entertained with songs, including Homeward Bound! The resourceful driver was able to isolate the broken pipe and restore sufficient air pressure to drive the train on to Ryde Esplanade.

Charter Trains

ON MAY 5, the 1Z87 05.19 Sheffield-Portsmouth Harbour and 1Z88 16.01 return ‘Portsmouth Statesman’was topand-tailed by West Coast Railways Class 47 No. 47772 Carnforth TMD and Class 57 No. 57316. WCRC’s‘Scarborough Spa Express’ started from Dumfries on June 7 behind Class 47 No. 47804. Colas Class 70 No. 70811 was added to the front at Carlisle and worked the train via Preston and Copy Pit to Holgate Sidings, York. Both locos were removed in favour of former SR pacific MN No. 35018

for the leg to Scarborough. Similar arrangements applied to the return except this time the Colas loco was No. 70805. THE Saphos Trains‘Welsh Borders Explorer’on June 10 was hauled by former LMS 4-6-0 No. 46100 Royal Scot, with Class 47 No. D1944 Craftsman at the rear. The train ran to time in glorious sunshine

PASSING through platform 1 at Ashford from the Folkestone direction on the morning of May 22 was a quadruple light-engine movement, consisting of Class 67 Nos. 67016 in EWS red livery, 67024 in Belmond Pullman livery, 67021 also in Belmond Pullman livery and, bringing up the rear, Class 92 No. 92042 in DB Cargo red livery. CLASS 66 No. 66110 was observed passing Thankerton with 6M63, the 11.14 Glen Douglas (MoD)Fenny Crompton on Friday, May 25. ON WEDNESDAY, May 29, Class 66 No. 66101 was used to work 6S88, the 05.38 Hartlepool South WorksInverness freight train conveying pipes destined for Georgemas Junction. It arrived at Georgemas Junction siding for unloading at about 07.30 the following morning. On June 12, No. 66110 worked the same service. CLASS 66 No. 66088 was observed working the 14.00 Midcalder Junction-Carlisle New yard engineers’train on June 2.

July 2018 • The Railway Magazine • 103

Operations Track Record

CLASS 66 No. 66106 was seen passing Thankerton on Tuesday, June 12 working the 4S35/14.07 Seaforth-Mossend Euroterminal, running about 110 minutes early!

THE 10.28 Leeds Midland Road-Millerhill SS light-engine movement produced Class 66 Nos. 66551+66559+ 66548+ 66610+ 66605+66606 on April 21 and Nos. 66508+66619+ 66509+66514+66554 on May 19. CLASS 66 No. 66304 hauled Class 86 Nos. 86604 and 86638 on the 12.50 Carlisle New YardCoatbridge FLT additional service on Wednesday, May 16. ON SUNDAY, May 20, the 6Y07/0930 Abington to Tyne Yard HOBC was observed passing Bardon Mill, top-and-tailed by Class 66 Nos. 66541 and 66522. Two days later, at the same

location, No. 66513 was observed working 6E40, the 07.08 Carlisle New Yard-BSC Redcar.

THE West Coast Main Line was closed between Crewe and Glasgow/Edinburgh for engineering works on Sunday, May 27. Engineers’trains were hauled by a combination of Freightliner and DBC Class 66s, with the following observed working between Carstairs East junction and Carlisle New Yard: 6Y08/09.10, hauled by No. 66618; 6K05/11.00, hauled by No. 66175; 6K06/11.30, hauled by No. 66302; 6K07/12.00, hauled by No. 66519; 6K08/12.30, hauled by No. 66154; 6K09/13.00, hauled by No. 66505; and 6K10/13.30, hauled by No. 66598. The following weekend, on Sunday, June 3, major engineering work was taking place between Carstairs Junction and Haymarket, which resulted in a procession of engineering trains passing Thankerton. Again, these were operated by Class 66s from various operators, and included No. 66509 on

6Y08/09.10 Carstairs JunctionCarlisle New Yard and No. 66702 on 6K04/10.00 Slateford-Carlisle New Yard. The following all worked from Midcalder Junction to Carlisle New Yard: No. 66554, on 6K05/10.20; No. 66089, 6K06/11.20; No. 66428, 6K07/10.30; No. 66618, 6K08/12.00; No. 66075, 6K09/12.25; No. 66431, 6K10/13.00; No. 66615, 6K11/13.50; and No. 66160, 6K12/14.10.

THE Class 88s are extending their range of operations. On the morning of May 9, two Class 88s worked north through Berwick-upon-Tweed with a flask train, the first sighting of the class at this location for our correspondent. CLASS 66 No. 66428 was observed passing Bardon Mill in charge of

6Z57/08.30 Tyne Sorting SidingsCarlisle New Yard, working on Monday, May 21. THE Sellafield to Crewe flask train headed south on Monday evening, May 21 behind Class 68 Nos. 68027 and 68001. Dead-intrain were Class 88 Nos. 88006 and 88008. The following day the northbound Crewe to Sellafield flask train was hauled by the Class 88s instead of the usual brace of 68s. The train was five minutes early passing Euxton. Both locos had their pantographs up providing super power for two flasks!

CLASS 37s are unusual these days in York, but on May 21, No. 37059 was stabled in York station sidings along with Class 66 No. 66422. CLASS 88 Nos. 88002 and 88008 were observed top-and-tailing 6S41/05.38 Kingmoor-Torness Power Station as the train passed Bardon Mill on Friday, May 25. NOTED on June 8, a Carlisle to Crewe infrastructure train passed through Lancaster at 17.25

hauled by Class 68 No. 68023, together with large logo Class 37 No. 37558.

OBSERVATIONS of services between Tyne and Doncaster RMT, all hauled by Class 66s, produced No. 66713 and a solitary wagon on 22 April; the 11.37 Doncaster Down Decoy-Tyne Coal was unusually double-headed by Class 66 Nos. 66702+66752 on April 28. The 4N80/11.26 Doncaster Down Decoy-North Blyth, produced Nos. 66740, 66716 and 66740 on May 8, 10 and 19, respectively. A light engine move on May 20 comprised Nos. 66718+66740 CLASS 66 Nos. 66742/50/58 at Roberts Road depot were seen in and round Doncaster on May 13 from 20.30 to 21.00. In old post yard, south of Doncaster, were Nos. 66706/08/ 24/26/27/47/59/84/86, while Nos. 66717 and 66769 passed topand-tailing a rake of GBRf wagons. GBRf has taken over the Bescot

Freightliner Class 66 No. 66516 climbs slowly up past Birkett Common with the 10.16 Killoch Colliery-Port Talbot coal train on May 22. GRAHAM ROOSE

104 • The Railway Magazine • July 2018

Have you got a story for us? Email: to Clitheroe cement works from DB Cargo. On May 16, Class 66 No. 66714 was noted at Blackburn working the Bescot to Castle Cement tanks, which it was taking to Clitheroe to be loaded. COAL from Scotland is still being moved, as Class 66 No. 66740 was observed passing Bardon Mill with the 6F97/13.25 Greenburn opencast-Cottam power station loaded coal working on Friday, May 18. The same service on May 21 was hauled by No. 66715. At about 06.30 on Wednesday, May 23, No. 66739 was observed passing Bardon Mill working the 4S04/02.12 Doncaster Down Decoy-Greenburn OC empties, followed by No. 66735 on the 4S03/06.40 Doncaster Down Decoy-Killoch Colliery empties. No. 66739 was observed passing Bardon Mill with 4S04, the 02.36 Doncaster Down DecoyGreenburn OC on Friday, May 25.

A highly unusual working of long-term stored VTG telescopic steel hoods took place on June 5 when Rail Operations Group Class 47 No. 47813 hauled 6O86 from Long Marston to Eastleigh Works for unspecified work by Arlington Fleet Services. STEVE STUBBS

GB Railfreight’s Maritime-liveried No. 66727 Maritime One hauls 6S94, the 04.28 Wembley Yard-Irvine loaded slurry tanks up through the rolling hills of the Glasgow & South Western line, near Closeburn, in full sunshine on June 6. STEVEN CROZIER

CLASS 66 Nos. 66702 and 66748 were observed passing Bardon Mill on Saturday, May 19 working the additional 0N35/06.30 Port Clarence-Carlisle New Yard light locomotive move. CLASS 66 No. 66745 was noted on May 23 at Cherry Tree with the Wembley to Irvine China Clay tanks, which on this occasion was going via Blackburn and over the Settle & Carlisle line.

