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Celebrating a century and a half of this Midland masterpiece



No trains under London until autumn 2019

Essential reading for today’s rail enthusiast

NRM DIESELS & ELECTRICS What future for the museum's non-steam collection?


RAIL EXPRESS No. 269 OCTOBER 2018 £4.40



'56' to join 'O' gauge range





The rare visit of D1073 to Brighton

First look at headcode 'Rat' Freightliner container types


Issue No. 269 October 2018

‘DELTIC’ BRINGS HOME THE GOODS: It was not unknown in British Rail days, but a ‘Deltic’ hauling a freight is still rare enough to raise an eyebrow – such as the DPS’ No. 55019 on a rake of vans at Quorn & Woodhouse during the Great Central Railway's three-day diesel gala on September 7. Gareth Bayer








What does the future have in store for non-steam vehicles in the National Collection?

Tracing the rise, fall, and rise again of this iconic station as it reaches a milestone anniversary.




0-60: CLASS 165

Rare evidence of a ‘Western’ in Brighton.

Testing out a Thames Valley ‘Turbo’ before they are transferred elsewhere on the GWR network.

REGULARS 18 26 30

71 72


Ferry vans; KWVR namings; Blackpool South; A selection of modern traction books.


It has been a busy month for mid-year announcements, with the likes of Heljan, Bachmann and Dapol showing new products across the major scales. We also take an in-dpeth look at Freightliner containers, while reviews include Hornby’s InterCity Class 87.




An update on the ‘Q’ Stock project.


Tour will mark closure of Waverley Route.
















The best ways to get Rail Express every month.


Report rejects nationalisation of ScotRail services; Testing of TPE Mk.5 sets begins; ‘Azuma’ trials hit by lineside interference issue; Crossrail start date put back to autumn 2019; Fares to rise by more than growth in pay; Valiant makes it 11 for SVR Class 50 gala; HST and ‘90s’ for Locomotive Services; Wagon maintenance blamed for Ely derailment.



October news from decades past.


‘Whistler’ returns to main line; Class 40 requires substantial repairs; KOYLI group to help with restoration of 'Deltic' Tulyar; RMS ‘08s’ to star in Mid-Norfolk Railway gala.

'Tugs' start work with GBRf; Euro ‘66’ visits UK.

Notable workings, Name Game and Spectrum.

First GWR Class 802 enters service.

News and location updates.

First ScotRail HST set delivered.

Final aviation fuel TEAs arrive.

Extra trains for summer events; GM diesel rescues troubled steam tour.

One of the stars of the National Collection is the gas-turbine APT-E prototype, pictured at Locomotion (Shildon) on November 20, 2017. The NRM discusses its modern traction policy in our feature starting on page 14. Paul Bickerdyke


Newstrade & distribution Marketforce UK Ltd, 5 Churchill Place, Canary Wharf, London, E14 5HU. 0203 787 9001 Printed by William Gibbons and Sons, Wolverhampton Published Third Friday of every month This issue September 21, 2018 Next issue October 19, 2018 Advertising deadline October 5, 2018 ISSN No 1362 234X

Paul Bickerdyke Rail Express Editor

A rock and a hard place


HE National Railway Museum occupies something of a tricky position. On the one hand, it is there to collect and preserve key items that allow the story of railways – which is fundamentally linked to the social and economic history of Britain as a whole – to be told to current and future generations. On the other hand, to do so means necessarily including some of the most important locomotives and units, which leads to demands from enthusiasts to get them running again. After all, who wouldn’t want to see and hear the likes of pioneer Class 40 No. D200 or the ‘Deltic’ prototype in action once more. However, operating locos costs money, needs manpower, and puts the vehicle – a valuable museum piece, don’t forget - at risk. The NRM gives a fascinating insight into its position in our feature starting on page 14. It’s fair to say the museum took a lot of flak over the decade-long, £4 million restoration of celebrity steam loco Flying Scotsman, which only added to the calls for similar treatment of its diesels and electrics. However, Scotsman is a special case. Of the 750,000 visitors the museum gets every year, the vast majority are non-enthusiasts

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and, with the best will in the world, can any of us really argue that any other loco could have the same publicity value that No. 4472 does? And, this loco aside, the NRM’s diesels and electrics arguably fare better than the steam collection, with half a dozen or so currently in operational condition. Don’t take our word for it, however. Read what they have to say this month and then let us know your thoughts.

Please do not send images that have already been sent to other publications. Prints & slides are sent at the owner’s risk and must be accompanied by a SAE for return. Digital images can be sent by email, but please bear in mind we may not be able to reply to every one, as we receive hundreds of images each week. Although care will be taken with submissions, Rail Express assumes no responsibility for loss/damage, however caused. Submitted material may also be used in connection with other Mortons Media Group projects or as content on the internet. Payment for material used will be made promptly. Please send digital submissions to or via CD or DVD to the editorial address. IMPORTANT: Images should be ex-camera with no Photoshop manipulation.

