Railways Illustrated - May 2022 - Preview

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SDR WINS COLAS HST CONTRACT THE RAILWAY WORLD – PAST, PRESENT AND FUTURE

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£4.95 Issue 231 May 2022

Great Alliance The

How the Class 50 Alliance has grown to become a preservation leader

Model Spot

PLUS

Revolution Trains N Gauge Class 320 and Class 321 EMUs

Rail network battered by three storms in six days!

Class 47 main line survivors Creating an iconic Mk.1 railway coach My brush with BRUSH: Falcon Works remembered

Elizabeth Line gets ready for service launch

Welcome to Railways Illustrated

Battered and bruised – but not beaten!

W

hatever your thoughts on global warming and the more frequent weather extremes that seem to be affecting the UK, the triple battering of the country during February put huge pressure on Network Rail and our train operators that were desperately trying to keep trains running in especially challenging circumstances.

Storm Dudley caused widespread disruption in Scotland and parts of England, followed just two days later by Storm Eunice, which caused further damage, particularly around the South West. Then, Storm Franklin brought even more damage to the railway, along with extensive flooding in Yorkshire, Wales and the north.

There has been criticism of Network Rail and train operators for their apparent ease at which services were cancelled, but with people advised not to travel, what would be the benefit of running almost empty trains around a network that was struggling to cope with hundreds of incidents during each of the three storms?

Despite severe damage in many areas, Network Rail and its army of staff worked at an impressive rate to restore services and repair damaged sections of line within a quick timescale. I am sure there will be consideration as to how these situations can be managed in the future, but in these circumstances, there is often no textbook answer.

The triple whammy of three storms in quick succession brought unprecedented challenges to Network Rail and our train operators but, overall, I don’t see how they could have managed this challenging situation any differently or better than they did.

Having been confined to the office for much of the last six months, it has been nice to venture out a bit more over the past few weeks. I was invited by DB Cargo and Groupe CAT to view the new car transfer facility for the import and export of Toyota cars that has been built over the past few months in the former training compound at Toton.

This is a great example of collaborative working, with DB Cargo and Groupe CAT working together to deliver a successful project, and automotive transfer trains are now running between Nottinghamshire and Northern France twice a week, helping to remove more lorries from our already congested roads and reducing carbon emissions as a result. The new compound has been well-designed, and the loading and unloading of the trains appears to be a well-organised and slick operation.

Another highlight has been a press preview visit to the new Elizabeth Line in London, to take a look at the new stations at Paddington and Liverpool Street, with a train journey between the two stations on the new route. The construction of the Elizabeth Line (more commonly known as Crossrail) has been beset by delays and controversy throughout its history, but what has been achieved with this new railway is nothing short of breathtaking.

A date for the opening of the new line has not yet been announced, but with trial operations underway and a series of emergency exercises already carried out, the wait is nearly over. Once it is open and people start using it, the problems that have accompanied the project throughout its construction will soon be forgotten by most people.

While in London I also took a trip to an industrial estate in a rural part of Hemel Hempstead to meet Armin Obrecht, who has set up a company refurbishing Mark 1 coaches for alternative uses, such as homes, holiday lets, or offices, aimed towards the luxury end of the market. His first coach, former BCK M21240, has been turned into a luxury home. Although the pandemic has created a number of setbacks, Armin’s enthusiasm and drive is infectious and I think there probably is a market for his business.

Our preservation profile in this issue focuses on the work of the Class 50 Alliance. Following the merger of the Fifty Fund and Project Defiance, the Alliance had four locomotives

in its care but has since boosted its fleet with the purchase of 50007 Hercules, and it has also taken on the revival of Tyseley Locomotive Works’ 50033 Glorious. The alliance has grown into one of the UK’s leading modern traction preservation groups and we find out more about it, its history, and its plans.

Following on from the preserved Class 47 feature in the last issue, this month we profile the Class 47s still in action on the main line – almost 60 years after the first examples took to the rails.

Now only used by a handful of operators, the remaining locomotives are definitely in their twilight years but are proving to be a useful asset to those companies who still operate them.

John Stretton has had a long-time interest in the activities of the recently-closed Brush Falcon Works at Loughborough, and he has visited the facility on a number of occasions.

In this issue he tells the story of his visits there and presents a small selection of photography taken at the famous works.

10 Pictures this month is brought to us by regular Railways Illustrated contributor Rob Reedman, and his selection provides another reminder of what a varied and attractive rail network we have in the UK. It is also another fantastic choice of photos in a series that has captured the imagination of those who have contributed towards it.