Chiltern Railways’ DMU No. 165034 departs Quainton Road with 1Z16, the Branch Line Society’s ‘Sopwith Camel’ railtour from Calvert refuse sidings on June 10. DR IAIN C SCOTCHMAN

Colas Class 70 No. 70816 nears Hemerdon loop with the 6C35 02.50 Aberthaw cement works to Moorswater working on May 23. RON WESTWATER

A MoD train, hauled by Class 66 No. 66736, was observed on a Marchwood to Bicester MoD diagram on May 23. CLASS 66 No. 66774 was noted in Harwich Parkeston Quay yard on May 29-30 with a ballast movement from Whitemoor yard into the Parkeston Aggregate siding. The following week, classmate No. 66737 Lesia was on the same task for June 5-7. This new ballast replenishment exercise would seem to suggest Network Rail will be using the site in the coming weeks for extensive engineering works along the Great Eastern Mainline. ON JUNE 7, Class 66 No. 66789 British Rail 1948-1997 was noted at Ely on a test run of aggregate wagons into Potters Papworth sidings.

DRS Class 88 No. 88001 Revolution works up the East Coast Main Line past Copmanthorpe, York, on May 16. It was heading 6S31, an engineering ballast train from Doncaster Decoy to Millerhill for Network Rail. PAUL BRAYBROOK

June 8 en route from Carnforth to Burton. Later, No. 37669 returned alone as light engine arriving back in Carnforth at 16.30. CLASS 57 Nos. 57313 and 57601 top-and-tailed the 1Z77/11.01 York-Newcastle charter on April 21.

CLASS 70 No. 70809 was observed passing Thankerton with 6S36, the 06.20 Dalston-Grangemouth tanks on Wednesday, May 16. USUALLY a Class 60 turn, Class 70 No. 70805 had charge of the 6E38 13.54 Colnbrook-Lindsey empty TDA tanks on May 28. CLASS 56 Nos. 56094 and 56087 were observed passing Thankerton top-and-tailing 6K20, the 08.05 Carlisle New Yard-Keith loop engineers’ train on Saturday, June 2.

ON MAY 20, Class 37 No. 37669 towed Class 86 No. 86259 from York to Carnforth via Copy Pit, being observed passing through Accrington. WEST Coast Railway’s 1Z15, comprising Pullman-liveried coaching stock, passed through Lancaster at 18:30 on June 4 en route south from Edinburgh to Swindon, top-and-tailed by Class 47 Nos. 57314+47826. WEST Coast Railways-liveried Class 57 No. 57001 was towed by Class 37 No. 37669 through Lancaster light engines at 09.07 on

Derby RTC & Network Rail

CLASS 43 HST Nos. 43013+43014 Railway Observer were on NMT duty on May 10, forming the 1Q52 09.51 Derby RTC-London St Pancras and 14.46 return. The same formation was observed again on May 19 working an 11.48 Hull-Heaton diagram. BALLAST Regulator No. DR77801 was observed working through Bardon Mill at 05.00 on Sunday, May 20. ON SATURDAY, June 3 a Network Rail test train – 3Z54, the 11.05 Mossend Down Yard to Derby RTC – was observed passing Thankerton led by DBSO No. 9703 and with Class 37 No. 37219 bringing up the rear.

COLAS Rail-liveried Class 37s Nos. 37421+37521 passed through Lancaster at 16.01 on June 5 en route from Derby to Carlisle via Whitehaven with a Network Rail inspection train.

ELECTRO-DIESELS Nos. 73965 and 73962 visited Littlehampton twice on a Tonbridge to Tonbridge via Brighton and the west coastway on a Network Rail working on May 28.

CLASS 73 Nos. 73962 and 73965 visited Littlehampton on June 5 top-and-tailing the Eastleigh to Eastleigh via Portsmouth Harbour and Southampton Network Rail Train.

Our thanks

COLAS Rail-liveried Class 37s Nos. 37421+37521 passed through Lancaster at 16.01 on June 5 en route from Derby to Carlisle via Whitehaven with a Network Rail inspection train. AT 14.18 on May 23, the Network Rail Track Train came off the single line from Thingley Jct on its way from Tyseley to Weymouth. It was top-and-tailed by Class 67 Nos. 67023 with 67027.

THE Railway Magazine’s thanks for information go to: Paul Atkinson, Peter Beale, John Brandon, Gordon Casely, Gene Collins, Brian Cook, Mike Cooper, Raymond Day, Kevin Driscoll, David Farrall, Steve Frost, Malcolm Hutcheson, Andy Jones, Bob Knell, Barry Knock, Barry Korzeniewski, Sean Morris, Bob Morrison, Alan Munday, Colin Mytton, Chris Newton, Martin Peverley, Roger Phillips, Dorian Porter, Mark Reynolds, Robert Riddell, Howard Robinson, John Roxburgh, Terry Smart, Ian Walton, Craig Wellum, Derek Wilson and Colin Woof.

July 2018 • The Railway Magazine • 105

Stock Update Track Record COMPILED BY


Call: 01507 529589 email: railway

Your reports and pictures are most welcome. Highly competitive rates are paid, especially if exclusive to The RM.

LOCOMOTIVES Allocations 37409 XHSS-XHAC 37606 XHSS-XHNC 37607 HNRL-COTS 37612 HNRL-COTS 37670 LR/EPUK de-registered cut 43026 LA/EFPC-HA/HAPC 43125 LA/EFPC-HA/HAPC 43128 LA/EFPC-HA/HAPC 43141 LA/EFPC-HA/HAPC 43153 OO-LA 43154 OO-LA 43155 OO-LA 43156 OO-LA 43158 OO-LA 43159 OO-LA 43160 OO-LA 43161 OO-LA 43162 OO-LA 43164 OO-LA 43165 OO-LA 43170 OO-LA 43171 OO-LA 43172 OO-LA 43174 OO-LA 43175 OO-LA 43176 OO-LA 43177 OO-LA 43180 OO-LA 43181 OO-LA 43182 OO-LA 43185 OO-LA 43186 OO-LA 43187 OO-LA 43188 OO-LA 43189 OO-LA 43190 OO-LA 43191 OO-LA 43192 OO-LA 43193 OO-LA 43194 OO-LA 43195 OO-LA 43196 OO-LA 43197 OO-LA 43198 OO-LA 57003 XHSS-XHCK 60011 WQAB-WQAA 67004 WQ/WQAA-CE/WABC 67020 WAWC-WAAC 70002 DFGI-DHLT 70004 DFGI-DHLT 70005 DFGI-DHLT 70006 DFGI-DHLT 70010 DFGI-DHLT 70017 DFGI-DHLT 90020 WEAC-WEDC Liveries DB Cargo red: 66027 GBRf: 66784 Great Western Railway green: 43004/42 Large Logo blue: 37409 ScotRail InterCity: 43012, 43163 + Celebrating Pride vinyls: 91103 Named 43132 Aberdeen Station 150th Anniversary Name removed 43026 Michael Eavis

Eleven out of 19 Class 70s on Freightliner’s books sit in a line at Leeds Midland Road depot on June 9. As Freightliner is understood to operate these locos on a ‘power-by-the-hour’ arrangement, some locos are stored, while others are awaiting parts for repair. Faults sidelining the locos include wheelset, engine and cooling issues. From nearest the camera, the locos are Nos: 70013, 70009, 70016, 70018, 70001, 70019, 70005, 70010, 70006, 70017 and 70004. MICHAEL RIVETT

Renumbered 66132 – 66785 Sold GBRf: 60047/76/85/87/95 Modifications Dellner couplers fitted: 92033 Stored/stopped locations Basford Hall: 86251 Leeds Midland Road: 70002/04/05/06/10/17

‘Pendolino’revised: 390045/47 Renatus: 321310 Saltire: 158727, 385003-05 South Western Railway: 159014 + Just Married vinyls: 165124 + MND vinyls: 170450 + Rainbow vinyls: 390045, 800008 Named 390013 Blackpool Belle 390045 Virgin Pride

Returned to traffic 20901, 56090, 67004, 73213

Names removed 390013 Virgin Spirit 390045 101 Squadron

Disposals Sandbach Car & Commercial Vehicle Dismantlers: Arrival date: June 14: 86901