SEVERN VALLEY CLASS 50 GALA By the time this issue goes on sale, the Severn Valley Railway’s Class 50 Golden Jubilee gala will be less than two weeks away. With the prospect of 11 ‘Hoovers’ taking part (see page 13), this will be the greatest gathering of any one type of loco in preservation, making it a unique event, and I urge you not to miss it if at all possible.

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Simon Bendall

Editor Rail Express Modeller

Christopher Westcott

David Russell

Power by the Hour Shunters Name Game Spectrum

David Rapson

Preservation Units Coaches

Gareth Bayer Wagons

LU World (with Piers Connor)


William Watson Irish Angle (with Alan McFerran)

‘Industry Witness’ News Writer

Main line or heritage?

Essential reading for today’s rail enthusiast

TWO recent pictures of a Class 47 hauling a rake of Mk.1s – but which one is main line and which is heritage? At first glance it is hard to tell, showing how the distinction has become blurred these days, and it is only the details on closer inspection that gives the game away. The upper shot is of headcode-fitted No. 1705 (47117) Sparrowhawk powering away from Swithland Viaduct on the Great Central Railway with the 2B43/17.00 Leicester North to Loughborough on August 5, while the lower shot shows Caledonian Sleeper-liveried No. 47727 Edinburgh Castle just north of Barrow Hill (Derbyshire) with the 17.14 Scarborough to Crewe GBRf staff charter on August 4. Both pictures: Phil Chilton


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Report rejects direct nationalisation of future ScotRail franchise... ... however the Scottish Government will allow public sector bodies to bid for future contracts. By ‘Industry Witness’ THE high levels of subsidy provided by the Scottish Government to run the ScotRail network has prompted rail unions to propose that the train operating company should be nationalised to deliver higher standards of customer service at lower fares. The idea is that operating profits should be used to reduce fares by an average of 6.5%. However, the calculations are based on out-ofdate data because since Abellio took over operations in October 2014, a combination of reduced revenue support payments and higher costs have eliminated any surplus. This in turn has meant Dutch national operator NS, which owns Abellio, has had to provide funds to make up a short fall. The unions also assert that a marketorientated rail policy is undesirable, and the goal of more affordable travel should be pursued instead. This would undoubtedly require higher subsidies in the longer term if fare increases, which passengers are prepared to pay for higher quality, are held down. Abellio’s winning franchise bid made a commitment to reduce revenue support payments over the seven-year contract

period to £776 million, which is £36 million less than the sum required by First Group, the incumbent operator at the time of bidding. Abellio also committed to significant quality improvements, such as an increase of 23% in the number of passenger vehicles and the introduction of refurbished HST sets on the core ScotRail routes, as well as station development projects.


Abellio commissioned an independent report from former Labour government rail minister Tom Harris, who reached the conclusion that a government agency is unlikely to have the expertise to run the network, given the skills the private sector has exhibited in promoting the growth in passenger numbers over the last two decades. The report 'Is Scotland on the Right Track?' states ministers should be reluctant to dispense with the proven benefits private sector involvement in the rail industry has brought passengers. If a change in approach is seen as necessary, as a result of fewer companies bidding to run future

franchises, the first alternative to the status quo should be to consider the concession model. This style of contract asks bidders to tender to run specified services at an agreed price, with revenue being paid directly to Transport Scotland. The evidence is this approach has not worked for Govia Thameslink Railway, however, where there has been no incentive to attract more passengers by delivering a better service, and costs have been cut instead. ScotRail itself has added that the independent National Rail Passenger Survey by Transport Focus found nine out of 10 customers are satisfied with their journey, equalling the best ever score, and that performance was the best of any large operator in the UK. The company said there was no complacency, however, and it would keep working hard every day to build the best railway Scotland has had. The trade unions also want the Scottish Government to buy rolling stock direct, instead of the rail operator leasing trains, as they believe this could result in millions of pounds of savings

“Dutch national operator NS has provided funds to make up a short fall”

a year. This is a sentiment previously expressed by the Department for Transport in England, which resulted in the Government-led procurement of the Class 800 IET fleet. The outcome was a contract for a period of 27.5 years at a cost of £7.65 billion, which the National Audit Office considered was higher than it need have been if there had been private sector procurement, with finance provided by a leasing company. The NAO concluded the DfT had no experience in the purchase of rolling stock and should have recognised that.


The Scottish Government’s response is that the SNP administration will allow a public sector operator to bid for a future ScotRail franchise, and that it will ensure there is a public sector body able to do so. But there is also an awareness the structure creates a monopoly franchise other than on routes served by the East Coast and CrossCountry contracts, and competition could produce lower fares. This assertion points to a revival of previous ideas that there could be two franchises in Scotland, although there has been no indication yet how this might be implemented. E

Testing of TransPennine Express Mk.5 sets begins TRIAL running of the new CAFbuilt TransPennine Express Mk.5 sets started on August 28 when an appropriately-liveried No. 68020 Reliance left Manchester

International depot with set TP02 (Nos. 11502, 12704-06, 12802) as the 3B01/05.16 working to Rugby, this returning as the 3H02/10.17 departure. Bletchley had been

planned as the destination for the runs but the train was turned back short because of late running. Next day, the same set visited the northern section of the WCML,

working 3C11/05.15 ManchesterCarlisle and 3H12/09.38 return, while the night of August 30/31 featured a Manchester-Stafford-Warrington and return circuit.