Along with all the latest news and photography from the national network and our heritage railways, I hope you enjoy this issue of Railways Illustrated. As ever, I welcome your feedback and comments to rieditor@mortons.co.uk

Andy Coward Editor

In memory of Alistair Grieve (1966-2022) When I joined Railways Illustrated as editor last year I was fortunate to inherit a great support team of writers, with Simon Bendall, Pip Dunn, Mel Holley, Andrew Watts and Alistair Grieve – joined more recently by Richard Clinnick – providing the backbone of the magazine, alongside our fantastic photographic contributors.

Without them, putting the magazine together each month would be so much harder.

While the last issue was being printed I was shocked to learn that Alistair Grieve had died suddenly, aged 55, on February 22. A friendly,

unassuming man who was a passionate and active supporter of railway preservation, particularly Class 20s, industrial railways, narrow gauge railways and photography, his loss has been felt deeply among his many friends, both in the preservation sector and the wider railway community.

A prolific writer in his spare time, writing for a number of railway titles, Alistair joined Railways Illustrated when founding editor Colin Marsden brought him in to assist with putting together the heritage news pages – a

role he has continued to do under Pip Dunn, Mark Nicholls and, more recently, myself – and something he was still doing on a monthly basis until the last issue. I am extremely grateful to Alistair for everything he did on the magazine over his many years of loyal service.

On behalf of all of us at Railways Illustrated, we pass on our condolences to Alistair’s family and his wide circle of friends. This issue is dedicated to Alistair’s memory as a token of our thanks for all his years of dedicated service to our readers.

May he rest in peace. Right away, Alistair.

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May 2022 RAILWAYS ILLUSTRATED

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On Sale Date: First Thursday of the month This Issue On Sale: April 7, 2022 Next Issue On Sale: May 5, 2022 EDITOR: Andy Coward 01507 529566 ART EDITOR: Kelvin Clements PUBLISHER: Tim Hartley PUBLISHING DIRECTOR: Dan Savage EDITORIAL ADDRESS: Railways Illustrated, Mortons Media Ltd, PO Box 99, Horncastle, Lincs LN9 6LZ WEBSITE: www.railwaysillustrated.com EMAIL: rieditor@mortons.co.uk CONTRIBUTORS: Alex Ayre, Chris Baily, Andrew Bannister, David Barnsdale, Mark Bearton, Simon Bendall, Richard Benyon, Paul Biggs, David Bissett, Chris Brown, Phil Chilton, Richard Clinnick, Spencer Conquest, Kevin Delaney, Steve Donald, Pip Dunn, Jonathan Dunster, Ian Edmondson, Robert Falconer, Kieran Fallows, Darren Ford, Chris Gee, Dave Gilbert, Stephen Ginn, David Green, John Hales, Martyn Hilbert, Chris Hopkins, Andrew Jeffery, Simon Jones, Brad Joyce, Steve Lee, Richard Lillie, Tom McAtee, Steve Madden, Armin Obrecht, Scott Paddington, James Pilbeam, Rob Reedman, John Stretton, Chandler Tilling, Nigel Valentine, Andrew Watts

Contents Regulars

3 Welcome

32 What’s Happening To …

6 News

36 From the Front Coach

16 Fleet Review

40 Pictorial

22 The Social Side

68 Book & Product Reviews

24 Heritage News

80 Railwayana FRONT COVER: This issue profiles the Severn Valley Railway-based Class 50 Alliance, now responsible for a third of the surviving Class 50s. On September 16, 2017, 50007 Hercules and 50049 Defiance pass through their former BR Western Region stomping ground of Dawlish working 1Z50, the Burton-on-Trent to Kingswear ‘The Torbay & Dartmouth Explorer’ charter. Steve Donald

ADVERTISING Advertising representatives Craig Amess 01507 529537 camess@mortons.co.uk Fiona Leak 01507 529573 fleak@mortons.co.uk Group advertising manager Sue Keily skeily@mortons.co.uk CUSTOMER SERVICES General Queries and Back Issues 01507 529529 Monday-Friday 8.30am-5pm Answerphone 24H help@classicmagazines.co.uk www.classicmagazine.co.uk MORTONS MEDIA GROUP LTD Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole ARCHIVE Enquiries Jane Skayman 01507 529423 jskayman@mortons.co.uk Origination and Printing Printed at William Gibbons and Sons, Wolverhampton Distribution Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PU Enquiries Line: 0207 429 4000 EDITORIAL CONTRIBUTIONS Contributions to this magazine should be clearly typed and ideally sent by email. Please contact the editor by email with any possible feature ideas before submission. Photographs submitted to Railways Illustrated are accepted on the basis that they are the copyright property of the person submitting them, or after they have received suitable permission from the copyright owner. Opinions expressed in this magazine are not necessarily those of the editor, or publisher. © MORTONS MEDIA GROUP LTD All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher.