Operational 345013/14 700146/50/53 800007/36

MULTIPLE UNITS Allocations 150207 NH/EDHQ-PM/EFHQ 150209 PM/EFHQ-NH/EDHQ 153305/73/80 EX/EFHQ-NL/EDHQ 180109/10/11/13 OO-XW 345013-17 ZI-OC 345041/42 newly delivered ZI/ EXHQ 365509/37 HE/ETHQ-GW/HAHQ 385003/04/05 newly delivered HQ/HAHQ 700059/60 newly delivered TB/ ETHQ 700154 newly delivered TB/ETHQ 802005/06/07/08/09/10 newly delivered HQ/HBHQ Liveries Eurostar revised: 373205/06/11 Grand Central: 108104 Great Western Railway green: 800007/36, 800306-08, 802003-10 Greater Anglia: 170271 Northern Rail revised: 156438/68/80/91, 319368/77

106 • The Railway Magazine • July 2018

Stored/stopped locations Dollands Moor: 700124/28 Eastleigh Works: 313121 Ely: 365507/15 Ilford: 365519/33 Wolverton: 319215 Now in passenger traffic 700114/20/30/41/46/54

Disposals C F Booth, Rotherham: Arrival dates: June 5: 71952; June 14: 71960/64/65 EMR Kingsbury: Arrival date: May 26: 373201/02

HAULED COACHING STOCK Allocations 325 KR-CS 1566 KR-CS 1953 KR-CS 3174 KR-CS 3182 KR-CS 3247 KR-CS 3257 KR-CS 3273 KR-CS 3275 KR-CS 3344 BU-CL 10729 KR-CS 10734 KR-CS 11502 newly delivered HQ/EAHQ 12704/05/06 newly delivered HQ/EAHQ 12802 newly delivered HQ/ EAHQ 17167 KR-CS 41142 LA/EFHQ-IS/HAHQ

42010/30/32/75 LA/EFHQ-IS/ HAHQ 42291/93 LA/EFHQ-IS/HAHQ 42333 LA/EFHQ-IS/HAHQ 42558/77 LA/EFHQ-IS/HAHQ 92904 KR-CS Liveries East Midlands Trains: 40205/21, 41204-09, 42401/02/04/05/07/08, 42584-86 Great Western Railway: 42356 Pullman: 3229, 3344 Named 1211 Snaefell 3229 Snowdon 3344 Scafell Name removed 3229 Jade Formations DY21: 42401+42584+ 42402+ 41204+ 40205+41207 DY22: 42404+42585+ 42405+ 41205+ 40221+41208 Stored/stopped locations Craigentinny: 42288 Ely: 41022, 41142, 42010/30/31/ 32/75, 42291/93, 42333, 42558/77 A dull afternoon in Leeds on May 29 was brightened by Class 170 No. 170476, the former ScotRail DMU sporting its new Northern Rail livery and departing west with a service to Harrogate. GAVIN MORRISON

July 2018 • The Railway Magazine • 107


ARE YOU STAGING AN EVENT YOU THINK SHOULD BE ON THIS PAGE? Send brief details, no later than the 10th of the month before the issue you wish the event to appear in, to: Meetings, Railway Magazine, Media Centre, Horncastle, Lincs LN9 6JR. Alternatively, email to

MONDAY, JULY 2. . . . . . . . . . . . . . . . . . . . . . . . . . . Peak Rail Association (Sheffield branch). The Harlequin, 108 Nursery Street, Sheffield S3 8GG. 19.30. ‘Toy Trains in the Sky’: David Charlesworth. TUESDAY, JULY 3. . . . . . . . . . . . . . . . . . . . . . . . . . . Chipping Norton Railway Club. Town Hall, Market Place, Chipping Norton OX7 5NA. 19.30. ‘The Regional Railways Story’: Alex Green. Enfield Transport Circle. First Floor Meeting Room, Enfield Drill Hall, 1, Old Park Avenue, Enfield, Middx EN2 6PJ. 20.00. ‘Memories of the SVRPS – North London branch’: Bill Santer & Malcolm Wood. Gravesend Railway Enthusiasts’ Society. Emmanuel Baptist Church, Windmill Street, Gravesend DA12 1BB. 19.30. ‘My Story of 56 years of Driving’: Kelvin Harris. Railway Correspondence and Travel Society (RCTS). Beechen Grove Baptist Church, Clarendon Road, Watford WD17 1JJ. 19.00. ‘That was the year that was – 1965’: Geoff Plumb. WEDNESDAY, JULY 4. . . . . . . . . . . . . . . . . . . . . . . Bradford Railway Circle. Sedbergh Community Centre, Huddersfield Road, Odsal, Bradford West Yorkshire BD6 1DJ. 19.30. ‘Railways Around the Midlands in the 1970s’: John Bromfield. Pennine Railway Society. Club 39, College Road, Doncaster DN1 3JH. 20.00. ‘St. Pancras to Leeds’: John Law. RCTS (Bristol branch). Afternoon observation at Oxford station and evening observation at Didcot station. THURSDAY, JULY 5. . . . . . . . . . . . . . . . . . . . . . . . . Great Central Railway Society (Sheffield branch). The Harlequin, 108 Nursery Street, Sheffield S3 8GG. 19.30. ‘More Changing Scenes on the Railway’: Geoff Griffiths. RCTS. Methodist Church Hall, Silver Street, Stony Stratford, Milton Keynes MK11 1BE. 19.30. ‘A Career with BR’: David Maidment. Friends of the Stockton & Darlington Railway. Darlington Cricket Club, South Terrace, Feethams, Darlington DL1 5JD. 19.10. Monthly meeting. FRIDAY, JULY 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slough and Windsor Railway Society.

The Manor, Brunel Way, Slough station, Slough. 19.45. ‘Exeter to Exeter via Plymouth’: Bob Bunyar.

MONDAY, JULY 9. . . . . . . . . . . . . . . . . . . . . . . . . . . Southern Electric Group (Sussex branch). Deall Room, Southwick Community Centre, Southwick BN42 4TE. 19.30. ‘Electrics on the Southern’: Alan Harvey. Lincoln Railway Society. St Hugh’s Church, Harewood Crescent, North Hykeham, Lincoln LN6 8JG. ‘America 2016 - Denver to Barstow’: Roger Childs. TUESDAY, JULY 10 . . . . . . . . . . . . . . . . . . . . . . . . . RCTS (Merseyside, Chester and North Wales branch). Outdoor fixture in Strathclyde. Alan Turton 01606 854227 or Alan.christine@ RCTS. Tilehouse Street Baptist Church, Upper Tilehouse Street, Hitchin SG5 2EE. 19.30. ‘The Blue Diesel Era’: Robert Warburton. WEDNESDAY, JULY 11 . . . . . . . . . . . . . . . . . . . . . Locomotive Club of Great Britain (LCGB) (Dorking branch). Friends’ Meeting House, Butter Hill, South Street, Dorking RH4 2LE. 19.30. ‘East West Rail’: Patrick O’Sullivan. FRIDAY, JULY 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . Slough and Windsor Railway Society. The Manor, Brunel Way, Slough station, Slough. 19.45. Mystery rail trip. SATURDAY, JULY 14. . . . . . . . . . . . . . . . . . . . . . . . Bournemouth Railway Club. Winton Methodist Community Centre, Alma Road/Heron Court Road, Bournemouth BH9 1DE. 14.30. ‘French Connection – Part 2’: Members images of French railways and connections to the UK. MONDAY, JULY 16 . . . . . . . . . . . . . . . . . . . . . . . . . RCTS (South Essex branch). Annual visit to

PASSING TRAINS: A Virgin Class 390 on the 10.20 Euston-Manchester overtakes Southern Class 377 EMU No. 377201 on the 09.10 East Croydon-Milton Keynes Central, while Freightliner Class 70 No. 70014 passes southbound at the head of the 08.14 4L97 Crewe-Felixstowe at Cheddington on June 18. GRAHAM NUTTALL Mangapps Farm Railway Museum. Meet in the restaurant car at Mangapps Museum entrance 19.00-19.30.

TUESDAY, JULY 17 . . . . . . . . . . . . . . . . . . . . . . . . .

Leicester Railway Society. Cricketers Inn, Grace Road, Leicester LE28AD. 19.30. Quiz night. RCTS (Thames Valley branch). Observations at Banbury station 17.00. Contact fixtures secretary Andrew Jenkins 01793 783749 or

WEDNESDAY, JULY 18 . . . . . . . . . . . . . . . . . . . . .