TPE-liveried No. 68020 is powering at the rear on August 29 as set TP02 pauses at Preston while forming the 3H12/09.38 Carlisle-Manchester test run. Jack Taylor

8 RAIL EXPRESS October 2018


Follow us on twitter @railexpress On a first visit to the Southern for an IET, ninecar Class 800 bi-mode No. 800109, which is destined for use on the East Coast with LNER, is pictured near Winchester on September 9 heading for the Arriva Traincare depot at Eastleigh. The company is set to assist with speeding up commissioning of the new fleet, which is currently behind schedule. Mike Lalley


THE Mid-Norfolk Railway has been awarded European Union funding for construction of a train shed at Dereham. The unspecified amount is said to cover 80% of the cost of the three-track building, which will be large enough to accommodate nine locos or carriages. The rest of the money has been raised through donations by the railway’s members and visitors. The shed will provide much-needed undercover maintenance facilities, allowing restoration work to continue all year round regardless of the weather. The work could be completed by the end of the 2018.

East Coast ‘Azuma’ tests hit by lineside interference problem Incompatibility with signalling equipment means diesel-only working north of York. HITACHI-BUILT IETs for the East Coast route are currently barred from using electric power north of York because of interference with signalling equipment. The Class 800 bi-modes are causing problems with older equipment, and so are restricted to diesel power only until a solution is found. Although they have yet to enter service with LNER – the first diagram is due to be introduced in December – running on diesel means the

trains are slower to accelerate and have a lower top speed than when in electric mode. Network Rail said it was working with Hitachi to fix the problem, but initially each was blaming the other. Former Labour transport secretary Lord Adonis said: “They’ve had 10 years to get these signalling issues right.” Current Conservative transport secretary Chris Grayling said there are “teething problems in the same way

we had teething problems on the Great Western line”. IETs are now entering fleet service with GWR. The line north of York still uses equipment older than used south of the city, which is roughly halfway between King’s Cross and Edinburgh. It is expected that a Class 800 running on electric power, and the all-electric Class 801 variant, will be able to cut 22 minutes off the schedule between the two cities.

Crossrail start date and HS2 legislation put back Technical issues with both major projects mean more time is needed. By ‘Industry Witness’ THE start date for Elizabeth Line trains running through London between the Great Eastern and Great Western networks, and thus relieving congestion on the London Underground system, has been put back to the autumn of 2019. Services were originally due to begin in 2017, but a decision was made in October 2010 to push this back by 12 months as a result of a cut in the budget from £15.9 to £14.8 billion, although £600 million was subsequently restored earlier this year to finish the project. The start date of December 2018 for using the central tunnel section has now been further delayed which, according to the official line, is because more time is needed to complete building work and safety tests. The critical issue is the interface between the conventional fixed-block signalling on the route into Liverpool

Street, the communications-based Automatic Train Control in the tunnels, and the conversion of the Great Western to the moving block European Train Control System without fixed signals. It is also likely to be a factor that timetable changes have been put on hold, as the industry has still to implement the May 2018 timetable in full.


The expectation had been trains would be introduced between Paddington (low level) and Abbey Wood in December, with direct trains operating to Shenfield in May 2019 and the full timetable operating between Reading/Heathrow Airport and Shenfield/ Abbey Wood in December 2019. Transport for London took over the Heathrow Connect services between the airport and Paddington in May this year, but signalling issues have prevented the use of Class 345 ‘Aventra’ EMUs, with Class 360s having

remained in operation. Class 345 sets are now in use between Shenfield and Liverpool Street, but are running in shorter, seven-car formations rather than the future nine-car sets. Class 315 units that date from 1980 have been displaced, and are being returned off-lease to their owner Eversholt Rail in a phased programme that will last until December 2020. ■ Parliamentary authority to start construction of Phase 2b of the HS2 route from Crewe to Manchester and the extension serving the East Midlands, Sheffield and Leeds has also been postponed from 2019 to 2020. The reason is changes to the route will be required as a result of the decision to electrify the trans-Pennine line, which will connect Liverpool with the East Coast Main Line at York. The current feeling is the delay in the start of construction will not impact on the planned introduction of services in 2033.


A POTENTIAL tragedy was narrowly avoided on the evening of August 15 when a large tractor rolled on to the main line at Fitzwilliam, near Wakefield, and blocked the line. Luckily no train was due at the time, and damage to the overhead wires meant services were brought to a halt. The line speed at the site is believed to be 100mph. The exact causes were not known as this issue went to press, but the line was closed until the following morning, and even then electric trains had to coast through the area until repairs could be made.