Advertising Deadline: April 14 4 RAILWAYS ILLUSTRATED May 2022

44 A successful Alliance

52 Still going strong www.railwaysillustrated.co.uk

SU

44 A successful Alliance

The Class 50 Alliance was formed following the merger of the Fifty Fund and Project Defiance. Now responsible for a third of the surviving Class 50s, the alliance is one of our leading preservation groups, as Andy Coward finds out.

52 Still going strong

In the second feature to celebrate the forthcoming 60th anniversary of the first Class 47 entering service with BR, we take a look at the surviving locomotives that continue to ply their trade on the national network.

56 10 Pictures: Rob Reedman

Another name that needs no introduction to regular readers of Railways Illustrated, Rob Reedman brings us his favourite 10 Pictures and explains his love of railways and photography.

62 My brush with BRUSH www.railwaysillustrated.co.uk

VE SA

Features

IBE AN R C D BS

62 My brush with BRUSH

Over the past six decades, John Stretton has closely followed the fortunes of the recently-closed BRUSH Falcon Works in Loughborough, as he recounts in words and pictures.

A subscri ption to offers gre at saving s on the price. Se cover e pages 5 0 and 51 for detail s.

70 Model Spot

Simon Bendall takes a look at the Revolution Trains N gauge ready-torun models featuring the Class 320 and Class 321 EMUs.

76 An iconic Mk.1

Andy Coward visits Berkhamsted to see the amazing transformation of a previously derelict Mk.1 carriage into luxury accommodation and speaks to Armin Obrecht about his Iconic Railway Carriages business.

Why not take out a subscription?

The easiest and cheapest way to get your copy of Railways Illustrated each month is to take out a subscription. Full details are on page 50-51. At the moment, a subscription by Direct Debit means you will beat any price rises, you usually receive the magazine earlier than the onsale date, and you won’t miss an issue.

THIS PAGE: As the number of Class 37s employed by DRS continues to dwindle in number, 37558 Avro Vulcan XH558 (37424) and 37422 Victorious top-and-tail five ballast hoppers that had developed a brake fault the previous day on March 1. The train is 6Z10, the 10.40 Hellifield to Carlisle Yard working, seen at Garsdale Troughs. 37422 has received new traction motors and this was an opportunity to give both locomotives a loaded test run. Chris Gee

May 2022 RAILWAYS ILLUSTRATED 5

NEWS

The spacious and attractive platform area at the Elizabeth Line station at Paddington on March 7 during testing of the new line. The platforms are wide and well designed, with plenty of clear signage and automatic doors for boarding and alighting the trains. A Class 345 unit has arrived at the station on the left, with screens above the platform doors providing information about the services operating. Andy Coward

TfL’s Elizabeth Line gets ready for service launch

Work on the final testing and commissioning of the new Elizabeth Line in London is now nearing completion, with Transport for London stating that the opening of the new route should take place before the end of June.

Railways Illustrated was invited to attend a preview of the route on March 7, where Crossrail chief executive Mark Wild and Transport for London’s chief operating officer, Andy Lord, provided a guided tour

of the new Elizabeth Line stations timetable is currently underway, at Paddington and Liverpool Street, and a series of emergency training with the invited guests also travelling exercises – some of them including between the two stations on one of volunteers and members of the public the trains currently undergoing test- – have also been completed. The line is ing. Although a date for the opening awaiting final sign-off from the Office of the long-delayed route has not yet of Road and Rail, but this is expected been confirmed, it is clear that test- to take place in the near future. ing is now at an advanced stage and The Elizabeth Line will operate from much of the new line is almost ready Reading and Heathrow in the west to welcome passengers. through to Shenfield and Abbey Wood Trial running of services to famil- in the east, using the newly-coniarise staff with the operation and structed railway running beneath

central London, which also connects with national rail and London Underground services.

It will feature 41 stations on its route, with 31 existing stations upgraded and 10 brand new stations created.

It will initially be operated as three separate services, with trains running from Reading and Heathrow to Paddington, the brand new section from Paddington to Abbey Wood, and the third being from Liverpool Street to Shenfield.

Our Verdict At Paddington, the entrance to the Elizabeth Line is situated alongside Platform 1 on Eastbourne Terrace. The station is underground, and escalators and lifts are provided to access it.

Descending the escalator, the first thing that hits you is the sheer size of the station; it may be beneath the ground, but the ticket hall is vast and covered by a large glazed canopy, complete with an attractive cloud effect etched onto the glass.

At platform level, again the sheer size of the area is amazing, with platforms long enough to accommodate 11-coach trains, although initially TfL has confirmed that it will operate ninecoach units on the new route.

The platforms are wide and lit well, with plenty of seating, signage, and

route maps. Sliding platform doors are provided to prevent passengers gaining access to the track, and above each door are next train indicators. This is a station that certainly has a 21st century feel to it.