Bradford Railway Circle. Sedbergh Community Centre, Huddersfield Road, Odsal, Bradford. West Yorkshire BD6 1DJ. 19.30. ‘Normanton. Crewe of the Coalfields’: Allan Dawson. Pennine Railway Society. Club 39, College Road, Doncaster DN1 3JH. 20.00. TBA, Joe Wray. RCTS (Mid Hants Railway branch). Observation evening at Eastleigh station from 16.30. Contact secretary Ted Vaughan on 02380 849533

THURSDAY, JULY 19 . . . . . . . . . . . . . . . . . . Grantham Railway Society. St John’s Church, Station Road East, Grantham NG31 6BX. 19.30. ‘The Rise and Fall of Rail Express Systems’: David Copeland. Marlow & District Railway Society. Bourne End Community Centre, Bourne End, Bucks. SL8 5SX. 19.30. ‘Strictly Freight Only – Part 2’: Brian Ringer. RCTS (Bristol branch). Dinner at the Hope & Anchor, Midford 19.00. Contact Paul Udey on 01225 427779 to book place. RCTS (West Riding branch). Outside visit. Contact branch secretary Bob Green on 0113 284 3604. FRIDAY, JULY 20 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Great Western Society (GWS). Village Hall, Stoke St Mary, Taunton, TA3 5DE. 19.30. ‘Who Knows Where the Time Goes?’: Graham Bean. Slough and Windsor Railway Society. The Manor, Brunel Way, Slough station, Slough. 19.45. Rail enthusiasts’ barbecue. WC&P Railway Group. Jubilee Hall, 49 Slade Road, Portishead, Bristol BS20 6BE. 19.30.‘A Miscellany of Railways’: Ian Bennett.

WEDNESDAY, JULY 25 . . . . . . . . . . . . . . . . . . . . .

Basingstoke & District Railway Society. Wote St Club, New Road, Basingstoke RG21 7NG. 19.45. ‘Crossrail 2’: Gavin Cambridge.

THURSDAY, JULY 26 . . . . . . . . . . . . . . . . . . . . . . .

Stevenage Locomotive Society. Community Arts Centre, Roaring Meg Retail Park, Stevenage. 19.30. ‘Travels with David’ (Eatwell): Ray Schofield.

FRIDAY, JULY 27 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Railway Club of the New Forest. McLellan Hall, Lymington Community Centre, Cannon Street, Lymington. 19.30. ‘The Southern Since 1953’: Michael H C Baker. Slough and Windsor Railway Society. The Manor, Brunel Way, Slough station, Slough. 19.45. ‘Tales from the Past’: David Grant.

108 • The Railway Magazine • July 2018

MONDAY, JULY 30 . . . . . . . . . . . . . . . . . . . . . . . . .

Nantwich & Market Drayton Railway Society. King’s Head Inn, Shrewsbury Road, Market Drayton, TF9 3EH. 20.00. ‘Railways of the Peloponnese Archipelago (Greece)’: Mike Lister.

TUESDAY, JULY 31 . . . . . . . . . . . . . . . . . . . . . . . . .

RCTS. Methodist Church, junction of Ludwick Way and Colegreen Lane, Welwyn Garden City AL7 3PN. 14.00. ‘Gricing – on Company Business’: Mike Robinson.

WEDNESDAY, AUGUST 1. . . . . . . . . . . . . . . . . . .

Bradford Railway Circle. Sedbergh Community Centre, Huddersfield Road, Odsal, Bradford West Yorkshire BD6 1DJ. 19.30. ‘The Cromford & High Peak Railway’: John Evans. Pennine Railway Society. Club 39, College Road, Doncaster DN1 3JH. 20.00. TBA: Andy Barclay.

THURSDAY, AUGUST 2. . . . . . . . . . . . . . . . . . . . .

Friends of the Stockton & Darlington Railway. Darlington Cricket Club, South Terrace, Feethams, Darlington DL1 5JD. 19.10. Monthly meeting.

EXHIBITIONS SATURDAY, JULY 7. . . . . . . . . . . . . . . . . . . . Railway & Local Heritage Event marking 70th anniversary of the 1948 Wath Manvers railway accident. LNER Social Club, Rowms Lane, Swinton. 12.00-16.00. The event will include a presentation of the story of the accident by local railway historian Mike Brearley (including the rescue operation and subsequent inquiries); expert speakers; film footage; personal experiences from special guests, survivors of the accident and relatives of the locomotive driver; photographic, local heritage and railway artefacts; free minibus to the accident site. Refreshments and food available throughout the afternoon. Admission £5, concessions £3. For further information, ring 01709 586943. Also see details on the Facebook event page. Beaconsfield Model Railway Exhibition. The Beaconsfield School, Wattleton Road, Beaconsfield, Bucks HP9 1SJ. 10.30-17.00. Adults £5, child £2.50, wheelchair users free. Layouts, trade support and demonstrations. SATURDAYSUNDAY, JULY 78 . . . . . . . . . . . . .

North Wales Area Group of N Gauge Society Annual Show. Ysgol Porth-y-Felin, Llanrwst Road, Conwy LL32 8FZ. Saturday 10.00-17.00; Sunday 10.00-16.00. Adult £4, child £2. Refreshments, disabled access, large car park. Ten minutes walk from Conwy station. 12 layouts, mainly N Gauge. Trade support.

SATURDAY, JULY 14. . . . . . . . . . . . . . . . . . . . . . . .

Friends of Robert Barclay 25th annual model railway exhibition. Robert Barclay Academy, Cock Lane, Hoddesdon, Herts EN11 8JY. 10.30-16.30. Adult £4.50, concession £3, family (2+2) £12. 21 layouts. Refreshments. Quality trade stands, including new and second-hand model railways & vehicles, modelling accessories, books, DVDs, scenic materials, kits and tools.

Also society and club stands, including model boats and lorries. All profits to academy projects. Free parking. All Gauges Model Railway Exhibition (organised by the Launceston branch of N Gauge Society). Launceston Town Hall, Cornwall. Adult £4, seniors £3, child free. Layouts, trade stalls and refreshments. Visitors will be able to run own locomotives.

SATURDAY, JULY 21 . . . . . . . . . . . . . . . . . . Sussex Vintage Model Railway Collectors’ Summer Toy and Model Train Show. The Knoyle Hall, Knoyle Road, Preston Park, Brighton BN1 6RB. /svmrc. 10.00-16.30. Adults £4, accompanied children free. Lovely layouts of old toy shop favourites for a real nostalgia trip, trade support, refreshments. Short walk from Preston Park station. Could be combined with a visit to the fabulous Brighton Toy Museum, adjoining Brighton station. Pevensey Bay Model Railway Club Exhibition. Pevensey Memorial Hall, Church Lane, Pevensey, East Sussex BN24 5LA.10.00-16.30. Adult £4, child £2, family £10. Stockport and District Railway Modellers Open Day. Scout Hut, Cartwright Street, Newton, Hyde SK14 4FH. 10.30-16.00. Members will show off their modelling skills and talk about the hobby. Admission free. SUNDAY, JULY 22. . . . . . . . . . . . . . . . . . . . . Gainsborough Model Railway Society. Florence Terrace, Gainsborough, Lincs DN21 IBE. 13.30-18.00. Adult £4, concession £3, child £3, family £10. SATURDAY, JULY 28 . . . . . . . . . . . . . . . . . . Bridport & District Model Railway Club Exhibition. Sir John Colfox Academy, Ridgeway, Bridport, Dorset DT6 3DT. 10.00-16.00. Adult £5, child £1, under fives free. SATURDAYSUNDAY, JULY 2829 . . . . . . Colwyn Model Railway Club annual exhibition. Craig-y-Don Community Centre, Queens Road, Craig-y-Don, Llandudno LL30 1TE. Saturday 10.00-17.00, Sunday 10.00-16.00. Adult £4, under-18 £3. 15 layouts. SATURDAY, AUGUST 4 . . . . . . . . . . . . . . . . . . . . .

Train Collectors’ Society Summer Show. The Stadium, Guttman Road, Stoke Mandeville, Bucks HP21 9PP. www.traincollectors. 10.00-17.00. Adult £4.50, accompanied children u10 free. Fifteen vintage and collectable layouts and displays.