SPANISH manufacturer Talgo has launched a legal challenge to HS2’s train procurement process, alleging it has been treated unfairly. The company was one of five bidders announced in November 2017, but then Spanish rival CAF was added to the list in July this year. HS2 allowed CAF to bid after two of the original five, Bombardier and Hitachi, subsequently teamed up for a joint bid. Talgo claims HS2 broke procurement rules and wants HS2 to admit it breached competition rules by including CAF. The two other bidders are Alstom and Siemens.


THE line between Aberdeen and Dyce was reopened on August 20 after Network Rail engineers completed a 14-week upgrade. Since the line closed in May, more than 450 engineers a day have been working to add a second track between Aberdeen and Dyce as part of plans to increase services and cut journey times. More than 12 miles of new rails have been laid, with signalling upgraded and 11 bridges either replaced or refurbished. The work has been delivered as part of the Scottish Government-funded Aberdeen-Inverness Improvement Project.

October 2018 RAIL EXPRESS 9


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NETWORK Rail has launched a new campaign aimed at professional HGV and high-sided vehicle drivers. Lorries Can’t Limbo encourages drivers to plan their route before they head out on their journey. Last year the number of bridge strikes across the rail network went up, making it the worst year for bridge strikes for five years. The campaign focuses on ‘The four Es: education of drivers and employers; engineering and signage; enablement technology in HGV cabs; and the enforcement of penalties. NR is working together with partners across the haulage industry, who are helping the rail company to educate drivers on how to size up their lorries by using its toolkit.


THE fledgling Llanelli & Mynydd Mawr Railway heritage line at Cynheidre, Carmarthenshire, held a successful open day on August 27 that saw more than 200 people riding on trains. These included 136 members of The Branch Line Society, who got a look behind the scenes and enjoyed rides double-headed by the railway’s two resident diesel locomotives, Sentinel No. 10222 and ex-Nederlandse Spoorwegen Class 600 locomotive NS625. The Sentinel diesel was also used to offer brake van rides to members of the public.


LNER has announced some services between London King’s Cross and Leeds have been temporarily removed from their timetable, along with one service each way between Stirling and Edinburgh. Weekday services affected are the 09.03 and 15.03 King’s Cross-Leeds; 11.45 and 17.45 LeedsKing’s Cross; 05.26 Stirling-King’s Cross; and 15.00 King’s Cross-Stirling. LNER says the cancellations and amendments are because of operational changes, and will help to improve overall reliability along its East Coast route in the event of further network-led disruption.


THE Postal Museum has celebrated its first year of operations after logging more than 198,000 visitors since it launched in full on September 4, 2017. In the last year, the Clerkenwell (London) museum, which is home to the popular underground attraction Mail Rail, has seen its two custom-designed passenger trains complete 9,000 journeys through the 100-year-old miniature tunnels.


TRANSPORT for London’s 2017/18 annual report confirmed annual passenger journeys fell by 1.4% to 1.357 billion despite operating more services than ever before. The knock-on effect was a 0.3% fall in income to £5.38 billion, and to compensate borrowing was increased from £9.83 billion to £10.84 billion. However, TfL says it is on target for an operating surplus in 2021/22. On the plus side, Night Tube services are exceeding expectations, with the number of passengers rising from 7.8 million in 2016/17 to 8.7 million in 2017/18.

10 RAIL EXPRESS October 2018

CLASS 27 MOVES TO LEICESTER: Following on from the report in last month’s issue, Sandwell District Council’s Type 2 No. D5410 (27059), was collected from Knighton Junction (Leicester) on August 6 and moved the short distance across the city to UKRL’s depot by Nos. 50008 Thunderer and 56301. It is pictured being shunted on August 21 by No. 47749, which was filling in while the depot’s resident Hudswell Clarke 0-4-0 shunter Claire (works No. D1388) was being repaired. Martin Turner

January fares to rise by more than growth in pay

Once again the RPI-based figure of 3.2% will be applied rather than the lower CPI. By ‘Industry Witness’ GOVERNMENT policy is that controlled fares, which includes season tickets, should increase annually by the rate of inflation as measured by the Retail Prices Index (RPI) in the July prior to the January change date. This year’s RPI in July showed an increase over 2017 of 3.2%, outpacing the average growth in earnings of 2.4%. As a result, rail fares will become less affordable and where essential journeys are made – such as for travel to work – households will have to cut back on other spending. This is a tough call given the amount of recent service disruption following the introduction of the May timetable, but the view is that passengers affected should be compensated for the cancellations and delays that have taken place as a separate transaction from the future level of fares. Although many cheaper travel

options are available, particularly by the purchase of advance tickets, where train operators seek to fill seats at times when trains are less busy, they are in the main used by passengers making journeys for leisure purposes rather than for essential travel to work and other peak-hour journeys. The Government has shown no appetite to reduce the increase, which would be possible if the Consumer Prices Index (CPI) was adopted, as this index showed a year-on-year increase of 2.3% in July. The CPI is lower than the RPI because it does not reflect housing costs, such as mortgages and council tax, and because most rail staff have these costs, their pay rises continue to be linked to the RPI.