The train journey between Paddington and Liverpool Street took just over 10 minutes and was smooth, quiet, and co m fo r table. The gradients of the route were clear to see when looking through the train as it made its way along the

6 RAILWAYS ILLUSTRATED May 2022

new railway. At Liverpool Street, we were given a tour of the new station, which is also well-lit and spacious.

The station also features an incline lift alongside the escalators, and the whole route has step-free access for passengers with restricted mobility.

My first impressions of the Elizabeth Line is that the whole project has been completed to very high standards – it is truly impressive.

The two stations we toured have been well

designed and are modern, spacious, and attractive.

While the stations may be underground, their size and scale means there will be plenty of capacity on busy days. They feel a world away from some of the cramped station platforms that can be found on the London Underground system.

The team behind this iconic project are to be congratulated on a job well done. While it cannot be ignored that the project has been beset by delays and is opening significantly later than was originally envisaged, when it finally opens over the next few weeks it will provide an important, convenient and truly impressive new transport option for commuters, leisure travellers and visitors to London.

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NEWS IN BRIEF

One of the spacious passenger walkways at Liverpool Street station, with posters along the walkway providing information on the Elizabeth Line, its history, stations, and service details. Andy Coward

Avanti West Coast teamed up with artist Daniel Lismore to celebrate the opening of the artist’s ‘Be Yourself, Everyone Else is Already Taken’ exhibition, taking place until June 26, as part of the events being held for the Coventry UK City of Culture. Guests at the opening night travelled to Coventry on Pendolino 390039 Lady Godiva.

Tickets for the exhibition are free, with the venue a 15-minute walk from Coventry station.

TransPennine Express unveiled a sculpture made entirely of recycled materials at Hull Paragon Station on March 18 to highlight Global Recycling Day. The sculpture, created by Hull-based artist Andy Peak, took 50 hours to create and featured more than a tonne of water bottles, cups, cardboard, newspapers, and plastic waste.

The materials used were all collected from TPE trains or Hull Paragon itself.

A bank of ticket machines in the spacious booking hall at Paddington, ready for when the long-awaited Elizabeth Line opens. Andy Coward

New Elizabeth Line Stations Paddington Bond Street (opening later in 2022) Tottenham Court Road Farringdon Liverpool Street Whitechapel Canary Wharf Custom House Woolwich Abbey Wood Later in the year, services will operate between Reading and Heathrow through to Abbey Wood, while services from Shenfield will run through to Paddington, both sharing the new central London section and increasing service frequencies on the new line.

It is anticipated that a fully integrated timetable along the whole route will be introduced at some point during 2023.

One of the new stations will not initially be completed for when the Elizabeth Line is launched to passengers.

The iconic London Underground roundels have been given an Elizabeth Line twist, finished in blue and purple rather than the traditional red and blue. Andy Coward

Work on the construction of Bond Street was previously said to be running 18 months behind schedule after problems with the original contractor working on the station’s construction.

Intensive work on the site has seen that delay reduced to about three months, and it is now the only new station to have not yet been handed over to TfL. Work has reached the stage where trial running could begin through the station, and Mr Lord confirmed that although trains will not stop at Bond Street until work has been completed,

it has been prepared to a point where it could be used for train evacuations should the need arise. Bond Street should open later this year.

It has also been confirmed that Elizabeth Line branding will be applied to all the stations on the route and not just the new stations – including those that are currently operated by TfL Rail.

While it has now been more than a decade since construction began, the wait is almost over.

The new line should provide welcome service and capacity improvements for travellers in and around London.

Ian McConnell has been appointed as the new managing director of West Midlands Trains and will join the operator during April. Mr McConnell was most recently chief operating officer at ScotRail and previously franchise and programmes director at Greater Anglia. He has held several project and leadership roles at ScotRail and London Overground in the past.

New artwork has been installed over the station entrance at Blackpool North as part of a wider programme

by Northern to improve stations across its network.

The inside of the station has been painted and new pigeon netting installed as part of the improvements made to the busy station in the North West seaside resort.

East Midlands Railway has expanded its complimentary food menu for First Class customers, with a range of options whenever they travel.

EMR now offers free food and drink items on longer-distance services all day Monday to Saturday, with plans to extend the offer to Sundays in future.

The Elizabeth Line route map for when the whole line is completed. It incorporates 41 stations, with 10 of those being brand new. Transport for London

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Network Rail has appointed Robin Dobson as group property director, replacing Stuart Kirkwood, who is leaving after 11 years, having spent the last two leading Network Rail’s property division. Mr Dobson joins NR from Hammerson Plc and has extensive experience in property across UK and Europe.

May 2022 RAILWAYS ILLUSTRATED 7

NEWS

RAIB releases report into tragic Carmont accident

THE RAIL Accident Investigation Branch has released its report into the fatal derailment of a ScotRail Inter7City train at Carmont following torrential rainfall on August 12, 2020.