THURSDAY, AUGUST 9. . . . . . . . . . . . . . . . Association of Bexley Charities ’78 Charity Toy and Train Fair. Falconwood Community Centre, 32 Falconwood Parade, The Green, Welling, Kent DA16 2PG. 17.30-21.30. Sales stands will feature new and pre-enjoyed model railways (Hornby, Bachmann, Dapol, Farish, Fleishmann) and spare parts; die-cast vehicles (Dinky, Corgi, Matchbox etc). Adults £1.50, accompanied children free.


July 7, August 4, 14 Corporation Road, Leicester LE4 5PX (0116 299 51110). Museum open Feb-Oct (13.00-16.30). Events: July 7 Print and Ride Railway Day.


July 7-8, 15, 21-22, 24, 26, 28-29, August 2, 4-5, 7, 9, 11-12, 14, 16, 18-19, 21, 23, 25-28, 30 Lionheart Station, Alnwick, Northumberland NE66 2EZ. Information line 0300 030 3311. Events: July 7-8 1940s Weekend, 21-22 and 28-29 Steam Weekends, 29 Summer Fair.


July 14-15, 29, August 11-12, 26-27 Houghton Bridge, Arundel, West Sussex BN18 9LT (01798 831370). Museum open 10.00-17.30. Events: July 14-15 Railway Gala Weekend, August 19 Petrol Locos’Day.


July 7-8, 14-15, 21-September 2 Stowe-by-Chartley, Weston, Staffs ST18 OLA (01785 850965).


(home of the Moseley Railway Trust) July 7-8, 13-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-27 Apedale Country Park, Newcastle-under-Lyme, Staffordshire ST5 7LB (0845 0941953). Events: July 13-15 Tracks To The Trenches.


July 4, 8, 11, 14-15, 18, 21-22, 25, 28-29, 31, August 1-2, 4-5, 7-9, 11-12, 14-16, 18-19, 21-23, 25-27 Bitton station, Bath Road, Bitton BS30 6HD (0117 932 5538/7296). See website for dining trains.


Daily (until September 6) Llanuwchllyn station, Gwynedd.


July 7-8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-26 Campbell Drive, Barrow Hill, Chesterfield S43 2PR (01246 472450). Open: 10.00-16.00.


July 3-5, 7-8, 10-12, 14-15, 17-19, 21-22, 24-29, 31, August 1-2, 4-5, 7-9, 11-12, 14-16, 18-19, 21-23, 25-30 Shackerstone station, Shackerstone, Leics CV13 6NW (01827 880754). Events: July 27-29 Rails & Ales. Station open most Sats and Suns (11.45-17.00) and bank holidays.


Daily (until September 30) Sheffield Park station, East Sussex (01825 720800). Events: See website for Golden Arrow Pullman Dining, Afternoon Tea Lounge Car and Sunday Carvery dining train.


Daily (until September 30) Bodmin General station, Cornwall (01208 73666).


Daily (until October 28) Bo’ness station, Bo’ness, West Lothian EH51 9AQ (01506 822298).


August 4-5, September 1-2, 6-9, 113-16 Springwell Village, Gateshead, Tyne & Wear, NE9 7QJ (0191 4161847). Events: The museum is open every Tues, Thurs and Sat (10.00-15.00).


Daily (until September 6) Pant station, Merthyr Tydfil CF48 2UP (01685 722988).


August 5, September 2 The Warren, Bredgar, Sittingbourne ME9 8AT (01622 884254). Events: September 2 Classic Tractors & Farm Equipment.


Daily (until October 28) Bressingham Steam Experience, Diss (01379 686906). Open 11.00-16.00.


July 7-8, 21-22, August 4-5, 25-27 M Shed, Princes Wharf, Wapping Road, Bristol BS1 4RN (0117 352 6600). Museum open Tues-Fri (10.00-17.00), weekends 10.00-18.00.


July 8, 11, 14-15, 18, 22, 25, 29, August 1, 5, 8, 12, 15, 18-19, 22, 26-27 Quainton Road, Quainton, Aylesbury, Bucks HP22 4BY (01296 655720). Events: See website for static viewing days.


Daily (until August 31) Aylsham station, Norwich Road, Aylsham, Norfolk (01263 733858).


July 22, August 19, September 6, 9, 23 Bursledon Brickworks Industrial Museum, Coal Park Lane, Swanwick, Southampton SO31 7GW (01489 576248). Events: July 22 Trains at the Brickworks.


July 7-8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-26 The Station, Park Road, Brechin DD9 7AF (01356 622992).


Llynclys: July 7-8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-27. Oswestry: June 10, 17, 24, July 8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-27 Llynclys South Station SY10 8BX and Suite 1, Cambrian Visitor Centre, Oswald Road, Oswestry, Shropshire SY11 1RE (01691 688763).


July 7-8, 14-15, 21-22, 26, 28-29, 31, August 2, 4-5, 7, 9, 11-12, 14, 16, 18-19, 21, 23, 25-28 Chasewater Country Park, Pool Road, Brownhills, Staffs (01543 412121). Events: July 14-15 Burton Brewery Locomotives’Weekend, 29 1940s Vintage Fair.


July 8, September 16 Blackberry Lane, off Bognor Road, East Chichester PO19 7FS.


July 8, 15, 22, 26, 29, August 2, 5, 9, 12, 16, 19, 23, 27-28 Chinnor station, Oxon OX39 4ER (timetable 01844 353535). Events: July 14 Diesel Day.


Where to go for steam & classic traction this summer Norchard, Forest Road, Lydney (01594 845840).


July 8, 15, 22, 29, August 5, 12, 19, 26-27 Yorkshire Museum of Farming, Murton Park, Murton Lane, Murton, York YO19 5UF (telephone enquiries via Murton Park 01904 489966).


Daily (until September 9) The Station, Bickleigh, Tiverton, Devon EX16 8RG (01884 855671).


Daily (until October 7) Didcot, Oxon OX11 7NJ (01235 817200). Events: July 8 Teddy Bears’Picnic, 14-15 Star Tugs Weekend.


Daily (10.00-16.30) for static viewing Chappel station, Wakes Colne, Colchester CO6 2DS (01206 242524).


Daily (until November 4) Harbour station, Porthmadog LL49 9NF (01766 516035)


July 15, 21-22, 25, 29, August 5, 8, 11-12, 15, 19, 22, 25-26, 29 Caverswall Road station, Blythe Bridge, Stoke-on-Trent ST11 9EA (01782 396210/259667). Event: July 8 Classic and Vintage Bike Rally, 14-15 Iron Curtain Rally, 21-22 Foxfield Summer Gala.


July 29 Common Lane, Yenston, Templecombe, Somerset BA8 0NB (01963 370752).


July 3-5, 7-8, 10-12, 14-15, 17-19, 21-22, 24-29, 31- August 5, 7-12, 14-19, 21-September 2 The Railway Station, Toddington (01242 621405). Events: July 27-29 Heritage Diesel Gala.



July 4, 7-8, 11, 13-15, 17-19, 21-22, 24-26, 28-29, 31August 2, 4-5, 7-9,11-12, 14-19, 21-23, 25-29 Great Central Road, Loughborough, Leics (01509 230726). Events: See website for dining trains.


July 7-8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-27 Mere Way, Ruddington, Nottingham NG11 6NX (off the A60) (0115 940 5705).

July 7-8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-27 White Cliffs Colliery Line, Station Road, Shepherdswell, Dover CT15 7PD (01304 832042). July 4-8, 11-15, 18-22, 25-29, August 1-5, 8-12, 15-19, 22-27, 29-September 2 Bolton Street station, Bury, Lancs BL9 0EY (0161 764 7790). Events: July 6-8 Summer Diesel Spectacular, August 4-5 Days Out With Thomas.


July 7-8, 14-15, 21-September 2 Lakeside Country Park, Wide Lane, Eastleigh, Hampshire SO50 5PE (02380 612020).


July 4, 7-8, 11, 14-15, 18, 21-22, 24-26, 28-29, August 1-2, 4-5, 8-9, 11-12, 15-16, 18-19, 22-23, 25-27, 29-30 Cranmore station, Cranmore, Shepton Mallet, Somerset BA4 4QP (01749 880417).


July 5-8, 10, 12-15, 17, 19-22, 24, 26-29, 31, August 2-5, 7, 9-12, 14, 16-19, 21, 23-28, 30-Septenber 2 Wirksworth station, off Coldwell Street, Wirksworth DE4 4FB (01629 823076). Events: July 14-15 Classic Transport Weekend.