The Department for Transport has indicated that if rail pay rises were linked to the CPI, it would consider using this

index for fare increases. However, trade unions have rejected this as a basis for the way staff are rewarded. Negotiations for pay rises at Network Rail, where a two-year agreement linked to RPI expires at the end of this year, are for the current RPI rate of 3.2 %, which is considerably above public sector pay awards elsewhere. Previously NR was not considered to be a company under direct Government control, but that is not the case now, which will lead to hard bargaining about pay levels. The railway cannot run without signallers and control office staff and, although the most senior operating people earn in excess of £100,000 per annum, it is likely another RPI-based agreement will be made as it was at the time of the last negotiation given the productivity taking place in concentrating signalling and control activity at large rail operating centres (ROCs). E


Former Gatwick Express Class 489 GLVs Nos. 68501 and 68504 have been converted into translator vehicles by Arlington Fleet Services at Eastleigh Works. Both vehicles started their British Rail careers as 2-HAP Driving Motor coaches in the late 1950s, while their most recent role was as Network Rail de-icing vehicles. Neil Walkling

October 2018 RAIL EXPRESS 11


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Valiant makes it 11 locos for Severn Valley's Class 50 gala

Classmate No. 50033 is also on target to be ready for major Golden Jubilee event.


NETWORK Rail has begun using helicopters across the South Western network as part of a drive to improve journeys for passengers. Using thermal and visual imaging equipment, the aerial operations team are able to identify small faults and inspect a wide area of infrastructure in a short space of time. The helicopter is capable of covering the route from London Waterloo to Weymouth in around three hours, including hovering over equipment to capture the critical thermal and high definition images. The flights also reduce the need to send members of the workforce onto the track when trains are operating, thus improving safety.


EAST Midland Trains is testing new communications technology that notifies passengers of disruption to their journeys with personalised direct messages through Facebook Messenger. Passengers can opt in to receive personalised disruption information through a ‘Keep Me Updated’ button on EMT’s website for any EMT service, including regular commutes. The messages are tailored to individual passengers and individual journey legs, and cover any delays greater than 10% of the total journey time. It is currently live as a pilot on the EMT website, but should be rolled out in autumn on the National Rail Enquiries and ScotRail websites.


NETWORK Rail is moving its High Output rail fleet spares to a central storage facility to improve reliability and logistics, which is claimed will save around £1.6 million through improved efficiency. The spare parts for the High Output Ballast Cleaning and Track Renewal System trains will now be based at a newly opened warehouse at near Sandiacre, Nottingham. They were previously stored on the trains themselves, and thus travelled with them around Britain. Moving the spares to a central facility makes it easier for teams to locate the parts they need at the right time.

THE Bury Valiant Group’s No. 50015 Valiant has been confirmed as the 11th ‘Hoover’ due to take part in the Class 50 Golden Jubilee Gala at the Severn Valley Railway on October 4-6. This unmissable event, which is supported by Rail Express and our sister title The Railway Magazine, should see the greatest gathering of one type of main line loco in preservation – whether steam or diesel! With just days to go as this issue went to press, volunteers are working against the clock to ensure all booked locos are operable in time for the gala, which brings the curtain down on a year-long programme of events

to mark 50 years since the locos first entered service with British Rail. Kidderminster TMD has lately started to resemble Old Oak Common in the 1980s, with numerous Class 50s of various liveries undergoing maintenance and overhaul. One of the major milestones was achieved in mid-August when No. 50044 Exeter undertook its first successful test runs following the installation of a power unit from withdrawn Portuguese Class 1800

No. 1807. The engine change followed a serious failure in 2012, and a significant amount of conversion work has taken place to enable the recent start up. Also nearing completing is No. 50033 Glorious, which was moved from open storage at Tyseley to Kidderminster in February under a three-year loan agreement, with a view to having it running again at the October gala. The loco has not worked a train since 2004. E


Supplied by

50007 Hercules 50008 Thunderer 50015 Valiant 50017 Royal Oak 50026 Indomitable 50031 Hood 50033 Glorious 50035 Ark Royal 50044 Exeter 50049 Defiance 50050 Fearless

Class 50 Alliance Garcia Hanson Bury Valiant Group Neil Boden Paul Spracklen Class 50 Alliance Class 50 Alliance Class 50 Alliance Class 50 Alliance Class 50 Alliance Neil Boden

*All locos subject to repairs being completed and availability on the day.