The train involved in the accident, 1T08 – formed of Class 43 HST power car 43140, Mk.3 trailer 42145, 42564, 42007, 40622 and trailing power car 43030 – was returning to Aberdeen after a blockage on the line ahead had been reported. It derailed after striking debris on the track that had been washed out of a drainage trench.

The derailed train, travelling at 73mph, deviated to the left before striking a bridge parapet, with the train scattering around the site and the lead power car and first three vehicles all suffering extensive damage.

Train driver Brett McCullough, conductor Donald Dinnie, and passenger Christopher Stuchbury were tragically killed, with the remaining six passengers all suffering injuries.

The RAIB has concluded the accident was caused by incorrectly installed drainage at the site that had not been built to the approved plans by contractors Carillion, which had been appointed to carry out the drainage works at the site between 2011 and 2012. The drains were therefore unable to accommodate the heavy water flows that occurred in the lead-up to the accident.

Investigators found that a low earth bank (known as a bund) had been constructed that ran across a slope leading towards the track. The presence of this bund significantly altered

An aerial view of the accident site at Carmont following the fatal derailment of an Inter7City HST on August 12, 2020, showing the devastating scene that greeted rescuers. RAIB

the flow of water, causing a concentrated flow into a steeply sloping section of trench.

The intensity and duration of rainfall on August 12, 2020, would have generated water flows into the trench sufficient to wash away the gravel fill and the ground immediately surrounding it.

The report said that there were no written processes or training in place to instruct signallers or route controllers to advise trains to operate at lower speeds in circumstances that may require it, such as during that day’s weather conditions.

The way Network Rail manages incidents involving extreme weather was also raised as an issue requiring further attention by the report. Both Network Rail and ScotRail have made changes to their procedures since the accident.

The design of the refurbished HST was also highlighted in the RAIB’s report, with a new train built to modern standards including a number of features within the design intended to minimise damage in case of a collision or derailment.

Such was the force of the derailment that the train suffered extensive

damage; had it not had so few people on board at the time of the accident, the number of casualties could have been far greater.

The RAIB concluded: “While it is not possible to be certain about what would have happened in the hypothetical situation with different rolling stock in the same accident, the RAIB considers it more likely than not that the outcome would have been better if the train had been compliant with modern ‘crashworthiness’ standards.”

A total of 20 recommendations have been made by RAIB in its report.

“This investigation highlights the risk of uncontrolled changes to railway infrastructure during construction. It is so sad that a project designed for the protection of the travelling public became unsuitable for its intended use and posed a hazard to trains because of such uncontrolled changes to the design.

“When anything is built in difficult conditions, such as on the side of a steeply sloped cutting, changes will often be needed for practical reasons.

Although such changes are normal and can be highly beneficial in terms of saved time and cost, they need to be made with care. In each case, the original designer must understand the change that’s proposed and review the implications of a change that may appear inconsequential to the team on site. I hope this example

will resonate throughout the UK’s construction industry.

“It’s important for all of us to not dismiss this truly harrowing accident as a one-off event. The railway industry needs to think through the implications of severe weather on its infrastructure, while also looking to the behaviour of trains should they derail after striking obstructions such as washouts and landslips. Is there more that could be done to keep trains in line and closer to the track, to minimise the risk of jack-knifing, and to keep bogies attached to rail vehicles? RAIB doesn’t have all of the answers but is urging the railway industry to think about ways of guiding derailed trains, and to think about the longer-term implications of continuing to operate rolling stock that pre-dates modern standards.”

Statement from RAIB chief inspector Simon French “Although railway safety in the UK has been steadily improving over recent decades, the tragedy at Carmont is a reminder of just how disruptive and potentially dangerous Britain’s volatile weather can be. The railway industry needs to get even smarter about the way it counters this threat, and to better exploit remarkable modern technology that enables the prediction and tracking of extreme weather events such as summer convective storms. There’s also an urgent need for the railway to provide real-time decision-makers with the information, procedures and training they need to manage complex and widespread weather-related events across the rail network.

“No one wants to shut down the railway every time it rains. Railways need to operate safely and reliably in

most weather conditions. If they’re not able to achieve this, potential passengers will be forced onto the roads, which are undoubtedly much more dangerous in bad weather conditions.

“There’s a balance to be struck, and technology can help to get this balance right. Modern weather forecasting and monitoring systems can spot the truly exceptional events before they occur and as they happen, so allowing railway operators to implement precautionary measures when it’s prudent to do so. This would benefit the safety of the line (by restricting train speeds or suspending operations when necessary) while reducing the need for imposing blanket speed restrictions over areas that are not at significant risk.