July 4, 8, 11, 15, 18, 22, 25, 28-29 Onchan, Isle of Man (01624 670453). Events: July 25-29 Manx Heritage Transport Festival.


See website for 2018 running dates Bronwydd Arms, Carmarthen (01267 238213). Events: See website for dining trains.


July 4, 7-8, 11, 14-15, 18, 21-September 2 Hayling Island, Hants PO11 0AG (023 9 237 2427).


July 5, 8, 12, 15, 19, 22, 26, 29, August 2, 5,9,12, 16, 19, 23, 26 Trevarno Farm, Prospidnick Farm, Helston, Cornwall (07875 481380).


July 8, 15, 17-18, 22, 24-25, 29, 31-August 1, 5, 7-8, 12, 14-15, 19-29 Just off A66, Warcop, Cumbria CA16 6PR (017683 42309).

Daily (until November 5) Douglas, Isle of Man (01624 697457). Event: See website for dining trains.


July 14-15, 21, August 25-27 Wallingford station, Hithercroft Road, Wallingford (01491 835067). Events: See website for details of fish & chip and cream tea specials.


See website for 2018 running dates Elsecar Heritage Centre, Wath Road, Elsecar, Barnsley S74 8HJ (01226 746746). Open daily for static viewing.

Daily (until September 13) The Station, Haven Street PO33 4DS (01983 882204). Events: August 4-5 All Island Locos Together, 24-27 Island Steam Show.



July 4-6, 8, 11-13, 15, 18-20, 22, 24,27, 29, August 1, 4-6, 8, 11-13, 15, 18-20, 22, 25-27, 29 Station Road, Cheddleton ST13 7EE (01538 750755). Events: July 24-27 Gin & Trains.

July 7-8, 10, 14-15, 17, 21-22, 24-September 2 Bolton Abbey station, Skipton, North Yorkshire BD23 6AF (01756 710614). Events: July 28 Goods Train Day. See website for details of dining trains.

Daily (until September 9) Haworth station, Keighley BD22 8NJ (01535 645214). Events: July 8, 15, 22, 29 Vintage Trains, 25 Diesel & Ale, August 5, 12, 19,26 Vintage Trains, 25 Diesel & Ale.



July 8, 15, 22, 29, August 5, 12, 19, 26 Next to Kempton Park Pumping Station, Snakey Lane, Middlesex TW13 6XH (01932 765328).

July 7-8, 14-15, 21-22, 24-25, 28-29, 31, August 1, 4-5, 7-8, 11-12, 14-15, 18-19, 21-22, 25-27, 29 Castle Hedingham, Essex CO9 3DZ (01787 461174). Events: September 22-23, 29-30 Days Out With Thomas


July 7-8, 14-15, 21-22, 28-29, August 4-7, 11-14, 18-21, 25-28 Station Yard, Corris, Machynlleth SY20 9SH.


Daily (until November 3) Queens Park station, Torbay Road, Paignton TQ4 6AF (01803 555872)


July 7-8, 14-15, 21-22, 28-29, August 1, 4-5, 8, 11-12, 15, 17-19, 22, 25-26, 29

110 • The Railway Magazine • July 2018

July 7-8, 14-15, 20-22, 27-29, August 3-5, 10-12, 17-19, 24-27, 31 Ongar station, Station Approach, Ongar, Essex CM5 9BN (01277 365200). Events: July 20-22 Real Ale Weekend, August 4-5 PAW Patrol, 10 Real Ale Train — with added steam, 26-27 The Gruffalo visits. See website for details of dining trains.


July 7-8, 14-15, 21-22, 25-September 2 Evesham Country Park, Twyford, Evesham, Worcs WR11 4TP (01386 422282). Events: June 30-July 1 Steam Gala.


July 7-8, 14-15, 17-19, 21-September 2 Beach Road, Fairbourne, Gwynedd LL38 2EX (01341 250362).




July 3-5, 7-8, 10-12, 14-15, 17-19, 21-September 2 Tenterden TN30 6HE (01580 765155). Events: July 21-23 Days Out With Thomas.


July 4-8, 11-15, 18-September 2 Clayton West station, Huddersfield (01484 865727). Events: July 21-22 and August 18-19 Days Out With Thomas.


Daily (until October 28) Haverthwaite station, Ulverston, Cumbria LA12 8AL (01539 531594).

Continued on page 112

Heritage Diary LAVENDER LINE

July 8, 15, 22, 29, August 5, 12, 19, 26 Isfield station, Uckfield, East Sussex TN22 5XB (01825 750515).


July 8, 14-15, 18, 21-22, 24-25, 28-29, 31, August 1, 4-5, 7-8,11-12, 14-15, 18-19, 21-22, 25-27, 29 Page’s Park station, Billington Road, Leighton Buzzard LU7 4TN (01525 373888). Events: July 8 Paw Patrol, 21-22 Steam, Comic and Culture Festival, 28 Canal Festival.


July 7-8, 15, 22, 29, August 1, 4-5, 8, 12, 15,19, 22, 26-27, September 1-2 Ludborough station, Grimsby DN35 5QS (01507 363881). Events: Aug 12 Teddy BEras’Day, 26-27 Children’s Fancy Dress Weekend.


Every Sunday and Wednesday Bournemouth & District Society of Model Engineers, Littledown Centre, off Castle Lane East, Bournemouth. 3½in-, 5in- & 7¼in-gauge raised track.11.00-15.00 weather permitting.


Daily (until September 14) Gilfach Ddu, Llanberis, Caernarfon, Gwynedd LL55 4TY (01286 870549).


Daily (until October 31) The Station, Abbey Road, Llangollen LL20 8SN (01978 860979). Events: July 14 Real Ale Train, August 4-5 1960s Weekend.


Daily (10.00-16.00) Shildon, Co Durham. Free admission (01388 777999).


Daily Covent Garden Piazza, London WC2E 7BB (020 7565 7299 -24-hour recorded information, 020 7379 6344 -switchboard).


July 7-8, September 22-23 2 Museum Way, 118-120 Gunnersbury Lane, London W3. Check the website for more open weekends and guided tours – Tickets for guided tours (11.00 and 14.00) must be pre-booked – book online or telephone the booking office on 020 7565 7298.


Daily (until September 27) Woody Bay station, Parracombe, Devon EX31 4RA (01598 763487).


July 7-8, 14-15, 21-22, 27-28, August 4-5, 11-12, 18-19, 25-27 Southminster Road, Burnham-on-Crouch, Essex (01621 784898).


Daily (until November 4) Laxey Station (01624 861226). Check website for details of events.


July 1, 4, 7-8, 11, 14-15, 18, 21-22, 25-26, 28-29, August 1-2, 4-5, 8-9, 11-12, 15-16, 19, 22-27, 29-30 Station Road, Dereham, Norfolk NR19 1DF (01362 690633). Events: August 4-5 1940s Weekend, 24-25 Ales byRails.


July 8, 15, 22, 29, August 5, 12, 19, 26-27 Brockford station, Wetheringsett, Stowmarket IP14 5PW (01449 766899). Events: July 8 Land Rover Day, August 5 Hornby Collectors’ Day, 26-27 Music at the Middy.


Daily (10.00-17.00) Liverpool Road, Castlefield, Manchester M3 4FP (0161 832 2244). Free admission.


Daily (10.00-18.00) Leeman Road, York (0844 8153 139). Free admission.


July 4, 7-8, 11, 14-15, 18, 21-22, 24-26, 28-29, 31-August 5, 7-9, 14-16, 18-19, 21-23, 25-29, 31 Wansford station, Stibbington, Peterborough (01780 784444). Events: July 22 Classic Car Day.


July 8, 15, 22, 29, August 5, 12, 19, 26-27 Brampton station, Chapel Brampton, Northants NN6 8BA (01604 820327).


Daily (until October 28) The Station, Sheringham NR26 8RA (01263 820800). Events: July 13-15 Beer Festival, August 31-September 2 Steam Gala.


Daily (until November 24) Pickering station, Pickering YO18 7AJ (01751 472508).


July 3-4, 7-8, 10-11, 14-15, 17-18, 21-22, 24-25, 28-29, August 4-5, 7-8, 11-12, 14-15, 18-19, 21-22, 25-29 Matlock station, Derbyshire DE4 3NA (01629 580381). Events: August 4-5 1940s Weekend.