How No. 50033 Glorious looked in August as volunteers battle to have it running again for the SVR Class 50 gala on October 4-6. James Gregory

Locomotive Services to acquire HST set and two Class 90s CREWE-BASED Locomotive Services has reached agreement with Porterbrook to acquire an HST set and two Class 90s when they finish with their present operators next year. These will be used to expand the company’s charter operations under the Saphos Trains brand. Indications are the HST will come from the LNER fleet rather than GWR, with the agreement including a full set, along with spare coaches. Meanwhile, the Class 90s will be Greater Anglia examples displaced by the introduction of the new EMUs from next year. Their higher maximum speed will allow Saphos charters to obtain more favourable paths on both the West Coast and East Coast Main Lines, as well as reducing wear and tear on the company's more vintage motive power.

Wagon maintenance blamed for derailment THE Rail Accident Investigation Board has completed its report into the derailment of a GBRf container train at Ely West Junction on August 14, 2017. This saw FEA-A wagon No. 630034 (part of a twin set with No. 630033) and the following 11 wagons leave the tracks and be dragged along for about 350 metres, causing heavy damage to the infrastructure. RAIB has pinpointed the damping on the bogies of No. 630034 as the cause of the accident, and has blamed incorrect maintenance limits and inappropriately validated general repair maintenance specifications. GBRf was the owner of the wagons and in charge of maintenance of the wagons, which was undertaken by Wabtec.

October 2018 RAIL EXPRESS 13


Future-proofing the National Collection How does the National Railway Museum view its diesel and electric vehicles? Paul Bickerdyke finds out.


ITH some £4 million spent on the decade-long restoration of steam loco Flying Scotsman, there were some that took this as a sign that the National Railway Museum had little interest in its diesels and electrics. With the likes of pioneer Class 40 No. D200 and celebrity ‘Western’ No. D1023 gathering dust at York, critics said the museum did not care. All is not quite as it seems, however, and just because nothing appears to be happening does not necessarily mean nothing is actually happening. As the museum’s senior curator of rail transport and technology, Anthony Coulls, puts it: “One reason why a loco may not be operating at the moment is that we do care about it!” The museum – which is still officially the National Railway Museum as part of the wider Science Museum Group, the recent dropping of the word ‘national’ being only for branding and signage purposes – is home to a unique collection of locos, units, carriages, wagons and related items. The stars of the non-steam collection include the previously

14 RAIL EXPRESS October 2018

mentioned ‘40’ and ‘52’; the pioneer Class 20 (No. D8000/20050), 30/31 (No. D5500/31018), and 37 (No. D6700/37350); the prototype ‘Deltic’ DP1 and HST power car No. 41001; Royal ‘47’ No. 47798 Prince William and production ‘Deltic’ No. D9002/55002 The King’s Own Yorkshire Light Infantry (KOYLI). There is also the gas-turbine APT-E; the only surviving main line, non-steam North British loco No. 84001; and Eurostar power car No. 3308. Some of these, like Nos. D6700 and D9002, are currently operational and the idea of seeing others at work again is seductive. “Working locos would be nice,” says Anthony, “but the NRM are custodians and responsible to the Science Museum trustees.” Not only is the museum duty-bound to look after its collection for the future, but working locos require a team of people to look after them while they are running. “We have

enough volunteers for two or three working locos, but many more would not be possible.” Another factor is that the NRM has around 750,000 visitors a year, of which only 5% can be classed as enthusiasts, so arguably York is the best place for people to be able to see and learn about the collection, rather than have its items scattered across the country. “Operation is the best form of interpretation,” says Anthony, “but the trick is that it has to be done well, be appropriate, and cost effective.” Take pioneer Class 40 No. D200, for example, which has its place in history as the first of the ‘big’ fleet diesels ordered for the modernisation of British Railways in the 1950s. There are many that would like to see it running again, not least after its recent appearance at the East Lancashire Railway’s ‘40s at 60’ gala as a static exhibit alongside five working classmates.

“2-HAP No. 4308 has had the most money spent on it after Flying Scotsman”

The ‘40’ is widely known to have an issue with its main generator bearing, but is generally in good condition apart from that, and the work to put it right is not beyond the capability of certain preservation groups. As Anthony puts it, however, “Do we need another working ‘40’? Is there a business case?”


The temporary move of No. D200 shows that locos and units are not always tied to the museum and can go out on loan. In fact, there are a number of working and non-working vehicles in the National Collection currently out on loan around the country. These include No. D6535 (33116) at the Great Central Railway and the Class 101 DMU at the North Norfolk Railway. The NRM operates three types of loan agreement: static, restoration/ overhaul and operational. Anything loaned for operational use comes with certain caveats, not least – as an object in the National Collection – that it should retain its special nature and not just be used as an everyday ‘wheelbarrow’. The agreement also


These three star diesel exhibits have recently been positioned next to each other, with (from left) Nos. D1023 Western Fusilier, D9002 The King’s Own Yorkshire Light Infantry and D200 seen on June 29. Only the ‘Deltic’ in the middle is currently operational, but many would like to see the other two returned to service too.