8 RAILWAYS ILLUSTRATED May 2022

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NEWS

SRPS 37403 Isle of Mull returns to main line THE SCOTTISH Railway Preservation Society’s preserved Class 37/4, 37403 Isle of Mull, has returned to main line use for the first time since its hire to Direct Rail Service came to an end.

The locomotive was last used by DRS in February 2019 before being returned to its owners, but throughout last year it has received an overhauled engine and other repairs at the SRPS diesel fleet base at Bo’ness on the Bo’ness and Kinneil Railway before returning to use on the BKR at the railway’s post-Christmas diesel event.

On March 19, the locomotive joined West Coast Railways’ 37685 to work its first main line train in more than three years, hauling an SRPS charter from Linlithgow to Aviemore in connection with the Strathspey Railway’s spring diesel event.

Following its use on an SRPS charter from Linlithgow to Aviemore alongside West Coast Railways 37685 on March 19, 37403 Isle of Mull stands at Boat of Garten a with Broomhill to Aviemore service during the Strathspey Railway’s spring diesel event.

Simon Jones

Third service suspension for West Midlands Metro TRAM SERVICES on the West Midlands Metro line between Wolverhampton and Birmingham have been suspended for a third time in nine months due to concerns about cracks in the CAF-built Urbos 3 tram fleet.

Services on the popular route were withdrawn midway through the day on March 19, with operator Midland Metro Ltd stating an ‘operational reason’ for the suspension. Later in the day it was announced that services would not be running on March 20, which was then followed by confirmation that services would not be reinstated ‘until further notice’.

The latest issue concerns further cracks that have been discovered in the bodies of some of the Urbos 3 trams, and is understood to be a different fault to the one that saw services

stopped for five weeks in November and December last year.

In a recorded statement on his Facebook and Twitter accounts, West Midlands Mayor Andy Street apologised for the latest disruption to services and said: “We were told of a new safety concern coming from the manufacturer CAF which was different to what we had before. It’s about cracking in the bodies, particularly around the doors. When you get an instruction like that, all the trams have to come out immediately.

“I know this is deeply frustrating for passengers who are relying on it. I’m sorry. I know it’s an unacceptable situation. I’m ultimately responsible, but I am holding those who are responsible for this to account, so I have spoken directly to the CEO of the manufacturer to impress the

need for a reliable service and to get this repair done, and once and for all, to be sure we have a safe service that everyone can rely on.”

The Urbos 3 fleet, numbered 17-37, entered service on WMM between 2014 and 2016. Eight new CAF Urbos 100 trams (38-45) have also been delivered to Wednesbury in preparation for the extension of services to Edgbaston Village and Wolverhampton Railway Station (which Mr Street announced would be opening in June, just before the latest tram problems were discovered).

It is anticipated that these new trams, delivered within the last year, will be mainly used to get services running again as soon as possible while repairs and a solution are found the address the Urbos 3 problems. A further 13 Urbos 100 trams (46-58) are on order but have yet to be delivered.

Operated by GB Railfreight, Hastings Diesels ran training services on two consecutive days using preserved Class 201 DEMU 1001. The services ran from St. Leonards engineering to Brighton, via Eastbourne, and on the second day the train returned via Haywards Heath. On March 18, 1001 passes through Hampden Park station. Steve Lee

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May 2022 RAILWAYS ILLUSTRATED 9

NEWS

UK rail network battered by three storms in a week

THREE DEVASTATING named storms brought chaos to the UK in mid-February, with the railway network suffering more than its fair share of the resulting damage.

Storm Dudley struck first, on February 16, bringing winds of up to 90mph, uprooting trees and causing numerous disruptions to service while Network Rail staff cleared the resulting debris.

Worse was to follow with the arrival of Storm Eunice two days later. As the storm approached, bulletins advised people not to travel, with forecasters issuing a rare red danger to life

warning. Services throughout the country were severely affected during the day, with record wind speeds being recorded.

The approach of Storm Eunice saw all train services cancelled in Wales – believed to be the first time this has ever happened, with Network Rail imposing speed restrictions across the whole of the rail network that was operating.

Although efforts were made to keep trains running across most of England and Scotland, Storm Eunice saw Network Rail having to respond to and deal with hundreds of incidents

throughout its duration, including fallen trees, structural damage, and debris obstructing tracks, and overhead line equipment needing attention.

On Sunday, February 20, it was the turn of Storm Franklin to bring even more misery to an already beleaguered rail network, although on this occasion the main problem was flooding caused by heavy and persistent rain.

Extensive damage was caused to the Cambrian Line (see story below) and flooding affected many other areas of the network, including South

With the UK battered by three ferocious storms in less that a week during February, Network Rail had to contend with some of the most challenging conditions it has ever had to deal with. NR staff work to clear a fallen tree blocking the path of Chiltern Railways 165034 at Mantles Wood. Network Rail

Yorkshire, where flood water overcame the track at Rotherham Central station and numerous other locations, preventing trains from running until the water had either subsided or was pumped away.