July 3, 5, 7-8, 10, 12, 14-15, 17-19 21-September 9 Perrygrove Road, Coleford, Gloucestershire GL16 8QB (01594 8349 191). Events: July 7 Cider, Sausage & Steam.


July 4-8, 11-15, 18-September 2 Poplar Nurseries, Coggeshall Road, Marks Tey, Colchester CO6 1HR (07780 603001).


July 1, 7-8, 14-15, 21-22, 27-29, 31-Aug 19, 21-Sep 2 Butterley Station, Ripley, Derbyshire (01773 747674). Events: July 14 Duchess of Sutherland Day, 27-29 Indietracks Music Festival.


July 8,15, 22, 29, August 5, 12, 19, 26 Prod Lane, Baildon, West Yorkshire, BD17 5BN (07773 001250). Open 12.00-16.30.


July 7-8, 15, 22, 29, August 1, 5, 8, 12, 15, 19, 22, 26-27, 29 Viaduct station, Sittingbourne, Kent ME10 2XD (01795 424899). Events: July 7-8 Steam & Beer.


Daily (until November 4) Laxey Station (01624 861226) Llanberis, Gwynedd LL55 4TY (0844 493 8120).


Open Sunday (10.00-16.00) for static viewing and Monday (13.00-16.00) Midsomer Norton South station, Silver Street, Midsomer Norton, Avon BA3 2EY (01761 411221).


Daily (until November 4) The Station, Buckfastleigh, Devon (0845 345 1420).


Tuesday, Thursday, Saturday and Sunday (until October 31) The Station, Alston, Cumbria CA9 3JB (01434 381696; talking timetable 01434 382828).


July 5, 7-8, 12, 14-15, 19, 21-22, 26, 28-29, 31- August 9, 11-12, 15-19, 21-23, 25-30 West Station, Royal Tunbridge Wells, Kent TN2 5QY (01892 537715). Events: See website for details of fish & chip, dining and murder mystery trains.


July 8, 22, August 12, 26, Sptember 8-9, 23 Ridgmont Road, St Albans AL1 3AJ. Opening times: 14.00-17.00 (except 10.00-17.00 on September 8-9).


July 7-8, 14-15, 21-22, 27-28, August 4-5, 11-12, 18-19, 25-27 Steeplehouse station, Old Porter Lane, Wirksworth, Derbyshire (DE4 4LS for sat navs) (07769 802587).


Ju1y 3-5, 7-8, 10-12, 14-15, 17-19, 21-September 2 The Station, Alresford, Hants SO24 9JG (01962 733810). Events: July 15 Alton Bus Rally.


Daily (until September 30) Bewdley, Worcs DY12 1BG (01299 403816). Events: July 7-8 Step Back to the 1940s.


Daily (until October 31) Ravenglass, Cumbria CA18 1SW (01229 717171). Events: See website for fish & chip and museum specials.

July 15, August 12, 26 Ashwell Road, Cottesmore, Oakham LE15 7BX (01572 813203 or 01780 764118 after 16.00). General opening hours on Tues, Thurs and Sun: 10.00-17.00 (last admission 16.00).

July 7-8, 14-15, 21-22, 25, 27-28, August 1, 4-5, 8,11-12, 15, 18-19, 22, 25-27, 29 Middleton Railway Trust Ltd, The Station, Moor Road, Hunslet, Leeds LS10 2JQ (0113 271 0320). Events: August 19 Leeds Bus Run Day.

Open Friday (14.00-16.00), Saturday (14.00-16.00), and Sunday (10.00-16.00) Rushden Transport Museum, Rushden station, Station Approach, Rushden, Northants NN10 0AW (01933 353111).

Daily (10.00-17.00) Kemble Drive, Swindon SN2 2TA (01793 466646). The library and archive is open Mon-Fri (10.00-16.00) by appointment only (01793 466607).





July 7-8, 14-15, 21-22, 28-29, August 4-5, 11-12, 18-19, 25-27 Albert Edward Dock, Riversway Docklands, Preston. Events: July 14-15 On The Buses, 21-22 Arrival of the Sentinels, August 4-5 Tramway Weekend, 11-12 End of Steam Anniversary, 25-27 Mr Ribble’s Friendly Engines.

Open noon-16.00 (ring museum to confirm) Station Road, Maud, Aberdeenshire AB42 5LY (01771 622906). Enquiries to

Where to go for steam & classic traction this summer



Daily (until October 28) New Romney station, Kent (01797 362353).


July 21, August 5, 18 Brick Lane, Romsey, Hants SO51 8LG. 11.00-16.00. (01794 500523)

112 • The Railway Magazine • July 2018



Daily (until September 2) Aviemore station, Dalfaber Road, Aviemore, Inverness-shire (01479 810725).


Daily (until October 28) Swanage station, Dorset BH19 1HB (01929 425800). Events: See website for dining trains.


July 1, 7-8, 14-15, 21-22, 27-28, August 1, 4-5, 8, 11-12, 15, 18-19, 22, ,25-27, 29, 31-September 2 Tadpole Lane, Blunsdon, Swindon SN25 2DA (01793 771615. Events: July 14-15 Kids For A Quid, August 11-12 Steam & Vintage Weekend.


Daily (until November 3) Wharf station, Tywyn, Gwynedd LL36 9EY (01654 710472). Events: Museum open 10.00-14.00.


July 7-8, 12, 15, 21-22, 26, 28-29, August 2, 4-5, 9, 11-12, 16, 18-19, 23, 25-27, 30 Marley Hill Engine Shed, Old Marley Hill, Gateshead, Tyne & Wear NE16 5ET (for sat navs) (0845 463 4938).


See website for running dates Henllan station, Henllan, Llandysul SA44 5TD (01559 371077).


Daily (until November 2) Park Avenue, Aberystwyth, Ceredigion SY23 1PG (01970 625819).


See website for running dates Stanhope Station, Station Road, Stanhope, Co. Durham DL13 2YS (01388 526203). Events: All trains run to Witton-le-Wear.


Daily (until October 31) Wells-next-the-Sea, Norfolk NR23 1QB (01328 711630 08.00-17.00). Events: See website for ‘Santa Specials’.


Daily (until November 4) Harbour station, Porthmadog, Gwynedd LL49 9NF (01766 516000). (Bookings: Porthmadog 01766 516024, Caernarfon 01286 677018).


See website for running days The Station, Tremadog Road, Porthmadog, Gwynedd LL49 9DY (01766 513402).


July 3-5, 7-8, 10-12, 14-September 2 The Station, Llanfair Caereinion, Welshpool, Powys SY21 0SF (01938 810441).


July 3-4, 7-8, 10-11, 14-15, 17-18, 21-22, 24-25, 28-29, 31-August 31 Leeming Bar station, Leases Road, Leeming Bar, Northallerton, North Yorkshire DL7 9AR (Ticketline 08454 50 54 74).


Daily (until October 7) The Railway Station, Minehead, Somerset TA24 5BG (01643 704996). Events: See website for Dining Trains and Murder Mystery specials.


July 7-8, 14-15, 21-22, 27-28, August 4-5, 11-12, 18-19, 25-27 Whitwell Road, Reepham, Norfolk NR10 4GA (01603 871694). Events: July 13 Emergency Services Bike Night, August 4-5 Ninth Steam Rally. Station and loco yard open every weekend. Steam days are held on the first Sun of each month. Midweek visits by appointment.


July 8-9, 22, 31 Events: July 8, 22 Steam Train Days, July 9 Main Line Steam, 31 Summer Diesel Day. Static viewing every Sun morning. Shop open every Sun (10.00-12.00).

Your event should be in here. The Railway Magazine is anxious to learn all about your rail-related events. Contact Jon Longman, The Railway Magazine, Mortons Media Ltd, Horncastle, Lincs LN9 6JR or email Event organisers – please ensure your entry has contact details and let us have your entries by the deadline (see page 108 for details). It is advisable to contact the event organiser before setting out on your journey as we cannot be held responsible for any inaccuracies or changes in event details. Please note that many museums’opening times may be subject to change on public holidays.