Times have changed since No. 31018 (D5500) was acquired by the museum in the late 1970s, when the view then was that no other diesels would be required in the collection. This view of the loco was taken on November 12, 2012.

The collection includes this early diesel shunter No. 7050, which was built by the Drewry Car Co. for the LMS in 1934. It is pictured at York on April 23, 2017.

 A general view of the Great Hall at the NRM in York on June 29 showing Class 76 No. 26020 and Eurostar power car No. 3308. All photos by Paul Bickerdyke

needs to be advantageous to the NRM, such as generating publicity and income. A great example of this is the deal with the 125 Group for HST power car No. 41001. This prototype arrived at the NRM in 1985 after being out of use for a number of years, its final role having been for research purposes at the RTC in Derby. The original idea had been to section the power car, in a similar way to steam loco No. 35029 Ellerman Lines, to show the inner workings of a diesel loco. Luckily, only the Valenta engine was ever sectioned, and the power car went on static display until 2010, when the museum was approached by the 125 Group with the idea of returning it to working order. Under the working name ‘Project Miller’, the group took the power car to Neville Hill depot, Leeds, to overhaul the remaining parts and refit those that were missing – not least an original Valenta engine and associated electronic systems – before moving it to Ruddington on the Great Central Railway (Nottingham). There it hauled

Diesel units in the collection include Class 108 Nos. 51562 and 51922, pictured at York on March 6, 2010.

Electric traction dates back further than diesel, this LNWR EMU driving car No. 28249 being of 1915 vintage and pictured nearly a century later in the Great Hall on March 4, 2013.

The museum operates three shunters, (from left) Nos. 09017, 08064 (13079) and 08911. The three were lined up at York for a

❯ shunter event on March 9, 2013 – although No. 08911 is not officially part of the National Collection.

October 2018 RAIL EXPRESS 15

PRESERVATION ❮ its first train for around 30 years

in 2014, and has put in a faultless performance since then on diesel running days at the GCR(N) and at diesel galas on other heritage lines around the country. “The HST deal has gone very well from the NRM’s point of view,” says Anthony, “and the loan period could be extended.” There has been a similar arrangement with the Class 101 DMU at the North Norfolk Railway, which has seen them invest money that the museum could not.


The main focus at the museum now is a major review of its vehicles to determine exactly what condition they are in and what work needs to be done to them. This applies to vehicles at

York and Shildon, as well as those that are out on loan. The review will lead to a conservation management plan for each, and set out the value of the vehicle in a historical context. It will also help the museum decide how to proceed, whether the loco or unit will be for display, partial use, or full use. This plan will not be set in stone, however, as something deemed an exhibition piece today will not necessarily be ruled out of being made operational again in the future. One downside of the review is that work on all vehicles has been suspended for the time being – which, frustratingly for some, has included

Class 20 No. D8000 and main line ‘Deltic’ No. 55002. It has also led to some objects leaving the collection, notably including a steam loco and the Class 502 EMU. This followed from finding the items were no longer required, for reasons such as being duplicates or – in the case of the ‘502’ – being too far beyond repair. The ambition of the museum is to have complete exhibits in good condition. As Anthony puts it: “If something’s not complete, why would we have it in the collection?” An example is ‘Western’ No. D1023, which is already known to have a transmission fault that means it can only be moved

“The main focus at the museum now is a major review of its vehicles”

The most recent major acquisition was Eurostar power car No. 3308 in 2016, which is seen during the museum’s ‘Locos in a different light’ event on October 27 that year.

at low speed, even within the museum. “This needs rectifying whether it’s to work again or not.” Money has already been spent on the non-steam collection, however. ‘Deltic’ No. 55002 benefited from a significant cosmetic restoration for its role in the ‘Flying Scotsman’ exhibition in 2016; while 2-HAP electric unit No. 4308, which is the furthest travelled vehicle in the museum’s collection, has had the most money spent on it after No. 4472 Flying Scotsman. Other examples include prototype railbus LEV1, currently stored at the Wensleydale Railway awaiting parts. The museum has the parts at York and the work will get done, underlying the idea that just because something is left in a siding does not mean nothing is happening to it.

‘Deltic’ No. D9002 benefited from a cosmetic restoration for its part in the Flying Scotsman exhibition in 2016, and it is pictured alongside the eponymous steam loco in the Great Hall on March 23 that year.

Stars at the Locomotion site in Shildon include prototype ‘Deltic’ No. DP1 (left) and the APT-E gas turbine prototype, both pictured there on November 20, 2017.

16 RAIL EXPRESS October 2018

PRESERVATION The LNER-designed Class 306 EMU is an often-cited example of something being ‘neglected’ in the National Collection. This unit has been at the East Anglian Railway Museum in Essex since 2011, where it has suffered from being left outside in all weathers. But it has not been forgotten. “Its place was always in the collection, so it needs to be here [at York],” says Anthony. The first step will be to move it to Shildon, where it can be treated for pests and protected by covers donated by Hitachi Rail Europe, which were used for bodyshells shipped from Japan as part of the IET delivery programme.