Network Rail generally responded well to the unprecedented nature of dealing with three storms in quick succession.

It was testament to its efforts that much of the rail network was up and running very shortly after the storms had subsided, with only the most seriously damaged sections of line taking longer to open.

Flooding in and around South Yorkshire following Storm Franklin saw the area between the platforms at Rotherham Central station resemble a canal rather than a railway. This station has suffered from similar flooding issues in the past.

Network Rail

April reopening for flood-hit Cambrian Line

ONE OF the worst affected routes following the storms was the Cambrian Line, which suffered 33 washouts over a half-mile stretch of the line near Welshpool, leaving sections of the track unsupported.

Network Rail has been working on repairs to the damaged railway throughout March and announced that it hoped the line would reopen during the first week of April.

In addition, NR is to install 5000 tonnes of rock armour to protect the railway from similar flooding issues in the future, with £2 million of emergency funding awarded to try and protect the line from similar issues in the future. Rock armour acts as a barrier to stop the ballast from being

washed away by reducing the speed of the water and restricting its flow.

NR’s Wales & Borders route director, Bill Kelly, said: “Climate change is happening here and now, so building a more resilient railway for Wales & Borders is a top priority.

“We know the Cambrian Line is a social and economic lifeline for the communities it serves. Building on our work to raise black bridge near Machynlleth and our £30 million investment at Barmouth Viaduct – we are committed to protecting the future of this vital transport link.

“I’d like to thank passengers and the local community for their patience.

Our teams are working day and night to get this work completed.”

10 RAILWAYS ILLUSTRATED May 2022

Showing just a small section of the damaged Cambrian Line following flooding in mid-February, with several sections of the trackbed washed away. Network Rail aims to reopen the line during the first week of April. Network Rail

www.railwaysillustrated.co.uk

NEWS

Derby Etches Park depot readied for EMR Class 810 Aurora fleet

A MAJOR project to prepare Derby Etches Park depot has begun in readiness for the arrival of the new Hitachi bi-mode Class 810 Aurora train fleet currently being built at Newton Aycliffe and being introduced by East Midlands Railway from next year.

The £35 million pound project, which is largely funded by rolling stock company RockRail, will see the depot’s track layout modified to accommodate the new Aurora fleet that EMR says will also help to improve the operational flexibility of the depot.

A new carriage wash plant is also to be built at the depot, and the

fuelling and servicing facilities are to be upgraded, with the fuel road being extended to allow it to accommodate two five-car trains.

The north shed of the depot, in which trains are maintained, is to be extended and a new electric overhead line will be fitted.

At the south shed, replacement offices and staff facilities are to be constructed.

EMR transitions and projects director Lisa Angus said: “These massive improvements to Etches Park are great news for the city of Derby and the customers we serve. Using the latest technology and techniques,

A computer-generated image showing how one of the new East Midlands Railway Hitachi bi-mode Class 810 Aurora trains should look when they enter traffic from 2023. The 33 Class 810s are currently being built at Hitachi’s UK plant at Newton Aycliffe. East Midlands Railway

we will be able to operate our new Aurora fleet as efficiently as possible, while also maintaining specialist engineering jobs in the city for decades to come – helping to cement Derby’s proud railway heritage. Everyone at EMR is

very excited to begin operating our new Aurora trains for our customers in the East Midlands and South Yorkshire. These new improvements are another important step on our journey to bring the new trains to the regions we serve.”

The rail industry comes together to help people forced to leave Ukraine

First refurbished Avanti Pendolino undergoes testing

TRAIN OPERATORS have responded to Ukrainians coming to the UK following the Russian invasion of their country by offering free onward travel from the point where they arrive in the country until they reach their destination in the UK. The Rail Delivery Group has worked with the Government on the scheme, which will see every UK train operator – alongside many bus and coach operators – allow free travel to Ukrainians arriving in the country who have been forced to leave their homes.

THE FIRST Class 390 Pendolino to undergo refurbishment by Alstom at Widnes has begun dynamic testing ahead of a return to service. Avanti West Coast’s 390125 has been at Longsight for the majority of the last month but ventured out onto the West Coast Main Line on March 17/18 as part of its recommissioning.

Avanti West Coast says that the Pendolino, which externally looks exactly the same as the un-refurbished examples, is expected to re-enter service at some point during April, probably shortly after Easter.

It mirrors similar schemes launched by other European countries to provide a safe passage.

The scheme, which started on March 20, means that Ukrainian nationals can to travel for free on the network by showing their Ukrainian passport and a boarding pass, or a ticket showing arrival into the UK. They then have 48 hours from that time to complete their journey.