WHEN Richard Trevithick built his first self-propelled steam vehicle, he intended it to run on roads. However, those 19th century highways were, by and large, potholed, muddy affairs, unable to take the machines’ weight. As we know, Trevithick turned to railways on which to develop his concept, but what would have happened if he had persevered with his road transport goal? The ready answer is the traction engine, a slow, ponderous and noisy cousin of the railway locomotive. Traction engines replaced draught horses, and became popular in industrialised countries from around 1850. They were still


Steam off track

being built in the early-20th century. Several thousand examples have been preserved worldwide, with people snatching the opportunity to obtain their own steam engine – even if it does not run on rails. Popular steam fairs are held throughout the year in the UK, and they also make appearances at numerous heritage railway events and galas, always attracting crowds. So, if you’re keen to sample even more steam, and are looking for a fun day out across the UK, there are some great events advertised on this page well worth paying a visit during this summer. For more events later in the year, keep reading The Railway Magazine.

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Rail stays Keen to visit a railway but not sure where to stay as it’s off your normal beaten track? Let these pages help you find the ideal location near a great railway.

Classified CUMBRIA




118 • The Railway Magazine • July 2018








July 2018 • The Railway Magazine • 119






120 • The Railway Magazine • July 2018

Reader Services How to order a subscription Have your RM sent direct to you each month!

Visit or turn to p36 in this issue

Full subscription rates (but see p36-37 for offer *): (12 months 12 issues, incl post & packing) – UK £52.80 (one year); £105.60 (two years); £158.40 (three years), Republic of Ireland £59 and overseas £59-£64. UK subscriptions are zero-rated for the purposes of Value Added Tax. *Existing subscribers receive a monthly exclusive offer. Send cheques/postal orders and correspondence to: Freepost RTKU-YJBY-HJCR, The Railway Magazine Subscriptions, Mortons Media Group Ltd, Horncastle, Lincs LN9 6JR. Tel: 01507 529529. Fax: 01507 371066. email: Overseas subscription enquiries: The Railway Magazine Subscriptions, PO Box 99, Morton Way, Horncastle, Lincs LN9 6LZ United Kingdom (please attach correct postage). Tel +44 (0)1507 529529. Fax: +44 (0)1507 371066. Newsstand distribution by Worldwide Media Services Inc,115 East 23rd Street, New York, NY 10010. USA Postmaster: Send address corrections to The Railway Magazine’s US agent: Mercury International Ltd, 365 Blair Road, Avenel, NJ 07001, USA. Periodicals postage paid at Rahway, New Jersey.

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Magazine A good way to ensure you receive every issue of The Railway Magazine is to place an order with your local newsagent. Once set up, your copy of The Railway Magazine will be held for you to collect, saving you the time and frustration of having to search the newsstands. Some newsagents may even offer a home delivery service, making it easier still for you to obtain your copy. So simply complete the form below (you can photocopy it if you wish) and take it to your local newsagent today.

NEWSAGENT ORDER FORM ■ Please reserve/deliver* a copy of The Railway Magazine on a regular basis, starting with the .................................... issue (*delete as appropriate) Initials .............................. Surname......................................................................................... Address....................................................................................................................................... ................................................................Postcode .................................................................... Daytime Tel No ......................................................................................................................... email ...........................................................................................................................................

How to submit digital photos ■ For publication, take pictures at largest size, resolution and compression. ■ Hi-res JPEGs or TIFFs should be resized to min 7x5in at 300dpi with no layers or sharpening (with TIFFs, select byte order as ‘PC’). ■ Captions plus your name and contact details MUST be embedded in the ‘File Info’ section. A brief contents list must be written on CD sleeves and on the CD itself (but do not stick labels on CDs). ■ Delete the camera’s automatic file-naming codes and replace with ones incorporating your initials, train/loco number, location, date – e.g: NP_91104Retford070410.jpg ■ If posting CDs, send thumbnails and captions. We cannot return CDs. ■ If e-mailing shots, send only 72dpi initially at max size of 8x6in to Your co-operation is appreciated.




July 2018 • The Railway Magazine • 121

Prize crossword

£100 worth of Nostalgia Collection books to be won

Sponsored by

The crossword winner and two runners-up can choose books worth £50 and £25 respectively from the extensive Nostalgia Collection.

The NOSTALGIA Collection Visit us at

■ Puzzle compiled by WILL ADAMS Down


1 ‘A1’ No. 60148 (6) 2 Village of ___, Class 59 No. 59103 (5) 3 Donald and ___, Rev Awdry’s Nos. 9 and 10 (7) 5 Prolific author of railway books (1,1,4) 6 ___ Lake Railway, North Wales narrow gauge line (9) 7 GWR junction for the Fairford branch (7) 8 GWR No. 7001, formerly Denbigh Castle (3,5,5) 15 ___ Line, ‘Merchant Navy’ No. 35014 (9) 17 Gainsborough ___ (3,4) 19 Hertford Loop station, formerly ‘& Goff’s Oak’ (7) 20 ___ 24 down east of Smethwick, or ___ Mill north of Nottingham (7) 21 ___ Hill, Midland station between Bristol and Mangotsfield (6) 24 See 12 across

1 ‘Jubilee’ No. 45679 (6) 4 Mid-Hants Railway station and shed (6) 9 Railwayman’s term for a small signal arm on a gantry (4) 10 ___ Castle, ‘Merchant Navy’ No. 35002 (5) 11 24 down ___, Midland station in Lancaster (4) 12 and 24 down Station and tunnels between Euston and Willesden Junction (6,5) 13 Fort William to Mallaig steam service (8) 14 Station west of Bournemouth (9) 16 Preserved 18-in gauge 0-4-0ST Horwich Works loco (4) 17 Western ___, preserved No. D1048 (4) 18 GWR No. 5032 (3,6) 22 Type of rotary valve gear (8) 23 St ___, GWR/Barry Railway station (6) 25 Sister ___, Class 31 No. 31530 (4) 26 Term applied to a power signalbox (5) 27 Willerby & Kirk ___, Hull & Barnsley station (4) 28 Earl of ___, GWR No. 5045 (6) 29 ___ Junction, southern terminus of the Dean Forest Railway (6)

Solution to the May issue.

July crossword entry form

Across: 1 George Dow 8 Stroud 9 Lawley 12 Oban 13 Ripon 14 Semi 17 Central 18 Take the 19 Stewart 22 Millers 24 Lawn 25 Kerry 26 Maud 29 Friary 30 Helena 31 Peregrine Down: 2 Eton 3 Redhill 4 Elliott 5 Ogwr 6 Strain 7 Regent 10 Boscastle 11 Riverside 15 Great 16 Akeld 20 Edward 21 The Dyke 22 Merthyr 23 Elaine 27 Dale 28 Glen May winner: Mr R Davidge, Bristol Runners-up: Mr A Pursey, Axminster, Devon;

Name Address

Postcode Tel

Mr B White, Uxbridge


Send completed form (photocopies are accepted) to: July Crossword Quiz, The Railway Magazine, Mortons Media Group Ltd, Media Centre, Morton Way, Horncastle LN9 6JR. Open to UK entrants only. Winners will be announced in the September 2018 issue. The winners will be the senders of the first all-correct solutions opened in our office. DATA: Protection of your personal data is important to Mortons. Supplied data will be stored securely and will only be used for the purpose of processing this competition. Data will be stored for a period of three months then destroyed.

Where is it?

The closing date for this month’s crossword is Friday, August 3, 2018. The editor’s decision is final and no correspondence can be entered into. No employee (including the immediate families) of Mortons Media Ltd or any subsidiary company, and The Nostalgia Collection or any subsidiary company, or any company associated with the production of The Railway Magazine, may enter this competition. No purchase necessary. No cash alternatives are offered and prizes are not transferable. Responsibility cannot be accepted for delayed, lost or damaged entry forms.

Our pictorial quiz, for fun only LAST month’s mystery picture (right) showed the original Nederlandse Spoorwegen ‘winged-wheel’ logo that dates from the turn of the 20th century and comprises a train wheel flanked by the wings of Mercury. This example, on the south-east end of the roof of Amsterdam Centraal station, is 5.3m high and 4m wide, but many main stations around the Dutch network have similar examples – Leeuwarden, Roosendaal, Utrecht – which are incorporated into brickwork or a frieze. Now, for this month, can you identify where these disused platforms are (left)? Answer next month.

Next month 122 • The Railway Magazine • July 2018

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The Railway Magazine - July 2018  

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The Railway Magazine - July 2018  

Britain's Best-Selling Rail Title