Telling the story of railways is not just about locos, of course, but also carriages, wagons and associated items. Freightliner has recently restored the NRM’s 1960s guard’s ‘caboose’, while a recent acquisition at Locomotion Shildon is HSFV1, the four-wheel testbed that led to the development of modern high-speed freight wagons, as well as being the basis of the Class 140 ‘Pacers’. “HSFV1 is the Rocket of the modern era,” says Anthony. “It has limited heritage railway appeal, but huge historical interest.” Wagons is one area where the museum comes into its own, as it has saved important items that no one else would. It has a hit-list for future items too – taking in locos, units, carriages and wagons – and there are regular meetings with the Railway Heritage Designation Advisory Board to discuss acquisitions. New additions to the collection are often thorny matters, as not everything can be saved, so the question is what is deemed important enough to be saved as part of the story of railways. Issues being grappled with at the moment include which of the second generation EMUs should be designated, while the third generation Class 165 DMU and Class 365 EMU share the same bodyshell, so which has more value? Those that make the RHDAB’s designated list are not necessarily bound for the NRM. Designation for railway items is like giving a building listed status, as it deems them of significant historical interest, but






13 75S 1 3267 1 D21 7050

02 03 08 09 20 31 33 37 40 41 (HST) 47 52 DPI 55 APT-E 71 76 77 84 87

D2860 03090 13079 09017 D8000 31018 D6535 D6700 D200 41001 47798 D1023 DELTIC D9002 E5001 26020 27001 84001 87001

1890 1898 1904 1904 1917 1933 1934 1944 1960 1960 1953 1959 1957 1957 1960 1960 1958 1972 1965 1963 1955 1961 1972 1958 1951 1954 1960 1973

City & South London Railway electric locomotive W&C Bo NER Bo-Bo NER electric motor luggage NSR Bo No1 Armstrong Whitworth 0-4-0ED LMS 0-4-0DM Battery Electric BR 0-4-0DH BR 0-6-0DM BR 0-6-0DE BR 0-6-0DE BR Bo-Bo BR A1A-A1A BR Bo-Bo BR Co-Co BR 1Co-Co1 BR Bo-Bo HST(P) BR Co-Co Prince William BR C-C Western Fusilier Deltic prototype BR Co-Co ‘Deltic’ KOYLI BR gas-turbine prototype BR Bo-Bo BR Bo-Bo BR EM2 Ariadne BR Bo-Bo BR Bo-Bo Stephenson/Royal Scot

LTM, Covent Garden Shildon Shildon Stephenson Railway Museum, Newcastle York Beamish York MOSI, Manchester* York Shildon York York York York GCR, Loughborough York York GCR(N), Ruddington York York Shildon York Shildon Shildon York MOSI, Manchester* Bo’ness York

1934 1978 1957/8 1957/8 1959 1959 1915 1925 1937 1937 1937 1949 1959 1992

GWR AEC railcar Leyland Motors experimental diesel rail bus BR DMU DMBS BR DMU DTCL BR DMU driving motor composite lavatory BR DMU driving motor brake standard LMS (LNWR) motor open third brake SR motor third brake SR motor brake third SR driving trailer composite SR motor open third brake BR EMU BR (SR) 2HAP (Nos. 61275 & 75395) Eurostar power unit

York Wensleydale Railway, North Yorkshire NNR, Sheringham NNR, Sheringham York York York York Shildon Shildon Shildon EARM, Chappel and Wakes Colne Shildon York

DMUs and EMUs LEV1 101 101 108 108 4-SUB 2-BIL 2-BIL 4-COR 306 2-HAP 373

No. 4 RDB975874 51192 54352 51562 51922 28249 S8143S 12123 S10656S S11179S 306017 4308 3308

Note: *The Museum of Science and Industry collection is not administered by the NRM

does not say who should own them. A classic example of this is Class 58 No. 58050, which has been designated for saving as the final locomotive built at Doncaster Works, but is currently marooned in Spain after being sent there in 2008 to work on high-speed

The museum is currently conducting a review of assets, meaning work on locos such as pioneer Class 20 No. D8000 has had to be stopped for the time being. This is a view of the loco on show in York on June 29.

line construction. The museum is often asked why is it not doing something about this loco? Anthony says: “The question is not there to be answered – the loco is not available yet and so it’s not ours to do anything about!” Overall, the museum’s goal is to tell

the story of railways, and there is a lot of it with only a finite budget to spend. Railway history stretches back more than 200 years before the opening of the Stockton & Darlington Railway in 1825, and there has been nearly 200 years since then too. E

Freightliner has recently repainted the 1960s guard’s ‘caboose’ No. 99Z04 (incorrectly numbered as 09Z04), pictured on FGA No. 601652 at the NRM on June 29.

October 2018 RAIL EXPRESS 17


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Rail Express - October 2018 - Preview  

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