The Rail Delivery Group’s chief executive officer, Jac Starr, said: “We have all been shocked by the tragedy unfolding in Ukraine.

“As an industry, we know this is the right thing to do, making sure families affected by this tragedy can be reunited as quickly as possible, and helping others get to safety. Similar schemes have been launched on the continent. I am proud that we are standing alongside our European rail family and doing what we can to help.”

Transport Secretary Grant Shapps added: “It is hugely welcome that the transport industry has come together. We are working tirelessly to help Ukrainians travelling to Britain.”

Another landmark lost from the landscape. The demolition of the final three cooling towers from the now-closed Ferrybridge C Power Station took place on March 17. The power station, which dominated the West Yorkshire landscape and was prominent around the M62/A1(M) motorway intersection, originally featured eight cooling towers.

Five were demolished in 2019, with the final three succumbing in March. On September 5, 2019, GB Railfreight 60095 crosses the River Aire and leaves the Ferrybridge cooling towers behind, hauling 6N45, the Drax to Tyne empty biomass. Ian Edmondson

www.railwaysillustrated.co.uk

May 2022 RAILWAYS ILLUSTRATED 11

NEWS

DB Cargo and Groupe CAT showcase Toyota car transfer facility at Toton DB CARGO invited guests to Toton Depot to view the new £2.6 million automotive transfer facility that has been established at the Nottinghamshire depot in conjunction with Groupe CAT for the import and export of cars for motor manufacturer Toyota.

The trains are carrying new-generation hybrid Toyota Corolla cars – manufactured in nearby Derby – to Valenciennes in northern France, while Toyota’s Aygo, Yaris and Yaris+ models are imported on the return leg to maximise efficiency.

Fully loaded trains carrying about 260 vehicles are now initially operating twice a week between the two locations, a movement that previously took five days by road but now takes just one day by train.

It is estimated that carbon emissions will be reduced by around 2300 tonnes every year. The contract between DB Cargo and Groupe CAT for the car transfer trains is for an initial period of six years.

The Toton facility – which spans more than four acres on what was previously the depot’s training compound – has seen over 800 metres of new track laid alongside an extensive storage facility for the cars being brought into the site and also those awaiting export. A total of 1100 metres of road has either been constructed or widened to accommodate the transporters now taking the Toyota vehicles to and from the site.

Additionally, 900 metres of security fencing has been installed, with CCTV and new lighting provided.

Loading and unloading facilities are also provided, with two sidings capable of holding the trains. Upon arrival at Toton, the trains are split, with half contained on each siding.

Cars are unloaded from the trains into the adjacent storage compound

Still carrying EWS red and gold, DB Cargo’s 66129 passes Stenson Junction with a Dollands Moor Sidings to Toton North Yard working on March 8, containing newly imported Toyota Yaris and Aygo cars for the UK. The train is also used to move Toyota Corollas for the export market. Kevin Delaney

following arrival, before the modified transporter wagons are then loaded with Toyota Corollas, departing for Valenciennes the following day.

Work on the preparation of the Toton automotive transfer site began in September 2021 and it was completed in February.

DB Cargo UK’s chief sales officer, Roger Neary, said: “Freight belongs on rail, and this is a really exciting collaboration between DB Cargo UK, Groupe CAT, and Toyota.

“It’s a win-win-win for all involved and will see us deliver an efficient and environmentally-friendly rail logistics solution for one of the world’s biggest automotive manufacturers.

Imported from Valenciennes in northern France, Toyota Yaris cars are unloaded from the DB Cargo automotive train at Toton on February 22. Andy Coward

12 RAILWAYS ILLUSTRATED May 2022

“Not only that, it has also seen us breathe new life into a previously disused area of our strategic Toton site. Each train will carry the equivalent load of about 29 road transporters. The rail solution will not only reduce congestion on the UK’s road network, but it will also generate significantly less carbon dioxide emissions than if they were taken by road.”

Groupe CAT’s subsidiary STVA UK managing director, Steve Reynolds, said: “This project is the culmination of four years of work, from conception through to implementation. It is very exciting for Groupe CAT, requiring resources from road, rail and terminals here in the UK

and in Europe, too. To facilitate the project, we have signed a longterm lease with DB Cargo UK for the Toton rail terminal and have invested more than £3 million to refurbish our wagons. We have taken the opportunity to redesign key aspects of the wagons to ensure they could deliver the next generation of cars and match Toyota’s quality expectations.

Without this investment and innovation, it would not have been possible to deliver the targeted environmental and lead-time benefits.

“We should also recognise the support and contribution from Eurotunnel, Border Force, and the DFT, which have all worked hard to make this project happen.”

Some of the Groupe CAT staff employed on the operation of the Toyota automotive transfer trains at Toton, celebrating the launch on February 22. Andy Coward

www.railwaysillustrated.co.uk

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